JP6588189B2 - Key verification system - Google Patents

Description

  The present invention relates to a key matching system that wirelessly verifies the validity of a key terminal.

  2. Description of the Related Art Conventionally, as a key verification system that performs ID verification wirelessly with a key terminal, an electronic key system (key operation-free system) that performs ID verification with an electronic key by narrow-area wireless communication triggered by communication from a vehicle is well known (Patent Literature). 1 etc.). In this kind of key operation free system, when the ID verification with the electronic key outside the vehicle is established, the locking / unlocking of the vehicle door is permitted or executed, and when the ID verification with the in-vehicle electronic key is established, the transition operation of the vehicle power supply is permitted. The

JP 2005-262915 A

  However, in the case of this electronic key system, a vehicle-side antenna and a vehicle-side antenna are required as vehicle-side antennas. In fact, in determining the key position outside the vehicle, for example, it is necessary to distinguish between the driver's seat side and the passenger's seat side, so that a plurality of antennas for outside the vehicle are required. Further, in the determination of the key position in the vehicle, a plurality of in-vehicle antennas are required in order to cover the entire communication area in the vehicle. As described above, since there are a large number of antennas mounted on the vehicle side, there has been a demand to reduce the number of antennas.

  An object of the present invention is to provide a key verification system capable of determining the position of a key terminal while suppressing the number of antennas provided in an operation target.

  A key verification system that solves the above-described problem is provided with one or more directivity control antennas that are provided on an operation target of the key terminal and can switch radio wave directivity in a configuration capable of performing ID verification wirelessly with a key terminal. And a key position determination unit that determines the position of the key terminal by switching the directivity of the directivity control antenna and confirming in which direction communication is established with the key terminal.

  According to this configuration, the key terminal is provided with one or more directivity control antennas on the operation target of the key terminal, and at which angle communication is established with the key terminal while changing the directivity of the directivity control antenna. The position of is determined. In this way, if the position of the key terminal is searched using the directivity control antenna, the position of the key terminal can be determined with a small number of antennas. Therefore, it is possible to determine the position of the key terminal while suppressing the number of antennas provided for the operation target.

  In the key matching system, it is preferable that a plurality of the directivity control antennas are provided, and the key position determination unit determines the position of the key terminal from a combination of the position of the key terminal with respect to each directivity control antenna. . According to this configuration, the position of the key terminal can be accurately determined using only the directivity control antenna.

  In the key verification system, the key position determination unit measures a key direction angle formed by the directivity control antenna and the key terminal for each of the directivity control antennas, and determines the position of the key terminal by combining the angles. Is preferably determined. According to this configuration, it is possible to accurately determine the position of the key terminal by a simple method of determining the position of the key terminal from the combination of the angle formed by the operation target and the key terminal.

  According to the present invention, it is possible to determine the position of the key terminal while reducing the number of antennas provided in the operation target.

The block diagram of the key collation system of 1st Embodiment. The layout diagram of a directivity control antenna. The schematic diagram of the key direction angle measured with a directivity control antenna. (A)-(c) is explanatory drawing which shows the flow of a measurement of a key direction angle. (A)-(c) is explanatory drawing which shows the determination logic of the position of a key terminal. The block diagram of the key collation system of 2nd Embodiment. (A), (b) is explanatory drawing which shows the determination logic of the position of a key terminal. The schematic diagram which shows the example of arrangement | positioning of the directivity control antenna of another example. The schematic diagram which shows the example of arrangement | positioning of the directivity control antenna of another example.

(First embodiment)
Hereinafter, a first embodiment of a key verification system will be described with reference to FIGS.
As shown in FIG. 1, an operation target of the key terminal 1 (hereinafter referred to as a vehicle 2) includes a key verification system 3 that can perform ID verification wirelessly with the key terminal 1. The communication used in the key verification system 3 is preferably bidirectional communication using, for example, Bluetooth (R). The key terminal 1 is preferably a high function mobile phone, for example. Hereinafter, ID verification executed by the key verification system 3 is referred to as “smart verification”, and the communication is referred to as “smart communication”.

