JP7342627B2 - vehicle control system - Google Patents

Description

The present disclosure relates to vehicle control systems.

Conventionally, techniques for automatically operating electrically operated vehicle equipment are known. For example, Patent Document 1 discloses that after a vehicle door is closed, when a portable device carried by an occupant changes from a state in which authentication is established in a communication area outside the vehicle to a state in which authentication is not established, a door lock condition is established and the vehicle A technique for automatically locking a door is disclosed. For example, Patent Document 2 discloses a technology that stores in memory the positions adjusted by the user for electric mirrors, electric seats, electric columns, and back doors, and automatically adjusts them to the stored positions. has been done.

Patent No. 5550949 Japanese Patent Application Publication No. 2013-107463

For example, in the technique disclosed in Patent Document 1, there is a risk that the vehicle door may be automatically locked even when the user leaves the vehicle outside the communication area simply for the purpose of refueling. Therefore, by automatically locking the vehicle door even when the vehicle door does not need to be locked, there is a risk that the effort of needlessly unlocking the vehicle door may be generated. Furthermore, with the technique disclosed in Patent Document 2, when there are multiple users of the vehicle, it is difficult to automatically adjust the electric mirror, electric seat, electric column, and back door to suit each user.

One purpose of this disclosure is to provide a vehicle control system that enables automatic operation of electrically operated vehicle equipment while also making it more convenient.

The object is achieved by the combination of features recited in the independent claims, and the subclaims define further advantageous embodiments of the disclosure. The numerals in parentheses described in the claims indicate correspondence with specific means described in the embodiments described later as one aspect, and do not limit the technical scope of the present disclosure. .

In order to achieve the above object, a first vehicle control system of the present disclosure includes a wearable terminal (3) worn by a user, and vehicle equipment (47, 48, 481, The wearable terminal includes an in-vehicle device (40, 40a) equipped with a control instruction section (408, 408a) that instructs to automatically operate the wearable device (482, 483, 484), and the wearable terminal can be used to estimate the amount of movement of the user. The in-vehicle device includes sensors (32, 321, 322) that detect state quantities that change according to user behavior, and a terminal-side transmission processing unit (303) that transmits information via wireless communication. The wearable terminal or in-vehicle device includes an information acquisition unit (405) that acquires information transmitted by the terminal-side transmission processing unit, and a movement amount estimating unit that estimates the user's movement amount using state quantities sequentially detected by the sensor. (406, 406a), the control instruction section changes an instruction to automatically operate the vehicle equipment of the electrically operated vehicle according to the amount of movement of the user estimated by the amount of movement estimation section, and The vehicle equipment is a vehicle equipment (481, 483) that can automatically adjust the position relative to the passenger seated in the vehicle seat, and the wearable terminal is configured to adjust the position in the vertical direction according to the user's movement to get on and off the vehicle. The in-vehicle device is equipped with an occupancy detecting section (411) that detects when an occupant gets into the vehicle, and a movement amount estimating section (406a) is equipped with an occupancy detecting section that detects when an occupant gets on the vehicle. The control instruction unit (408a) estimates the amount of movement in the vertical direction of the mounting part from unlocking to closing of the vehicle door of the vehicle when detecting The position of vehicle equipment is automatically adjusted according to the amount .
In order to achieve the above object, a second vehicle control system of the present disclosure includes a wearable terminal (3) worn by a user, and vehicle equipment (47, 48, 481, The wearable terminal includes an in-vehicle device (40, 40a) equipped with a control instruction section (408, 408a) that instructs to automatically operate the wearable device (482, 483, 484), and the wearable terminal can be used to estimate the amount of movement of the user. The in-vehicle device includes sensors (32, 321, 322) that detect state quantities that change according to user behavior, and a terminal-side transmission processing unit (303) that transmits information via wireless communication. The wearable terminal or in-vehicle device includes an information acquisition unit (405) that acquires information transmitted by the terminal-side transmission processing unit, and a movement amount estimating unit that estimates the user's movement amount using state quantities sequentially detected by the sensor. (406, 406a), the control instruction section changes an instruction to automatically operate the vehicle equipment of the electrically operated vehicle according to the amount of movement of the user estimated by the amount of movement estimation section, and The vehicle equipment is an electric seat (482) that can automatically adjust the seat position, and the wearable terminal is attached to a mounting part of the user that moves up and down in response to the user's movement to get on and off the vehicle. The in-vehicle device includes an entry detection section (411) that detects entry of an occupant into the vehicle, and a movement amount estimating section (406a) that detects entry into the vehicle by the entry detection section. The control instruction unit (408a) estimates the amount of vertical movement of the mounting part from unlocking to closing the door, and the control instruction unit (408a) controls the seat of the electric seat according to the vertical movement amount of the mounting part estimated by the movement amount estimating unit. Adjust the position automatically.
In order to achieve the above object, a third vehicle control system of the present disclosure includes a wearable terminal (3) worn by a user, and vehicle equipment (47, 48, 481, The wearable terminal includes an in-vehicle device (40, 40a) equipped with a control instruction section (408, 408a) that instructs to automatically operate the wearable device (482, 483, 484), and the wearable terminal can be used to estimate the amount of movement of the user. The in-vehicle device includes sensors (32, 321, 322) that detect state quantities that change according to user behavior, and a terminal-side transmission processing unit (303) that transmits information via wireless communication. The wearable terminal or in-vehicle device includes an information acquisition unit (405) that acquires information transmitted by the terminal-side transmission processing unit, and a movement amount estimating unit that estimates the user's movement amount using state quantities sequentially detected by the sensor. (406, 406a), the control instruction section changes an instruction to automatically operate the vehicle equipment of the electrically operated vehicle according to the amount of movement of the user estimated by the amount of movement estimation section, and The vehicle equipment is an electric back door (484) of the vehicle that opens and closes in the vertical direction, and the wearable terminal is attached to a mounting part of the user that moves in the vertical direction according to the user's movement to get on and off the vehicle. The in-vehicle device includes an alighting detection section (412) that detects the alighting of an occupant from the vehicle, and a movement amount estimating section (406a) that detects the electric back of the vehicle when the alighting detection section detects the alighting of the occupant. The control instruction unit (408a) estimates the amount of vertical movement of the mounting part from opening to closing of vehicle doors other than the door, and the control instruction unit (408a) estimates the amount of movement in the vertical direction of the mounting part estimated by the movement amount estimating unit. , automatically adjusts the opening degree of the electric back door.

