Stabilizer control device

Abstract

To provide a technology for improving ease of getting in and out of a vehicle including an active stabilizer.SOLUTION: In a stabilizer control device 14, a control unit 32 is configured to operate an actuator 24f, 24r of an active stabilizer of a vehicle 1 and tilt a vehicle body of the vehicle 1 to a right side or a left side when a user gets in or out of the vehicle 1.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] Patent Document 1 discloses a vehicle stabilizer control device that variably controls the torsional rigidity of a stabilizer provided between the left and right wheels of a vehicle. With this technology, it is possible to achieve both handling stability and ride comfort.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In vehicles such as SUVs (Sport Utility Vehicles) with a relatively high vehicle height, small-sized people may have difficulty getting in and out. To make it easier to get in and out, there are vehicles that can lower the vehicle height by controlling the air suspension or active suspension when the user gets in and out.

[0005] The inventor recognized that in a vehicle equipped with an active stabilizer, it is desirable to improve the boarding and alighting performance without using an air suspension or an active suspension.

[0006] An object of the present invention is to provide a technique for improving the boarding and alighting performance of a vehicle equipped with an active stabilizer.

Means for Solving the Problems

[0007] To solve the above problems, a stabilizer control device according to an aspect of the present invention includes a control unit that operates an actuator of an active stabilizer of a vehicle to tilt the vehicle body to the right or left when a user gets on or off the vehicle.

Advantages of the Invention

[0008] According to the present invention, it is possible to provide a technique for improving the rideability of a vehicle equipped with an active stabilizer.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Modes for Carrying Out the Invention

[0010] (First Embodiment) Figure 1 shows the schematic configuration of the vehicle 1 according to the first embodiment. The vehicle 1 includes a left front wheel 10fL, a right front wheel 10fR, a left rear wheel 10rL, a right rear wheel 10rR, and a vehicle control system 2. The vehicle control system 2 includes a first active stabilizer 12f, a second active stabilizer 12r, a stabilizer control device 14, a first operation detection unit 16, a second operation detection unit 18, and a communication unit 20. Hereinafter, the first active stabilizer 12f and the second active stabilizer 12r are collectively referred to as the active stabilizer 12 as appropriate.

[0011] The first active stabilizer 12f is provided between the left front wheel 10fL and the right front wheel 10fR. The second active stabilizer 12r is provided between the left rear wheel 10rL and the right rear wheel 10rR. The active stabilizer 12 extends in the vehicle width direction of the vehicle 1.

[0012] The first active stabilizer 12f includes an actuator 24f, a left stabilizer bar 26fL, and a right stabilizer bar 26fR. One end of the right stabilizer bar 26fR is connected to a wheel holding member that holds the right front wheel 10fR. One end of the left stabilizer bar 26fL is connected to a wheel holding member that holds the left front wheel 10fL. The other end of the right stabilizer bar 26fR and the other end of the left stabilizer bar 26fL are connected to be relatively rotatable via the actuator 24f. The actuator 24f includes a motor and can rotationally drive the left stabilizer bar 26fL and the right stabilizer bar 26fR in opposite directions to each other. When the actuator 24f is operated, the left stabilizer bar 26fL and the right stabilizer bar 26fR rotate relative to each other, and the elastic force when viewed from the whole of the first active stabilizer 12f changes, so that the roll of the vehicle body during the running of the vehicle 1 can be suppressed.

[0013] Similarly, the second active stabilizer 12r includes an actuator 24r, a left stabilizer bar 26rL, and a right stabilizer bar 26rR. One end of the right stabilizer bar 26rR is connected to a wheel holding member that holds the right rear wheel 10rR. One end of the left stabilizer bar 26rL is connected to a wheel holding member that holds the left rear wheel 10rL. The other end of the right stabilizer bar 26rR and the other end of the left stabilizer bar 26rL are connected via the actuator 24r so as to be relatively rotatable. The actuator 24r includes a motor and is capable of rotationally driving the left stabilizer bar 26rL and the right stabilizer bar 26rR in opposite directions to each other. When the actuator 24r is operated, the left stabilizer bar 26rL and the right stabilizer bar 26rR rotate relative to each other, changing the elastic force when viewed as a whole for the second active stabilizer 12r, and it is possible to suppress the roll of the vehicle body during the running of the vehicle 1.

[0014] Hereinafter, the actuator 24f and the actuator 24r are collectively referred to as the actuator 24 as appropriate. The actuator 24 is controlled by a control signal supplied from the stabilizer control device 14. As the active stabilizer 12, a known configuration can be adopted.

[0015] An example will be described for the vehicle 1 which is a vehicle with a relatively high vehicle height such as an SUV or an off-road vehicle. In the vehicle 1, as described above, a small person may have difficulty getting in and out. The vehicle 1 is provided with the active stabilizer 12, but does not include, for example, an air suspension or an active suspension.

