JP2010274683A - Electronic key system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve security by making it difficult to disguise an existing position of an electric key using wireless technology in an electronic key system. <P>SOLUTION: An in-vehicle control section 21 allows an engine to start since a regular user exists inside the vehicle when it is determined that there is movement of the electric key 10 to the inside of the vehicle after verification outside the vehicle is approved. That is, the in-vehicle control section 21 does not allow the engine to start since it is uncertain that the regular user actually exists inside the vehicle when there is no movement of the electric key 10 or there is movement to the outside of the vehicle after the verification outside the vehicle is approved. Authentication of appropriateness of movement or directions of the movement of the user (electric key 10) in riding in the vehicle along with verification of identification codes through wireless communication makes it difficult to disguise the existing position of the electric key 10, thus improving security of the electric key 10 system. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an electronic key system.

  In the conventional electronic key system, when the verification of the ID code is established through transmission / reception of various signals including the electronic key (portable device) and the ID code (identification code) between the vehicles, the locking and unlocking of the vehicle door lock, the engine starting, etc. It becomes possible. For example, in the electronic key system disclosed in Patent Document 1, the vehicle includes an in-vehicle antenna that forms a communication area inside the vehicle and an outside antenna that forms a communication area around the vehicle. When collation of the ID code is established through communication between the electronic key existing in the outside communication area and the vehicle, control for switching the lock state of the door lock is performed. On the other hand, when the ID code verification is established through communication between the electronic key existing in the in-vehicle communication area and the vehicle, engine start is permitted.

JP 2007-170162 A

  With recent developments in communication technology, there is a risk of unauthorized communication between an electronic key carried by a user located far away from the vehicle and the vehicle. For example, it is conceivable to use a wireless communication technique to disguise an electronic key that exists far away as if it exists in a communication area inside or outside the vehicle interior. In this case, there is a concern that control on the vehicle side such as unlocking the door lock or permission to start the engine may be executed illegally. In particular, there is a risk of vehicle theft if the engine start is illegally permitted. While the importance of crime prevention measures against new fraud techniques such as electronic key disguise has been increasing, there has been a fact that no concrete measures have been proposed.

  The present invention has been made in view of such circumstances, and an object of the present invention is to make it more difficult to impersonate a position where an electronic key is present using wireless technology, thereby further improving security. Is to provide.

Hereinafter, means for achieving the above-described object and its operation and effects will be described.
The invention according to claim 1 is an electronic key that is carried by a user and transmits a response signal including its own identification code in response to a request signal from the vehicle side, and is mounted on the vehicle and transmits the request signal to the vehicle. An in-vehicle device that forms a communication area with an electronic key inside and outside the vehicle interior by transmitting to the inside and outside the vehicle compartment, and the on-vehicle device is identified through wireless communication with the electronic key in the outside communication area In the vehicle electronic key system that permits the unlocking of the vehicle door when the code verification is established, and sets the engine start permission state when the identification code verification through the wireless communication with the electronic key in the vehicle interior communication area is established. The vehicle is provided with a vehicle side direction sensor that detects the direction of the vehicle, and the electronic key includes an electronic key side direction sensor that detects the direction of the electronic key and the electronic key. Acceleration detection means for detecting the acceleration caused by the movement of the electronic device and a direction in which the acceleration works, and whether or not the electronic key moves based on the detection result of the electronic key side direction sensor and the acceleration detection means In addition, the vehicle-mounted device wirelessly transmits motion information indicating the direction and direction of motion, and after the vehicle exterior verification is established in the vehicle exterior communication area, the vehicle orientation information based on the detection result of the vehicle side orientation sensor, Determining whether the direction of movement of the electronic key relative to the vehicle is inside or outside the vehicle based on a combination with information indicating the direction and direction of movement of the electronic key included in the movement information; The gist is to authorize the engine to start when it is determined that the authorized user is in the vehicle only when it is determined that the key moves toward the inside of the vehicle. There.

  According to this configuration, after the vehicle exterior verification is established and the unlocking of the vehicle door is permitted, the user normally opens the door, moves to the seat side, and gets into the vehicle. For this reason, the electronic key carried by the user also moves toward the inside of the vehicle according to the movement into the vehicle. The in-vehicle device determines that the electronic key has a movement toward the inside of the vehicle based on the direction information of the vehicle and the information indicating the direction and direction of the movement of the electronic key included in the movement information after the vehicle outside verification is established. When this happens, the engine is allowed to start, assuming that a legitimate user is in the vehicle. In other words, the in-vehicle device has no movement of the electronic key after the vehicle outside verification is established, and when the movement is to the outside of the vehicle even if there is a movement, it is determined that it is unknown whether the authorized user is actually inside the vehicle. Do not allow start. In this way, in addition to the verification of the identification code through wireless communication, authentication of whether the movement of the user (electronic key) and the direction of the movement at the time of boarding is appropriate can be performed to impersonate the position where the electronic key exists. It becomes difficult. Since the engine is allowed to start only when it is determined that the user is surely in the vehicle, the security of the electronic key system can be improved.

  According to a second aspect of the present invention, in the electronic key system according to the first aspect, the in-vehicle device performs in-vehicle collation in the in-vehicle communication area based on information indicating presence / absence of movement of the electronic key included in the movement information. The gist is that the determination that the electronic key is stationary when is established is a new condition for allowing the engine to start.

  According to this configuration, when in-vehicle verification is established, the user who gets into the vehicle is usually seated on the seat, and the electronic key is carried by the user or left in the vehicle. In any case, the electronic key is stationary in the vehicle. The in-vehicle device identifies whether the electronic key is stationary based on information indicating the presence or absence of movement of the electronic key included in the motion information. The in-vehicle device sets a new condition for permitting engine start that the electronic key is stationary when in-vehicle verification is established. That is, when it is determined that the electronic key is not stationary when the in-vehicle verification is established, it is not determined whether or not the authorized user is actually in the vehicle, and the engine start is not permitted. In this way, in addition to the verification of the identification code through wireless communication and the presence or absence of the movement of the electronic key to the inside of the vehicle, authentication is performed to verify that the user (electronic key) is stationary properly when the in-vehicle verification is established. It becomes difficult to disguise the position where the key exists. Since the engine is allowed to start only when it is determined that the user is surely in the vehicle, the security of the electronic key system can be further improved.