According to this, since the control instruction section automatically operates the vehicle equipment of the electrically operated vehicle, it becomes possible to automatically operate the electrically operated vehicle equipment. In addition, the instructions for automatically activating the vehicle equipment of electrically operated vehicles are changed depending on the user's travel distance, so depending on the user's travel distance, it may be more convenient to change the operation of this vehicle equipment. This makes it possible to increase convenience. Furthermore, the terminal-side transmission processing section of the wearable terminal transmits information via wireless communication, and the in-vehicle device acquires the information transmitted by the terminal-side transmission processing section. It becomes possible to obtain the amount of movement. As a result, it becomes possible to automatically operate electrically operated vehicle equipment, while also making it more convenient.

1 is a diagram showing an example of a schematic configuration of a vehicle system 1. FIG. 3 is a diagram illustrating an example of a schematic configuration of a wearable terminal 3. FIG. 4 is a diagram showing an example of a schematic configuration of a vehicle-side unit 4 and a BCM 40. FIG. It is a flowchart which shows an example of the flow of electric equipment control related processing when a passenger exits the vehicle without a lock/unlock request in the BCM 40. 1 is a diagram showing an example of a schematic configuration of a vehicle system 1a. It is a figure showing an example of rough composition of vehicle side unit 4a and BCM40a. It is a flowchart which shows an example of the flow of position adjustment equipment control related processing when a passenger gets on the BCM 40a. It is a flowchart which shows an example of the flow of position adjustment equipment control related processing when a passenger disembarks in BCM40a.

Several embodiments for disclosure will be described with reference to the drawings. For convenience of explanation, parts having the same functions as those shown in the figures used in the previous explanations are given the same reference numerals in multiple embodiments, and the explanation thereof may be omitted. be. For parts with the same reference numerals, the descriptions in other embodiments can be referred to.

(Embodiment 1)
<Schematic configuration of vehicle system 1>
Embodiment 1 of the present disclosure will be described below with reference to the drawings. A vehicle system 1 shown in FIG. 1 includes a portable device 2, a wearable terminal 3, and a vehicle-side unit 4.

The portable device 2 is a so-called Fob that has the function of an electronic key. The portable device 2 is carried by a user. The portable device 2 receives a request signal transmitted from the vehicle unit 4 using radio waves in the LF (Low Frequency) band via a receiving antenna. The radio waves in the LF band may be radio waves in the frequency band of 30 kHz to 300 kHz, for example. In this embodiment, the request signal is a signal requesting transmission of a code for verification, and is a signal used for verification. Further, when the portable device 2 receives the request signal, the portable device 2 transmits a response signal including a code for verification on radio waves in the RF (Radio Frequency) band and sends it back from the transmitting antenna. The radio waves in the RF band may be radio waves in the frequency band of 300 Hz to 3 THz, for example. In addition, when adopting the challenge-response method, the request signal corresponds to the challenge signal, and the code for verification is the code of the challenge signal encrypted with a common secret key and encryption algorithm used in the common key encryption method. Corresponds to encryption code.

The wearable terminal 3 is a terminal that is worn and used by a user who carries the portable device 2. Wearable terminals 3 include a ring type worn on the user's finger, a watch type worn on the user's arm, an earphone type worn on the user's ear, and an earphone type worn on the user's head. There are glasses types used. Details of the wearable terminal 3 will be described later. The following explanation will be continued assuming that the user who carries the portable device 2 and wears the wearable terminal 3 is the driver of the vehicle.

The vehicle-side unit 4 is used in a vehicle. The vehicle-side unit 4 is capable of communicating with the portable device 2, and performs authentication regarding the use of the vehicle by verification via this communication. Furthermore, the vehicle-side unit 4 can also communicate with the wearable terminal 3. Details of the vehicle-side unit 4 will be described later.

<Schematic configuration of wearable terminal 3>
Next, a schematic configuration of the wearable terminal 3 will be explained using FIG. 2. As shown in FIG. 2, the wearable terminal 3 includes a control section 30, a communication module 31, and an inertial sensor 32.

The communication module 31 is a communication module for communicating by short-range wireless communication according to the short-range wireless communication standard. The communication module 31 transmits information to a communication connection destination according to instructions from the control unit 20. The communication module 31 may be configured to perform communication by short-range wireless communication according to a short-range wireless communication standard such as Bluetooth (registered trademark) or BLE (Bluetooth Low Energy). Hereinafter, a case where the communication module 31 communicates with the vehicle-side unit 4 according to the BLE short-range wireless communication standard will be described as an example.