[0016] In the embodiment, in order to improve the rideability of the vehicle 1, when the user gets on or off the vehicle, the vehicle height is changed using the active stabilizer 12. Specifically, when the user gets on or off the vehicle, the stabilizer control device 14 operates the actuator 24 of the active stabilizer 12 according to the user's operation input, tilts the vehicle body of the vehicle 1 to the right or left, and lowers the vehicle height on the right or left side of the vehicle 1. As a result, the user can easily get on or off from the lowered side of the vehicle 1. The user can also be called a passenger. Note that the vehicle height on the right side represents the height from the ground to the lowest part on the right side of the vehicle body. The vehicle height on the left side represents the height from the ground to the lowest part on the left side of the vehicle body.

[0017] FIG. 2 is a diagram for explaining the vehicle height adjustment of the vehicle 1 in FIG. 1. FIG. 2(a) is a front view of the vehicle 1 with the vehicle body tilted. By operating the actuator 24 of the active stabilizer 12, the vehicle body of the vehicle 1 tilts to the right, the vehicle height on the right side of the vehicle 1 decreases, and the vehicle height on the left side of the vehicle 1 increases. Since the active stabilizer 12 connects the left and right wheels, when one side of the vehicle body is lowered, the opposite side of the vehicle body rises. Therefore, the vehicle height on one side of the left and right can be adjusted to a desired height that is easy to get on and off.

[0018] FIG. 2(b) is a partial side view showing the state where a user gets into the vehicle 1 with the vehicle body not tilted. In FIG. 2(b), the vehicle height on the left side and the vehicle height on the right side of the vehicle 1 are about the same.

[0019] FIG. 2(c) is a partial side view showing the state where a user gets into the vehicle 1 with the vehicle body tilted. In FIG. 2(c), the vehicle body of the vehicle 1 is tilted to the left where the user is. Compared with the state shown in FIG. 2(b), the vehicle height on the left side of the vehicle 1 is lowered. In the state of FIG. 2(c), compared with the state of FIG. 2(b), the user can lift the foot lower and get on the vehicle easily in a comfortable posture.

[0020] In this way, in the embodiment, the ride comfort of the vehicle 1 equipped with the active stabilizer 12 can be improved. Since the ride comfort can be improved without adding an air suspension or an active suspension, an increase in the cost of the vehicle 1 can also be suppressed. Hereinafter, the embodiment will be described in more detail.

[0021] FIG. 3 is a plan view showing an example of the electronic key 40 of the first embodiment. The electronic key 40 is held by the user of the vehicle 1. The electronic key 40 includes, as an operation input unit, a plurality of buttons operable by the user. The plurality of buttons include a button 42R for tilting the vehicle body to the right side and a button 42L for tilting the vehicle body to the left side, which is different from known electronic keys. The button 42R for tilting the vehicle body to the right side can also be called a button for lowering the vehicle height on the right side. The button 42L for tilting the vehicle body to the left side can also be called a button for lowering the vehicle height on the left side. In addition, the plurality of buttons may include known buttons such as a locking button and an unlocking button.

[0022] The electronic key 40 is capable of performing short-range wireless communication with the communication unit 20 of the vehicle 1. Various known technologies can be used for the wireless communication between the communication unit 20 and the electronic key 40. When the electronic key 40 receives a request from the communication unit 20, it transmits a unique key identifier to the communication unit 20. When the received key identifier matches the identifier registered in advance, the communication unit 20 determines that the authentication is successful and enables, for example, operations such as an unlocking button provided on the door of the vehicle 1 to be accepted. Further, when a button is pressed by the user, the electronic key 40 transmits operation information corresponding to the pressed button to the communication unit 20 of the vehicle 1. The transmitted operation information is attached with a key identifier. When the received key identifier matches the identifier registered in advance, the communication unit 20 supplies the received operation information to each ECU etc. of the vehicle 1. When the received key identifier does not match the identifier registered in advance, the communication unit 20 discards the received operation information. Therefore, the vehicle 1 cannot be operated by an electronic key 40 other than the one registered in advance.

[0023] When the button 42R is pressed, the electronic key 40 transmits first operation information indicating that a user operation has been performed to tilt the vehicle body to the right side to the communication unit 20. When the button 42L is pressed, the electronic key 40 transmits second operation information indicating that a user operation has been performed to tilt the vehicle body to the left side to the communication unit 20.

[0024] Although illustration is omitted, in a smartphone or a tablet terminal which is a portable terminal held by a user of the vehicle 1, when an application for vehicle operation is started, a plurality of touch-operable button images similar to the plurality of buttons in FIG. 3 may be displayed on the display. The plurality of button images include a button image for tilting the vehicle body to the right side and a button image for tilting the vehicle body to the right side. When a button image is touched by a user, the portable terminal transmits operation information corresponding to the touched button image to the communication unit 20 of the vehicle 1. The portable terminal also holds a unique key identifier and cannot operate the vehicle 1 except for a pre-registered portable terminal. Since various known technologies can be used as the basic configurations and functions of the electronic key 40 and the portable terminal, further detailed description is omitted. Hereinafter, the electronic key 40 and the portable terminal may be collectively referred to as the electronic key 40 etc.

