JP5994532B2 - In-vehicle device remote control system - Google Patents

Description

  The present invention relates to a system for remotely operating an in-vehicle device mounted on an automobile using wireless communication.

  In recent years, a technique for remotely operating a device mounted on an automobile (hereinafter also referred to as a vehicle) has been developed and spread. For example, in order to warm up the engine of the vehicle in advance, the technology to start the engine by remote control, or to start heating and cooling in advance after starting the engine before getting on the vehicle In addition, pre-air-conditioning technology for operating a vehicle air-conditioner by remote control has been developed. Such a technique is disclosed in Patent Document 1, for example.

  In this patent document 1, an engine control circuit mounted on a vehicle is operated wirelessly by a start switch and a stop switch provided in a portable device (remote controller) so that the engine of the vehicle can be started and stopped. In this case, a control circuit is provided for controlling an electric device retrofitted to the vehicle. The operation signal of the start switch is used as an operation start signal for the retrofitted electric device during engine operation, and the operation of the device is started while the engine is stopped. A technique is described in which the operation of a device is stopped using an operation signal of a stop switch as an operation stop signal of a retrofit electric device.

Japanese Patent Laid-Open No. 11-230013

  In addition to the pre-air conditioning operation as described above, the present inventors, for example, in an electric vehicle or a plug-in hybrid vehicle that can be charged at a household outlet, connect the charging system of the vehicle to an outlet so that the battery can be charged. In addition, recognizing and managing the start and end of charging by remote control, we thought that convenience when using the vehicle can be improved. Thus, the convenience at the time of using a vehicle can be improved by operating and managing various vehicle equipment remotely.

When operating and managing such a number of in-vehicle devices, providing a dedicated mobile device for each of them increases the cost, which not only burdens management of the mobile device, but also causes erroneous operations. Cheap.
In this respect, since the technique of Patent Document 1 is a technique that can increase the number of in-vehicle devices that are remotely operated while also using a portable device, the above problem can be solved.

  However, since the technology of Patent Document 1 uses the same switch for the remote operation of a plurality of in-vehicle devices using the switch operation logic, the logic of the switch operation becomes complicated as the number of in-vehicle devices increases. If this is not done, it is not possible to cope with it, and an appropriate operation is not easy and an erroneous operation may be caused. Of course, it is conceivable that the portable device is provided with a switch corresponding to each in-vehicle device, but the switch configuration of the portable device becomes complicated, and it is difficult to handle and easily causes an erroneous operation.

  Therefore, the present inventors have considered using mobile communication devices such as mobile phones for remote operation of in-vehicle devices. In the case of mobile phones, multifunctional mobile phones called so-called smartphones have become popular in recent years. In the case of a smartphone, it has the same function as a personal computer or PDA (personal digital assistant) and generally has a touch panel display. For this reason, by downloading application software, a function can be added to preference and can be used for remote operation of in-vehicle devices.

  In other words, in order to remotely control each in-vehicle device, we developed application software that can display the menu screen and switch screen on a touch-panel display and operate the switch, and download this application software to the smartphone, so that each smartphone It can be used as a remote controller for equipment. Since the degree of freedom of screen display is high, the possibility of erroneous operations can be avoided by displaying menus so that appropriate operations can be easily performed.

  However, in order to perform wireless communication between a mobile communication device such as a smartphone and a vehicle, the vehicle side is equipped with a wireless communication device (vehicle communication ECU) corresponding to a communication standard (network interface) used in the mobile communication device. It will be necessary. Note that “Wi-Fi (registered trademark)” and “3G” are used as communication standards for smartphones, but other communication standards such as “WiMAX (registered trademark)” and “Bluetooth (registered trademark)” are also used. Is also conceivable.

Among the above communication standards, “Wi-Fi” has a relatively high communication speed, can ensure a relatively long wireless communication distance, and is highly versatile, can communicate without infrastructure maintenance, and has a running cost. It can be kept low. For this reason, the mobile communication device using Wi-Fi is easy to apply for remote control of each in-vehicle device of the vehicle.
When using a mobile communication device such as a smartphone, the mobile communication device is usually connected to another wireless system (such as a home wireless LAN) using the same communication standard as that of wireless communication with a vehicle, and the Internet. Used to use.

Therefore, there is a situation where the operator ends application software for mobile communication devices (application software for remotely operating each in-vehicle device of the vehicle by wireless communication with the vehicle) and tries to connect to another wireless system.
However, for example, in the case of Wi-Fi communication, if the Wi-Fi connection function is turned on on a smartphone, there is a characteristic of giving priority to connection when Wi-Fi radio waves are nearby. Therefore, even if the operator terminates the application software for remotely operating the in-vehicle device and tries to connect to another wireless system such as a home wireless LAN, the wireless communication device on the vehicle side is located nearby and is in a receiving state. Then, it is conceivable that the smartphone is arbitrarily connected to the wireless communication device on the vehicle side, which interferes with the connection with another wireless system.