  According to a third aspect of the present invention, in the electronic key system according to the first or second aspect, the movement distance from the time when the vehicle door of the electronic key is unlocked is calculated on the electronic key side or the vehicle side. Thus, when calculating on the electronic key side, the electronic key calculates a moving distance based on the acceleration detected by the acceleration detecting means, transmits the calculation result included in the motion information, In the case of calculation on the vehicle side, the electronic key transmits the detection result of the acceleration detection means included in the motion information, and the onboard device moves the electronic key based on the motion information from the electronic key. When the distance is calculated and the in-vehicle device determines that the electronic key moves toward the inside of the vehicle, the in-vehicle device further determines the movement distance of the electronic key in light of the direction of movement of the electronic key relative to the vehicle. That point Dosaki is a new condition for permitting starting of the engine to be determined that existing in the passenger compartment is set to its gist.

  According to this configuration, the in-vehicle device determines whether or not the destination of the movement distance of the electronic key calculated by the electronic key control device or itself exists in the vehicle interior in the direction of the movement of the electronic key relative to the vehicle. Judging. Therefore, when the on-board unit moves the electronic key to the inside of the vehicle, but the movement distance is too large and it is determined that the destination point is outside the passenger compartment, it is unclear whether the regular electronic key exists around the vehicle. If so, do not allow the engine to start. As a result, it is possible to prevent unauthorized engine start due to radio wave interception of a legitimate electronic key possessed by the user, and to further increase the security of the electronic key system.

  According to the present invention, in an electronic key system, it is possible to improve security by making it difficult to disguise a position where an electronic key exists using wireless technology.

The block diagram of the electronic key system in this embodiment. In the present embodiment, (a) is a graph showing the transition of the detected combined acceleration and a judgment criterion for the motion state and the stationary state at the acceleration, and (b) is a graph showing the detected acceleration in a predetermined axis direction. . Schematic which showed both the communication areas outside a vehicle in this embodiment. The enlarged view of FIG. 3 which showed the 1st communication area vicinity in this embodiment. The enlarged view of FIG. 3 which showed the 2nd communication area vicinity in this embodiment. The flowchart which shows the process sequence of the engine starting control program in this embodiment. The flowchart which shows the process sequence of the engine starting control program in other embodiment.

Hereinafter, an electronic key system according to the present invention will be described with reference to FIGS.
As shown in FIG. 1, the electronic key system 1 includes an electronic key 10 possessed by a driver of the vehicle 2 and an in-vehicle device 20 disposed in the vehicle 2. Mutual communication is automatically performed between the electronic key 10 and the in-vehicle device 20, and door locking / unlocking and engine start are controlled on the condition that the mutual communication is established outside and inside the vehicle.

<Electronic key 10>
The electronic key 10 has a wireless communication function, and controls in-vehicle devices through mutual communication with the in-vehicle device 20. The electronic key 10 includes an electronic key control unit 11 configured by a computer unit including a CPU, a ROM, a RAM, and the like, and an LF reception unit that is electrically connected to the electronic key control unit 11 and receives an LF band radio signal. 12, a UHF transmitter 13 that transmits a radio signal in the UHF band, an acceleration sensor 18 that detects the movement of the electronic key 10 as acceleration, and an electronic key side direction sensor 16 that detects the direction to which it is directed using geomagnetism. It consists of.

  When the LF receiving unit 12 receives a request signal that is an LF band radio signal transmitted from the in-vehicle device 20, the LF receiving unit 12 demodulates the request signal into a pulse signal and outputs the demodulated demodulated signal to the electronic key control unit 11. . The electronic key control unit 11 is provided with a nonvolatile memory 11a made of, for example, an EEPROM or the like, and an ID code unique to the electronic key 10 is registered in the memory 11a. When the demodulated signal is input from the LF receiver 12, the electronic key controller 11 reads the received data and outputs a response signal including an ID code registered in the memory 11 a to the UHF transmitter 13. The electronic key 10 transmits a response signal, which is a UHF band radio signal, to the in-vehicle device 20 via the UHF transmission unit 13.

  The electronic key side azimuth sensor 16 outputs a voltage (signal) corresponding to the direction in which the electronic key is directed to the electronic key control unit 11. The electronic key control unit 11 calculates the direction of the electronic key 10 based on the voltage (signal) from the electronic key side direction sensor 16. This orientation is transmitted to the in-vehicle device 20 as a UHF band orientation information signal via the UHF transmitter 13.

  The acceleration sensor 18 is activated when the LF receiver 12 receives the request signal. The acceleration sensor 18 may be of any type, such as a mechanical type, an optical type, or a semiconductor type, as long as it can be built in the electronic key 10 and can detect acceleration in three axis directions. The acceleration sensor 18 outputs the signal (voltage value) of each axis corresponding to the acceleration generated in the electronic key 10 and the direction in which the acceleration works to the electronic key control unit 11 as a detection result. Based on the detection result, the electronic key control unit 11 determines whether the electronic key 10 is in a moving motion state, a stationary still state, and the direction of movement of the electronic key 10.

  Here, the movement state and the stationary state of the electronic key 10 will be specifically described. After the door lock of the vehicle 2 is unlocked, the user opens the vehicle door by operating the vehicle door handle and gets into the driver seat or the passenger seat side. That is, the user moves from the stationary state (stopped state) when opening the vehicle door by operating the vehicle door handle to the driver seat or passenger seat side, and moves until the user sits on the driver seat or passenger seat. After sitting in a certain state of motion, it becomes seated again. The state of movement of the electronic key 10 carried by the user also changes from a stationary state to an exercise state and again to a stationary state according to the state of the user. The movement of the electronic key 10 is performed when the electronic key 10 is stored in the pocket of the user's clothes, or after the user is seated in the driver seat or the passenger seat, or in the bag in which the electronic key 10 is stored. It is assumed that the electronic key 10 is left in the vehicle.

  For example, when the state of the electronic key 10 changes from a stationary state to a moving state, the electronic key 10 is accelerated according to its movement and its direction. Therefore, the electronic key control unit 11 determines whether the movement state of the electronic key 10 is a movement state or a stationary state based on the acceleration generated in the electronic key 10 and the direction of the movement of the electronic key 10 at that time. Is possible. FIG. 2A shows an example of a graph in which accelerations in the respective axis directions detected by the acceleration sensor 18 (electronic key 10) are combined.

