JP5293081B2 - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To carry out investigation into a cause of the fault of a vehicle, in an easier and sure manner. <P>SOLUTION: A portable device includes a trimmer capacitor connected to a LF antenna; a LF-receiving IC 13 for altering a resonance frequency of the LF antenna, by changing a capacitance of the trimmer capacitor at each predetermined time, altering the reception band of this LF antenna from the reception band for receiving a request signal to the reception band for receiving a standard electric wave signal belonging to a LF signal, and acquiring standard time information contained in this standard electric wave signal, when the standard electric wave signal is received by the LF antenna after switching the reception band of the LF antenna; and a RF transmission section 16 for continuously transmitting the current time information, based on the standard time information obtained by the LF-receiving IC 13 to a response signal, when this response signal is returned to a vehicle-side unit 2. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

The present invention relates to a vehicle control system including a portable device that responds to an LF signal.

  With the advancement of body system control, devices related to control have been diversified, and it has become troublesome to investigate defects in these devices. As a method of investigating defects, there is a method of actually operating these devices to reproduce the abnormality and investigating the cause of the problem. However, the case where the abnormality does not continue, including the erroneous operation of the user, and the frequency of occurrence of the abnormality In rare cases, abnormalities are not reproduced when investigating defects, and it may be difficult to investigate the cause. Also, in cases where the abnormality does not continue or where the frequency of occurrence of the abnormality is rare, there is little relevant information dating back to the time of the failure, and it is often difficult to investigate the cause, such as the cause of the failure being unknown.

Therefore, in recent years, failure of these devices is detected by an electronic control unit (ECU) of these devices. When a failure is detected, a diagnosis code (diagnosis code) that is a failure code and each ECU are detected. By storing the accumulated time since the battery is connected as a history, this diagnostic code can be read by an external tool to estimate the cause of the malfunction. For example, Patent Document 1 discloses a technology that makes it possible to determine whether a diagnostic code is new or old by storing a cumulative energization time and diagnostic code since each ECU is connected to a battery.
JP-A-8-201233

  If it is possible to know the point in time when the trouble occurs, it is possible to know the situation where the trouble has occurred, and it is highly possible that the cause of the trouble of the vehicle can be easily determined. However, for problems caused by vehicle behavior different from the user's intention or user's operation mistake, the user's memory is also vague, and there are lack of memory, misunderstanding (mistake), and the like. In the technology disclosed in Patent Document 1, since each ECU only stores the cumulative energization time after the battery is connected and the diagnosis code, it is only possible to determine whether the diagnosis code is new or old, and a problem has occurred. The time cannot be determined. Therefore, the technique disclosed in Patent Document 1 has a problem that it is difficult to know the situation in which a failure has occurred, and it takes time to investigate the cause of the vehicle failure.

  In addition, as in the technique disclosed in Patent Document 1, when the accumulated time after each ECU is connected to the battery is used as time information, the time information disappears if the vehicle battery is removed at a repair shop or the like. As a result, the past history cannot be used.

The present invention was made in view of the above conventional problems, and its object is easier to determine the cause of the failure of the vehicle, and, provided the car two control systems that allow to perform more reliably There is to do.

In order to solve the above-described problem, the vehicle control system according to claim 1 is a vehicle control system that stores failure diagnosis information as a history when a vehicle failure is detected, and has a reception band for receiving an LF signal. A response signal including an identification code is returned to the vehicle side unit in response to receiving a request signal belonging to the LF signal from the vehicle side unit by the LF antenna. A portable device that performs code verification based on an identification code and controls an in-vehicle device according to the verification result, the variable capacitor connected to the LF antenna, and the variable at a predetermined time The resonance frequency of the LF antenna is changed by changing the capacitance of the capacitor. A reception band switching unit that changes a reception band of the LF antenna from a reception band for receiving the request signal to a reception band for receiving a standard radio wave signal belonging to the LF signal, and the LF antenna by the reception band switching unit When a standard radio signal is received by the LF antenna after the reception band is switched, a standard time information acquisition unit that acquires standard time information included in the standard radio signal, and when the response signal is returned to the vehicle-side unit to, the current time information transmitting unit for transmitting continuously said standard time information acquired current time information based on the standard time information in acquiring unit in the response signal, the portable device has a, to the portable device A request signal is transmitted and code verification is performed based on the identification code included in the response signal returned from the portable device. A vehicle-side unit that controls the in-vehicle device according to the collation result, and when storing the failure diagnosis information as a history, the current time information transmitted from the current time information transmission unit of the portable device It is characterized in that the time information when the vehicle malfunction is detected based on the time information is stored in association with the failure diagnosis information .