Therefore, it is required to develop measures to prevent the wireless communication device on the vehicle side from interfering with the connection with other wireless systems by the nearest smartphone.
In this case, the application software remotely operated by the operator of the smartphone may be erroneously terminated. Therefore, it is preferable to assume such a case when developing the countermeasure.

  The present invention has been devised in view of the above-described problems, and uses a mobile communication device in a system that remotely controls an in-vehicle device using wireless communication between a mobile communication device such as a smartphone and a vehicle-side wireless communication device. The remote control of the in-vehicle device that allows the vehicle-side wireless communication device to connect smoothly to the other wireless communication device without interfering with this connection. It aims to provide an operating system.

(1) A remote control system for an in-vehicle device according to the present invention is provided in a vehicle, for controlling an in-vehicle device mounted on the vehicle, and for remotely operating the in-vehicle device through the in-vehicle device control device. A mobile communication device, a wireless communication device installed in the vehicle and interposed between the in-vehicle device control device and the mobile communication device, and a communication from the mobile communication device to the wireless communication device but provided with a communication end judgment means for judging the completion of the wireless communication device, first the possible communication from the mobile communication device by the communication end judgment unit has ended is set in advance when Ru is determined It has a reception stop means for switching the wireless communication device to a reception stop state for a predetermined time.

(2) It is preferable that the reception stop unit switches the wireless communication device to the reception stop state after a preset second predetermined time has elapsed when communication from the mobile communication device ends.
(3) The first predetermined time is set based on a switching time required for switching the connection of the mobile communication device to a wireless communication device different from the wireless communication device, and the second predetermined time is It is preferably set based on the reconnection operation time when the communication end operation from the mobile communication device is an erroneous operation.

(4) It is preferable that wireless LAN communication such as Wi-Fi communication is used for communication between the mobile communication device and the wireless communication device.
(5) The mobile communication device preferably has a function of automatically connecting to a nearby connectable wireless LAN receiver. For example, a multi-function using wireless LAN communication such as Wi-Fi communication A mobile phone (smart phone) is also preferable.

  (1) According to the remote control system for an in-vehicle device of the present invention, a wireless communication device that is equipped in a vehicle and processes wireless communication between the in-vehicle device control device and the mobile communication device can communicate with the mobile communication device. When finished, the wireless communication device is switched to the reception stopped state for a preset first predetermined time. When the operator tries to connect the mobile communication device to another wireless system, the wireless communication device on the vehicle side does not interfere with the other while the wireless communication device is switched to the reception stop state. It can be smoothly connected to the wireless system.

Since the reception stop state of the wireless communication device is only for the first predetermined time, the reception stop state of the wireless communication device is canceled after the first predetermined time has elapsed, and the vehicle side wireless communication device can be connected.
(2) When the communication from the mobile communication device is completed, if the wireless communication device is switched to the reception stop state after the preset second predetermined time has elapsed, the communication is terminated within the second predetermined time if the communication is terminated due to an erroneous operation. If so, it is possible to reconnect to the wireless communication device on the vehicle side.

  (3) If the first predetermined time is set based on the switching time required for switching the connection of the mobile communication device to a wireless communication device different from the wireless communication device of the vehicle, it can be smoothly connected to another wireless system. can do. Further, if the second predetermined time is set based on the reconnection operation time when the communication end operation from the mobile communication device is an erroneous operation, the wireless communication on the vehicle side can be performed when the communication is ended due to an erroneous operation. It becomes easy to reconnect to the device.

  (4) When wireless LAN communication is used for communication between a mobile communication device and a wireless communication device, the communication speed is relatively fast and a relatively long wireless communication distance can be secured, which is convenient for remote operation of the vehicle. On the other hand, if the wireless communication device on the vehicle side is in a receiving state, there is a high possibility that the connection between the mobile communication device and another wireless system will be hindered. However, by switching the wireless communication device to the reception stopped state for the first predetermined time, such inconvenience is solved.

  (5) When the mobile communication device has a function of automatically connecting to a nearby connectable wireless LAN receiver, the vehicle-side wireless communication device of the mobile communication device is nearby and can receive signals In this case, the radio wave transmitted from the wireless communication device on the vehicle side hinders connection from the mobile communication device to another wireless system, but such a problem is solved.