[0025] Returning to FIG. 1. The first operation detection unit 16 detects that the outer or inner door knob of the right door of the vehicle 1 has been operated, and when the operation is detected, supplies the first operation information to the stabilizer control device 14.

[0026] The second operation detection unit 18 detects that the outer or inner door knob of the left door of the vehicle 1 has been operated, and when the operation is detected, supplies the second operation information to the stabilizer control device 14. The operation of the door knob may be a touch operation.

[0027] When the authentication is successful, the communication unit 20 supplies the first operation information or the second operation information received from the electronic key 40 etc. to the stabilizer control device 14.

[0028] The stabilizer control device 14 includes a reception unit 30 and a control unit 32. The configuration of the stabilizer control device 14 can be realized in terms of hardware by the CPU, memory, and other LSIs of any computer, and in terms of software by a program loaded into the memory or the like. Here, however, functional blocks realized by their cooperation are depicted. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms by hardware only, software only, or a combination thereof. The stabilizer control device 14 can be configured as, for example, an ECU (Electronic Control Unit).

[0029] During the running of the vehicle 1, the stabilizer control device 14 controls the actuator 24 of the active stabilizer 12 and executes known roll suppression control or the like. On the other hand, when a predetermined user operation is performed while the vehicle 1 is stopped, the stabilizer control device 14 controls the actuator 24 and executes control to tilt the vehicle body.

[0030] When the reception unit 30 receives the first operation information from the first operation detection unit 16 or the communication unit 20, it receives a user operation to tilt the vehicle body to the right side. When the reception unit 30 receives the second operation information from the second operation detection unit 18 or the communication unit 20, it receives a user operation to tilt the vehicle body to the left side.

[0031] When the user gets in or out of the vehicle, the control unit 32 operates the actuator 24 to tilt the vehicle body of the vehicle 1 to the right side or the left side. Specifically, when a user operation is received by the reception unit 30, the control unit 32 tilts the vehicle body to the side specified by the user operation. When the reception unit 30 receives a user operation to tilt the vehicle body to the right side, the control unit 32 operates the actuator 24 to tilt the vehicle body to the right side. When the reception unit 30 receives a user operation to tilt the vehicle body to the left side, the control unit 32 operates the actuator 24 to tilt the vehicle body to the left side.

[0032] For example, the amount of adjustment of the vehicle height on the right or left side may be about several centimeters, and depending on the vehicle type, it may be 4 cm or less. The operating amount of the actuator 24 can be appropriately determined by experiments or simulations.

[0033] The control unit 32 may tilt the vehicle body when a user operation is received by the reception unit 30 only when a predetermined boarding and alighting possible condition indicating that the vehicle 1 can be boarded and alighted is satisfied. The boarding and alighting possible condition may be, for example, that the door of the vehicle 1 is unlocked, the shift lever of the vehicle 1 is in the parking range, and the parking brake is actuated. The control unit 32 can determine whether the boarding and alighting possible condition is satisfied based on various sensor signals supplied from each part of the vehicle 1. Various known conditions may be used as the boarding and alighting possible condition. Thereby, even if a person other than the user operates the door knob while the door of the vehicle 1 is locked, the control for tilting the vehicle body is not executed. Also, even when a user operation is received during the running of the vehicle 1, the control for tilting the vehicle body according to the user operation can be prevented from being executed.

[0034] For example, when the user gets on the right seat of the parked vehicle 1, in order to open the right door of the vehicle 1, when the outer door knob of the door is operated, the actuator 24 operates, the left stabilizer bar 26fL and the right stabilizer bar 26fR rotate relative to each other, the left stabilizer bar 26rL and the right stabilizer bar 26rR rotate relative to each other, and the vehicle body tilts to the right. The same operation also occurs when the button 42R for tilting the vehicle body of the electronic key 40 to the right is pressed. Thereby, the user can easily get into the right seat from the lowered right side of the vehicle body.

[0035] Since the actuator 24 operates with the driving force of the motor, the adjustment of the vehicle height can be completed in a shorter time than when the vehicle height is adjusted by the air suspension. For example, the adjustment of the vehicle height can be completed within 1 second or less after the door knob is operated. Therefore, the convenience is high.

[0036] After operating the actuator 24 to tilt the vehicle body, the control unit 32 may detect that the user has boarded based on various sensor signals. The control unit 32 may detect that the user has boarded when a predetermined boarding completion condition is satisfied. For example, the boarding completion condition may include at least one of the following: the opened door has been closed, the seat belt of the seat corresponding to the opened door has been fastened, and the seating on the seat has been detected. Various known conditions may be used as the boarding completion condition.