  According to this, since the current time information based on the standard time information obtained from the standard radio signal is transmitted from the portable device to the vehicle-side unit, the vehicle-side unit transmits the current time information to each vehicle-mounted ECU. Based on the time information (for example, the current time information or the time information obtained by counting with the timer based on the current time information), the ECU has more accurate current time information. It becomes possible to make it. According to this, when a vehicle malfunction is detected by the in-vehicle ECU, for example, failure diagnosis information such as diagnosis codes and freeze frame data is associated with the time information when the vehicle malfunction is detected. Can also be stored as Therefore, according to the configuration of claim 1, it becomes easy to determine the time point at which a problem has occurred in the vehicle, and the cause of the problem of the vehicle can be determined more easily.

  According to the configuration of claim 1, the in-vehicle ECU has absolute time information such as time instead of relative time information such as the cumulative energization time after the in-vehicle ECU is connected to the battery. Therefore, even when the connection between the in-vehicle ECU and the battery is canceled and the cumulative energization time is reset, the time when the vehicle malfunction is detected is specified. It becomes possible. Therefore, according to the structure of Claim 1, it becomes possible to investigate the cause of the malfunction of a vehicle more reliably.

  Furthermore, according to the configuration of claim 1, the code verification performed in the vehicle side unit based on the identification code included in the response signal returned from the portable device in response to the request signal transmitted from the vehicle side unit. It becomes possible to receive a standard radio wave signal including standard time information by using an LF antenna of a portable device used in a system that controls an in-vehicle device in accordance with a collation result. Therefore, according to the configuration of claim 1, since it is possible to receive the standard radio signal using the existing portable device used in the system as described above, it is not necessary to add a large part, Cost can be reduced. In addition, since it is possible to use an existing portable device as described above, it is not necessary for the user to have a new portable device in addition to the portable device as described above, and the user's convenience may be impaired. Is also low.

  According to the first aspect of the present invention, when the response signal is returned from the portable device to the vehicle side unit, the current time information based on the standard time information obtained from the standard radio signal received by the LF antenna is obtained. Since this response signal is transmitted, the current time information is automatically transmitted from the portable device to the vehicle-side unit without the user consciously performing an operation to transmit the current time information. become. Therefore, it is possible to save the user from consciously performing an operation of transmitting information on the current time.

In the vehicle control system according to claim 2, the current time information transmitting unit compiles the response signal and the current time information into one frame so that the current time information follows the response signal. It is characterized by transmitting.

  As in claim 2, the response signal and the current time information may be transmitted together in one frame.

In the vehicle control system according to claim 3, the portable device further includes a timer that counts the current time based on the standard time information acquired by the standard time information acquisition unit, and the current time information transmission unit includes: When returning the response signal to the vehicle-side unit, the current time information obtained by counting with the timer is transmitted following the response signal.

  Since the standard radio signal is received by the LF antenna every predetermined time, the current time counted by the timer based on the standard time information acquired by the standard time information acquisition unit is accurately maintained. According to the configuration of the third aspect, since the information on the current time kept accurately is transmitted following the response signal when the response signal is returned from the portable device, the vehicle-side unit transmits the response signal to each in-vehicle ECU. It is possible to send information on the current time kept accurately, and to have each ECU have more accurate information on the current time.

In the vehicle control system according to a fourth aspect of the present invention, a plurality of the LF antennas are provided, and the variable capacitor is provided in a control IC for controlling reception of an LF signal by the LF antenna. A plurality of capacitors provided for each of the LF antennas so as to exhibit different capacitances according to connection patterns, and the reception band switching unit changes the resonance frequency of the LF antennas by switching the connection patterns. It is characterized by that.