The inertial sensor 32 is a sensor that detects a state quantity (hereinafter referred to as a sensor value) that changes depending on the behavior of the user and can be used to estimate the amount and direction of movement of the user. Inertial sensor 32 may be a sensor group. As the inertial sensor 32, for example, an acceleration sensor 321 and a gyro sensor 322 are used.

The acceleration sensor 321 is a sensor that sequentially detects the acceleration generated in the wearable terminal 3 as a voltage value. That is, the acceleration sensor 321 detects the acceleration that occurs in the part of the user wearing the wearable terminal 3. For example, the acceleration sensor 321 may be configured to be activated according to instructions from the control unit 30 when the wearable terminal 3 is powered on. As the acceleration sensor 321, for example, a three-axis acceleration sensor capable of detecting acceleration along each of three mutually orthogonal axes may be used.

The gyro sensor 322 is a sensor that sequentially detects the angular velocity occurring in the wearable terminal 3 as a voltage value. That is, the gyro sensor 322 detects the angular velocity that occurs at the part of the user wearing the wearable terminal 3. For example, the gyro sensor 322 may be configured to be activated in accordance with an instruction from the control unit 30 when the power of the wearable terminal 3 is turned on. As the gyro sensor 322, for example, a three-axis gyro sensor that detects the magnitude of angular velocity occurring around three axes that are orthogonal to each other may be used. Note that as the gyro sensor 322, a single-axis gyro sensor (that is, a yaw rate sensor) may be used as long as it can detect the angular velocity of the user's body part in at least the yaw direction. The gyro sensor 322 outputs the detected angular velocity to the control unit 30.

The control unit 30 includes, for example, a processor, a memory, an I/O, and a bus that connects these, and executes various processes related to the functions of the wearable terminal 3 by executing a control program stored in the memory. Memory as used herein is a non-transitory tangible storage medium that non-temporarily stores computer-readable programs and data. Further, the non-transitional physical storage medium is realized by a semiconductor memory or the like. Details of the control unit 30 will be described below.

<Schematic configuration of control unit 30>
Next, a schematic configuration of the control section 30 will be explained using FIG. 2. As shown in FIG. 2, the control unit 30 includes a sensor value acquisition unit 301, a reception information acquisition unit 302, and a transmission processing unit 303 as functional blocks. Note that a part or all of the functions executed by the control unit 30 may be configured in hardware using one or more ICs. Further, some or all of the functional blocks included in the control unit 30 may be realized by a combination of software execution by a processor and hardware components.

The sensor value acquisition unit 301 acquires a sensor value detected by the inertial sensor 32. For example, the sensor value acquisition unit 301 acquires the acceleration detected by the acceleration sensor 321. For example, the sensor value acquisition unit 301 acquires the angular velocity detected by the gyro sensor 322. The reception information acquisition unit 302 acquires information received by the communication module 31. Specifically, information transmitted from the vehicle-side unit 4 is acquired.

The transmission processing unit 303 causes the sensor value acquired by the sensor value acquisition unit 301 to be transmitted. This transmission processing section 303 corresponds to a terminal side transmission processing section. The transmission processing section 303 causes the sensor value acquired by the sensor value acquisition section 301 to be transmitted from the communication module 31 to the vehicle-side unit 4. The communication module 31 may transmit the sensor value to the vehicle-side unit 4 each time the sensor value acquisition section 301 acquires the sensor value. Note that the communication module 31 may collectively transmit the sensor values acquired by the sensor value acquisition section 301 to the vehicle-side unit 4 at every predetermined transmission cycle.

<Schematic configuration of vehicle side unit 4>
Next, the schematic configuration of the vehicle-side unit 4 will be explained using FIG. 3. As shown in FIG. 3, the vehicle side unit 4 includes a BCM (Body Control Module) 40, a communication module 41, an LF antenna 42, an RF receiver 43, a vehicle condition sensor 44, a lock/unlock switch (hereinafter referred to as lock/unlock SW) 45, It includes a door courtesy switch (hereinafter referred to as door courtesy SW) 46 and a door lock actuator 47.

The communication module 41 is an in-vehicle communication module for communicating by short-range wireless communication according to the short-range wireless communication standard. The communication module 41 communicates with the communication module 31 of the wearable terminal 3 according to a short-range wireless communication standard such as BLE, for example. The communication module 41 receives sensor values transmitted from the communication module 31. The communication module 41 connects and performs communication when the communication module 31 to which connection settings have been made in advance as the communication module 31 of the wearable terminal 3 of the authorized user exists within the communication range.

The LF antenna 42 is a transmitting antenna that transmits the above-mentioned request signal using radio waves in the LF band. A plurality of LF antennas 42 may be provided in the vehicle. For example, the LF antenna 42 may be provided near the driver's seat door, near the passenger seat door, near the trunk door, inside the vehicle interior, or the like. The RF receiver 43 receives a response signal transmitted from the portable device 2 using radio waves in the RF band.

The vehicle condition sensor 44 is a group of sensors for detecting information regarding various conditions of the own vehicle. Examples of the vehicle status sensor 44 include a vehicle speed sensor that detects vehicle speed, a shift position sensor that detects a shift position, and a seating sensor that detects whether a person is seated on a seat.