  As shown in FIG. 2A, the electronic key control unit 11 detects that the acceleration sensor 18 detects an acceleration that deviates from the first setting range A over the first setting time T1. It is determined that the user is in an exercise state that moves with the ride. The first set time T1 and the first set range A are stored in advance in the memory 11a of the electronic key control unit 11. The first setting time T1 and the first setting range A are based on the time required for the user to get into the driver seat or the passenger seat after opening the door and the acceleration applied to the electronic key 10 at that time, as measured by simulation. Is set. That is, when the detected acceleration is within the first setting range A, or when the acceleration is not detected over the first setting time T1 even when the acceleration deviates from the first setting range A, the electronic key control is performed. The unit 11 determines that the user is not moving into the driver seat or the passenger seat, that is, the electronic key 10 is not in an exercise state.

  As shown in FIG. 2A, when the acceleration sensor 18 does not detect an acceleration that deviates from the second set range B over the second set time T2, the electronic key control unit 11 Judged to be stationary. The second set time T2 and the second set range B are stored in advance in the memory 11a of the electronic key control unit 11. The second setting range B is set based on acceleration applied to the electronic key 10 when the electronic key 10 is left in the vehicle, which is measured by simulation. The second set time T2 is set to a time at which it can be determined whether the electronic key 10 is left in the vehicle or is temporarily stationary. That is, when the acceleration sensor 18 detects an acceleration that deviates from the second setting range B over the second setting time T2, the electronic key control unit 11 determines that the electronic key 10 is not in a stationary state. Further, the direction of movement of the electronic key 10 in each axial direction can be determined by plus or minus of the signal (voltage value) of each axis direction of the acceleration sensor 18. For example, as shown in FIG. 2B, the movement of the electronic key 10 is the same in the same axial direction when the signal (voltage value) in the predetermined axial direction of the acceleration sensor 18 is positive and negative. The opposite direction. That is, for example, as shown by a two-dot chain line in FIG. 3, when the electronic key 10 is located on the right side of the vehicle 2 and the predetermined axial direction extends in the width direction of the vehicle 2, the acceleration is the same on the predetermined axis. Even if the vehicle moves, a different signal (voltage value) is produced between plus and minus on the inside and outside of the vehicle. The electronic key control unit 11 can determine the direction in which the acceleration occurs, and thus the direction in which the electronic key 10 moves, by identifying the plus or minus of the signal (voltage value) in addition to the acceleration in each axial direction.

  The determination result of the movement state and the stationary state of the electronic key 10 and the direction of the movement is transmitted to the in-vehicle device 20 as a movement information signal of the electronic key 10 via the UHF transmission unit 13. This movement information signal is transmitted from the electronic key 10 to the in-vehicle device 20 together with information on the direction of movement of the electronic key 10 every time it is determined that the movement state and the stationary state.

  Here, when the LF receiver 12 does not receive the request signal for a certain period of time, no detection result of the acceleration sensor 18 is necessary, and no power is supplied to the acceleration sensor 18. Thereby, useless electric power spent for the operation of the acceleration sensor 18 can be reduced. Here, after the engine is started, the request signal is not output except for a predetermined time such as when the door is opened. For this reason, the LF receiver 12 basically does not receive a request signal after the engine is started, and no power is supplied to the acceleration sensor 18.

<In-vehicle device 20>
The in-vehicle device 20 includes a computer unit including a CPU, a ROM, a RAM, and the like. As shown in FIG. 1, the in-vehicle device 20 includes an in-vehicle control unit 21 that controls various in-vehicle devices including the door lock, an in-vehicle transmission unit 22 that is electrically connected to the in-vehicle control unit 21, and an in-vehicle transmission unit. 23, a vehicle-mounted receiving unit 24, and a vehicle-side direction sensor 25 that detects the direction in which the vehicle is facing using geomagnetism.

  As shown in FIG. 3, the outside transmission unit 22 is provided on the door handles of both front doors of the vehicle 2. When the request signal is input from the in-vehicle control unit 21, the vehicle exterior transmission unit 22 modulates the request signal into a radio signal having a predetermined frequency (LF band), and is transmitted via the vehicle exterior transmission antenna 22a at a preset intermittent period. To the vicinity of the vehicle 2 (outside the vehicle). The area in which this request signal is transmitted is a semicircular first communication whose bottom is along the side of the vehicle 2 as viewed from above the vehicle formed on the side of the right front door, as shown by the one-dot chain line in FIG. An area 31 and a second communication area 32 which is formed on the side of the left front door and is semicircular along the side of the vehicle 2 as seen from above the vehicle.

  When receiving the response signal, the motion information signal, and the direction information signal transmitted from the electronic key 10 via the receiving antenna 24a, the in-vehicle receiving unit 24 demodulates these signals into pulse signals, and this demodulated signal is demodulated into the in-vehicle control unit 21. Output to.

  The vehicle side orientation sensor 25 outputs a voltage (signal) corresponding to the orientation of the host vehicle to the in-vehicle control unit 21. The in-vehicle controller 21 calculates the direction of the traveling direction of the vehicle 2 based on the voltage (signal) from the vehicle side direction sensor 25.

  The in-vehicle control unit 21 includes a non-volatile memory 21a made of, for example, an EEPROM or the like, and the memory 21a stores the same ID code as the ID code set in the corresponding electronic key 10 and an engine start control program described later. ing. The in-vehicle control unit 21 intermittently outputs request signals to the outside transmission unit 22 and the in-vehicle transmission unit 23 at different timings. When the response signal transmitted from the electronic key 10 in response to the request signal transmitted through the in-vehicle transmission unit 22 and the in-vehicle transmission unit 23 is received by the in-vehicle reception unit 24, the in-vehicle control unit 21 receives the response signal. The ID code included is compared with the ID code recorded in the memory 21a. At this time, the in-vehicle control unit 21 determines whether the response signal transmitted from the electronic key 10 is in response to the request signal transmitted from the in-vehicle transmission unit 22 or the in-vehicle transmission unit 23. It is determined whether the vehicle exists outside the vehicle or inside the vehicle. Note that collation of the ID code with the electronic key 10 via the vehicle outside transmission unit 22 is referred to as vehicle outside collation, and collation of the ID code with the electronic key 10 via the vehicle interior transmission unit 23 is referred to as vehicle interior verification.