  The LF antenna has individual differences depending on how the coil is wound. Therefore, in the configuration in which the resonance frequency of the LF antenna is changed by changing the capacitance of one capacitor to switch the reception band of the LF antenna, the reception bands of the plurality of LF antennas are uniformly set to the target reception band. It is difficult to match with high accuracy. However, according to the configuration of claim 4, a plurality of LF antennas are provided by presetting a connection pattern of a plurality of capacitors provided for each LF antenna to a pattern suitable for an appropriate reception band for each LF antenna. The reception band can be easily matched to the target reception band with high accuracy.

The vehicle control system according to claim 5 is characterized in that the failure diagnosis information is at least one of a diagnosis code and freeze frame data.

  Thus, when a vehicle malfunction is detected, the present invention may be applied to a vehicle control system that stores at least one of a diagnosis code and freeze frame data as a history.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a schematic configuration of a vehicle control system 100 to which the present invention is applied. A vehicle control system 100 shown in FIG. 1 includes a smart portable device 1 and a vehicle-side unit 2.

  The smart portable device 1 has a function of receiving a standard radio signal and transmitting current time information based on standard time information included in the standard radio signal. It is the same as a portable device, and is a device that is carried by the user when worn on the user's body or carried by the user.

  Here, a schematic configuration of the smart portable device 1 will be described with reference to FIG. FIG. 2 is a diagram illustrating a schematic configuration of the smart portable device 1. As shown in FIG. 2, the smart portable device 1 includes an X-axis antenna 11a, a Y-axis antenna 11b, a Z-axis antenna 11c, tuning capacitors 12a to 12c, an LF reception IC 13, a timer 14, a control unit 15, an RF transmission unit 16, And a transmission antenna 17.

  The X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c are antennas (that is, LF antennas) for receiving an LF (low frequency) signal. The LF signal referred to here represents a signal in the LF band (30 kHz to 300 kHz). In addition, the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c are in a state in which a request signal transmitted from the vehicle-side unit 2 can be received by switching the reception band by an LF reception IC 13 described later. Switching to a state in which the standard radio wave signal transmitted from the radio wave transmitting station 3 can be received is performed. Note that the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c are provided in the three-axis directions so that radio waves (that is, signals) from all directions can be received. Then, when receiving the LF signal, the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c send the received LF signal to the LF reception IC 13.

  In addition, the frequency of the request signal transmitted from the vehicle side unit 2 shall be about 134 kHz, for example. Further, it is assumed that the request signal transmitted from the vehicle side unit 2 includes a WAKE code and a random number code.

  The standard radio wave transmitting station 3 is a radio station that transmits standard radio signals for supplying standard time information (time code) such as Japan standard time to all over Japan. In Japan, there is one each in East Japan and West Japan. It is provided one by one. The frequency of the standard radio signal transmitted from the radio station in East Japan is 40 kHz, and the frequency of the standard radio signal transmitted from the radio station in West Japan is 60 kHz. Therefore, hereinafter, the frequency of the standard radio wave signal transmitted from the standard radio wave transmitting station 3 is indicated as 40 kHz / 60 kHz. As described above, both the request signal and the standard radio wave signal belong to the LF signal.

  The tuning capacitors 12a to 12c are tuning capacitors. The tuning capacitor 12a is connected to the X-axis antenna 11a, the tuning capacitor 12b is connected to the Y-axis antenna 11b, and the tuning capacitor 12c is connected to the Z-axis antenna 11c. ing.

  The LF reception IC 13 periodically switches the reception bands of the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c, so that the standard radio signal at the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c is obtained. To receive. Therefore, the LF reception IC 13 functions as a reception band switching unit. The term “periodic” as used herein refers to a period that can be arbitrarily set, and may be every few minutes or every several hours. In this embodiment, it is assumed that it is every 8 hours, for example.

  As an example, in the circuit of the LF receiving IC 13, a parallel 8-port trimmer capacitor (hereinafter referred to as a set of trimmer capacitors) is provided for each of the LF antennas of the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c. Are each connected via a switch. Then, the capacitance of the entire trimmer capacitor is changed by switching the number of on / off of the eight switches (that is, the connection pattern is switched), and the LF antenna connected to the trimmer capacitor is changed. The resonance frequency (that is, the reception band of the LF antenna) is switched. Therefore, these trimmer capacitors function as variable capacitors in the claims. In the LF reception IC 13, the reception band of the LF antenna is set so as to be an appropriate reception band for receiving both signals of 40 kHz and 60 kHz when all the above eight switches are on. Further, in the LF reception IC 13, the number of on / off states of eight switches that are appropriate reception bands for receiving a signal having a frequency of 134 kHz is set as a default value. Since there are individual differences in the LF antenna depending on how the coil is wound, the default values for the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c may be different. Therefore, it is assumed that the LF reception IC 13 holds a default value for each LF antenna.

