JP4484855B2 - In-vehicle device remote control device - Google Patents

Description

  The present invention relates to an in-vehicle device remote control device that locks or unlocks a door of a vehicle on condition that mutual communication between a portable device possessed by a user and an operation control means provided on the vehicle side is established. It is.

  In recent years, smart entry systems have been used to lock or unlock vehicle doors. As a device for realizing this system, when a user who has a portable device operates a start switch or a touch sensor disposed on the door handle of the vehicle, the user communicates with the portable device possessed by the user, If it is confirmed that the user is a user, an in-vehicle device remote control device that allows the user to enter the vehicle interior by unlocking the door is known (for example, see Patent Document 1).

  In addition, when a transmission request signal is transmitted from the vehicle side to a predetermined area outside the vehicle and a response from the portable device that has received the transmission request signal is confirmed to be an authorized user, There is known an in-vehicle device remote control device that locks or unlocks a door when an operation is recognized by a locking or unlocking touch sensor provided at a part that can be touched from the vehicle (for example, Patent Document 2). reference).

JP 60-119873 (page 2, lower right column, line 12-page 3, upper left column, line 19, FIG. 1) Japanese Patent Laying-Open No. 2006-9352 (paragraph 0028, FIG. 1)

  However, the activation switch as a means for transmitting a user's operation may be desired to be a touch sensor for design reasons. The mechanical start switch does not consume current in principle, but the touch sensor consumes current. Therefore, the current consumption is limited to a small value due to the condition of the vehicle-mounted battery. In the method disclosed in Patent Document 2 (hereinafter referred to as a periodic transmission method), a transmission request signal is transmitted at a predetermined cycle, and the touch sensor can be activated when there is a reply from the portable device. Therefore, the current consumption of the touch sensor is not a problem in practice, and the current consumption for transmitting the transmission request signal becomes a problem.

  On the other hand, when a touch sensor is used in place of the start switch serving as a transmission trigger of the transmission request signal in the method disclosed in Patent Document 1 (hereinafter referred to as a trigger transmission method), the current consumption of the touch sensor is reduced. In spite of the need to reduce the operating time of the sensor circuit in order to perform reliable detection of human operation by separating it from water droplets adhering to the vicinity of the sensor, and from detection of human operation Shortening the cycle of the sensor circuit operation in order to shorten the time until the authentication and unlocking actuator operation, that is, the so-called response time, becomes a factor that increases the average current consumption.

  The present invention has been made in view of the above-described problems of the prior art. By operating only the necessary sensors of the locking sensor and the unlocking sensor, the processing time required for unlocking is shortened, and the average current consumption is reduced. An object of the present invention is to provide an in-vehicle device remote control device.

  An in-vehicle device remote control device according to the present invention includes an in-vehicle station transmission means for transmitting an interrogation signal to a portable device possessed by a user by an output of a detection unit disposed in a vehicle, and the in-vehicle station transmission Receiving means for receiving the interrogation signal transmitted from the means, and in-vehicle station for receiving the response signal returned by the transmitting means of the portable apparatus upon receipt of the interrogation signal transmitted from the transmitting means of the in-vehicle station Receiving means and an operation control means for controlling the operating state of the in-vehicle device when the response code of the response signal is collated, wherein the detection unit is for unlocking and unlocking A sensor and a control unit, wherein the control unit activates only the unlocking sensor when the vehicle door is locked, and activates only the locking sensor when the vehicle door is unlocked. And locking and unlocking The sensor is activated by a plurality of predetermined periods, the based on the response signal in-vehicle equipment predetermined time after the operating state is controlled in is for the predetermined period to a shorter period.

  According to the vehicle-mounted device remote control device according to the present invention, when the vehicle door is locked, only the unlocking sensor is activated, and when the vehicle door is unlocked, only the locking sensor is activated. Only the necessary sensors are activated, and the locking / unlocking sensor is activated at a plurality of predetermined cycles, and the predetermined cycle is set to a short cycle for a predetermined time after the operation state of the in-vehicle device is controlled. Therefore, there is an effect that the average current consumption can be reduced.