The locking/unlocking SW 45 is a switch for requesting locking/unlocking of vehicle doors such as a driver's seat door, a passenger's seat door, and a trunk room door. The locking/unlocking SW 45 is provided, for example, on the outer door handle of the driver's seat and passenger's seat doors. As for the trunk door, the locking/unlocking SW 45 is provided, for example, on the rear bumper. As the lock/unlock SW 45, for example, a touch switch or a mechanical button switch can be used. The door courtesy SW46 is a switch for detecting opening/closing of a vehicle door. A door courtesy SW 46 is provided for each vehicle door. The door lock actuator 47 is an actuator for locking and unlocking a vehicle door. The door lock actuator 47 corresponds to vehicle equipment and a lock/unlock device.

The BCM 40 includes, for example, a processor, memory, I/O, and a bus that connects these, and executes various processes related to instructions for automatically operating vehicle equipment of an electrically operated vehicle by executing a control program stored in the memory. Execute. Memory as used herein is a non-transitory tangible storage medium that non-temporarily stores computer-readable programs and data. Further, the non-transitional physical storage medium is realized by a semiconductor memory, a magnetic disk, or the like. This BCM 40 corresponds to an in-vehicle device, and the configuration including the BCM 40 and wearable terminal 3 corresponds to a vehicle control system. Note that details of the BCM 40 will be described below.

<Schematic configuration of BCM40>
Next, an example of a schematic configuration of the BCM 40 will be described using FIG. 3. As shown in FIG. 3, the BCM 40 includes a vehicle state detection section 401, a transmission processing section 402, a response acquisition section 403, a collation section 404, an information acquisition section 405, a movement amount estimation section 406, a movement direction estimation section 407, and a control instruction section. 408 as a functional block. Note that some or all of the functions executed by the BCM 40 may be configured in hardware using one or more ICs. Furthermore, some or all of the functional blocks included in the BCM 40 may be realized by a combination of software execution by a processor and hardware components.

The vehicle state detection unit 401 detects the state of the vehicle based on the detection result of the vehicle state sensor 44, the signal of the unlocking switch 45, the signal of the door courtesy switch 46, and the like. For example, the vehicle state detection unit 401 detects whether the vehicle is parked or not based on the vehicle speed detected by a vehicle speed sensor, the shift position detected by a shift position sensor, whether the IG power is turned off, etc. For example, the vehicle state detection unit 401 detects whether there is a request to lock or unlock the vehicle door based on a signal from the unlock SW 45. For example, the vehicle state detection unit 401 detects locking/unlocking of a vehicle door from the operating state of the door lock actuator 47. The vehicle state detection unit 401 may detect that the vehicle door is locked when the vehicle door is detected to be locked but not unlocked. The vehicle state detection unit 401 may detect a state where the vehicle door is detected to be unlocked but not locked, as being unlocked. For example, the vehicle state detection unit 401 detects opening and closing of the vehicle door based on a signal from the door courtesy SW 46.

Further, the vehicle state detection section 401 includes an occupancy detection section 411 as a sub-functional block. The boarding detection unit 411 detects boarding of a passenger in a vehicle. As an example, the boarding detection unit 411 may detect a passenger boarding the vehicle when the vehicle is parked, the vehicle door is locked, and there is a request to lock/unlock the vehicle door. .

Furthermore, the vehicle state detection section 401 includes an alighting detection section 412 as a sub-functional block. The alighting detection unit 412 detects the alighting of an occupant from the vehicle. As an example, the alighting detection unit 412 may detect the occupant's alighting from the vehicle when the vehicle is switched from not being parked to being parked and the vehicle door is opened. Note that the alighting detection unit 412 may detect the occupant's alighting from the vehicle using other methods.

The transmission processing unit 402 causes the LF antenna 42 outside the vehicle interior to transmit a request signal when the boarding detection unit 411 of the vehicle state detection unit 401 detects that an occupant has entered the vehicle. Hereinafter, the case where the boarding detection unit 411 detects that the passenger gets into the vehicle will be referred to as the time when the passenger gets into the vehicle. Furthermore, when the exit detection unit 412 of the vehicle state detection unit 401 detects that the occupant exits the vehicle, and when there is a request to lock or unlock the vehicle door, the transmission processing unit 402 transmits the LF signal outside the vehicle. A request signal is transmitted from the antenna 42. Hereinafter, the case where the exit detection unit 412 detects the passenger exiting the vehicle and there is a request to lock/unlock the vehicle door will be referred to as the time when the passenger exits the vehicle with a lock/unlock request. Further, the transmission processing unit 402 transmits a request signal from the LF antenna 42 outside the vehicle when the exit detection unit 412 detects that the occupant exits the vehicle and there is no request to lock or unlock the vehicle door. Send sequentially. Hereinafter, the case where the vehicle state detection unit 401 detects the passenger getting off the vehicle and there is no request to lock or unlock the vehicle door will be referred to as the time when the passenger gets off the vehicle without a locking/unlocking request. The transmission processing section 402 corresponds to an external transmission processing section.

The response acquisition unit 403 receives the response signal transmitted from the portable device 2 via the RF receiver 43. This response acquisition section 403 corresponds to a reception processing section. If the response acquisition unit 403 is able to receive the response signal, it outputs the encrypted code included in the response signal to the verification unit 404.