  In this embodiment, for each LF antenna, a parallel 8-port trimmer capacitor (hereinafter referred to as a set of trimmer capacitors) is connected via a switch. Not exclusively. For example, a plurality of ports other than 8 ports may be used, or some trimmer capacitors may be connected in series. Further, a configuration may be adopted in which a switch exists between the trimmer capacitor and GND instead of between the LF antenna and the trimmer capacitor.

  The LF antenna has individual differences depending on how the coil is wound. Therefore, in the configuration in which the resonance frequency of the LF antenna is changed by changing the capacitance of one capacitor to switch the reception band of the LF antenna, the reception bands of the plurality of LF antennas are uniformly set to the target reception band. It is difficult to match with high accuracy. However, according to the above configuration, the connection patterns of the plurality of trimmer capacitors provided for each LF antenna are set in advance to patterns suitable for the appropriate reception band for each LF antenna, so that a plurality of LF antennas can be connected. It is possible to easily match the reception band with the target reception band with high accuracy.

  The LF reception IC 13 selects a signal from the LF antenna having the highest output level from the signals transmitted from the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c, and performs processing according to the signal. Do.

  When a request signal is sent from the LF antenna, the LF receiving IC 13 determines the validity of the WAKE code included in the request signal, that is, whether the WAKE code is a registered normal signal pattern. To do. When it is determined that the WAKE code is a regular signal pattern, the control unit 15 is instructed to wake up. Further, when the LF reception IC 13 instructs the control unit 15 to wake up, the LF reception IC 13 sends the random number code included in the request signal to the control unit 15.

  In addition, when a standard radio signal is transmitted from the LF antenna, the LF receiving IC 13 obtains a time code included in the standard radio signal. Therefore, the LF reception IC 13 also functions as a standard time information acquisition unit in the claims. Then, the current time of the timer 14 is calibrated based on this time code. The timer 14 counts the current time using, for example, a crystal resonator. The timer 14 may be provided in the LF reception IC 13.

  The control unit 15 is configured as a normal computer, and includes a known CPU, a memory such as a ROM and a RAM, an I / O, and a bus line (none of which is shown) for connecting these configurations. It is assumed that the ROM of the control unit 15 stores a unique ID code, various control programs, and the like. The control unit 15 is activated when a wake-up instruction is received from the LF reception IC 13, performs a predetermined calculation using a random number transmitted from the LF reception IC 13 as an input value, and obtains a calculation result. Moreover, the control part 15 acquires the information of the present time from the above-mentioned timer. Then, the control unit 15 sends the above-described calculation result code (hereinafter referred to as the calculation result code) and the above-described current time information to the RF transmission unit 16 together with the ID code data stored in the ROM. In addition, when the control part 15 is started, suppose that required electric power is supplied from the battery which is not shown in figure. Further, the control unit 15 sends a reset signal to the LF reception IC 13.

  The RF transmission unit 16 converts the ID code, calculation result code, and current time information sent from the control unit 15 into an RF signal and sends it to the transmission antenna 17. Specifically, the RF transmission unit 16 converts the ID code, the operation result code, and the current time information sent together from the control unit 15 into an RF (radio frequency) signal into one frame, and this RF signal. Is transmitted from the transmission antenna 17. Therefore, the RF transmitter 16 functions as a current time information transmitter of the claims. Note that the RF transmission unit 16 transmits, for example, three frames of data from the transmission antenna 17 for each transmission. In addition, the arrangement order of the ID code, the operation result code, and the current time information in one frame is, for example, the order of the ID code, the operation result code, and the current time information. The RF signal referred to here is a signal in the VHF band / UHF band (30 MHz to 3 GHz), and in the present embodiment, it is assumed to be about 300 MHz as an example. Further, the ID code and the operation result code included in the RF signal correspond to a response signal returned in response to a request signal in a general smart system.