  Exemplary embodiments of a vehicle-mounted device remote control device according to the present invention will be described below with reference to the accompanying drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
FIG. 1 explains Embodiment 1 of the present invention, and is a block configuration diagram of an in-vehicle device remote control device that performs locking or unlocking control of a vehicle door in cooperation with a smart entry system.

  The smart entry system detects when a user approaches or gets off the vehicle, recognizes the user's intention to lock or unlock the vehicle door, and automatically locks the vehicle door. Or unlocking system, portable device 1 possessed by the user, LF transmitter 2, RF receiver 3 mounted on the vehicle side, and authentication ECU (abbreviation of Electronic Control Unit, hereinafter referred to as ECU) It is composed of four. In addition, a control mechanism that is an operation control means that cooperates with the smart entry system is configured by a body ECU 5. The body ECU 5 confirms the state of the door switch 6 as well as the door locking / unlocking actuator 7 and the power as described later. The window actuator 8 is configured to be driven.

  The portable device 1 includes an RF transmission unit 1a that transmits radio waves using high frequencies in the RF band with a frequency of about 300 MHz, and an LF reception unit 1b that receives radio waves using low frequencies in the LF band with a frequency of about 134 KHz. Is provided. The RF transmitter 1a stores a smart communication encryption key. The LF receiver 1b receives a radio wave indicating a question from the authentication ECU 4. When the RF transmitter 1a receives the interrogation signal from the LF receiver 1b, the RF transmitter 1a generates a response signal encrypted with the encryption key, and transmits the radio wave in the RF band to the RF receiver 3 on the vehicle side. ing.

  The RF receiver 3 is connected to the authentication ECU 4 through wiring such as a wire harness, and receives an RF band radio wave (response signal) transmitted by the RF transmission unit 1a of the portable device 1 and transmits it to the authentication ECU 4. It is configured.

The configuration between the portable device 1 and the LF transmitter 2, the RF receiver 3, and the authentication ECU 4 mounted on the vehicle side is configured as described above. The following is a further description.
That is, an encryption code request signal (that is, a query signal) having a frequency of 134 KHz is transmitted from the LF transmission antenna 2a of the LF transmitter 2 on the vehicle side. It transmits to the part 1a. The RF transmitter 1a receives a return code (that is, a response signal) with a frequency of 300 MHz modulated by a response code (ciphertext) created from an encryption key corresponding to the received question signal and a question code (plaintext) on the vehicle side. Return to machine 3.

A signal having a frequency of 300 MHz received by the RF receiver 3 mounted on the vehicle side is demodulated and supplied to the authentication ECU 4, and the authentication ECU 4 receives the return code.

  The authentication ECU 4 compares the ciphertext created with the cipher key corresponding to the transmitted question code (plain text) and the received return code (that is, the cipher code of the RF transmitter 1a of the portable device 1), and Check whether the machine 1 is a regular registration machine.

  For example, a low frequency of 134 KHz (low frequency of LF band) is used as the encryption code request signal transmitted from the LF transmission antenna 2a of the LF transmitter 2 on the vehicle side to the LF receiver 1b of the portable device 1. The reason for this is to use a magnetic field component whose strength is inversely proportional to the cube of the distance in the electromagnetic wave so that the position of the portable device 1 can be easily confirmed, and the communication distance is usually around 1 m. . On the other hand, a high frequency of 300 MHz (high frequency in the RF band) is used for communication from the RF transmitter 1a of the portable device 1 to the RF receiver 3 on the vehicle side, and the communication distance is usually 5 to 20 m. .

A touch sensor 9 is disposed on the vehicle side. Normally, the touch sensor 9 and the LF transmission antenna 2a are integrated and incorporated in the door handle 21 of the door 20 as shown in FIG.
In addition, the door handle 21 is provided with display LEDs 22 and 23 for displaying a driving state of the touch sensor 9 described later.