The verification unit 404 performs verification using the encrypted code included in the response signal received by the response acquisition unit 403. For example, when adopting a challenge-response method, a code obtained by encrypting the encrypted code included in the response signal received by the response acquisition unit 403 and the code of the request signal transmitted from the LF antenna 42 using a common secret key. Check against the encoded code.

The information acquisition unit 405 sequentially receives, via the communication module 41, the above-mentioned sensor values that are sequentially transmitted from the communication module 31 of the wearable terminal 3 that is communicatively connected to the communication module 41. The sensor values received by the information acquisition unit 405 are accelerations and angular velocities occurring in the parts of the user wearing the wearable terminal 3.

The movement amount estimating unit 406 estimates the user's movement amount using the sensor values sequentially received by the information acquisition unit 405. That is, the amount of movement of the user is estimated using the state quantities sequentially detected by the inertial sensor 32. For example, the amount of movement of the user may be estimated using the acceleration sequentially detected by the acceleration sensor 321. For example, the amount of movement may be estimated by detecting the number of steps taken by the user based on changes in acceleration in the vertical direction. Alternatively, the travel distance of the user may be estimated using the three-axis acceleration sequentially detected by the acceleration sensor 321 and the three-axis angular velocity sequentially detected by the gyro sensor 322 in the same manner as autonomous navigation in a navigation device. .

The movement amount estimating unit 406 estimates the amount of movement of the user after the alighting detection unit 412 detects that the occupant alights from the vehicle. For example, the movement amount estimating unit 406 estimates the distance traveled from the time when the vehicle door changes from open to closed when the alighting detection unit 412 detects the passenger getting off the vehicle. In other words, the distance traveled from the time when the user got off the car is estimated.

The moving direction estimating unit 407 estimates the user's moving direction using the sensor values sequentially received by the information acquiring unit 405. That is, the user's moving direction is estimated using the state quantities sequentially detected by the inertial sensor 32. For example, the user's moving direction may be estimated using the angular velocity sequentially detected by the gyro sensor 322. For example, when the vehicle state detection unit 401 detects a state of the vehicle that determines the direction of the user, the user's moving direction may be estimated from a change in acceleration in the yaw direction using that direction as a direction reference. An example of the state of the vehicle in which the orientation of the user is determined is when the vehicle transitions from an unparked state to a parked state. In this case, the user's direction is in the forward direction of the vehicle.

The control instruction unit 408 issues an instruction to automatically operate vehicle equipment of an electrically operated vehicle. The control instruction unit 408 instructs the door lock actuator 47 to automatically unlock the vehicle door when the verification unit 404 establishes the verification when a passenger gets on board. Thereby, the door lock actuator 47 automatically unlocks the vehicle door. The control instruction unit 408 instructs the door lock actuator 47 to automatically lock the vehicle door if the verification unit 404 establishes the verification when the passenger exits the vehicle with a lock/unlock request. Thereby, the door lock actuator 47 automatically locks the vehicle door.

The control instruction unit 408 also provides an instruction to automatically operate the vehicle equipment of the electrically operated vehicle according to the user's movement amount estimated by the movement amount estimating unit 406 and the user's movement direction estimated by the movement direction estimation unit 407. change.

When the passenger exits the vehicle without a lock/unlock request, the control instruction unit 408 determines that when the response acquisition unit 403 no longer receives a response signal in response to the request signal transmitted by the transmission processing unit 402 after unlocking the vehicle door (hereinafter referred to as , when no response is received), the amount of movement estimated by the amount of movement estimating section 406 is greater than or equal to the threshold, and the direction of movement estimated by the direction of movement estimating section 407 is a direction away from the vehicle. In this case, the door lock actuator 47 is instructed to automatically lock the vehicle door. According to this, the vehicle door can be locked without the user having to touch the locking/unlocking SW 45, improving convenience.

The case where a response is not received may be, for example, a case where a signal having a radio field strength of a certain level or more is not received within a specified time from the transmission of the request signal. The threshold value referred to here is a threshold value for distinguishing between getting off the vehicle to work around the vehicle and getting off the vehicle to move outside the vehicle. This threshold value may be any distance that can be set as long as it is longer than the communication distance from the LF antenna 42 outside the vehicle interior of the wireless communication used for verification of the portable device 2. In this embodiment where the user is the driver, the direction away from the vehicle refers to, for example, the direction away from the vehicle as seen from the point where the vehicle door of the driver's seat is the starting point when exiting the vehicle and the travel amount estimated by the travel amount estimating unit 406 has been moved. It may be the direction.

If the control instruction unit 408 is able to receive a response signal in the response acquisition unit 403 in response to the request signal transmitted by the transmission processing unit 402 after unlocking the vehicle door when the passenger exits the vehicle without a lock/unlock request, , the door lock actuator 47 is not instructed to automatically lock the vehicle door.

When the passenger exits the vehicle without a lock/unlock request, the control instruction unit 408 instructs the door lock actuator 47 to open the vehicle door if no response is received and the amount of movement estimated by the amount of movement estimating unit 406 is less than a threshold. Do not instruct the door to lock automatically. According to this, even if the user carrying the portable device 2 goes out of the communication range of the LF antenna 42 outside the vehicle, the vehicle door will be locked if the distance traveled from the time of exiting the vehicle is less than the threshold value. It doesn't have to be done automatically. Therefore, if the user goes out of the communication range of the LF antenna 42 outside the vehicle but is stopped around the vehicle for refueling or the like, it is possible to avoid automatically locking the vehicle doors. As a result, the user does not have to perform an operation to unlock the vehicle door when getting into the vehicle after such work, improving convenience.