BRIEF DESCRIPTION OF THE DRAWINGS The principal part structure concerning the reception stop control of the remote control system of the vehicle equipment concerning one Embodiment of this invention is shown, (a) is the block diagram, (b) is the flowchart of the control. It is a block diagram which shows the outline | summary of the remote control system of the vehicle equipment concerning one Embodiment of this invention. It is a block diagram which shows the remote control system of the vehicle equipment concerning one Embodiment of this invention in detail. It is a figure which shows the display screen (home screen) of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle equipment concerning one Embodiment of this invention. It is a figure which shows the display screen (timer charge setting screen) of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle-mounted apparatus concerning one Embodiment of this invention, (a) is a setting screen of a timer charge schedule. (B) shows a timer time setting screen. It is a figure which shows the display screen (timer air-conditioning setting screen) of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle-mounted apparatus concerning one Embodiment of this invention, (a) shows the setting screen of a timer air-conditioning schedule. (B) shows a timer time setting screen. It is a figure which shows the vehicle information screen of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle equipment concerning one Embodiment of this invention. It is a figure which shows the vehicle operation screen (panic alarm) of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle-mounted apparatus concerning one Embodiment of this invention. It is a figure which shows the vehicle operation screen (parking position confirmation) of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle-mounted apparatus concerning one Embodiment of this invention. It is a figure which shows the vehicle operation screen (door lock) of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle-mounted apparatus concerning one Embodiment of this invention. It is a figure which shows the various setting screen of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle-mounted apparatus concerning one Embodiment of this invention. It is a figure which shows the various setting screen of the multifunctional portable terminal as a mobile communication apparatus of the remote control system of the vehicle-mounted apparatus concerning one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
The vehicle according to the present embodiment is a plug-in hybrid electric vehicle (PHEV) that can charge a battery for traveling using a general external power source (100 volt power source) such as a household outlet. In-vehicle devices that are targets of remote operation include a traveling battery and a charge control device that controls charging of the traveling battery.

[Entire system configuration]
FIG. 2 is a schematic configuration diagram showing a remote control system for in-vehicle devices according to the present embodiment. As shown in FIG. 2, this remote operation system is equipped with a vehicle network 2 including control devices (vehicle-mounted device control devices) that are mounted on a vehicle 1 and controls vehicle-mounted devices, and a mobile for remotely operating the vehicle-mounted devices. A communication ECU (wireless) that is installed in the vehicle 1 as a communication device and a vehicle 1 and functions as a wireless router that is interposed between each control device of the vehicle network 2 and the smartphone 3 and processes wireless communication. 4) (also referred to as communication equipment, EV remote ECU).

  A wired CAN (Controller Area Network) is used for communication between the communication ECU 4 and the vehicle network 2, and wireless Wi-Fi (wireless fidelity, registered trademark) or 3G (3G) is used for communication between the communication ECU 4 and the smartphone 3. 3rd Generation) wireless LAN communication is used. Here, it is assumed that Wi-Fi communication is used for communication between the communication ECU 4 and the smartphone 3.

Since the vehicle network 2 is resistant to noise and can communicate with a line that remains even if one of the communication lines is disconnected, CAN is widely used, and the communication between the vehicle-mounted communication ECU 4 and the vehicle network 2 is widely used. Also, CAN is used.
Wi-Fi communication is used for communication between the communication ECU 4 and the smartphone 3 because many of the commercially available smartphones and other mobile communication devices can use the Wi-Fi communication, and the communication speed is relatively fast. Long wireless communication distance (the maximum communication distance of the vehicle is about 200m in the line of sight), and it is highly versatile and can communicate without infrastructure development, and running costs can be kept low. It is.

  In this embodiment, a smartphone is exemplified as a mobile communication device using Wi-Fi communication. However, when using Wi-Fi communication, not only a smartphone but also Wi-Fi communication is adopted, and an application program for the remote operation system is used. If it is possible to download (hereinafter also referred to as application software), various mobile communication devices (Wi-Fi devices) can be used.

  However, in the case of Wi-Fi communication, if the Wi-Fi connection function is turned on with a smartphone, there is a characteristic of giving priority to connection when Wi-Fi radio waves are nearby. This characteristic contributes to the improvement of convenience, but if there is a device capable of receiving by Wi-Fi communication near the smartphone, it will be connected to a nearby Wi-Fi communication device without intention. There are also defects.

  FIG. 3 is a block diagram showing the remote operation system in more detail. As shown in FIG. 3, on the vehicle side, as a vehicle-mounted device, a traveling battery 11A, an auxiliary battery 11B, an air conditioner 12, an audio and car navigation system 13, and a rear defogger 14 are mounted. Furthermore, electrical components such as lamps 15, door mirrors 16, and wipers (not shown) are mounted.

  Further, on the vehicle side, as an in-vehicle device control device that controls the in-vehicle device, a vehicle ECU 21 that controls the entire vehicle, and an in-vehicle charge ECU as a charge control device that controls the charging state of the traveling battery 11A and the auxiliary battery 11B. (Charger) 22, an air conditioner ECU 23 as an air conditioner control device that controls the air conditioner device 12, an electric component total control ECU 24 that controls the operation of the electric components such as the rear defogger 14, the lamps 15, and the door mirror 16 are mounted. ing.

Each of the ECUs 21 to 24, the smartphone 3 and the communication ECU 4 as the on-vehicle device control device includes an input / output device, a storage device (memory such as ROM, RAM, and nonvolatile RAM), a central processing unit (CPU), a timer counter, and the like. Consists of including.
The vehicle ECU 21 and the in-vehicle charging ECU 22 are connected by an electric vehicle CAN (EV-CAN) 51, and the air conditioner ECU 23, the electrical component total control ECU 24, and the audio and the car navigation system 13 are connected by an electrical component CAN (SUB-CAN) 52. Moreover, the electric vehicle CAN51 and the electrical component CAN52 are connected via a gateway or the like (not shown).