  The in-vehicle control unit 21 combines the direction of the electronic key 10 included in the direction information signal from the electronic key 10 side and the direction in which the electronic key 10 included in the motion information signal from the electronic key 10 side moves. It is calculated to which direction 10 has moved. Furthermore, the direction of movement of the electronic key 10 relative to the vehicle 2 can be determined by combining the calculation result and the orientation of the vehicle 2. Based on the direction of movement of the electronic key 10 with respect to the vehicle 2, it is determined whether the movement of the electronic key 10 is inside the vehicle or outside the vehicle.

  Specifically, as shown in FIG. 4, for example, after the vehicle outside verification is established in the first communication area 31, the vehicle-mounted control unit 21 starts from the surface 10 a (for example, the surface on which the emblem is engraved) of the electronic key 10. Assume that a motion information signal indicating that the electronic key 10 moves in a direction perpendicular to the surface 10a and a direction information signal of the electronic key 10 indicating that the surface 10a of the electronic key 10 faces northwest are received. As shown in FIG. 4, the in-vehicle controller 21 determines that the direction of movement of the electronic key 10, that is, the electronic key 10 is moving northwest based on both information signals. Further, when the in-vehicle control unit 21 recognizes that the traveling direction of the vehicle 2 is facing north based on the detection result of the vehicle side direction sensor 25, the movement of the electronic key 10 in the northwest direction is inward of the vehicle 2. It is determined whether the movement is toward the outside or the outside of the vehicle. The in-vehicle controller 21 determines that the electronic key 10 is moving inward of the vehicle because the movement of the electronic key 10 in the northwest direction includes the movement of the west direction component. Similarly, when it is determined that the traveling direction of the vehicle 2 is northward and, for example, the electronic key 10 is moving in the southeast direction, the in-vehicle control unit 21 adds an eastward component to the movement of the electronic key 10. If it is included, it is determined that the electronic key 10 is moving to the outside of the vehicle.

  Depending on the traveling direction of the vehicle 2, the azimuth of the vehicle inner side and the vehicle outer side of the vehicle 2 in the first communication area 31 is different. For example, when the traveling direction of the vehicle 2 is eastward, the north side is the inside of the vehicle and the south side is the outside of the vehicle.

  On the other hand, the second communication area 32 and the first communication area 31 make different judgments even if the electronic key 10 faces the same direction. That is, as shown in FIG. 5, for example, after the vehicle outside verification is established in the second communication area 32, the in-vehicle control unit 21 determines that the electronic key 10 is moving northwest. When the in-vehicle control unit 21 recognizes that the traveling direction of the vehicle 2 is facing north based on the detection result of the vehicle side direction sensor 25, the movement of the electronic key 10 in the northwest direction includes the movement of the west direction component. It is determined that the electronic key 10 is moving to the outside of the vehicle. Similarly, when it is determined that the traveling direction of the vehicle 2 is northward and, for example, the electronic key 10 is moving in the southeast direction, the in-vehicle control unit 21 adds an eastward component to the movement of the electronic key 10. If it is included, it is determined that the electronic key 10 is moving toward the inside of the vehicle.

  Similar to the first communication area 31, the directions of the vehicle inner side and the vehicle outer side of the vehicle 2 in the second communication area 32 differ depending on the traveling direction of the vehicle 2. For example, when the traveling direction of the vehicle 2 is eastward, the north side is the outside of the vehicle and the south side is the inside of the vehicle.

  The in-vehicle control unit 21 includes a door handle sensor 36 and a lock switch 37 provided on each outside door handle (not shown), an engine switch 33 provided near the driver's seat in the vehicle, and a door lock device 34. And the engine control apparatus 35 is electrically connected. The door lock device 34 is a device that automatically locks and unlocks the door lock. When the unlock signal is input from the in-vehicle control unit 21, the door lock is unlocked, and when the lock signal is input, the door lock device 34 is unlocked. Lock. The door lock device 34 outputs a locking / unlocking state signal indicating a locking / unlocking state of the door lock to the in-vehicle control unit 21. The engine control device 35 is connected to a cell motor (not shown). When a drive signal is input from the vehicle-mounted control unit 21, the engine control device 35 drives the cell motor to start the engine and sends an engine state signal indicating the engine drive state to the vehicle-mounted control unit. To 21. The vehicle-mounted control unit 21 enters a door unlocking / permitting permitted state when ID verification is established around the vehicle 2. In this state, when the detection signal indicating that human contact with the outside door handle is detected is input from the door handle sensor 36, the in-vehicle control unit 21 outputs an unlock signal to the door lock device 34. Then unlock the door lock. When an operation signal is input from the lock switch 37 in such an unlocked state of the door lock, the in-vehicle control unit 21 outputs a lock signal to the door lock device 34 to lock the door lock.

  Next, a processing procedure from the unlocking of the vehicle door lock to the engine start by the in-vehicle control unit 21 will be described with reference to a flowchart shown in FIG. The flowchart is executed according to an engine start control program stored in advance in the memory 21a of the in-vehicle control unit 21.

  When the ID code verification is established outside the vehicle (Yes in S101), the in-vehicle control unit 21 permits the door lock to be unlocked via the door lock device 34 (S102). Then, as described above, when the vehicle-mounted control unit 21 receives a detection signal from the door handle sensor 36 that detects a human contact with the outside door handle in this state, the vehicle-mounted control unit 21 solves the door lock device 34. The unlocking signal, which is a command signal for locking, is output to unlock the door lock (S103). On the other hand, if the ID code verification is not established outside the vehicle (No in S101), it is determined that there is no user carrying the electronic key 10 around the vehicle 2, and the vehicle-mounted control unit 21 ends the engine start control program (END). .