When the passenger exits the vehicle without a lock/unlock request, the control instruction unit 408 controls the movement direction estimation unit 407 even if no response is received and the movement amount estimated by the movement amount estimation unit 406 is equal to or greater than the threshold value. If the estimated moving direction is not a direction away from the vehicle, no instruction is given to the door lock actuator 47 to automatically lock the vehicle door. Even if the user carrying the portable device 2 goes out of the communication range of the LF antenna 42 outside the vehicle, and the distance traveled from the time of getting off the vehicle is equal to or greater than the threshold, the user's direction of travel may be different from that of the vehicle. If the direction is not away from the vehicle, there is a high possibility that the user will board the vehicle again. In such cases, it is possible to eliminate the need for automatic locking of the vehicle doors, which improves convenience as the user does not have to perform any operations to unlock the vehicle doors when getting into the vehicle. do.

<Processing related to electric equipment control when a passenger exits the vehicle without locking/unlocking request in BCM40>
Next, using the flowchart of FIG. 4, an example of the flow of the process related to controlling the door lock actuator 47 when a passenger exits the vehicle without a locking/unlocking request in the BCM 40 (hereinafter referred to as electric equipment control related process) will be described. The flowchart of FIG. 4 may be configured to start when the exit detection unit 412 detects that the occupant exits the vehicle and there is no request to lock or unlock the vehicle door. At the start of the flowchart in FIG. 4, the vehicle door is in an unlocked state. In the flowchart of FIG. 4, after the communication module 41 establishes a communication connection with the wearable terminal 3, the information acquisition unit 405 sequentially receives sensor values sequentially detected by the inertial sensor 32 of the wearable terminal 3 via the communication module 41. shall be taken as a thing.

First, in step S1, the transmission processing unit 402 starts successive transmission of request signals from the LF antenna 42 outside the vehicle interior. In step S2, if there is a wearable terminal 3 connectable to the communication module 41 (YES in S2), the process moves to step S5. On the other hand, if there is no wearable terminal 3 connectable to the communication module 41 (NO in S2), the process moves to step S3. If the communication module 41 and the wearable terminal 3 can be communicatively connected, it is sufficient that there is a wearable terminal 3 that can be connected to the communication module 41. On the other hand, if the communication module 41 and the wearable terminal 3 are unable to establish a communication connection within the specified time, it may be assumed that there is no wearable terminal 3 connectable to the communication module 41.

In step S3, if the response acquisition unit 403 receives a response signal in response to the request signal transmitted by the transmission processing unit 402 (YES in S3), the process of S3 is repeated. On the other hand, if the response acquisition unit 403 cannot receive a response signal to the request signal transmitted by the transmission processing unit 402 (NO in S3), the process moves to step S4. As an example, if a signal with a radio field strength of a certain level or higher cannot be received within a specified time from the transmission of the request signal, it may be assumed that the response signal cannot be received. In step S4, the control instruction unit 408 instructs the door lock actuator 47 to automatically lock the vehicle door, and ends the electric equipment control related processing.

In step S5, if the response acquisition unit 403 receives a response signal in response to the request signal transmitted by the transmission processing unit 402 (YES in S5), the process of S5 is repeated. On the other hand, if the response acquisition unit 403 cannot receive a response signal to the request signal transmitted by the transmission processing unit 402 (NO in S5), the process moves to step S6.

In step S6, the movement amount estimating unit 406 estimates the amount of movement of the user after the alighting detection unit 412 detects the passenger getting off the vehicle. In step S7, if the movement amount estimated in S6 is equal to or greater than the above-mentioned threshold (YES in S7), the process moves to step S8. On the other hand, if the amount of movement estimated in S6 is less than the above-mentioned threshold (NO in S7), the process returns to S5 and repeats the process. For example, the control instruction unit 408 may determine whether the movement amount estimated in S6 is equal to or greater than the above-mentioned threshold value.

In step S8, the moving direction estimation unit 407 estimates the user's moving direction. In step S9, if the moving direction estimated in S8 is a direction away from the vehicle (YES in S9), the process moves to step S10. On the other hand, if the moving direction estimated in S8 is not a direction away from the vehicle (NO in S9), the process returns to S5 and repeats the process. For example, the control instruction unit 408 may determine whether the moving direction estimated in S8 is a direction away from the vehicle. In step S10, the control instruction unit 408 instructs the door lock actuator 47 to automatically lock the vehicle door, and ends the electric equipment control related process.

Note that the flowchart in FIG. 4 is just an example. For example, the process in S8 may be performed before the process in S7. Alternatively, the processing in S6 and S8 may be performed before the processing in S5.

<Summary of Embodiment 1>
According to the configuration of the first embodiment, as described above, it becomes possible to automatically lock the vehicle door without the user performing an operation of touching the lock/unlock 45, improving convenience. On the other hand, if the user's movement amount is greater than the threshold value or the user's movement direction is in a direction away from the vehicle, the vehicle door will be automatically locked even if the response signal from the mobile device 2 is no longer received. I won't let you. Therefore, when there is a high possibility that the user will get into the vehicle again, such as when the user stops around the vehicle or when the user does not move away from the vehicle, the response signal from the mobile device 2 will no longer be received. This makes it possible to prevent the vehicle doors from being automatically locked even when the vehicle door is locked. Therefore, if there is a high possibility that the user will board the vehicle again, the vehicle doors will not be locked automatically, and the user will not have to perform any operations to unlock the vehicle doors when getting into the vehicle. . As a result, it becomes possible to automatically lock the vehicle door and further improve convenience.