  The vehicle 2 is provided with a verification ECU (Electric Control Unit) 4 that executes various verifications with the key terminal 1, a body ECU 5 that manages the power supply of the on-vehicle electrical components, and an engine ECU 6 that controls the operation of the engine 7. . These ECUs are electrically connected by a communication line 8 in the vehicle. The communication line 8 is preferably a LAN (Local Area Network) or a CAN (Controller Area Network), for example. In the memory 9 of the verification ECU 4, the key ID of the key terminal 1 registered in the vehicle 2 is written and stored. A door lock mechanism 10 is connected to the body ECU 5 as a mechanical part that switches between locking and unlocking the vehicle door.

  The vehicle 2 includes a directivity control antenna 11 that can switch radio wave directivity. The directivity control antenna 11 is electrically connected to the verification ECU 4, and the directivity is controlled by the verification ECU 4. The directivity control antenna 11 is preferably an adaptive array antenna, for example. The directivity control antenna 11 may be a bidirectional communication antenna that can transmit and receive radio waves, for example. In addition, for example, a plurality of directivity control antennas 11 (three in this example, 11a to 11c) may be provided.

  The vehicle 2 includes an engine switch 12 that is operated when switching the power state of the vehicle 2 (for example, IG off, ACC on, IG on, engine start). The engine switch 12 is disposed, for example, in the driver's seat and is electrically connected to the verification ECU 4. The engine switch 12 is preferably a push momentary switch, for example.

  The key terminal 1 includes a key control unit 13 that controls the operation of the key terminal 1 and a communication unit 14 that enables transmission and reception of radio waves in the key terminal 1. A key ID is written and stored in the memory 15 of the key control unit 13 as a unique ID of each key terminal 1. The communication executed by the communication unit 14 is preferably communication compliant with, for example, Bluetooth (R). For example, in the case of a high-function mobile phone, the key terminal 1 is preferably provided with, for example, a touch panel and various operation buttons. When the key terminal 1 is a high-function mobile phone, for example, the key ID is registered in the key terminal 1 by connecting the key terminal 1 to a server or the like over the network and downloading the key ID from the server.

  As shown in FIG. 2, the three directivity control antennas 11 a to 11 c are preferably arranged in a triangular shape with each antenna as a vertex in a plan view of the vehicle body, for example. In this case, it is preferable that two of the three directivity control antennas 11a to 11c are arranged at the corners of the vehicle body. In the case of this example, the three directivity control antennas 11a to 11c have 11a arranged at the right front corner of the vehicle body, 11b arranged at the left front corner of the vehicle body, and 11c arranged at the center in the vehicle width direction at the rear of the vehicle body. .

As shown in FIG. 1, the key matching system 3 includes a key position determination function that can determine the position of the key terminal 1 by communicating with the key terminal 1 while appropriately changing the directivity of the directivity control antenna 11. The key position determination function preferably executes an operation of determining the position of the key terminal 1 in the key verification communication process with the key terminal 1, for example.

  In this case, the key matching system 3 includes a key position determination unit 16 that determines a key position using the directivity control antenna 11. The key position determination unit 16 is preferably provided, for example, in the verification ECU 4. The key position determination unit 16 measures an angle formed by the key terminal 1 and the directivity control antenna 11 (hereinafter referred to as a key direction angle θ) for each of the directivity control antennas 11a to 11c, and the plurality of key direction angles θ. It is preferable to determine the key position by the combination of

Next, the key position determination operation of the key verification system 3 will be described with reference to FIGS.
As shown in FIG. 3, the key position determination unit 16 performs communication with the key terminal 1 in each directivity control antenna 11, thereby changing the angle formed with respect to the reference line L set in advance to each directivity control. Each is measured as the key direction angle θ of the antenna 11. In this example, the key direction angle of the key terminal 1 relative to the first directivity control antenna 11a is θa, the key direction angle of the key terminal 1 relative to the second directivity control antenna 11b is θb, and the third The key direction angle of the key terminal 1 with respect to the directivity control antenna 11c is defined as θc. The reference line L (La to Lc) is preferably a line along the longitudinal direction of the vehicle body (the Y-axis direction in FIG. 3), for example. The key position determination unit 16 performs communication with the key terminal 1 by sequentially changing the angle from the reference line L, thereby measuring the key direction angle θ according to which angle communication is established.