The vehicle ECU 21 is turned on and off the power switch 17 of the vehicle and the opening / closing switch 18 of each door, and information on the on / off state of these switches 17 and 18 is input.
The in-vehicle charging ECU 22 controls the in-vehicle charging unit 11 that charges the traveling battery 11A and the auxiliary battery 11B. In particular, the on-vehicle charging unit 11 can charge the traveling battery 11A using a general power source such as a household outlet as well as a dedicated charging outlet installed in a charging station or the like. Further, the auxiliary battery 11B can be charged using the electric power of the traveling battery 11A.

  The charging mode of the traveling battery 11A includes “rapid charging” using a dedicated external quick charger, “normal charging, 200 V” using a dedicated 200 V external charger, and a 100 V general power source such as a household outlet. Each mode of “ordinary charging, 100 V” is used. Furthermore, a “timer charging” in which a charging schedule is set in advance with a timer and charging is performed according to the set schedule can be performed. Note that “timer charging” is performed by “normal charging, 100 V”.

  In addition to indoor air conditioning (cooling and heating), the air conditioner 12 blows air to the windshield. In addition, an operation mode of “timer air conditioning” is set in which these air conditioning schedules are set in advance by a timer, and air is blown to the indoor air conditioning and the windshield according to the set schedule. The air conditioner ECU 23 performs real-time air conditioning control and timer air conditioning control.

  Therefore, the air conditioning modes include “air-conditioning standby (cooling)”, “air-conditioning operation (cooling)”, “air-conditioning standby (heating)”, and “air-conditioning operation (heating)” modes, Each mode of “waiting for air conditioning (blowing to the windshield)” and “operating air conditioning (blowing to the windshield)” relating to windshield blowing is provided. Each air-conditioning standby mode corresponds to a state where an air-conditioning schedule is set but air-conditioning is not started.

The electrical component total control ECU 24 controls the operation of the electrical components such as the rear defogger 14, the lamps 15 such as the headlight and the position lamp, the door mirror 16 and the wiper, and grasps the operation status of these electrical components.
The communication ECU 4 includes a transmission / reception antenna unit 41, an IG terminal 42 that is connected to the ignition power source when the key switch is ON or START, a + B terminal 43 that is always connected to the battery power source, a ground ground terminal 44 that is grounded, CAN connection terminal 45 connected to high-speed CAN (CAN-C), charging standby signal output unit 46 for outputting a signal WUCI for temporarily waiting for the charging function, and WakeUp for starting the system of the electric vehicle And a system activation signal output unit 47 that outputs a signal WUCO.

[Display screen of smartphone (mobile communication device)]
Application software for this remote operation system is downloaded to the smartphone 3, and when this application software is activated, an image as shown in FIG. 4 is displayed on the screen of the touch panel display 30 of the smartphone 3.
FIG. 4 shows a home screen image (hereinafter referred to as a home screen) 100, which is displayed at the time of activation. In the home screen 100, a screen title display (home) 101, an update button (switch) 102, and an update date and time 103 are displayed in the upper edge area, and a home button 111, a timer are displayed in the lower edge area. A mode selection button (switch) for selecting each mode of the button 112, the vehicle information button 113, the vehicle operation button 114, and the setting button 115 is displayed. A home screen 100 shown in FIG. 4 is displayed at the time of activation or by a touch operation of the home button 111.

  In the central area excluding these upper and lower edge areas of the home screen 100, a charging state display 120, an air conditioning state 130, and a charge setting button 123 are displayed at the top, and a timer charging operation button 121 is displayed at the bottom. The timer charge setting state 122, the air conditioning setting button 131, the timer air conditioning operation button 132, and the timer air conditioning setting state 133 are displayed.

  If the traveling battery 11A is being charged, the charge state display 120 displays a mark 120A indicating that the battery is being charged. At the same time, the charging mode state 120B, that is, “rapid charge”, “normal charge, 200V” is displayed. "," Normal charge, 100V "is displayed. In addition, a charging plug state 120C indicating whether or not the charging gun is connected to the charging plug is also displayed. If charging is in progress, the charging plug state 120C is in the connected state. Further, although charging is not being performed, a charging schedule is set in advance with a timer, and if the charging plug state 120C is in the connected state, “charging standby” is displayed in the charging mode state 120B. Further, the charging state display 120 displays a schematic graph display 120D of the charging rate and a required time 120E until the charging is completed.

The timer charging operation button 121 is a switch for setting timer charging operation (on) or non-operation (off), and is turned on and off every time it is touched. Further, the switch can be identified by turning on (brightening) the switch and turning off (darkening) in the off state, or changing the color of the switch.
The rapid air-conditioning setting button 131 is a switch for setting operation (on) or non-operation (off) of rapid air conditioning (immediate air conditioning), and is turned on and off every time it is touched. Further, the switch can be identified by turning on (brightening) the switch and turning off (darkening) in the off state, or changing the color of the switch.