  When the door lock is unlocked, the in-vehicle controller 21 determines whether or not the electronic key 10 is in an exercise state based on the exercise information signal from the electronic key 10 (S104). When the in-vehicle control unit 21 determines that the electronic key 10 is in an exercise state (Yes in S104), it determines whether the electronic key 10 is moving inside the vehicle (S105). The first condition for starting the engine is that the electronic key 10 is in an exercise state after the vehicle outside verification is established. Next, when it is determined that the electronic key 10 is moving inside the vehicle (Yes in S105), it is assumed that the movement of the electronic key 10 is an operation in which the user gets into the driver seat or the passenger seat. The second condition for permission to start the engine is that the electronic key 10 moves inside the vehicle. And the vehicle-mounted control part 21 judges the success or failure of in-vehicle collation, assuming that the operation | movement which a user gets into a driver's seat or a passenger seat was performed (S106).

  On the other hand, when the in-vehicle control unit 21 determines that the electronic key 10 is not in an exercise state (No in S104), the user determines that the user is not in the driver's seat or the passenger seat, that is, is not in the vehicle (S112). Then, the engine start control program is terminated without performing vehicle interior verification (end). Similarly, when the in-vehicle control unit 21 determines that the electronic key 10 is moving to the outside of the vehicle (No in S105), the user determines that the user is not in the driver's seat and the user is not in the vehicle ( S112), the engine start control program is terminated without performing vehicle interior verification (end). Therefore, even if the in-vehicle device 20 receives the exercise information signal indicating that the electronic key 10 is in the exercise state, the engine start permission state is not entered unless the electronic key 10 moves in the in-vehicle direction. Thereby, in the position away from the vehicle 2, illegal vehicle interior collation due to radio wave interception of the electronic key 10 possessed by the stationary user can be prevented. In addition, when the movement state is not detected in the electronic key 10 after the vehicle outside verification is established, and when the movement toward the inside of the vehicle is not detected, the vehicle interior verification is not performed. Battery consumption can be suppressed.

  In S106, when in-vehicle verification is not established (No in S106), the in-vehicle control unit 21 determines that the user is not in the vehicle (S112), and ends the engine start control program (END).

  When it is determined that the ID code verification has been established in the vehicle (Yes in S106), the in-vehicle control unit 21 determines whether the electronic key 10 is stationary based on the motion information signal from the electronic key 10 (S107). When the in-vehicle control unit 21 determines that the electronic key 10 is not stationary (No in S107), the in-vehicle control unit 21 determines that the user is not in the vehicle (S112), and ends the engine start control program (END). When the in-vehicle control unit 21 determines that the electronic key 10 is stationary (Yes in S107), it determines that the authorized user is in the vehicle (S108).

  As described above, the third condition for permitting engine start is that the electronic key 10 is in a stationary state when the in-vehicle verification is established. Thereby, for example, unauthorized engine start due to radio wave interception of the electronic key 10 possessed by the user who is walking at a position far away from the vehicle 2 is prevented. Then, the in-vehicle controller 21 sets the engine start permission state (S109), and on the condition that an operation signal is input from the engine switch 33 in a state where the depression of the brake is detected (S110), A drive signal is output to start the engine (S111). This is the end of the engine start control program.

  As described above, only when the first to third conditions are satisfied, that is, when it is determined that the normal operation of actually getting in and sitting in the vehicle by opening the door is performed, It is possible to improve the security of the electronic key system 1 by permitting the engine to start.

As described above, according to the embodiment described above, the following effects can be obtained.
(1) After the vehicle exterior verification is established and the unlocking of the vehicle door is permitted, the user normally opens the door, moves to the seat side, and gets into the vehicle. For this reason, the electronic key 10 carried by the user also moves toward the vehicle interior in accordance with the movement into the vehicle. The in-vehicle control unit 21 moves the electronic key 10 toward the inside of the vehicle based on the direction information of the vehicle and the information indicating the direction and direction of the movement of the electronic key 10 included in the movement information after the vehicle outside verification is established. When it is determined that there is an engine, the start of the engine is permitted assuming that a legitimate user is in the vehicle. In other words, the in-vehicle control unit 21 does not move the electronic key 10 after the vehicle outside verification is established, and if it is a movement to the outside of the vehicle even if there is a movement, it is unclear whether or not a legitimate user is actually in the vehicle. Do not allow the engine to start. Thus, in addition to the verification of the identification code through wireless communication, the position of the electronic key 10 is obtained by authenticating whether the movement of the user (electronic key 10) and the direction of the movement at the time of boarding are appropriate. It becomes difficult to disguise. Since the engine is allowed to start only when it is determined that the user is surely in the vehicle, the security of the electronic key 10 system can be improved.

  (2) When in-vehicle collation is established, the user who gets into the vehicle is usually seated on the seat, and the electronic key 10 is carried by the user or left in the vehicle. In any case, the electronic key 10 is stationary in the vehicle. The in-vehicle controller 21 identifies whether the electronic key 10 is stationary based on the motion information signal from the electronic key 10 side. The in-vehicle control unit 21 sets a new condition for permitting engine start that the electronic key 10 is stationary when in-vehicle verification is established. That is, when it is determined that the electronic key 10 is not stationary when the in-vehicle verification is established, it is not permitted to start the engine because it is unknown whether or not the authorized user is actually in the vehicle. Thus, in addition to the ID code verification through wireless communication and the presence / absence of the movement of the electronic key 10 to the inside of the vehicle, it is verified whether the user (electronic key 10) is properly stationary when the in-vehicle verification is established. This makes it difficult to disguise the position where the electronic key 10 exists. Since the engine is allowed to start only when it is determined that the user is surely in the vehicle, the security of the electronic key system 1 can be further improved.

In addition, the said embodiment can be implemented with the following forms which changed this suitably.
In the above embodiment, if the electronic key 10 is in an exercise state (Yes in S104) and the direction of movement of the electronic key 10 is then the vehicle interior (Yes in S105), the in-vehicle control unit 21 It is determined that the operation is to get into the driver seat or the passenger seat, and the process proceeds to the next step (S107) in the flowchart shown in FIG. However, not only the movement state and the direction of movement of the electronic key 10, but also that the movement distance of the electronic key 10 is appropriate as a new condition for proceeding to the next step (S107) may be added.