  As shown in FIG. 4 (a), the verification ECU 4 first transmits a radio wave from the first directivity control antenna 11a regularly or irregularly to search for the position of the key terminal 1 and smartly connect with the key terminal 1. Perform verification. That is, the key position determination unit 16 measures the angle of the key terminal 1 with respect to the first directivity control antenna 11a (first key direction angle θa). At this time, the verification ECU 4 first transmits a wake signal Swk for activating the key terminal 1 in the direction of the reference line La by Bluetooth (R) to check whether communication with the key terminal 1 is established. If the communication is not established, the verification ECU 4 changes the transmission angle by a predetermined amount, transmits the wake signal Swk again, and repeats this operation until the communication is established. When the key terminal 1 receives the wake signal Swk, the key terminal 1 switches from the standby state to the activated state, and transmits the ack signal Sack by Bluetooth (R).

When the verification ECU 4 can receive the ACK signal Sack within a predetermined time after transmitting the wake signal Swk, the verification ECU 4 executes, for example, vehicle code verification, challenge response authentication, and key ID verification in the subsequent communication process . The vehicle code collation is a collation in which a vehicle code that is a unique ID of the vehicle 2 is transmitted from the vehicle 2 to the key terminal 1 and the key terminal 1 confirms the validity of the vehicle code. In challenge response authentication, a challenge code that changes each time transmission is transmitted from the vehicle 2 to the key terminal 1, and the key terminal 1 passes the challenge code through the encryption key of the key terminal 1 to calculate the response code. 2 is a collation in which the validity of the response code of the key terminal 1 is confirmed based on the response code calculated in the same manner in the vehicle 2. When the verification ECU 4 confirms that these verifications are established, the verification ECU 4 processes the smart verification as establishment.

  The key position determination unit 16 determines the angle formed by the first directivity control antenna 11a and the key terminal 1 when the smart collation is established with the first directivity control antenna 11a as the antenna on the vehicle side. Capture as. The key position determination unit 16 temporarily stores the measured first key direction angle θa in the memory 9.

  As shown in FIG. 4 (b), after the acquisition of the first key direction angle θa, the verification ECU 4 continues to search for the position of the key terminal 1 using the second directivity control antenna 11b. And perform smart matching. That is, the key position determination unit 16 confirms the directivity of the second directivity control antenna 11b to establish communication with the key terminal 1, thereby determining the angle of the key terminal 1 (second key direction angle θb). ). Note that the communication for measuring the second key direction angle θb may be communication for confirming whether smart verification is established as described above, or simply establishing smart communication (regardless of whether verification is established). It is good also as communication which confirms. The key position determination unit 16 temporarily stores in the memory 9 the second key direction angle θb that can be measured using the second directivity control antenna 11b as the vehicle-side antenna.

  Furthermore, as shown in FIG. 4 (c), after the verification ECU 4 has obtained the first key direction angle θa and the second key direction angle θb, the third directivity control antenna 11c then continues to While searching for the position, smart matching with the key terminal 1 is executed. That is, the key position determination unit 16 confirms the directivity of the third directivity control antenna 11c to establish communication with the key terminal 1, thereby determining the angle of the key terminal 1 (the third key direction angle θc). ). Note that the communication for measuring the third key direction angle θc may be communication for confirming whether smart verification is established as described above, or simply establish smart communication (regardless of verification verification). It is good also as communication which confirms.

  When the key position determination unit 16 acquires the first key direction angle θa, the second key direction angle θb, and the third key direction angle θc, the key position determination unit 16 determines the position of the key terminal 1 by confirming a combination of these angles. For example, the key position determination unit 16 includes a combination logic table 17 (see FIG. 1) for determining the key position in the memory 9, and compares the key direction angles θa to θc with the logic table 17 to determine the key position. Is preferably determined.

  FIGS. 5A to 5C show an example of specific logic for key position determination. As shown in FIG. 5A, the first key direction angle θa is in the range of θa2 to θa3 (θa2 <θa3), and the second key direction angle θb is in the range of θb1 to θb3 (θb1 <θb3). If the above three conditions that the third key direction angle θc is in the range of θc1 to θc3 (θc1 <θc3) are satisfied, it is determined that the position of the key terminal 1 is outside the vehicle on the driver's seat side. When smart verification is established outside the driver's side vehicle, for example, locking / unlocking of the vehicle door is permitted or executed.

  As shown in FIG. 5B, the first key direction angle θa is in the range of θa4 to θa6 (θa3 <θa4 <θa6), and the second key direction angle θb is in the range of θb4 to θb5 (θb3 <θb4 <θb5). If the above three conditions are satisfied and the third key direction angle θc is in the range of θc4 to θc6 (θc3 <θc4 <θc6), the position of the key terminal 1 is determined to be outside the passenger seat side vehicle. The When smart verification is established outside the vehicle on the passenger side, for example, locking / unlocking of the vehicle door is permitted or executed.