[0037] After operating the actuator 24 to tilt the vehicle body, when it is detected that the user has boarded, the control unit 32 may operate the actuator 24 to eliminate the tilt of the vehicle body and return the vehicle body to its original state. That is, the control unit 32 returns the actuator 24 to the non-operating state. Thereby, the vehicle 1 becomes capable of traveling.

[0038] After operating the actuator 24 to tilt the vehicle body, until it is detected that the user has boarded, even if a new user operation is received by the reception unit 30, the control unit 32 may maintain the current operating state of the actuator 24 without controlling the actuator 24 according to the new user operation. Thereby, it is possible to prevent the vehicle body from moving while the user is boarding.

[0039] After operating the actuator 24 to tilt the vehicle body, when it is detected that the user has boarded, if a new user operation is received by the reception unit 30, the control unit 32 may operate the actuator 24 according to the new user operation and tilt the vehicle body to the side specified by the new user operation. Thereby, it becomes easier for a user different from the first boarding user to board from the opposite side.

[0040] The same control can be performed when getting off the vehicle. For example, when the user gets off from the right seat of the parked vehicle 1, when the user operates the door knob inside the right door of the vehicle 1 to open the right door, the actuator 24 operates and the vehicle body tilts to the right. Thereby, the user can easily get off from the right side of the lowered vehicle body.

[0041] After operating the actuator 24 to tilt the vehicle body, the control unit 32 may detect that the user has gotten out of the vehicle based on various sensor signals. The control unit 32 may detect that the user has gotten out of the vehicle when a predetermined getting-out completion condition is satisfied. For example, the getting-out completion condition may include at least one of the door that was opened being closed and the detection of the seating on the seat corresponding to the opened door disappearing. Various known conditions may be used as the getting-out completion condition.

[0042] After operating the actuator 24 to tilt the vehicle body, when it is detected that the user has gotten out of the vehicle, the control unit 32 may operate the actuator 24 to eliminate the tilt of the vehicle body and return the vehicle body to its original state.

[0043] After operating the actuator 24 to tilt the vehicle body, until it is detected that the user has gotten out of the vehicle, even if a new user operation is received by the reception unit 30, the control unit 32 may not control the actuator 24 in response to the new user operation and may maintain the current operating state of the actuator 24. Thereby, it is possible to suppress the vehicle body from moving while the user is getting out of the vehicle.

[0044] After operating the actuator 24 to tilt the vehicle body, when it is detected that the user has gotten out of the vehicle, if a new user operation is received by the reception unit 30, the control unit 32 may operate the actuator 24 in response to the new user operation and tilt the vehicle body to the side specified by the new user operation. Thereby, it becomes easier for a user different from the first user who got out of the vehicle to get out of the vehicle from the opposite side.

[0045] Next, the overall operation of the stabilizer control device 14 having the above configuration will be described. FIG. 4 is a flowchart showing the processing of the stabilizer control device 14 in FIG. 1. The processing in FIG. 4 is repeatedly executed.

[0046] When there is a user operation (Y in S10), the control unit 32 operates the actuator 24 to tilt the vehicle body to the side specified by the user operation, and the stabilizer control device 14 ends the process. When there is no user operation (N in S10), the stabilizer control device 14 ends the process.

[0047] According to the embodiment, when the user gets on or off the vehicle, the actuator 24 of the active stabilizer 12 is operated to tilt the vehicle body to the right or left side, so that the vehicle height on the right or left side of the vehicle 1 can be adjusted to a height that is easy to get on or off. Further, when a user operation is received, the vehicle body is tilted to the side specified by the user operation, so that the vehicle height on the desired side can be adjusted to a height that is easy to get on or off when the user desires.

[0048] In the above description, the vehicle 1 with a relatively high vehicle height has been described. However, the vehicle control system 2 may be mounted on a vehicle such as a sports car with a relatively low vehicle height. Even a vehicle with a relatively low vehicle height may be difficult for some people to get on or off. In the case of such a vehicle 1, the control unit 32 raises the vehicle height on the side where the user intends to get on or off according to the user operation. When the first operation detection unit 16 detects that the outer or inner door knob of the right door of the vehicle 1 has been operated, the first operation detection unit 16 supplies second operation information indicating that a user operation to tilt the vehicle body to the left side has been performed to the stabilizer control device 14. In this case, the control unit 32 tilts the vehicle body to the left side, lowers the vehicle height on the left side, and raises the vehicle height on the right side. Thereby, the user can easily get into the right seat from the raised right side of the vehicle body. Further, when the second operation detection unit 18 detects that the outer or inner door knob of the left door of the vehicle 1 has been operated, the second operation detection unit 18 supplies first operation information indicating that a user operation to tilt the vehicle body to the right side has been performed to the stabilizer control device 14. In this case, the control unit 32 tilts the vehicle body to the right side, raises the vehicle height on the left side, and lowers the vehicle height on the right side. Thereby, the user can easily get into the left seat from the raised left side of the vehicle body. The process according to the user operation by the electronic key 40 or the like is the same as in the above-described embodiment. Even in a vehicle with a relatively low vehicle height, the above-described effects of the embodiment can be obtained.