  Specifically, assuming that the user stops when the door is opened by operating the door handle immediately before the user gets into the driver seat or the passenger seat, for example, the electronic key 10 (when the door is unlocked (S103)) User) speed is zero. The electronic key control unit 11 can calculate the moving distance of the electronic key 10 by integrating the acceleration change from the time point when the speed is assumed to be zero. The vehicle-mounted control unit 21 outputs a signal indicating that the door is unlocked to the electronic key 10 side via the vehicle outside transmission unit 22, and the electronic key control unit 11 is in the door unlocked state. Can be detected. The movement distance calculated by the electronic key control unit 11 is included in the movement information signal of the movement of the electronic key 10 and transmitted to the vehicle 2 side. The in-vehicle control unit 21 determines that it is appropriate if the movement distance of the electronic key 10 included in the movement information signal is equal to or less than a predetermined value after determining whether or not there is movement toward the vehicle interior shown in S105 of FIG. In other words, if the moving distance of the electronic key 10 is less than or equal to the predetermined value, the moving destination point of the electronic key 10 is located in the passenger compartment. This predetermined value is determined by the direction of movement of the electronic key 10 relative to the vehicle 2 and the interior area of the vehicle as viewed from above. On the other hand, if the movement distance of the electronic key 10 is equal to or greater than a predetermined value, it is determined that the destination location of the electronic key 10 is not located in the vehicle compartment even if the electronic key 10 is moving inside the vehicle. In that case, it is determined that the user is not in the vehicle (S112), and the engine start control program is terminated (END). In addition, not only the electronic key control unit 11 but the in-vehicle control unit 21 may calculate the movement distance based on various information signals from the electronic key 10.

  Specifically, for example, as shown by a two-dot chain line in FIG. 4, the vehicle-mounted control unit 21 has a point P to which the electronic key 10 is moved in the vehicle interior even when the electronic key 10 is moving inside the vehicle. When the vehicle passes outside the passenger compartment, it is unknown whether a user carrying the regular electronic key 10 is present in the vicinity of the vehicle 2, and the engine start is not permitted. As described above, the electronic key control unit 11 or the in-vehicle control unit 21 determines whether or not the electronic key 10 is in the vehicle interior by determining the movement direction (movement direction) and the movement distance of the electronic key 10 together. Can be made more reliable. Thereby, unauthorized vehicle interior collation due to radio wave interception of the electronic key 10 possessed by the user can be prevented, and the security of the electronic key system 1 is enhanced.

  Further, as described above, the electronic key control unit 11 or the vehicle-mounted control unit 21 can obtain the same effect as described above by setting the upper limit time T3 without calculating the movement distance of the electronic key 10. Here, the upper limit time T3 is set to a limit time during which the electronic key 10 can exist in the passenger compartment when the acceleration deviating from the first setting range A continues. That is, for example, when the state deviating from the first set range A has passed the first set time T1 and has further passed the upper limit time T3, the user carrying the electronic key 10 is not in the passenger compartment as described above. After judging (S112), the vehicle-mounted control part 21 complete | finishes an engine starting control program (end). Note that while the upper limit time T3 is set, it is also possible to calculate the moving distance of the electronic key 10 described above and determine whether or not the user carrying the electronic key 10 is in the vehicle interior. This further increases the accuracy of the determination.

  In the above embodiment, as shown in the flowchart of FIG. 6, when the in-vehicle control unit 21 determines in S107 that the electronic key 10 is not stationary, it determines that the user is not in the vehicle (S112) and starts the engine. The control program was terminated (end). However, even when the in-vehicle control unit 21 determines that the electronic key 10 is not stationary (No in S107), for example, the user presses the engine switch 33 while holding the electronic key 10 in the vehicle. It may be operating. Thus, even if it is determined that the user is not in a stationary state in the vehicle after the in-vehicle verification is established, the transponder 19 provided in the electronic key 10 as shown by a two-dot chain line in FIG. For example, when communication is established with the immobilizer communicator 29 built in the engine switch 33 of the in-vehicle device 20, it may be determined that the user is in the vehicle. Specifically, as shown in the flowchart of FIG. 7, if the answer is No in S107, the in-vehicle control unit 21 displays on the in-vehicle display, for example, a request to hold the electronic key 10 near the engine switch 33. To let the user perceive. At the same time, the in-vehicle control unit 21 transmits a driving radio wave to the communication area (near the engine switch 33) via the immobilizer communication device 29 (S150). The transponder 19 is activated in response to the driving radio wave and transmits a transponder response signal including its own ID code. And the vehicle-mounted control part 21 collates with the ID code contained in the transponder response signal received via the immobilizer communication apparatus 29, and the ID code recorded on the memory 21a (S151). When the verification of the ID code is established (Yes in S151), the in-vehicle control unit 21 determines that the user is in the vehicle even if No in S107 (S108). After that, as in the flowchart of FIG. 6, the vehicle-mounted control unit 21 sets the engine in a start-permitted state, and on condition that an operation signal is input from the engine switch 33 in a state where the depression of the brake is detected (S109) Is started (S110). Thus, the engine start control program is ended (END). On the other hand, when the ID code verification is not established between the transponder 19 and the immobilizer communication device 29 (No in S151), the in-vehicle control unit 21 determines that the user is not in the vehicle (S112), and starts the engine. End the program (END). As described above, even when the determination is No in S107, it is determined that the user is in the vehicle when the verification is established through communication between the transponder 19 and the immobilizer communication device 29. Thereby, it can be determined more reliably whether the user is in the vehicle.

  In the above embodiment, it is determined that the electronic key 10 is in the motion state when acceleration deviating from the first setting range A is detected over the first setting time T1, but the first key The set time T1 may be omitted. In this case, if an acceleration deviating from the first setting range A is detected, it is determined that the electronic key 10 is in a motion state. Similarly, when the acceleration sensor 18 does not detect an acceleration that deviates from the second set range B over the second set time T2, it is determined that the electronic key 10 is in a stationary state. The time T2 may be omitted. In this case, if an acceleration within the second setting range B is detected, it is determined that the electronic key 10 is in a stationary state. Thus, by omitting both set times T1 and T2, the determination of the movement state and the stationary state of the electronic key 10 can be made more quickly. Further, the lengths of both set times T1, T2 can be changed as appropriate.