  As shown in FIG. 5C, the first key direction angle θa is in the range of 0 ° to θa1 or θa5 to 360 ° (θa1 <θa2 <θa3 <θa4 <θa5 <θa6), and the second key direction angle θb. Is in the range of 0 ° to θb2 or θb6 to 360 ° (θb1 <θb2 <θb3 <θb4 <θb5 <θb6), and the third key direction angle θc is θc2 to θc5 (θc1 <θc2 <θc3 <θc4 <θc5 <θc6) If the above three conditions are satisfied, the position of the key terminal 1 is determined to be in the vehicle. When smart verification is established in the vehicle, for example, the transition of the vehicle power source (engine start) by the operation of the engine switch 12 is permitted. Therefore, if the engine switch 12 is operated while the brake pedal is depressed while the in-vehicle smart verification is established, the engine 7 is started.

According to the configuration of the present embodiment, the following effects can be obtained.
(1) One or more (a plurality in this example) directivity control antennas 11 are provided on the vehicle 2 that is the operation target of the key terminal 1, and the direction of the directivity control antenna 11 is changed to The position of the key terminal 1 is determined based on whether communication is established at an angle (ID verification is established). Thus, if the directivity control antenna 11 is used to search for the position of the key terminal 1, the position of the key terminal 1 can be determined with a small number. That is, it is not necessary to provide the vehicle 2 with a plurality of antennas as outside antennas and a plurality of antennas as inside antennas. Therefore, it is possible to determine the position of the key terminal 1 while reducing the number of antennas provided in the vehicle 2.

  (2) A plurality of directivity control antennas 11 (three in this example) are provided, the position of the key terminal 1 is obtained in each of these directivity control antennas 11, and the position of the key terminal 1 is determined from the combination of these positions. . For this reason, in determining the position of the key terminal 1, a determination parameter is not particularly required other than the position of the key terminal 1 obtained from the directivity control antenna 11. Therefore, the position of the key terminal 1 can be accurately determined using only the directivity control antenna 11.

  (3) The angles (key direction angles θa to θc) formed by the key terminal 1 with respect to the directivity control antennas 11a to 11c are calculated, and the position of the key terminal 1 is determined by a combination of the key direction angles θa to θc. To do. Therefore, the position of the key terminal 1 can be accurately determined by a simple method of determining the position of the key terminal 1 with reference to the combination of the key direction angles θa to θc.

  (4) Since it is possible to accurately determine whether the key terminal 1 is located outside or inside the vehicle, permission and execution of the vehicle door locking / unlocking operation or permission of engine start operation is performed with high accuracy. be able to.

  (5) Since it is possible to determine whether the key terminal 1 is located on the driver's seat side or the passenger seat side, for example, when the vehicle door is unlocked, the unlock switch on the outside handle knob of the vehicle door is pushed In this case, it is possible to identify which door unlock switch on the driver's seat side or on the passenger seat side has been pressed.

  (6) A general electronic key system (key operation-free system) transmits radio waves from the vehicle 2 by radio waves in the LF (Low Frequency) band, and radio waves from the electronic keys in the UHF (Ultra High Frequency) band. In many cases, it is an LF-UHF bidirectional communication system that transmits data using the Internet. By the way, in the key collation system 3 of this example, since Bluetooth (R) whose frequency is higher than that of the LF band is used, a communication area can be increased as compared with the key operation free system. Therefore, for example, when approaching the vehicle 2, it is possible to realize a welcome function such as the vehicle door automatically unlocking.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIGS. In addition, 2nd Embodiment is an Example which changed the determination method of the key position of 1st Embodiment into another aspect. Therefore, the same parts as those in the first embodiment are denoted by the same reference numerals, detailed description thereof is omitted, and only different parts are described in detail.

  As shown in FIG. 6, the key terminal 1 includes a strength measuring unit 20 that measures a received signal strength indicator (RSSI) of radio waves received at the key terminal 1, and uses the measured received signal strength data to the vehicle 2. It is preferable that a strength notification unit 21 for notifying the vehicle 2 from the key terminal 1 is provided. The intensity measuring unit 20 preferably measures the received signal intensity when receiving a radio wave (such as a wake signal Swk) transmitted from the vehicle 2 during smart communication. The strength notification unit 21 preferably notifies the vehicle 2 of the received signal strength data by transmitting the measured received signal strength data (RSSI data) to the vehicle 2 in the process of smart communication, for example.