The timer air-conditioning operation button 132 is a switch for setting timer air-conditioning operation (on) or non-operation (off), and is turned on and off every time it is touched. Further, the switch can be identified by turning on (brightening) the switch and turning off (darkening) in the off state, or changing the color of the switch.
When the timer charging operation button 121 is turned on and then the timer button 112 is touched, a timer charging setting screen 200 is displayed as shown in FIG. In the timer charge setting screen 200, a screen title display (timer charge setting) 201, an update button (switch) 202, and a return button (switch) 203 are displayed in the upper edge area, and in the lower edge area. The timer setting button 211 and the transmission button 212 are displayed.

  In the central area excluding these upper and lower edge areas on the timer charge setting screen 200, the set charge schedule 220 for each day of the week is displayed in the left half, and full charge (full charge) is displayed in the right half. A selection switch 230 for determining whether or not to execute is displayed. The charging schedule 220 can be selected from a plurality of preset schedules (here, three types of timers 1, 2, and 3) or off (no timer charging).

  In order to change the settings of the timers 1, 2, and 3, the day of the week is selected in advance, and the timer setting button 211 is touched to display the timer setting screen 221 as shown in FIG. Switch. On the timer setting screen 221, a selection switch 222 for timers 1, 2, and 3 and a scroll screen 223 for charging start time (hour, minute) and charging end time (hour, minute) are displayed. 3 is selected and the time is set by operating the scroll screen for minutes at the charge start time or the charge end time. A charging time 224 is displayed at the bottom of the scroll screen 223 in conjunction with this time setting.

  A confirmation button 225 is displayed in the lower edge area of the timer setting screen 221. If the confirmation button 225 is touched, the timer charging setting screen 200 shown in FIG. If operated, the setting information of the charging schedule is transmitted to the communication ECU 4 of the vehicle. This charging schedule setting information is transmitted from the communication ECU 4 to the in-vehicle charging ECU 22 and stored in the memory of the in-vehicle charging ECU 22, and the in-vehicle charging ECU 22 performs charging according to the charging schedule stored in this memory.

  The charge setting button 123 is a switch for starting charging the battery 11A for travel or the auxiliary battery 11B in real time. When the charge setting button 123 is touched, a selection menu (not shown) is displayed. Then, guidance is provided to select whether to charge the battery for traveling 11A or to charge the auxiliary battery 11B, and the start of real-time charging is set for the selected battery. Then, although not shown in the drawing, the confirmation button and the transmission button displayed together with the selection menu are touch-operated, and after confirming the operation, if the transmission button is touch-operated, the batteries 11A and 11B are basically operated. Charging starts.

During charging of each battery 11A, 11B, the in-vehicle charging ECU 22 estimates the amount of charge (remaining capacity) of each battery 11A, 11B, and when each battery 11A, 11B is fully charged by this estimation. Is supposed to stop charging.
Similarly, when the timer air conditioning operation button 132 is turned on and then the timer button 112 is touched, a timer air conditioning setting screen 300 is displayed as shown in FIG. In the timer air conditioning setting screen 300, a screen title display (timer air conditioning setting) 301, an update button (switch) 302, and a return button (switch) 303 are displayed in the upper edge area, and in the lower edge area. The timer setting button 311 and the transmission button 312 are displayed.

  In the central area excluding these upper and lower edge areas on the timer air conditioning setting screen 300, the air conditioning schedule 320 for each set day of the week is displayed in the left half, and the air conditioning mode (heating, cooling, Def, Off) 330 is displayed. This charging schedule 320 can also be selected from a plurality of preset schedules (here, three types of timers 1, 2, and 3) or off (no timer charging).

  In order to change the setting of each of the timers 1, 2, and 3, the day of the week is selected in advance, and the timer setting button 311 is touch-operated, as shown in FIG. The display is switched to the setting screen 321. On the timer setting screen 321, a selection switch 322 for timers 1, 2 and 3 and a scroll screen 323 for the air conditioner start time (hour, minute) are displayed. , Set the time by operating the minute scroll screen at the charge start time.

  A confirmation button 325 is displayed in the lower edge area of the timer setting screen 321. If the confirmation button 325 is touched, the timer air conditioning setting screen 300 shown in FIG. If operated, the setting information of the air conditioning schedule is transmitted to the communication ECU 4 of the vehicle. The charging schedule setting information is transmitted from the communication ECU 4 to the air conditioner ECU 23 and stored in the memory of the air conditioner ECU 23. The air conditioner ECU 23 starts air conditioning according to the charging schedule stored in the memory.

  When the vehicle information button 113 is touched on the home screen 100, a vehicle information screen 400 shown in FIG. 7 is displayed. In the vehicle information screen 400, a screen title display (vehicle information) 401 and an update button (switch) 402 are displayed in the upper edge area, and in the lower edge area, as in the home screen 100, Each button (switch) of the home button 111, the timer button 112, the vehicle information button 113, the vehicle operation button 114, and the setting button 115 is displayed.