  FIG. 3 is a cross-sectional view of the door handle portion viewed in the direction of the line AA in FIG. As shown in FIGS. 2 and 3, the touch sensor 9 is built in the door handle 21 held by the handle frame 25 with the door panel 24 interposed therebetween. In addition, a handle cap 26 is held on the handle frame 25. The handle cap 26 is provided with a key cylinder 27 used when the door 20 is locked and unlocked by manual mechanical key operation. ing. As described above, the touch sensor 9 and the LF transmission antenna 2a are connected to the authentication ECU 4 and the LF transmitter 2 disposed in the vehicle interior via the wiring 28 such as a wire harness.

  The unlocking sensor electrode 9a is disposed on the inner side (vehicle body side) of the door handle 21 so that the user can easily detect the operation of grasping the door handle 21, and has a relatively large area so as not to depend on the position of grasping. Yes. On the other hand, the locking sensor electrode 9b is disposed on the assumption that the user touches a specific part of the surface of the door handle 21 (outside the vehicle body) with a finger, and has a relatively small area.

  The authentication ECU 4 transmits an interrogation signal to the portable device 1 through the LF transmission antenna 2a using a signal input for locking or unlocking from the touch sensor 9 as a trigger, and the portable device via the RF receiver 3 The response signal returned from 1 is received. Further, the authentication ECU 4 collates the response signals and, if they match (challenge-response authentication is established), instructs the body ECU 5 to lock or unlock.

  The body ECU 5 and the authentication ECU 4 can perform local communication through wiring. The body ECU 5 recognizes the open / closed state of the door according to the state of the door switch 6 and controls the locking / unlocking of the door by driving the door locking / unlocking actuator 7. The power window actuator 8 is driven to control the opening / closing of the window, that is, the power window. When the door is opened and closed, the opening and closing of the door is indicated from the body ECU 5 to the authentication ECU 4.

  Next, the operation of the touch sensor 9 in the in-vehicle device remote control device configured as described above will be described with reference to FIGS. 4, 5, and 6. Note that since both the authentication ECU 4 and the touch sensor 9 may be in the sleep mode in order to reduce current consumption, an interrupt function is preferably used for the exchange of signals between the two.

First, the internal configuration of the touch sensor 9 and the configuration of the interface unit of the touch sensor 9 and the authentication ECU 4 will be described with reference to FIG.
The voltage supplied from the vehicle battery 40 (nominal 12V) is supplied to the control unit 42 at a constant voltage (for example, 5V) by the stabilized power supply 41 of the touch sensor 9. Similarly, the stabilized power supply 43 of the authentication ECU 4 also supplies a constant voltage to the control unit 44. The transistor 45 outputs an unlocking signal and an inter-control unit communication signal, which will be described later, and the transistor 46 outputs an unlocking signal and an inter-control unit communication signal. The outputs are received at ports S1 and S2 of the control unit 44, respectively. The The transistor 47 is turned on / off at the port D1 of the control unit 44. When the transistor 47 is on, the voltage 12V supplied from the battery 40 is transmitted to the port L1 of the control unit 42 via the resistor 48. Similarly, the transistor 49 is controlled. The data is transmitted to the port L2 of the control unit 42 when the port D2 of the unit 44 is turned on / off.

  The port E1 of the controller 42 sends a drive signal to the drive circuit 50, and the drive signal is sent to the electrostatic capacitance 51 between the unlocking sensor electrode 9a connected to the drive circuit 50 and the ground potential (hereinafter referred to as GND). Is applied, and information on the capacitance 51 is input from the port C1 of the control unit 42 as capacitance information via the detection circuit 52.