  In the case of this example, only one directivity control antenna 11 is provided in the vehicle 2. In this case, for example, the directivity control antenna 11 is preferably arranged at the center position of the vehicle 2 in a plan view of the vehicle 2.

  The key position determination unit 16 determines the key terminal 1 based on the combination of the key direction angle θ determined by communication while changing the directivity of the directivity control antenna 11 and the received signal strength of the radio wave measured by the strength measurement unit 20. The position of is determined. For example, the key position determination unit 16 identifies the direction of the key terminal 1 (driver seat side or passenger seat side) with reference to the directivity control antenna 11 from the key direction angle θ. For example, the key position determination unit 16 has two threshold values of an in-vehicle area determination threshold value E1 and an out-of-vehicle area determination threshold value E2 (> E1), and compares the measured received signal strength with these threshold values to thereby determine the key terminal 1. The position inside and outside the vehicle is determined.

Next, the operation of determining the key position of the key matching system 3 will be described with reference to FIG.
FIG. 7A shows an example in which the key terminal 1 is located outside the vehicle. The verification ECU 4 searches for whether or not the key terminal 1 has come around the vehicle 2 by repeatedly transmitting the wake signal Swk while changing the angle from the reference line L as the starting point. When the verification ECU 4 receives an ACK for the wake signal Swk from the key terminal 1 and confirms that communication is established, the verification ECU 4 starts smart verification with the key terminal 1. At this time, the key position determination unit 16 captures the angle (key direction angle θ) of the key terminal 1 with respect to the directivity control antenna 11 when communication with the key terminal 1 is established.

In the process of smart communication, the key terminal 1 measures the received signal strength when the radio wave transmitted from the vehicle 2 is received by the strength measuring unit 20. Here, for example, it is assumed that the received signal strength when the wake signal Swk is received is measured. Then, the strength notification unit 21 notifies the vehicle 2 of the data of the received signal strength measured by the strength measurement unit 20 in the process of smart communication, for example. Here, since the example in which the key terminal 1 is located outside the vehicle is assumed, data having a low value is notified to the vehicle 2 as the received signal strength data.

  The key position determination unit 16 determines the position of the key terminal 1 by confirming the combination of the measured key direction angle θ and the received signal strength data acquired from the key terminal 1. At this time, the key position determination unit 16 has the key direction angle θ in the range of 0 to 180 °, for example, and the received signal strength is equal to or less than the vehicle interior area determination threshold E1, so that the key terminal 1 is positioned outside the vehicle on the driver's seat side. Judge that. If smart verification outside the vehicle 2 is established between the key terminal 1 and the driver's seat, for example, locking / unlocking of the vehicle door is permitted or executed.

  Incidentally, when the key position determination unit 16 confirms that the key direction angle θ is in a range of 180 to 360 °, for example, and the received signal strength is equal to or less than the vehicle interior area determination threshold value E1, the key terminal 1 is located outside the passenger seat. It is determined that it is located at. If the key terminal 1 is in the passenger seat side and the vehicle 2 and the outside smart verification are established, for example, the locking / unlocking of the vehicle door is permitted or executed.

  FIG. 7B illustrates an example in which the key terminal 1 is located in the vehicle. The key position determination unit 16 establishes smart verification with the key terminal 1 (regardless of which direction the key terminal 1 is positioned), and the received signal strength is within the vehicle area determination threshold E2 (however, the vehicle area When it is confirmed that it is equal to or less than the determination threshold value E1, it is determined that the key terminal 1 is located in the vehicle. If the key terminal 1 establishes in-vehicle smart verification with the vehicle 2 in the vehicle, transition of the vehicle power source (engine start) by the operation of the engine switch 12 is permitted.

According to the configuration of the present embodiment, the following effects can be obtained in addition to (1) and (4) to (6) described in the first embodiment.
(7) From the combination of the key direction angle θ obtained by changing the directivity of the directivity control antenna 11 and the received signal strength when the key terminal 1 receives the radio wave from the vehicle 2 at the time of smart communication, The position of 1 is determined. For this reason, in determining the position of the key terminal 1, only one directivity control antenna 11 is required. Therefore, the position of the key terminal 1 can be determined with a small number of directivity control antennas 11.