  Returning to FIG. 1, the vehicle-side unit 2 is a vehicle-mounted device such as a door locking / unlocking instruction or an engine start preparation according to the result of code collation with the smart portable device 1 using wireless communication. The smart ECU 21, the smart transmitter 22, the tuner 23, the body ECU 24, and the in-vehicle LAN 25 are provided. The smart ECU 21 and the body ECU 24 are connected to each other via an in-vehicle LAN 25 that complies with a communication protocol such as CAN (controller area network).

  The smart ECU 21 is mainly configured by a microcomputer including a CPU, a ROM, a RAM, a backup RAM, etc. (all not shown), and executes various processes by executing various control programs stored in the ROM. It is an electronic control unit. Note that the smart ECU 21 includes a timer that counts the current time using, for example, a crystal resonator.

  Specifically, the smart ECU 21 outputs a transmission instruction signal to the smart transmitter 22 described later, and causes the smart transmitter 22 to transmit a request signal. The smart ECU 21 may be configured to periodically output a transmission instruction signal to the smart transmitter 22 and transmit a request signal from the smart transmitter 22. The smart ECU 21 outputs a transmission instruction signal to the smart transmitter 22 when a user operation on the door handle is detected by a touch sensor provided on the door handle of the vehicle, and requests from the smart transmitter 22. It may be configured to transmit a signal.

  In addition, the smart ECU 21 checks whether an ID code included in an RF signal received by a tuner 23 described later matches a registered code registered in advance, and the calculation result code included in the RF signal is the above-described code. Based on the random number code, collation is performed to determine whether it matches the code of the calculation result calculated on the smart ECU 21 side. Then, the smart ECU 21 outputs a control signal to each ECU such as the body ECU 24 in order to prepare for door locking / unlocking and engine start according to the collation result. For example, when the smart ECU 21 gives an instruction to the steering lock ECU to release the steering lock and the smart ECU 21 gives an instruction to start the engine to the engine ECU, the starter drive (not shown) is driven. It will be in the state which can start an engine by this.

  Furthermore, the smart ECU 21 calibrates the current time of a timer provided in the smart ECU 21 based on information on the current time included in a response signal received by a tuner 23 described later. In addition, the smart ECU 21 transmits the current time information calibrated based on the current time information included in the response signal to the in-vehicle LAN 25 to be described later, so that each ECU connected to the in-vehicle LAN 25 also transmits this information. Share current time information.

  Note that the timer provided in the smart ECU 21 can count time even when the smart ECU 21 is in the sleep state. The sleep state referred to here indicates a state in which the clock signal for operation is not supplied from the oscillation circuit to the CPU of the smart ECU 21 and the function of the CPU of the smart ECU 21 is stopped. The timer provided in the smart ECU 21 may be operated by receiving an operation clock signal from an oscillation circuit that operates independently of the above-described oscillation circuit, for example. Even when the vehicle side unit 2 is in the ignition-off state, the smart ECU 21 responsible for the control of the vehicle side unit 2 is periodically woken up according to this timer, thereby Signal transmission / reception, code verification, and storage of the time information.

  The smart transmitter 22 transmits a request signal to the portable device 1 according to the control of the smart ECU 21. The request signal includes the WAKE code and the random number code as described above. Further, a plurality of smart transmitters 22 may be provided for each door of the vehicle, or may be configured to be provided only at some doors.

  The tuner 23 receives the response signal transmitted from the smart portable device 1 and sends it to the smart ECU 21. The response signal includes the ID code, the operation result code, and the current time information as described above.

  The body ECU 24 controls the supply and stop of power to the in-vehicle device, and outputs a drive signal for controlling the locking / unlocking state of each vehicle door to a lock control unit provided in each door. is there. When supplying power to the vehicle-mounted device, the body ECU 24 drives the relay circuit and supplies power from the battery (not shown) to the vehicle-mounted device via the relay circuit. The body ECU 24 receives signals from sensors and switches for determining engine start conditions.