  When a user's hand having a dielectric constant greater than that of air approaches the release sensor electrode 9 a, the capacitance 51 between the release sensor electrode 9 a and GND increases, and the user is detected as a change in the capacitance 51. be able to. On the other hand, it is necessary to distinguish from the case where water droplets having a dielectric constant close to the user's hand adhere to the door handle 21 due to rain. Therefore, a capacitive touch sensor is used as the touch sensor 9.

Capacitive touch sensor is made of copper or brass with a thickness of approximately 0.2mm and is formed into a substantially rectangular shape, and a waterproof film is bonded to both sides. The details of the method for distinguishing between them are disclosed in detail in, for example, Japanese Patent Application Laid-Open No. 2002-57564 or Japanese Translation of PCT International Publication No. 2005-502059. To do.

  Similarly, the port E2 of the control unit 42 sends a drive signal to the drive circuit 53 and applies a voltage corresponding to the drive signal to the electrostatic capacitance 54 between the locking sensor electrode 9b and the GND connected to the drive circuit 53, Information on the capacitance 54 is input from the port C2 of the control unit 42 as capacitance information via the detection circuit 55. Further, the display LEDs 22 and 23 of the driven locking sensor electrode 9b or the unlocking sensor electrode 9a are driven by the ports LED1 and LED2 of the control unit 42, respectively.

  Next, a series of operations of the touch sensor 9 will be described with reference to the flowcharts of FIGS. In FIG. 5, when the control unit 42 is turned on, the process starts from step 100. In step 101, various initial settings are executed, and then the process proceeds to step 102 to enter a sleep mode. This sleep mode is set to reduce the current consumption by operating the touch sensor 9 intermittently. In the sleep mode, the power saving mode is set to the stop state except that the interrupt function is activated due to the part for judging the passage of time and the set time factor and the rising voltage factor of the ports L1 and L2. Subsequently, in step 103, when a predetermined period, for example, a period of 40 ms has come in the determination with time, the activation process of the control unit 42 is performed in step 104, and the control unit 42 enters a normal operation mode.

  In step 105, it is judged from information on whether the vehicle is locked or not obtained through communication with the authentication ECU 4 to be described later, and if it is locked, the process proceeds to step 120. In step 120, as described above, the port of the control unit 42 is transferred. A signal is applied from E1 to the unlocking sensor electrode 9a via the drive circuit 50, and capacitance information is input from the port C1 of the control unit 42 via the detection circuit 52, and the locking LED 22 is turned off and unlocked. The lock LED 23 is turned on and the process proceeds to step 121.

  In step 121, the capacitance information input from the port C1 of the control unit 42 is analyzed, and when a user is detected, in step 122, the transistor 45 is turned on at the port P1 for a predetermined time (for example, 50 μs). On the other hand, in the control unit 44 of the authentication ECU 4, since the transistor 47 is turned on when the vehicle is locked, a pulse waveform of zero V having a width of about 50 μs from the almost 12 V state is input to the port S1 of the control unit 44. Then, the interruption by the signal of the port S1 occurs, and the authentication ECU 4 detects that the user has touched the unlocking sensor 9a and starts control for transmitting a question signal.

  If it is determined in step 121 that the droplet is a water droplet, in step 123, the current input is recorded as a water droplet for communication with the authentication ECU 4 described later, and the flow returns to step 102. If it is determined in step 121 that the sensor circuit (driving circuit 50, unlocking electrode 9a, detection circuit 52) is out of order due to abnormal information such as an unexpected capacitance, both LEDs 56 and 57 are determined in step 124. Is turned on to indicate that the touch sensor 9 is out of order, and the process returns to step 102. Further, this information is transmitted to the authentication ECU 4 by communication with the authentication ECU 4 described later. If it is determined in step 123 that there is no change, the process returns to step 102.

  If it is not in the locked state in step 105, the process proceeds to step 110. In step 110, as described above, a signal is applied from the port E2 of the control unit 42 to the locking sensor electrode 9b via the drive circuit 53, and the detection circuit. The electrostatic capacity information is input from the port C2 of the control unit 42 via 55, the locking LED 22 is turned on, the unlocking LED 23 is turned off, and the process proceeds to step 111.