[0049] (Second Embodiment) In the second embodiment, it is different from the first embodiment in that it further executes control to detect a user around the vehicle and tilt the vehicle body to the right or left side corresponding to the detected user. Hereinafter, the description will focus on the differences from the first embodiment.

[0050] FIG. 5 is a block diagram showing a schematic configuration of the vehicle control system 2 according to the second embodiment. In FIG. 5, illustration of the left stabilizer bar 26fL and the like is omitted. The vehicle control system 2 further includes an imaging unit 22 in addition to the configuration of the first embodiment.

[0051] The imaging unit 22 has a plurality of cameras attached around the vehicle body of the vehicle 1. Each of the plurality of cameras can capture an image of the front, rear, left side, or right side of the vehicle 1. As the camera, for example, various known cameras such as a digital camera incorporating an imaging device such as a CCD (charge coupled device) or a CIS (CMOS image sensor) can be used. The plurality of cameras can also be called peripheral monitoring cameras. When authentication of an electronic key 40 or the like is successful by the communication unit 20 while the vehicle 1 is parked, the imaging unit 22 starts capturing an image of the surroundings of the vehicle 1 and supplies the captured image to the stabilizer control device 14. The image of the surroundings of the vehicle 1 may include at least images of the left side and the right side of the vehicle 1. The imaging unit 22 does not need to capture an image until authentication of an electronic key 40 or the like is successful by the communication unit 20 while the vehicle 1 is parked. Thereby, when a person who is not a user of the vehicle 1 and does not have a registered electronic key 40 or the like approaches the vehicle 1, this person can be prevented from being erroneously detected as a user.

[0052] When the authentication of the electronic key 40 or the like is successful, the communication unit 20 detects the position of the vehicle 1 with respect to the electronic key 40 or the like in the position detection area by using wireless communication between the communication unit 20 and the electronic key 40 or the like. The position detection area may be set to be narrower than, for example, the area where the communication unit 20 and the electronic key 40 or the like can perform wireless communication. For example, when the communication unit 20 and the electronic key 40 or the like can communicate within a distance of approximately 10 m, the position detection area may be within a range of approximately 2 m from the communication unit 20. Known techniques can be used to detect the position of the electronic key 40 or the like. The communication unit 20 supplies the detected position information of the electronic key 40 or the like to the stabilizer control device 14.

[0053] The communication unit 20 can communicate with each of a plurality of pre-registered electronic keys 40 or the like. In this case, the communication unit 20 can detect the position of each of the plurality of electronic keys 40 or the like. The plurality of electronic keys 40 or the like can be held one by one, for example, by the owner of the vehicle 1 and his or her family members.

[0054] In addition to the configuration of the first embodiment, the stabilizer control device 14 further includes a detection unit 34. The detection unit 34 detects a user around the vehicle 1 based on the position information of the electronic key 40 supplied from the communication unit 20 and the image supplied from the imaging unit 22.

[0055] When the authentication of the electronic key 40 or the like is successful by the communication unit 20, the detection unit 34 detects a user around the vehicle 1 based on the image supplied from the imaging unit 22. The detection unit 34 identifies the position of the user near the left and right doors of the vehicle 1 by image recognition, detects that the user is present on the right side or the left side of the vehicle 1, or that a plurality of users are present on both the left and right sides, and notifies the detection result to the control unit 32. The detection unit 34 may detect, for example, a user located within 1 to 2 m from each door. Since the authentication of the electronic key 40 is successful, the detected user is assumed to include the user who holds the electronic key 40. Even in a situation where there is one user on each side of the vehicle 1 and only one of the users holds the electronic key 40, the users on both sides of the vehicle 1 can be detected.

[0056] When the communication unit 20 detects that the electronic key 40 or the like is located on the side (right or left side) of the vehicle 1 where the user has not been detected by image recognition, the detection unit 34 may detect the presence of the user on the side where the user has not been detected by image recognition. For example, when the user is not detected on the left side by image recognition but it is detected that the electronic key 40 or the like is located on the left side, the detection unit 34 may detect the presence of the user on the left side. Also, for example, when no user is detected by image recognition but it is detected that the electronic key 40 or the like is located on each of the left and right sides, the detection unit 34 may detect the presence of the user on the left and right sides. Thereby, the detection accuracy of the user in a situation where the user is not appropriately imaged or the like can be improved.