  Further, the body ECU 24 has a diagnostic function for monitoring its own state and on-vehicle equipment controlled by the body ECU 24. When any abnormality is detected, diagnostic data such as diagnostic code data and freeze frame data indicating the abnormality is provided. A history in which failure diagnosis information is associated with time information when this abnormality is detected is stored as an abnormality diagnosis result. The diagnosis code is a failure code, and the freeze frame data is, for example, the number of revolutions of the internal combustion engine, the coolant temperature, the intake air temperature, the vehicle speed, the fuel injection time, etc. when the failure occurs. Further, the body ECU 24 detects the current time information sent from the smart ECU 21 (that is, the current time calibrated based on the current time information included in the response signal) as the time information when the abnormality is detected. Information) is used.

  In the present embodiment, the body ECU 24 is shown as an example. However, when any abnormality is detected in each of the ECUs other than the body ECU 24 that is directly or indirectly connected to the smart ECU 21 via the in-vehicle LAN 25. Is a history in which failure diagnosis information such as diag code data and freeze frame data representing the abnormality is associated with information on the time when the abnormality is detected according to the current time information sent from the smart ECU 21. It shall be stored as an abnormality diagnosis result.

  The reading tool 4 is an external tool that reads the above-described history from the body ECU 24 and each ECU other than the body ECU 24 via the in-vehicle LAN 25, and is similar to, for example, a well-known failure diagnosis device. The readout tool 4 is a device that enables the investigation of the cause of a vehicle malfunction based on the history by reading and displaying the history described above.

  Next, the operation flow in the smart portable device 1 will be described with reference to FIG. FIG. 3 is a flowchart showing an operation flow in the smart portable device 1. This flow is started when the smart portable device 1 is turned on (for example, when a battery is set in the smart portable device 1).

  First, in step S1, the smart portable device 1 is initialized by power-on reset, and the process proceeds to step S2.

  In step S2, the LF reception IC 13 turns on all the eight switches of the 8-port trimmer capacitor, so that the reception band of the LF antenna is set to a reception band suitable for receiving both signals of frequencies of 40 kHz and 60 kHz. Switching (switching to 40 kHz / 60 kHz mode), the process proceeds to step S3.

  In step S3, the standard radio wave signal transmitted from the standard radio wave transmitting station 3 is received by the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c, and the process proceeds to step S4. In step S4, standard time information acquisition processing is performed, and the process proceeds to step S5. In the standard time information acquisition process, the LF reception IC 13 obtains the time code included in the standard radio signal and calibrates the current time of the timer 14 based on this time code.

  In step S5, the LF reception IC 13 switches the reception band of the LF antenna to a reception band suitable for receiving a signal having a frequency of 134 kHz by setting the eight switches of the 8-port trimmer capacitor to a default state. (Switch to 134 kHz mode), and move to Step S6.

  In step S6, the LF reception IC 13 starts timer increment, and proceeds to step S7. In step S7, the LF reception IC 13 determines whether or not the count value by the timer increment is equal to or greater than a specified value. If it is determined that the count value is equal to or greater than the specified value (Yes in step S7), the process returns to step S2 and the flow is repeated. If it is not determined that the count value is equal to or greater than the specified value (No in step S7), the process proceeds to step S8.

  In step S8, when the LF signal is received by at least one of the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c (that is, the triaxial LF antenna) (Yes in step S8). Then, the process proceeds to step S9. If the LF signal has not been received (No in step S8), the process returns to step S6 and the flow is repeated.

  In step S9, a data reception process is performed, and the process proceeds to step S10. In the data reception process, the LF reception IC 13 checks the output level of the signal received by the 3-axis LF antenna, and the LF reception IC 13 receives the request signal having the highest output level among the request signals received by the 3-axis LF antenna. select. Then, the LF reception IC 13 reads the data of the selected request signal.

  In step S10, a data determination process is performed, and the process proceeds to step S11. In the data determination process, the LF reception IC 13 determines whether or not the verification code registered in the memory (not shown) of the smart portable device 1 matches the WAKE code included in the request signal received by the LF antenna. judge.

  In step S11, when the LF reception IC 13 determines that the verification code registered in the memory of the smart portable device 1 matches the WAKE code included in the request signal received by the LF antenna (step S11). If YES in S11, the process proceeds to step S12. On the other hand, if the LF reception IC 13 does not make a match (No in step S11), the process returns to step S6 to repeat the flow.