  In step 111, the capacitance information input from the port C2 of the control unit 42 is analyzed, and when a user is detected, in step 112, the transistor 46 is turned on at the port P2 for a predetermined time (for example, 50 μs). On the other hand, in the control unit 44 of the authentication ECU 4, since the transistor 49 is turned on when the vehicle is unlocked, a pulse waveform of zero V having a width of 50 μs from the almost 12 V state is input to the port S2 of the control unit 44. Then, an interrupt due to the signal of the port S2 occurs, and the authentication ECU 4 detects that a person has touched the locking sensor electrode 9b and starts control for transmitting a question signal.

  If it is determined in step 111 that the droplet is a water droplet, in step 113, it is recorded that the current input is a droplet for communication with the authentication ECU 4 described later, and the flow returns to step 102. If it is determined in step 111 that the sensor circuit (driving circuit 53, locking electrode 9b, detection circuit 55) is malfunctioning due to abnormal information such as an unexpected capacitance, both LEDs are turned on in step 114. , Display that the touch sensor 9 is out of order and return to step 102. Further, this information is transmitted to the authentication ECU 4 by communication with the authentication ECU 4 described later. If it is determined in step 113 that there is no change, the process returns to step 102.

  FIG. 6 is an example of a processing flow when an interruption occurs due to a voltage rise at the ports L1 and L2 of the control unit 42. As described above, the control unit 44 of the authentication ECU 4 turns on the transistor 48 and the transistor 49 in the locked state and the unlocked state so that each sensor information from the control unit 42 of the touch sensor 9 can be received. Yes. Since the locking sensor is not operated (not activated) in the locked state, the wiring 56 can be used as a communication line between the two control units. Similarly, since the unlocking sensor is not operated (not activated) in the unlocked state, it can be used as a communication line between the control units of the wiring 57.

  In step 201, when the interrupt is the port L1, communication using the wiring 59 as the communication line, that is, on the control unit 42 side, the transmission is the port P1, the reception is the port L1, and the interrupt port L2 is the wiring 58. Is set as a communication line, that is, on the control unit 42 side, transmission is set as port P2, and reception is set as port L2. The communication mode is a master / slave system in which the control unit 44 is a master and the control unit 42 is a slave.

Since it is a master / slave method, reception is first. In step 202, reception processing is performed. The received contents are information on the intermittent activation cycle and the locking and unlocking state of the vehicle. The intermittent activation cycle is usually set to, for example, a 60 ms cycle, and the user is highly likely to operate the touch sensor 9. In a case, for example, a predetermined time after locking and unlocking control based on a response signal and a predetermined time after the door is opened or closed, a short period, for example, 20 ms is set. On the other hand, in order to prevent an increase in current consumption due to an erroneous determination, rainy or the like, if it takes time to determine the hand of water droplets and the user is made to set the period longer, for example, 80ms .

  In the transmission of step 203, water droplets as a secondary function of the touch sensor 9, that is, information on detection of rain, failure information on the touch sensor 9, and answer-back information in a locked or unlocked state for confirmation are transmitted. . When obtaining information on water droplets, that is, rain, the authentication ECU 4 comprehensively determines other vehicle information (engine key cylinder is in the locked position, no occupant, door locked state, etc.), and sends a window to the body ECU 5, that is, Instruct to close the power window. In addition, when the touch sensor 9 is out of order, the failure is displayed on a predetermined display panel or the like.

  As mentioned above, although embodiment of the vehicle equipment remote control apparatus concerning this invention was described, according to this embodiment, when a door is a locked state, only the sensor for unlocking is activated and the door is unlocked. In this case, only the sensor for locking is activated and only the necessary sensor is operated. For example, in a configuration in which both sensors are processed in series such as a microcomputer, it is necessary for locking and unlocking. Since the processing time can be shortened, the average current consumption can be reduced. For example, in a configuration in which both sensors are operated and processed in parallel, the current consumption is reduced, and the average current consumption can be reduced.