  In the above embodiment, the electronic key control unit 11 determines the movement state, the direction of movement, and the stationary state of the electronic key 10 based on the acceleration detected by the acceleration sensor 18. However, the vehicle-mounted control unit 21 may determine the movement state, the movement direction, and the stationary state of the electronic key 10 based on the detection result by the acceleration sensor 18. In this case, the detection result of the acceleration sensor 18 is transmitted to the in-vehicle control unit 21 via the UHF transmission unit 13 without the electronic key control unit 11 determining the movement state, the direction of movement, and the stationary state.

  In the above embodiment, when the LF receiver 12 does not receive a request signal for a certain period of time, the acceleration sensor 18 is not supplied with power because the detection result of the acceleration sensor 18 is not necessary. The sensor 18 may always be supplied with electric power. In this case, it is possible to detect the acceleration by the acceleration sensor 18 that is surely used for the determination of the movement state when the vehicle outside verification of S101 in FIG. 6 is established.

  In the above embodiment, as shown in the flowchart of FIG. 6, after the in-vehicle collation in S106 is established, it is determined in S107 whether or not the electronic key 10 is stationary. However, it may be determined whether or not the electronic key 10 in S107 is stationary at the same time as the in-vehicle verification in S106 or before the in-vehicle verification in S106. In this case, when the in-vehicle collation is established even though the electronic key 10 is not in a stationary state, the in-vehicle control unit 21 determines that the in-vehicle collation is invalid, for example, by a warning sound through an alarm device (not shown). You may make it call attention to. Also, when it is determined in S112 that the user is not in the vehicle, the user may be alerted with a warning sound.

  In the above embodiment, as shown in the flowchart of FIG. 6, after determining whether the in-vehicle control unit 21 is in an exercise state in S <b> 104, in S <b> 105, it is determined whether the movement is toward the inside of the vehicle. However, the in-vehicle controller 21 may simultaneously determine whether the vehicle is in an exercise state (S104) and whether it is a movement toward the inside of the vehicle (S105).

  In the above embodiment, it is determined whether or not the electronic key 10 is in a stationary state after the in-vehicle collation is established (Yes in S106). However, it may be determined whether the electronic key 10 is in a stationary state again even when the engine switch 33 is operated in addition to the establishment of in-vehicle verification (Yes in S106). In this case, when starting the engine, the electronic key 10 is required to be stationary even when the engine switch 33 is operated, i.e., in the vehicle, so that the security of the electronic key system 1 is further improved. Alternatively, it may be determined whether the electronic key 10 is in a stationary state only when the engine switch 33 is operated, without determining whether the vehicle is in a stationary state after establishment of in-vehicle verification (Yes in S106).

  In the above embodiment, since the request signal is basically not output after the engine is started, power is not supplied to the acceleration sensor 18, and as a result, useless power consumed for the operation of the acceleration sensor 18 can be reduced. It was. However, the present invention is not limited to this, and the in-vehicle control unit 21 outputs a signal indicating that the engine has started to the electronic key 10 via the outside transmission unit 22 when the engine is started, and the electronic key 10 is positively activated based on the signal. In addition, the supply of power to the acceleration sensor 18 may be stopped. In this case, the power supply to the acceleration sensor 18 is quickly stopped after the engine is started, and the power consumption of the acceleration sensor 18 can be further suppressed.

  In the above embodiment, the in-vehicle control unit 21 determines the direction of the electronic key 10 included in the direction information signal from the electronic key 10 side and the direction in which the electronic key 10 included in the motion information signal from the electronic key 10 side moves. Overall, it is determined in which direction the electronic key 10 has moved. However, the electronic key control unit 11 may determine in which direction the electronic key 10 has moved. In this case, the electronic key 10 transmits the determination result to the vehicle 2 side as an information signal instead of the information indicating the moving direction of the electronic key 10 included in the direction information signal and the movement information signal of the electronic key 10.

  In the above embodiment, when acceleration deviating from the first setting range A is detected over the first set time T1, it is determined that the electronic key 10 is in the moving state, and the second set time T2 is reached. If no acceleration that deviates from the second setting range B is detected, the electronic key 10 is determined to be stationary. However, both setting ranges A and B may be set as the same new setting range. In this case, when acceleration deviating from the new setting range is detected over the first setting time T1, it is determined that the electronic key 10 is in the moving state, and a new setting is made over the second setting time T2. When acceleration outside the range is not detected, it is determined that the vehicle is stationary.

Next, the technical idea that can be grasped from the embodiment will be described together with the effects.
(A) In the electronic key system according to any one of claims 1 to 3, the electronic key side or the vehicle side determines whether or not the electronic key moves and is stationary. When determining on the electronic key side, the electronic key control device determines that the electronic key moves when the acceleration detected by the acceleration detecting means deviates from the first setting range. The electronic key is stationary when the acceleration detected by the acceleration detecting means is within a second setting range that is included in the first setting range and is set to a range narrower than the first setting range. When the vehicle side makes a determination, the electronic key is detected by the acceleration detecting means. The determination result is transmitted as information indicating the presence / absence of movement of the electronic key included in the movement information. result It is transmitted as information indicating the presence / absence of movement of the electronic key included in the movement information, and the in-vehicle device detects when the detection result of the acceleration detection means from the electronic key deviates from the first setting range. An electronic key system that determines that there is movement and determines that the electronic key is stationary when it is within the second setting range.

  According to this configuration, the electronic key control device or the vehicle on-vehicle device uses the first setting range as a reference to determine whether or not the electronic key is moving, and sets whether or not the electronic key is stationary. Judge based on range. The first setting range is set based on the acceleration applied to the electronic key from when the user carrying the electronic key opens the door to get into the driver's seat. The second setting range is set based on the acceleration applied to the electronic key when the electronic key is left in the vehicle. Thus, by dividing the setting range of movement and stillness, it is possible to more reliably determine whether or not the electronic key is moving and whether or not the electronic key is stationary.

  (B) In the electronic key system according to any one of claims 2 to 4, the electronic key includes a transponder that is activated by receiving a driving radio wave and returns a transponder response signal including its own identification code, The in-vehicle device includes an immobilizer communication device that transmits the drive radio wave based on a command from the in-vehicle control device and receives the transponder response signal, and the in-vehicle device is in-vehicle verification in the in-vehicle communication area. When the electronic key is determined not to be stationary, the driving radio wave is transmitted, and when the verification of the identification code included in the transponder response signal transmitted from the transponder is established, the authorized user is in the vehicle. An electronic key system that allows the engine to start by judging.