Note that the embodiment is not limited to the configuration described so far, and may be modified as follows.
In the first embodiment, two directivity control antennas 11 may be provided as shown in FIG.

In the first embodiment, four directivity control antennas 11 may be provided as shown in FIG. Also, the number of directivity control antennas 11 may be five or more.
In the second embodiment, the received signal strength may be the received signal strength measured when the vehicle 2 receives the radio wave transmitted from the key terminal 1.

  In each embodiment, bidirectional communication between the key terminal 1 and the directivity control antenna 11 is not limited to Bluetooth (R) communication, but can be changed to other communication modes such as communication using radio waves in the UHF band. It is.

  -In each embodiment, the directivity control antenna 11 may be used when performing ID collation with an electronic key, for example. Incidentally, an electronic key is a key that has only a key function.

  -In each embodiment, the antenna which transmits a radio wave first at the time of the position determination of the key terminal 1 may be the 2nd directivity control antenna 11b or the 3rd directivity control antenna 11c instead of the 1st directivity control antenna 11a, for example. Good.

  In each embodiment, when the directivity control antenna 11 transmits a radio wave at the time of position determination, it is not limited to transmitting a radio wave from the direction of the reference line L, but may be made to emit a radio wave first from another direction. Good.

  In each embodiment, the trigger that the directivity control antenna 11 starts to transmit radio waves is, for example, when the outside handle knob of the vehicle door is operated, or when the vehicle door is opened, and the engine switch 12 is pressed. Various conditions can be set.

  In each embodiment, the position determination of the key terminal 1 is not limited to a method using the key direction angle θ as a determination parameter. For example, the position of the key terminal 1 may be determined by assigning positions inside and outside the vehicle to a planar matrix and confirming at which point of the matrix the key terminal 1 is located. Thus, the position determination method of the key terminal 1 can be changed to another method.

-In each embodiment, the key collation system 3 is not restricted to a key operation free system, It can change into another system according to the aspect of ID collation.
In each embodiment, the key terminal 1 is not limited to a high-function mobile phone, and can be changed to another terminal such as a normal electronic key or an IC card having a verification function.

  In each embodiment, when the communication between the key terminal 1 and the directivity control antenna 11 is UHF-UHF bidirectional communication, for example, a vehicle receiver that is already installed in the vehicle 2 is replaced with a transceiver, and an existing key is installed in the electronic key. This can be realized by replacing the receiving antenna with a transmitting / receiving antenna. In this case, the LF transmitter can be omitted from the vehicle 2 and the LF receiver can be omitted from the electronic key, which is advantageous for simplifying the system.

In each embodiment, the directivity control antenna 11 may be a transmission antenna and the reception antenna may be provided separately from the directivity control antenna 11.
In each embodiment, the operation target is not limited to the vehicle 2, and can be changed to another device or device such as a house door.

Next, technical ideas that can be grasped from the above-described embodiment and other examples will be described below together with their effects.
(A) In the key matching system, the directivity control antenna is a transmission / reception antenna capable of transmitting and receiving radio waves. This configuration is advantageous in reducing the number of mounted antennas.

  (B) In the key matching system, when a plurality of the directivity control antennas are provided, at least one of them is arranged at a corner of the vehicle body. According to this configuration, it is possible to suitably form an area necessary for determining the position of the key terminal.

  DESCRIPTION OF SYMBOLS 1 ... Key terminal, 2 ... Vehicle which is an example of operation object, 3 ... Key collation system, 11 (11a-11c) ... Directionality control antenna, 16 ... Key position determination part, (theta) ((theta) a- (theta) c) ... Key direction angle , L (La to Lc)... Reference line that is an example of an angle measurement reference.

Claims (1)

In a key verification system that allows ID verification wirelessly with a key terminal,
It said key is two located in a corner operation target in the widthwise direction of the vehicle as a terminal, and more than two directional control antenna capable of switching a radio wave directivity,
By switching the directivity of the directivity control antenna and confirming in which direction communication is established with the key terminal, the position of the key terminal in and out of the vehicle with respect to the vehicle is determined with reference to the directivity control antenna. A key collation system comprising: a key position determination unit that determines from direction angle information when communication with a key terminal is established with respect to a direction position and signal strength information when communication with the key terminal is established .