  In addition, in a predetermined time after the control of the operating state of the in-vehicle device based on the response signal and a predetermined time after the door is opened or closed, the probability that the predetermined cycle is used with a short cycle. Therefore, it is possible to increase the period in a state where the probability of use is low, and as a result, there is an effect that the average current consumption can be reduced.

  Also, if it takes time to discriminate between a water drop and a human hand due to rain, etc., it is accompanied by transmission from the LF transmitting antenna due to misjudgment by lengthening the cycle so that the average current consumption is the same. Since an increase in current consumption can be prevented, there is an effect that the average current consumption of the vehicle can be kept low as a result.

  In addition, when parking under hot weather, with the windows slightly opened and the vehicle left, when rain or rain is encountered, it is possible to add a function that detects rain and closes the window to prevent rain from entering the car There is. Moreover, there is an advantage that can be realized without activating the raindrop sensor used for intermittent wiper control and increasing the average current consumption.

  Further, since the display means for displaying the activated one of the locking and unlocking sensors is disposed at a position where it can be visually recognized from the outside of the vehicle, there is an advantage that the user can easily confirm the state and the operation is easy. .

  In addition, since the failure of the touch sensor is displayed on the display means, there is an advantage that the user can easily check the state of the apparatus and can be relieved.

  Further, at least two sensors for locking sensor output and unlocking sensor output are provided between a detection unit (touch sensor) built in the door handle and an operation control means (for example, an authentication ECU) disposed in the vehicle. Since the wiring is provided and the sensor output wiring on the non-activated side is used for two-way communication between the detection unit (touch sensor) and the operation control means (for example, the authentication ECU), the outside of the vehicle The door handle, which is a small movable part, and the interior of the vehicle can be configured with a small number of wirings, which is advantageous in terms of mounting.

  The present invention can be used as an in-vehicle device remote control device that performs locking or unlocking control of a vehicle door using a smart entry system.

It is a block block diagram of the vehicle equipment remote control apparatus which concerns on Embodiment 1 of this invention. It is a figure which shows a part of vehicle door which concerns on Embodiment 1 of this invention. It is sectional drawing of the door handle part seen in the AA line direction of FIG. It is a figure explaining the internal structure of the touch sensor used for the vehicle equipment remote control apparatus which concerns on Embodiment 1 of this invention, and the structure of the interface part of a touch sensor and authentication ECU. It is an example of the control flowchart of the touch sensor used for the vehicle equipment remote control apparatus which concerns on Embodiment 1 of this invention. It is an example of the control flowchart of the touch sensor used for the vehicle equipment remote control apparatus which concerns on Embodiment 1 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Portable machine 1a RF transmitter 1b LF receiver 2 LF transmitter 3 RF receiver 4 Authentication ECU
5 Body-ECU 6 Door Switch 7 Door Locking / Unlocking Actuator 8 Power Window Actuator 9 Touch Sensor 9a Unlocking Sensor Electrode 9b Locking Sensor Electrode 20 Door 21 Door Handle 22, 23 Display LED
24 Door Panel 25 Handle Frame 26 Handle Cap 27 Key Cylinder 28 Wiring 40 Battery 41, 43 Stabilized Power Supply 42, 44 Control Unit 45, 46 Transistor 47, 49 Transistor 48 Resistor 50, 53 Drive Circuit 51, 54 Capacitance 52, 55 Detection circuit 56, 57 Wiring

Claims (7)