In the central area excluding these upper and lower edge areas of the vehicle information screen 400, a status display 420 such as lamp lighting and door opening / closing is performed in the upper half, and a power switch (power supply) is displayed in the lower half. A position (on / off status display) 430 and a theft alarm status display 440 are performed.
When the vehicle operation button 114 is touch-operated, the vehicle operation screen (panic alarm) 500 shown in FIG. 8, the vehicle operation screen (parking position confirmation) 600 shown in FIG. 9, or the vehicle operation screen (door lock) shown in FIG. ) 700 is displayed.

  For example, when the vehicle operation button 114 is touch-operated on the home screen 100 or the vehicle information screen 400, first, the vehicle operation screen (panic alarm) 500 shown in FIG. 8 is displayed, and the vehicle operation button 114 is displayed on the vehicle operation screen 500. When the touch operation is performed, a vehicle operation screen (parking position confirmation) 600 shown in FIG. 9 is displayed. When the vehicle operation button 114 is touched on the vehicle operation screen 600, a vehicle operation screen (door lock) 700 shown in FIG. Is done.

  In the vehicle operation screens 500, 600, and 700 shown in FIGS. 8, 9, and 10, screen title displays (panic alarm, parking position confirmation, door lock) 501, 601, 701 and an update button ( Switch) 502, 602, and 702 are displayed, and in the lower edge area, as with the home screen 100, a home button 111, a timer button 112, a vehicle information button 113, a vehicle operation button 114, and a setting button 115 are displayed. Each button (switch) is displayed.

Switches (slide switches) and status display icons are displayed in the central area of the vehicle operation screens 500, 600, and 700 excluding these upper and lower edge areas.
In the case of the vehicle operation screen 500 of a panic alarm used for warning around the vehicle, the operation and stop of the panic alarm can be operated by sliding the panic alarm switch 511. The operation and stop of the panic alarm are icons. The display is performed by turning on (lightening) 521, turning off (darkening), changing the color, etc., and displaying characters.

  In the vehicle operation screen 600 for checking the parking position, the headlight can be turned on and off by sliding the headlight lighting switch 611. The position lamp can be turned on and off by sliding the position lamp lighting switch 612. The horn can be operated by sliding the horn operation switch 613. The headlights are turned on and off, the position lamps are turned on and off, and the horns are turned on and off. The icons 621, 622, and 623 are turned on (brighter) and turned off (darker). Alternatively, the display is performed by displaying the switch color or the like and by displaying characters.

  In the case of the door lock vehicle operation screen 700, the door lock can be operated by sliding the door lock switch 711, and the door unlock can be operated by sliding the door unlock switch 712. The door lock / unlock status and theft alarm status (theft alarm release, theft alarm set, and theft alarm in operation) are displayed by the icons 720, 721, and 722, the display color, and the characters.

  When the setting button 115 is touched, a setting screen 800 shown in FIGS. 11 and 12 is displayed. Setting items include, for example, password entry omission, password change, SSID change, ANY connection, chassis number registration cancellation, vehicle settings, theft alarm history, vehicle software update, etc., and reference information includes version information, There are the number of registered smartphones. A setting screen 800 shown in FIG. 12 is obtained by scrolling the setting screen 800 shown in FIG.

  For example, when a unique Wi-Fi device such as the smartphone 3 is used for remote control of the vehicle, it is necessary to register the Wi-Fi device in the communication ECU 4 of the vehicle. In this case, the communication ECU 4 of the vehicle is set in a registerable state, the vehicle setting item is touch-operated to set the vehicle setting mode, the Wi-Fi device is connected to the vehicle, and the Wi-Fi password is set to the Wi-Fi device. It inputs and transmits to communication ECU4. Thereby, a Wi-Fi device is registered in communication ECU4 of a vehicle, and communication is attained by starting a smart phone application.

  Moreover, when updating the software of the communication ECU 4 on the vehicle side, it is possible to update the software of the communication ECU 4 using a smartphone via Wi-Fi communication by touching a vehicle software update item. In addition, if it is necessary to update the software of the vehicle, if there is no software update, each function may not work properly. In this case, a warning screen that recommends software update is displayed on the smartphone. It is like that.

(Reception stop control)
When the operator of the smartphone 3 ends this application software and tries to connect to another wireless system such as a home wireless LAN, if the vehicle-side communication ECU 4 is in a receiving state, the Wi- -If the Fi connection function is turned on, the connection to the vehicle-side communication ECU 4 may be preferentially made, which may interfere with the connection of the smartphone 3 to another wireless system. As a countermeasure against this, reception stop control is performed.

  In other words, in the case of this system, as shown in FIG. 1A, when the end operation of the application is performed by the smartphone 3, that is, when communication from the smartphone 3 to the vehicle-side communication ECU 4 ends, this communication is performed. The vehicle-side communication ECU 4 is received for a preset first predetermined time (for example, about 10 seconds) with reference to the time information of the function (communication end determination means) 40B and the timer 40C that determines the end. A function (reception stop means) 40A for switching to the stop state is provided in the communication ECU 4.