  In step S12, RF signal transmission processing is performed, and the flow returns to step S6 to repeat the flow. In the RF signal transmission process, the LF reception IC 13 instructs the control unit 15 to wake up and activates the control unit 15. Subsequently, the control unit 15 obtains the above-described calculation result and current time information and sends the information to the RF transmission unit 16 together with the ID code. Then, the RF transmission unit 16 converts the ID code, the calculation result code, and the current time information into an RF signal that is made into one frame, and transmits the RF signal from the transmission antenna 17.

  This flow ends when the smart portable device 1 is turned off (for example, when the battery is removed from the smart portable device 1 or when the battery power is exhausted).

  This flow is a control flow when the user approaches the vehicle. For example, when the smart portable device 1 has a switch for remotely locking and unlocking the door, the ID code and this switch are It is good also as a structure which sends the information of the present time together, when sending SW information which shows having been pushed to a vehicle.

  According to the above configuration, the current time information based on the standard time information obtained from the standard radio signal transmitted from the standard radio signal transmission station 3 is transmitted from the smart portable device 1 to the vehicle-side unit 2. The time unit information obtained by counting with the timer based on the current time information can be sent from the side unit 2 to each on-vehicle ECU, and each ECU can have more accurate current time information. Thus, when a vehicle malfunction is detected by the in-vehicle ECU, failure diagnosis information such as a diagnosis code or freeze frame data is associated with the time information when the vehicle malfunction is detected and stored as a history. be able to. Therefore, according to the above configuration, it becomes easy to determine the time point at which a problem has occurred in the vehicle, and the cause of the problem of the vehicle can be determined more easily.

  Further, according to the above configuration, since the standard radio wave signal is periodically received by the LF antenna, the current time counted by the timer 14 based on the standard time information acquired by the LF receiving IC 13 is accurately maintained. Will be drunk. Therefore, according to the above configuration, the current time information maintained with high accuracy is transmitted to the vehicle-side unit 2 when a response signal (that is, an ID code and a calculation result code) is returned from the smart portable device 1. Therefore, it is possible to send the current time information accurately maintained from the vehicle-side unit 2 to each on-vehicle ECU, and to have each ECU have more accurate current time information.

  Furthermore, according to the above configuration, since the information on the current time kept accurately can be transmitted from the smart portable device 1 to the vehicle-side unit 2, the vehicle-side unit 2 has only a simple timing means. Even in such a case, it is possible to configure the time based on the current time information maintained with high accuracy, and it is possible for the vehicle-side unit 2 to have the current time information maintained with high accuracy. Therefore, it is not necessary to provide the vehicle side unit 2 with a highly accurate time measuring means.

  Furthermore, according to the above configuration, the in-vehicle ECU can have absolute time information such as time instead of relative time information such as the cumulative energization time after the in-vehicle ECU is connected to the battery. Since the connection between the vehicle-mounted ECU and the battery is canceled and the accumulated energization time is reset, the time when the vehicle malfunction is detected can be specified. It becomes possible. Therefore, according to the above configuration, it is possible to more reliably investigate the cause of the vehicle malfunction.

  In addition, according to the above configuration, a standard radio signal including standard time information is received using an LF antenna of a smart portable device used in a smart system (including a vehicle control system similar to the smart system). Is possible. Therefore, according to the above configuration, it is possible to receive a standard radio signal using an existing smart portable device used in a smart system, so it is not necessary to add a large part and reduce costs. Can do. In addition, since it is possible to use the existing smart portable device as described above, it is not necessary for the user to have a new portable device in addition to the smart portable device as described above, which impairs the user's convenience. The possibility is low.

  Furthermore, according to the above configuration, when a response signal (that is, an ID code and a calculation result code) is returned from the smart portable device 1 to the vehicle-side unit 2, a standard obtained from a standard radio wave signal received by the LF antenna. Since the current time information based on the time information is transmitted as one frame following the ID code and the operation result code, the current time information can be transmitted even if the user does not consciously transmit the current time information. Time information is automatically transmitted from the smart portable device 1 to the vehicle-side unit 2. Therefore, it is possible to save the user from consciously performing an operation of transmitting information on the current time.

  In the present embodiment, the configuration in which the reception band of the LF antenna is switched by adjusting the capacitance of the trimmer capacitor in the circuit of the LF reception IC 13 is shown, but the present invention is not necessarily limited thereto. For example, the reception band of the LF antenna may be switched by adjusting the capacitances of the tuning capacitors 12a to 12c.