[0057] Similar to the first embodiment, the control unit 32 tilts the vehicle body in response to the reception of a user operation by the reception unit 30. Also, when the detection unit 34 detects a user on the right or left side of the vehicle 1, the control unit 32 operates the actuator 24 to tilt the vehicle body to the side corresponding to the side where the user is detected. The side corresponding to the side where the user is detected is predetermined. In the configuration of lowering the vehicle height on the side where the user is about to get on or off as in the present embodiment, the side corresponding to the side where the user is detected is the side where the user is detected. That is, when the control unit 32 detects a user on the right side of the vehicle 1, it tilts the vehicle body to the right side. When the control unit 32 detects a user on the left side of the vehicle 1, it tilts the vehicle body to the left side.

[0058] When the detection unit 34 detects users on both sides of the vehicle 1, the control unit 32 does not operate the actuator 24 and does not tilt the vehicle body. Even in a situation where users are present on both sides of the vehicle 1 and only one of the users has the electronic key 40, by detecting the users on both sides of the vehicle 1 by image recognition, the vehicle body can be prevented from tilting. In this case, the user who wishes to adjust the vehicle height may operate the doorknob or the like.

[0059] For example, when a user with an electronic key 40 approaches the right side of a parked vehicle 1 and enters an area where wireless communication is possible, the imaging unit 22 starts imaging. At this time, the user can operate the button 42R of the electronic key 40 to tilt the vehicle body, but it is not necessary to operate it. If not operated, when the user approaches the right side of the vehicle 1 further and enters the position detection area, the position of the electronic key 40 is detected by the communication unit 20. When the user enters within 1 to 2 m from the right door, the user is detected on the right side based on the captured image. In response to the detection of the user, the vehicle body tilts to the right. Therefore, the user can easily get into the vehicle without operating the electronic key 40.

[0060] Note that the detection unit 34 may detect a user around the vehicle 1 without using the image captured by the imaging unit 22. The detection unit 34 detects, based on the position information such as the electronic key 40 supplied from the communication unit 20, that a user exists on the right side or the left side of the vehicle 1, or that multiple users exist on both the left and right sides, and notifies the detection result to the control unit 32.

[0061] In this example, since image recognition for detecting the user is not required, the processing of the detection unit 34 can be simplified. The imaging unit 22 may not be provided. In this case, when users exist on both sides of the vehicle 1 and only one of the users has the electronic key 40, the user on the side where the electronic key 40 is located is detected, and the vehicle height on the side of the user having the electronic key 40 decreases. If a user who does not have the electronic key 40 desires to adjust the vehicle height, the user may operate a doorknob or the like. Also in this example, when a person who is not a user of the vehicle 1 and does not have a registered electronic key 40 or the like approaches the vehicle 1, it is possible to prevent this person from being erroneously detected as a user.

[0062] Also, the detection unit 34 may detect a user around the vehicle 1 without using the position information such as the electronic key 40. In this case, since it is not necessary to detect the position of the electronic key 40 or the like, the processing of the communication unit 20 can be simplified.

[0063] FIG. 6 is a flowchart showing the processing of the stabilizer control device 14 in FIG. 5. The processing in FIG. 6 is repeatedly executed. The processing of S10 and S12 is the same as that in the first embodiment. When there is no user operation (N in S10), if the user is detected by the detection unit 34 (Y in S14), and if the user is detected on one side of the vehicle 1 (Y in S16), the control unit 32 tilts the vehicle body to the side corresponding to the side where the user is detected (S18), and the stabilizer control device 14 ends the processing.

[0064] When the user is not detected (N in S14), the stabilizer control device 14 ends the processing. When the user is not detected on one side of the vehicle 1 (N in S16), that is, when the user is detected on both sides of the vehicle 1, the stabilizer control device 14 ends the processing.

[0065] According to the second embodiment, without performing a user operation to adjust the vehicle height with the electronic key 40 or the like, when the user approaches the side where the user intends to board the vehicle 1, the vehicle height on the approached side decreases, so the user can easily board the vehicle, and the convenience is high. In addition, since the vehicle height decreases before the user reaches out to the doorknob to open the door, the convenience is high.

[0066] Note that when the control unit 32 tilts the vehicle body in response to the detection of the user by the detection unit 34, the speed at which the vehicle body is tilted may be reduced compared to the case where the vehicle body is tilted in response to the reception of a user operation by the reception unit 30. For example, when the time required to tilt the vehicle body in response to a user operation is 1 second, the time required to tilt the vehicle body in response to the detection of the user may be 2 seconds. When the vehicle body is tilted in response to the detection of the user, there is a possibility that the vehicle body may move at a timing or in a direction unintended by the user, but by reducing the speed at which the vehicle body is tilted, it is possible to make it less likely to startle the user.

[0067] In addition, for a vehicle with a relatively low vehicle height, when raising the vehicle height on the side where the user attempts to get on or off, the side corresponding to the side where the user is detected is the side opposite to the side where the user is detected. In this case, when the control unit 32 detects a user on the right side of the vehicle 1, it tilts the vehicle body to the left side. When the control unit 32 detects a user on the left side of the vehicle 1, it tilts the vehicle body to the right side. Therefore, without performing a user operation with an electronic key 40 or the like, simply approaching the side where the user attempts to board the vehicle 1 causes the vehicle height on the approached side to increase, so that the user can easily board the vehicle.