  However, in this embodiment, when the end of communication from the smartphone 3 is determined, the communication ECU 4 is not immediately switched to the reception stop state, but is referred to the time information of the timer 40C for a preset second predetermined time ( For example, after about 3 seconds), the communication ECU 4 is switched to the reception stopped state. That is, the reception is not stopped only for the second predetermined time from the start of the first predetermined time.

The first predetermined time is based on a switching time required to terminate this application by the smartphone 3 and start another application to perform a connection switching operation to a wireless communication device different from the communication ECU 4 such as a home wireless LAN. Is set.
In addition, the second predetermined time is an operation required for the operator to notice an erroneous operation and restart the application and reconnect to the communication ECU 4 when the application is terminated by operating the smartphone 3 incorrectly. Set based on time.

  FIG. 1B is a flowchart showing the reception stop control process. In this flow, the flag F is used, and the flag F is set to any of 0, 1, and 2. The flag F is operated by the smartphone 3 to end the application, and the smartphone 3 performs communication on the vehicle side. When it is determined that the communication to the ECU 4 is finished, it is set to “1” (reception stop standby) until the second predetermined time elapses, and “2” (when reception stop is executed after the second predetermined time elapses). It is set to “0” before the end of communication from the smartphone 3 to the vehicle-side communication ECU 4 or after the completion of this reception stop (after the first predetermined time has elapsed). This flow is repeatedly executed at a predetermined control cycle.

As shown in FIG. 1B, first, it is determined whether the flag F is 0, 1, or 2 (step S10), and communication from the smartphone 3 to the vehicle-side communication ECU 4 ends in the previous control cycle. If not, the flag F is 0. In this case, it is determined whether or not the communication from the smartphone 3 to the communication ECU 4 on the vehicle side has been terminated (step S20).
Here, when it is determined that the communication from the smartphone 3 to the vehicle-side communication ECU 4 is finished, the flag F is set to 1 (step S30), and the timer 1 (the counting function for the first predetermined time of the timer 40C) is counted. Then, the timer 2 (counting function for the second predetermined time of the timer 40C) starts counting (step S40), and whether the count value T2 of the timer 2 is equal to or greater than the threshold value _T02 corresponding to the second predetermined time. Determination is made (step S50). If the count value T2 is not a threshold T ₀₂ above completes the processing of the current cycle. In this case, since the flag F is 1, the processing in the next cycle starts from the determination in step S50.

When the count value T2 is the threshold _{T 02} above since, the flag F is set to 2 (step S60), the timer 2 is reset to zero and stops counting (step S70), the count value T1 is the threshold _{T 01} timer 1 It is determined whether the following is true (step S80). If the count value T1 is the threshold _{T 01} less, switches the communication ECU4 vehicle side to the reception halt state (step S90). In the subsequent control cycle, since the flag F is 2, the process starts from the determination in step S80.

When the count value T1 is greater than the threshold _{T 01,} it sets the flag F to 0 (step S100), the timer 1 is reset to 0 and stops counting (step S110), finishes the reception stop communicating ECU4 the vehicle Then, the communication ECU 4 cancels the reception stop and switches to a receivable state (step S120).

[Action and effect]
Since the remote control system for in-vehicle devices according to an embodiment of the present invention is configured as described above, the following operations and effects can be obtained.
When the operator of the smartphone 3 ends the application software, the communication ECU 4 on the vehicle side is switched to the reception stopped state for the first predetermined time. When the operator tries to connect to another wireless system such as a home wireless LAN after exiting the application software of the smartphone 3, while the vehicle-side communication ECU 4 is switched to the reception stopped state, It is possible to reliably connect to another wireless system without being obstructed by the vehicle-side communication ECU 4.

In particular, in the present embodiment, even if the application software is terminated by the smartphone 3 and the communication from the smartphone 3 is terminated, the communication ECU 4 is switched to the reception stop state after the second predetermined time has elapsed. If this happens, it is possible to easily reconnect to the communication ECU 4 on the vehicle side.
In particular, when Wi-Fi communication is used for communication, the communication speed is relatively high and a relatively long wireless communication distance can be secured, which is convenient for remote operation of the vehicle. If so, there is an increased risk of interfering with the connection between the smartphone 3 and another wireless system. However, such a problem is also solved by switching the communication ECU 4 on the vehicle side to the reception stop state for the first predetermined time.

Since the reception stop state of the communication ECU 4 is only for the first predetermined time, the reception stop state of the communication ECU 4 is canceled after the first predetermined time has elapsed, and the communication ECU 4 can be connected to the vehicle side.
In addition, by using the smartphone 3 that has become widespread, various in-vehicle devices of the vehicle can be operated, monitored, and managed remotely by remote operation. For example, the start and end of charging of the traveling battery 11A and the auxiliary battery 11B can be performed by remote control. In addition, since charging can be started and ended in advance and charging can be performed in accordance with the schedule, charging management when the vehicle is used at regular timing can be easily performed.