(Embodiment 2)
In the first embodiment, a configuration is shown in which whether or not the direction of movement of the user is away from the vehicle is used as a condition for whether or not to automatically lock the vehicle door, but the present invention is not necessarily limited to this. For example, it may be configured such that whether or not the user's movement direction is away from the vehicle is not a condition for automatically locking the vehicle door.

In this case, the BCM 40 may not include the moving direction estimating section 407. Furthermore, the flowchart of FIG. 4 may be configured to omit the processing in S8 to S9 and proceed to S10 if YES in S7.

(Embodiment 3)
In the first embodiment, a configuration is shown in which radio waves in the LF band are used as wireless communication used for verification of the portable device 2, but the present invention is not necessarily limited to this. For example, the wireless communication used to verify the portable device 2 may be short-range wireless communication based on a short-range wireless communication standard such as BLE.

(Embodiment 4)
In the first embodiment, a configuration is shown in which the user's movement amount and movement direction are estimated by the BCM 40, but the present invention is not necessarily limited to this. For example, the user's movement amount and movement direction may be estimated by the wearable terminal 3 and the estimation results may be transmitted to the BCM 40. In this case, by sequentially transmitting the vehicle state information detected by the vehicle state detection unit 401 from the BCM 40 to the wearable terminal 3, the wearable terminal 3 The configuration may be such that the control unit 30 estimates the user's movement amount and movement direction.

(Embodiment 5)
In the first embodiment, an example is shown in which an instruction is given to automatically operate the door lock actuator 47, but the invention is not necessarily limited to this. For example, a configuration may be adopted in which an instruction is given to automatically operate vehicle equipment that can automatically adjust the position of a user seated in a vehicle seat, the user's posture, etc. (hereinafter referred to as Embodiment 5). Here, an example of Embodiment 5 will be described using figures.

<Schematic configuration of vehicle system 1a>
A vehicle system 1a shown in FIG. 5 includes a wearable terminal 3 and a vehicle-side unit 4a. The wearable terminal 3 is similar to the wearable terminal 3 of the first embodiment, except that the wearable terminal 3 is attached to at least a part of the user that moves in the vertical direction according to the user's movement of getting on and off the vehicle. Hereinafter, the wearable terminal 3 of Embodiment 5 will be described using an example in which the wearable terminal 3 of Embodiment 5 is attached to any part of the user's head. The vehicle-side unit 4a is used in a vehicle. The vehicle-side unit 4a is capable of communicating with the wearable terminal 3. Details of the vehicle-side unit 4a will be described later.

<Schematic configuration of vehicle side unit 4a>
Next, the schematic configuration of the vehicle-side unit 4a will be explained using FIG. 6. As shown in FIG. 6, the vehicle-side unit 4a includes a BCM (Body Control Module) 40a, a communication module 41, a vehicle status sensor 44, a lock/unlock SW 45, a door courtesy SW 46, and a position adjustment facility 48. The vehicle-side unit 4a is the same as the vehicle-side unit 4 of Embodiment 1, except that it includes a BCM 40a instead of the BCM 40 and a position adjustment facility 48. Note that the vehicle-side unit 4a may include a LF antenna 42, an RF receiver 43, and a door lock actuator 47.

The position adjustment equipment 48 is a vehicle equipment that can automatically adjust the position, posture, etc. of a user seated in a seat of a vehicle. For example, the position adjustment equipment 48 includes an electric mirror 481, an electric seat 482, an electric column 483, and an electric back door 484.

The electric mirror 481 is a rearview mirror whose mirror angle can be automatically adjusted. In the electric mirror 481, the mirror angle is changed by driving a mirror actuator, for example. The mirror actuator is provided so as to be able to change the mirror angle with respect to the vertical direction of the vehicle and the mirror angle with respect to the horizontal direction of the vehicle by using, for example, two motors. The electric mirror 481 may be a side mirror or a room mirror.

The electric seat 482 is a seat that can automatically adjust seat positions such as a reclining position, a sliding position, a lifter position, and a front vertical position. The reclined position refers to the angle of the seatback. The slide position refers to the position of the seating portion in the vehicle longitudinal direction. Lifter position refers to the overall height of the seat. Front vertical position refers to the relative height of the front end of the seating section to the rear end. Note that the automatically adjustable seat position may be any of the reclining position, sliding position, lifter position, and front vertical position. In the electric seat 482, the seat position is changed by driving a seat actuator, for example. The seat actuator may be configured to use, for example, a plurality of motors to enable positional changes in different movable directions.

The electric column 483 is a steering column that can automatically adjust column positions such as a tilt position and a telescopic position. Note that the automatically adjustable column position may be part of the tilt position and the telescopic position. The electric column 483 changes the tilt position and the telescopic position, for example, by driving a tilt-tele actuator. The tilt-tele actuator may be configured to use, for example, a plurality of motors to enable changes in position in different movable directions.

The electric back door 484 is a back door that opens and closes in the vertical direction and whose opening degree can be automatically adjusted. The electric back door 484 changes its opening degree, for example, by driving an opening/closing actuator. The opening/closing actuator may be, for example, a motor.