  In the present embodiment, the smart portable device 1 is configured to include the three-axis LF antennas of the X-axis antenna 11a, the Y-axis antenna 11b, and the Z-axis antenna 11c, but the configuration is not necessarily limited thereto. For example, the smart portable device 1 may be configured to include a number of LF antennas other than three axes.

  Furthermore, in this embodiment, although the RF transmission part 16 showed the structure which transmits the RF signal which put together ID code, the calculation result code, and the information of the present time into 1 frame from the transmission antenna 17, it does not necessarily show to this Not exclusively. For example, the RF transmitter 16 may be configured to transmit an RF signal including information on the current time after transmitting an RF signal in which the ID code and the operation result code are combined into one frame.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

1 is a diagram illustrating a schematic configuration of a vehicle control system 100. FIG. 1 is a diagram illustrating a schematic configuration of a smart portable device 1. FIG. 4 is a flowchart showing an operation flow in the smart portable device 1.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Smart portable machine (portable machine), 2 Vehicle side unit, 3 Standard radio wave transmission station, 4 Reading tool, 11a X-axis antenna (LF antenna), 11b Y-axis antenna (LF antenna), 11c Z-axis antenna (LF antenna) , 12a to 12c, tuning capacitor, 13 LF receiver IC (variable capacitor, reception band switching unit, standard time information acquisition unit), 14 timer, 15 control unit, 16 RF transmission unit (current time information transmission unit), 17 transmission antenna , 21 Smart ECU, 22 Smart transmitter, 23 Tuner, 24 Body ECU, 25 In-vehicle LAN, 100 Vehicle control system

Claims (5)

A vehicle control system that stores failure diagnosis information as a history when a vehicle malfunction is detected,
An LF antenna having a reception band for receiving an LF signal;
In response to receiving a request signal belonging to the LF signal from the vehicle-side unit by the LF antenna, a response signal including an identification code is returned to the vehicle-side unit, so that the vehicle-side unit codes based on the identification code. It is a portable device that causes verification and controls the in-vehicle device according to the verification result,
A variable capacitor connected to the LF antenna;
The resonance frequency of the LF antenna is changed by changing the capacitance of the variable capacitor every predetermined time, and the reception band of the LF antenna belongs to the LF signal from the reception band for receiving the request signal. A reception band switching unit for changing to a reception band for receiving a standard radio signal;
A standard time information acquisition unit that acquires information of a standard time included in the standard radio signal when the standard radio signal is received by the LF antenna after the reception band of the LF antenna is switched by the reception band switching unit;
A current time information transmission unit that transmits information on the current time based on the information on the standard time acquired by the standard time information acquisition unit following the response signal when the response signal is returned to the vehicle-side unit; A portable device comprising:
A vehicle side that transmits a request signal to the portable device, performs code verification based on an identification code included in a response signal returned from the portable device, and controls an in-vehicle device according to the verification result A unit, and
When storing the failure diagnosis information as a history, information on the time when a malfunction of the vehicle based on the information on the current time transmitted from the current time information transmission unit of the portable device is detected is the failure diagnosis information. A vehicle control system characterized in that it is stored in association with each other . 2. The current time information transmitting unit transmits the information on the current time following the response signal by combining the response signal and the information on the current time in one frame. The vehicle control system described. The portable device is
Based on the standard time information acquired by the standard time information acquisition unit, further comprising a timer for counting the current time,
The current time information transmitting unit, when returning the response signal to the vehicle-side unit, causes the current time information obtained by counting by the timer to be transmitted following the response signal. Item 3. The vehicle control system according to Item 1 or 2. A plurality of the LF antennas are provided,
The variable capacitor is provided in a control IC for controlling reception of the LF signal at the LF antenna, and a plurality of variable capacitors are provided for each LF antenna so as to exhibit different capacitances according to connection patterns. A capacitor,
The vehicle control system according to claim 1, wherein the reception band switching unit changes a resonance frequency of the LF antenna by switching the connection pattern. The failure diagnostic information, vehicle control system according to claim 1, characterized in that at least one of the diagnosis codes and freeze-frame data.

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