[0068] Furthermore, at the time of getting off the vehicle, the detection unit 34 may detect the position of the user inside the vehicle compartment of the vehicle 1. For example, the detection unit 34 can detect the position of the user based on a sensor signal of a seating sensor (not shown) or a captured image of an in-vehicle camera (not shown). In this case, the control unit 32 may detect the user's intention to get off the vehicle based on various sensor signals. The control unit 32 may detect that the user has an intention to get off the vehicle, for example, when the ignition switch of the vehicle 1 is off, the shift lever of the vehicle 1 is in the parking range, and the parking brake is operating. Various known techniques can be used for detecting the intention to get off the vehicle. When it is detected that the user has an intention to get off the vehicle, if the detection unit 34 detects the user on the right side or the left side inside the vehicle compartment, the control unit 32 may operate the actuator 24 to tilt the vehicle body to the side corresponding to the side where the user is detected. When only the driver is in the vehicle, the vehicle height can be adjusted before operating the door knob. When it is detected that the user has an intention to get off the vehicle, if the detection unit 34 detects the user on both sides inside the vehicle compartment, the control unit 32 does not need to operate the actuator 24 and does not need to tilt the vehicle body.

[0069] (Third Embodiment) In the third embodiment, when users are detected on both sides of the vehicle, control is further executed to tilt the vehicle body to the side corresponding to the side with the higher priority between the right side and the left side, which is different from the second embodiment. Hereinafter, the description will focus on the differences from the second embodiment.

[0070] FIG. 7 is a block diagram showing a schematic configuration of the vehicle control system 2 according to the third embodiment. In FIG. 7, illustration of the left stabilizer bar 26fL and the like is omitted. The vehicle control system 2 further includes a holding unit 28 in addition to the configuration of the second embodiment.

[0071] The user operates, for example, a car navigation system (not shown) mounted on the vehicle 1 to preset a priority for each of a plurality of electronic keys 40 and the like. As a result, a priority is associated with each key identifier of the plurality of electronic keys 40 and the like and is held in the holding unit 28. For example, a priority may be set for an electronic key 40 and the like held by a user who needs to adjust the vehicle height, and a priority may not be set for an electronic key 40 and the like held by a user who does not need to adjust the vehicle height.

[0072] The user may operate, for example, a car navigation system or an app on a mobile terminal to preset priorities for the right side and the left side of the vehicle 1. The respective priorities for the right side and the left side are also held in the holding unit 28.

[0073] Similar to the first embodiment, the control unit 32 tilts the vehicle body in response to the reception of a user operation by the reception unit 30. Also, similar to the second embodiment, when a user is detected on the right side or the left side of the vehicle 1 by the detection unit 34, the control unit 32 tilts the vehicle body to the side corresponding to the side on which the user is detected.

[0074] When the detection unit 34 detects a user on both sides of the vehicle 1, the control unit 32 identifies the side with the higher priority between the right side and the left side of the vehicle 1 based on the priority information held in the holding unit 28.

[0075] When users are detected on both sides of the vehicle 1 and the positions of two electronic keys 40 or the like on both sides are specified, the control unit 32 specifies the side with the higher priority between the right side and the left side based on the priorities associated with the respective key identifiers of the two specified electronic keys 40 or the like. If a priority is set only for one of the electronic keys 40 or the like, the control unit 32 specifies the side where the electronic key 40 or the like with the set priority is located as the side with the higher priority.

[0076] When users are detected on both sides of the vehicle 1 and the position of one electronic key 40 is specified, if priorities are set for the right side and the left side, the control unit 32 specifies the side with the higher priority based on the priorities set for the right side and the left side.

[0077] In a configuration example where the detection unit 34 detects users around the vehicle 1 without using the image captured by the imaging unit 22, it may be controlled as follows. When the positions of two electronic keys 40 on both sides of the vehicle 1 are specified, the control unit 32 specifies the side with the higher priority between the right side and the left side based on the priorities associated with the respective key identifiers of the two specified electronic keys 40.

[0078] Also, in a configuration example where the detection unit 34 detects users around the vehicle 1 without using the position information of the electronic key 40 or the like, it may be controlled as follows. When users are detected on both sides of the vehicle 1 from the captured image, if priorities are set in advance for the right side and the left side, the control unit 32 specifies the side with the higher priority based on the priorities set for the right side and the left side.

[0079] The control unit 32 tilts the vehicle body toward the side corresponding to the side with the higher specified priority. The side corresponding to the side with the higher priority is predetermined. In a configuration where the vehicle height on the side where the user is about to get on or off is lowered as in the present embodiment, the side corresponding to the side with the higher priority is the side with the higher priority. That is, when the priority on the right side is high, the control unit 32 tilts the vehicle body to the right side. When the priority on the left side is high, the control unit 32 tilts the vehicle body to the left side. Thereby, in a situation where there are users on both sides of the vehicle 1, the vehicle height on the side with the higher priority can be lowered, which is highly convenient.