An in-vehicle station transmitting means for transmitting an interrogation signal to a portable device possessed by a user, and an interrogation signal transmitted from the in-vehicle station transmitting means, according to the output of a detection unit disposed in the vehicle When receiving a query signal transmitted from the mobile unit receiving means, the vehicle station transmitting means, the vehicle station receiving means for receiving a response signal returned by the mobile device transmitting means, and a response code of the response signal An in-vehicle device remote control device comprising:
The detection unit includes an unlocking sensor and a control unit, and the control unit activates only the unlocking sensor when the vehicle door is locked, and the vehicle door is unlocked. Activates only the locking sensor, and the locking and unlocking sensor is activated in a plurality of predetermined cycles, and the predetermined time after the operation state of the in-vehicle device based on the response signal is controlled is equal to the predetermined cycle. An in-vehicle device remote control device characterized by having a short cycle . An in-vehicle station transmitting means for transmitting an interrogation signal to a portable device possessed by a user, and an interrogation signal transmitted from the in-vehicle station transmitting means, according to the output of a detection unit disposed in the vehicle When receiving a query signal transmitted from the receiving means of the portable device and the transmitting means of the in-vehicle station, the receiving means of the in-vehicle station that receives a response signal returned by the transmitting means of the portable device, and a response code of the response signal An in-vehicle device remote control device comprising an operation control means for controlling the operation state of the in-vehicle device when the verification is performed,
The detection unit includes an unlocking sensor and a control unit, and the control unit activates only the unlocking sensor when the vehicle door is locked, and the vehicle door is unlocked. Activates only the locking sensor, and the locking and unlocking sensor is activated in a plurality of predetermined cycles, and the predetermined cycle is shortened for a predetermined time after the door of the vehicle is opened or closed. An in- vehicle device remote control device characterized by that . An in-vehicle station transmitting means for transmitting an interrogation signal to a portable device possessed by a user, and an interrogation signal transmitted from the in-vehicle station transmitting means, according to the output of a detection unit disposed in the vehicle When receiving a query signal transmitted from the mobile unit receiving means, the vehicle station transmitting means, the vehicle station receiving means for receiving a response signal returned by the mobile device transmitting means, and a response code of the response signal Operation control means for controlling the operation state of the in-vehicle device when
In-vehicle device remote control device ,
The detection unit includes an unlocking sensor and a control unit, and the control unit activates only the unlocking sensor when the vehicle door is locked, and the vehicle door is unlocked. Activates only the locking sensor, and the locking / unlocking sensor is activated at a plurality of predetermined cycles, and when the locking / unlocking sensor detects a water droplet, the control unit sets the predetermined cycle to a long cycle. An in- vehicle device remote control device characterized by that . An in-vehicle station transmitting means for transmitting an interrogation signal to a portable device possessed by a user, and an interrogation signal transmitted from the in-vehicle station transmitting means, according to the output of a detection unit disposed in the vehicle When receiving a query signal transmitted from the receiving means of the portable device and the transmitting means of the in-vehicle station, the receiving means of the in-vehicle station that receives a response signal returned by the transmitting means of the portable device, and a response code of the response signal An in-vehicle device remote control device comprising an operation control means for controlling the operation state of the in-vehicle device when the verification is performed,
The detection unit includes an unlocking sensor and a control unit, and the control unit activates only the unlocking sensor when the vehicle door is locked, and the vehicle door is unlocked. Is an in-vehicle device remote control device that activates only the locking sensor,
The locking / unlocking sensor is activated at a plurality of predetermined periods and detects water droplets, and when water droplets are detected, the operation control means closes the window of the vehicle. Control device. The display means for displaying any one of the locking sensor and the unlocking sensor is disposed at a position where it can be visually recognized from the outside of the vehicle. The in- vehicle device remote control device according to claim 1. The in-vehicle device remote control device according to claim 5 , wherein the display unit displays a failure of the detection unit . A wire for sensor output for locking and unlocking sensor output is provided between the detection unit and the operation control means, and the sensor output wiring on the non-activated side is used, and the detection unit and the operation control means are provided. The in-vehicle device remote control device according to any one of claims 1 to 6, wherein two-way communication is performed between the vehicle-mounted device and the vehicle-mounted device remote control device.

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