At this time, since the charging state of the traveling battery 11A can be displayed on the display 30 of the smartphone 3 based on the information transmitted from the in-vehicle charging ECU 22, the charging of the traveling battery 11A to be particularly understood is required. The state (remaining capacity) can be easily confirmed.
Furthermore, since the air conditioner 12 can be activated remotely by using the smartphone 3 away from the vehicle, a comfortable air conditioning state can be realized at the time of getting into the vehicle interior by so-called pre-air conditioning. it can. In addition, since the start timing of the air conditioner 12 is set in advance and the operation of the air conditioner 12 can be performed in accordance with the schedule, the air conditioning management when the vehicle is used at regular timing can be easily performed.

Also in this case, since the operating state of the air conditioner device 12 according to the operation operation signal can be displayed on the display 30 of the smartphone 3, the air conditioning state of the vehicle can be easily confirmed.
In addition, Wi-Fi communication is used for communication between the smartphone 3 and the vehicle-side communication ECU 4, but the Wi-Fi communication has a relatively high communication speed and can secure a relatively long wireless communication distance. Because of its versatility, it can communicate without infrastructure maintenance, and running costs can be kept low. For this reason, using a Wi-Fi device such as the smartphone 3, the remote operation of the in-vehicle device can be comfortably performed at a stress-free speed and a relatively long wireless communication distance (for example, about 200 m) while suppressing an increase in cost. be able to. Also, the running cost can be kept low.

[Others]
As mentioned above, although embodiment of this invention was described, this invention is not limited to this embodiment, In the range which does not deviate from the meaning of this invention, this embodiment can be changed suitably and can be implemented.
For example, in the above embodiment, even if the communication from the smartphone 3 is ended, the communication ECU 4 is not switched to the reception stop state until the second predetermined time elapses, but immediately after the communication from the smartphone 3 is ended. A configuration in which the communication ECU 4 is switched to the reception stopped state is also conceivable.

  In the above embodiment, an example in which Wi-Fi communication is used as wireless LAN communication has been described. However, the communication standard that can be used is not limited to this, and other wireless LAN communication or wireless communication can also be used. The present invention can be effectively applied to a mobile communication device having a function of automatically connecting to a connectable wireless LAN receiver nearby. Of course, like Wi-Fi communication, it is preferable that the communication speed is high, a relatively long wireless communication distance can be secured, the infrastructure is not required to be maintained, and the running cost can be kept low. .

  INDUSTRIAL APPLICABILITY The present invention is effective for a system for operating an in-vehicle device that is mounted on an automobile and operates a high-voltage power supply. In particular, a mobile communication device is automatically connected to a nearby connectable wireless LAN receiver. If it has a function to connect, it can be applied effectively.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Vehicle network 3 Multifunctional portable terminal (smart phone) as a mobile communication device
4 Communication ECU (wireless communication equipment, EV remote ECU)
11A Battery for travel (on-vehicle equipment)
11B Auxiliary battery (vehicle equipment)
12 Air conditioner (on-vehicle equipment)
13 Audio and car navigation system (on-vehicle equipment)
14 Rear defogger (vehicle equipment)
15 Lamps (on-vehicle equipment)
16 Door mirror (vehicle equipment)
21 Vehicle ECU
22 On-vehicle charging ECU (charger)
23 Air conditioner ECU
24 Electrical component total control ECU
DESCRIPTION OF SYMBOLS 30 Touch panel display 40A Reception stop means 40B Communication end determination means 40C Timer 41 Transmission / reception antenna part 42 IG terminal 43 + B terminal 44 Grounding earth terminal 45 CAN connection terminal 46 Charging standby signal output part 47 System start signal output part 51 Electric vehicle CAN (EV -CAN)
52 Electrical Components CAN (SUB-CAN)

Claims (5)

An in-vehicle device control apparatus for controlling an in-vehicle device mounted on the vehicle and mounted on the vehicle;
A mobile communication device for remotely operating the in-vehicle device through the in-vehicle device control device;
A wireless communication device that is mounted on the vehicle and that processes wireless communication interposed between the in-vehicle device control device and the mobile communication device;
Communication end determination means for determining that communication from the mobile communication device to the wireless communication device has ended ,
The wireless communication device, receiving stop means for switching the reception halt state the wireless communication device by a first predetermined time communication that has been completed is set in advance when Ru is determined from the mobile communication device by the communication end judgment unit A remote control system for in-vehicle equipment, characterized by comprising: The in-vehicle device according to claim 1, wherein the reception stop unit switches the wireless communication device to the reception stop state after a second predetermined time elapses when communication from the mobile communication device ends. Remote control system. The first predetermined time is set based on a switching time required for switching the connection of the mobile communication device to a wireless communication device different from the wireless communication device,
The in-vehicle device remote operation system according to claim 2, wherein the second predetermined time is set based on a reconnection operation time when a communication end operation from the mobile communication device is an erroneous operation. The in-vehicle device remote control system according to any one of claims 1 to 3, wherein wireless LAN communication is used for communication between the mobile communication device and the wireless communication device. 5. The remote control system for an in-vehicle device according to claim 4, wherein the mobile communication device has a function of automatically connecting to a nearby connectable wireless LAN receiver.

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