[0080] When there is no priority information in the holding unit 28 and the control unit 32 cannot identify the side with the higher priority, the control unit 32 does not tilt the vehicle body.

[0081] After the control unit 32 tilts the vehicle body to the side corresponding to the side with the higher priority, if it is detected that the user has boarded the vehicle, the control unit 32 may tilt the vehicle body to the side corresponding to the side with the lower priority. As a result, in a situation where there are users on both sides of the vehicle 1, the vehicle height can be lowered in order from the side with the higher priority to the side with the lower priority, which is highly convenient.

[0082] When the control unit 32 cannot identify the side with the lower priority, after tilting the vehicle body to the side corresponding to the side with the higher priority, if it is detected that the user has boarded the vehicle, the control unit 32 may eliminate the tilt of the vehicle body. By not setting priorities for the right and left sides and not setting priorities for the electronic key 40 or the like held by a user who does not require vehicle height adjustment, the vehicle height can be prevented from being automatically adjusted.

[0083] FIG. 8 is a flowchart showing the processing of the stabilizer control device 14 in FIG. 7. The processing in FIG. 8 is repeatedly executed. The processing from S10 to S18 is the same as that in the second embodiment. When the user is not detected on one side of the vehicle 1 (N in S16), that is, when the user is detected on both sides of the vehicle 1, if priorities are assigned (Y in S20), the control unit 32 tilts the vehicle body to the side corresponding to the side with the higher priority (S22), and the stabilizer control device 14 ends the processing. When priorities are not assigned (N in S20), the stabilizer control device 14 ends the processing.

[0084] Note that also in this embodiment, when the control unit 32 tilts the vehicle body in response to the detection of the user by the detection unit 34, the control unit 32 may reduce the speed at which the vehicle body is tilted as compared with the case where the control unit 32 tilts the vehicle body in response to the reception of the user operation by the reception unit 30.

[0085] Also, for a vehicle with a relatively low vehicle height, when raising the vehicle height on the side where the user intends to get on or off, the side corresponding to the side with the higher priority is the side opposite to the side with the higher priority. In this case, when the priority on the right side is high, the control unit 32 tilts the vehicle body to the left. When the priority on the left side is high, the control unit 32 tilts the vehicle body to the right.

[0086] Furthermore, when getting off the vehicle, if the control unit 32 detects that the user has the intention to get off, and the detection unit 34 detects the user on both sides inside the vehicle compartment of the vehicle 1, based on the priority information held by the holding unit 28, the control unit 32 may identify the side with the higher priority between the right side and the left side of the vehicle 1, and tilt the vehicle body to the side corresponding to the identified side with the higher priority.

[0087] The present invention has been described based on the embodiments. It should be understood by those skilled in the art that the embodiments are merely examples, and various modifications are possible for the combination of each component and each processing process, and such modifications are also within the scope of the present invention.

[0088] For example, in each of the embodiments, the vehicle 1 does not include an air suspension or an active suspension, but it may include an air suspension or an active suspension.

Explanation of Reference Numerals

[0089] 1... Vehicle, 2... Vehicle control system, 12... Active stabilizer, 12f... First active stabilizer, 12r... Second active stabilizer, 14... Stabilizer control device, 16... First operation detection unit, 18... Second operation detection unit, 20... Communication unit, 22... Imaging unit, 24, 24f, 24r... Actuator, 28... Holding unit, 30... Reception unit, 32... Control unit, 34... Detection unit.

Claims

1. A control unit that operates an actuator of an active stabilizer of a vehicle to tilt the vehicle body to the right or left when a user gets on or off the vehicle. A stabilizer control device characterized by this.

2. Further comprising a reception unit that receives a user operation for tilting the vehicle body to the right or left, When a user operation is received by the reception unit, the control unit tilts the vehicle body to the side specified by the user operation. The stabilizer control device according to claim 1, characterized by this.

3. Further comprising a detection unit that detects a user around the vehicle, When a user is detected on the right or left side of the vehicle by the detection unit, the control unit tilts the vehicle body to the side corresponding to the side where the user is detected. The stabilizer control device according to claim 2, characterized by this.

4. When users are detected on both sides of the vehicle by the detection unit, the control unit identifies the side with the higher priority among the right and left sides of the vehicle, and tilts the vehicle body to the side corresponding to the side with the identified higher priority. The stabilizer control device according to claim 3, characterized by this.

5. When tilting the vehicle body in response to the detection of a user by the detection unit, the control unit reduces the speed of tilting the vehicle body compared to when tilting the vehicle body in response to the reception of a user operation by the reception unit. The stabilizer control device according to claim 3, characterized by this.

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