  According to this configuration, for example, when the user in the driver's seat is moving with the electronic key in hand, it is determined that the electronic key is not stationary even though the user is in the vehicle and the engine is allowed to start. Not. Even in this case, the vehicle-mounted device determines that the user is in the vehicle and permits the engine to be started when the verification of the identification code is established between the electronic key transponder and the immobilizer communication device. Thereby, it can be determined more reliably whether the user is in the vehicle.

  (C) In the electronic key system according to claim 4, when the control device of the electronic key or the vehicle-mounted device deviates from the first setting range over a first setting time, the electronic key moves to the electronic key. Electronic key system that judges that there was.

  According to this configuration, when the acceleration momentarily deviates from the first setting range in a small amount of movement that is not a movement of the user entering the driver's seat, the acceleration deviating from the first setting range is the first setting. Unless it is detected over time, it is not erroneously determined that the electronic key is moving. Thereby, the determination of the presence or absence of the movement of the electronic key becomes more reliable.

  (D) In the electronic key system according to claim 4 or 6, when the control device of the electronic key or the in-vehicle device is within the second setting range over a second setting time, An electronic key system that determines that the electronic key is stationary.

  According to this configuration, when the acceleration momentarily deviates from the second setting range in the moving electronic key, the electronic key is not detected unless the acceleration deviating from the second setting range is detected for the second setting time. There is no misjudgment that the key is stationary. This makes it more reliable to determine whether or not the electronic key is stationary.

  (E) In the electronic key system according to claim 6, the control device of the electronic key or the in-vehicle device sets an upper limit time longer than the first set time, and the first key is set over the upper limit time. An electronic key system that determines that the electronic key does not exist in a passenger compartment when the vehicle deviates from a setting range.

  According to this configuration, when the acceleration deviating from the first setting range is detected over an upper limit time longer than the first setting time, the electronic key control device or the in-vehicle device does not have the electronic key in the vehicle interior. Judge. Here, the upper limit time is set to a limit time during which the electronic key can be present in the passenger compartment when acceleration outside the first setting range continues. When the acceleration is detected over the upper limit time, the in-vehicle device does not allow the engine to be started because it is unknown whether a regular electronic key exists around the vehicle. As a result, it is possible to prevent unauthorized engine start due to radio wave interception of a regular electronic key possessed by the user.

  (F) In the electronic key system according to any one of claims 1 to 3, when the electronic key does not receive a request signal from the vehicle-mounted device for a certain period of time, power is supplied to the acceleration detecting means. Don't electronic key system.

  According to this configuration, it is possible to suppress wasteful power consumption by the acceleration detection unit in a situation where the electronic key is not present in the communication area of the request signal and the detection result of the acceleration detection unit is not required.

  DESCRIPTION OF SYMBOLS 1 ... Electronic key system, 2 ... Vehicle, 10 ... Electronic key, 11 ... Electronic key control part, 11a ... Memory, 12 ... LF receiving part, 13 ... UHF transmission part, 16 ... Electronic key side direction sensor, 18 ... Acceleration sensor (Acceleration detection means), 20 ... in-vehicle device (in-vehicle device), 21 ... in-vehicle control unit (in-vehicle control device), 21a ... memory, 22 ... outside vehicle transmission unit, 22a ... outside vehicle transmission antenna, 23 ... inside vehicle transmission unit, 23a ... Indoor transmitting antenna, 24... On-vehicle receiver, 24 a... Receiving antenna, 25.

Claims (3)

An electronic key that is carried by the user and transmits a response signal including its own identification code in response to a request signal from the vehicle side, and is mounted on the vehicle and transmits the request signal to the vehicle interior and exterior of the vehicle. An in-vehicle device that forms a communication area with the electronic key in the vehicle interior and exterior,
The in-vehicle device permits the unlocking of the vehicle door when the verification of the identification code through the wireless communication with the electronic key is established in the communication area outside the vehicle compartment, and through the wireless communication with the electronic key in the communication area in the vehicle interior. In the vehicle electronic key system in which the engine start permission state is set when the verification of the identification code is established,
The vehicle is provided with a vehicle side direction sensor for detecting the direction of the vehicle,
The electronic key includes an electronic key side azimuth sensor that detects the direction of the electronic key.
Acceleration detecting means for detecting the acceleration caused by the movement of the electronic key and the direction in which the acceleration works,
The electronic key wirelessly transmits motion information indicating the presence / absence of the movement of the electronic key and the direction and direction of the movement based on the detection result of the electronic key side direction sensor and the acceleration detection unit,
The vehicle-mounted device has the vehicle orientation information based on the detection result of the vehicle-side orientation sensor and the direction and orientation of the movement of the electronic key included in the motion information after the vehicle exterior verification is established in the vehicle exterior communication area. Determining whether the direction of movement of the electronic key relative to the vehicle is the vehicle interior or vehicle exterior based on the combination with the information indicating
An electronic key system that determines that a legitimate user is in the vehicle and permits the engine to start only when it is determined that the electronic key moves toward the inside of the vehicle. The electronic key system according to claim 1.
The in-vehicle device determines that the electronic key is stationary when in-vehicle collation is established in the in-vehicle communication area based on information indicating presence / absence of movement of the electronic key included in the motion information. Electronic key system as a new condition to allow starting. The electronic key system according to claim 1 or 2,
As the electronic key side or the vehicle side calculates the movement distance from the time when the vehicle door of the electronic key is unlocked,
When calculating on the electronic key side, the electronic key calculates a moving distance based on the acceleration detected by the acceleration detecting means, and transmits the calculation result included in the movement information,
In the case of calculation on the vehicle side, the electronic key transmits the detection result of the acceleration detection means included in the motion information, and the onboard device moves the electronic key based on the motion information from the electronic key. Calculate the distance
When it is determined that the electronic key has a movement toward the inside of the vehicle, the in-vehicle device further determines the movement destination point of the movement distance of the electronic key in light of the movement direction of the electronic key with respect to the vehicle. An electronic key system with a new condition that allows the engine to start when it is determined that it is in the room.

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