The BCM 40a is the same as the BCM 40 of the first embodiment, except that some processing is different. This BCM 40a also corresponds to an in-vehicle device, and the configuration including the BCM 40a and wearable terminal 3 also corresponds to a vehicle control system. Details of the BCM 40a will be described below.

<Schematic configuration of BCM40a>
Next, an example of a schematic configuration of the BCM 40a will be described using FIG. 6. As shown in FIG. 6, the BCM 40a includes a vehicle state detection section 401, an information acquisition section 405, a movement amount estimation section 406a, and a control instruction section 408a as functional blocks. The BCM 40a is the same as the BCM 40 of the first embodiment, except that it includes a movement amount estimation section 406a instead of the movement amount estimation section 406 and a control instruction section 408a instead of the control instruction section 408. Note that the BCM 40a may be configured to include a transmission processing section 402, a response acquisition section 403, and a collation section 404. The BCM 40a may include a moving direction estimation section 407.

The movement amount estimating unit 406a estimates the vertical movement amount of the wearable terminal 3 of the user using the sensor values sequentially received by the information acquisition unit 405. That is, the amount of vertical movement of the user's wearing part is estimated using the state quantities sequentially detected by the inertial sensor 32. For example, the vertical movement amount of the user's wearing part may be estimated using the vertical acceleration sequentially detected by the acceleration sensor 321. For example, the vertical movement amount of the user's wearing part may be estimated from the second-order integral of the vertical acceleration. In this embodiment, since the attachment site is any part of the head, the movement amount estimating unit 406a estimates the amount of movement of the user's head in the vertical direction.

When the boarding detection unit 411 of the vehicle state detection unit 401 detects that a passenger gets into the vehicle (that is, when the passenger gets into the vehicle), the movement amount estimating unit 406a detects that the vehicle door is unlocked when the passenger gets into the vehicle. Using the vertical acceleration sequentially detected by the acceleration sensor 321 from when the door is closed to when the door is closed, the amount of vertical movement of the mounting part is estimated. The user is in a standing state when the vehicle door is unlocked when a passenger enters the vehicle, and the user is in a seated state when the vehicle door is closed when a passenger enters the vehicle. Therefore, according to the above configuration, it is possible to estimate the vertical movement amount of the user's head until the user transitions from a standing state to a seated state in a vehicle seat.

Furthermore, when the alighting detection unit 412 of the vehicle state detection unit 401 detects that the occupant gets off the vehicle (hereinafter referred to as when the occupant gets off), the movement amount estimating unit 406a controls the opening of the vehicle door when the occupant gets off. Using the vertical acceleration sequentially detected by the acceleration sensor 321 from the time of detection to the detection of the closed door, the amount of vertical movement of the attachment site is estimated. The user is seated on the seat when the vehicle door is opened when the passenger exits the vehicle, and the user is standing when the vehicle door is closed when the passenger exits the vehicle. Therefore, according to the above configuration, it is possible to estimate the vertical movement amount of the user's head from the state in which the user is seated in the vehicle seat to the state in which the user stands.

The control instruction unit 408a instructs the position adjustment equipment 48 to automatically adjust the position according to the vertical movement amount of the user's wearing part estimated by the movement amount estimation unit 406a. The control instruction unit 408a instructs the position adjustment equipment 48 to be automatically adjusted to a position that is estimated to be suitable for the user (hereinafter referred to as a suitable position). The control instruction unit 408a refers to the correspondence relationship between the vertical movement amount of the user's wearing part and the preferred position, which is associated in advance, and calculates the vertical movement amount of the user's wearing part estimated by the movement amount estimating unit 406a. What is necessary is just to adopt the structure which specifies a suitable position from. The difference between height and sitting height has a correlation with height and sitting height. Therefore, the vertical movement amount of the user's wearing part has a correlation with the user's height and sitting height. The above-mentioned correspondence relationship is created in advance through experiments, simulations, etc., using this correlation relationship and associating suitable positions for each vertical movement amount of the user's wearing part.

When a passenger gets on board, the control instruction unit 408a automatically adjusts the mirror angle of the electric mirror 481 and the column position of the electric column 483 according to the vertical movement amount of the user's wearing part estimated by the movement amount estimation unit 406a. Give instructions.

In this case, the preferred position of the electric mirror 481 is a mirror angle of the electric mirror 481 that allows the user sitting in the driver's seat to easily check the rear of the vehicle. The angle of the mirror surface of the electric mirror 481 that allows the user seated in the driver's seat to easily check the rear of the vehicle changes depending on the sitting height of the user. Therefore, by adjusting the mirror angle of the electric mirror 481 according to the amount of vertical movement of the user's wearing part, which is correlated with the sitting height, it is possible to adjust the mirror angle to suit the individual user. It becomes possible.

Further, the preferred position of the electric column 483 is a column position of the electric column 483 where the user sitting in the driver's seat can easily operate the steering wheel. The column position of the electric column 483, where the user sitting in the driver's seat can easily operate the steering wheel, changes depending on the sitting height of the user. Therefore, by adjusting the column position of the electric column 483 according to the amount of vertical movement of the user's wearing part, which is correlated with the sitting height, the column position can be adjusted to suit the individual user. It becomes possible.

When a passenger is in the vehicle, the control instruction unit 408a instructs the seat position of the electric seat 482 to be automatically adjusted according to the amount of vertical movement of the user's wearing part estimated by the movement amount estimating unit 406a. In this case, the preferred position of the electric seat 482 is a seat position of the electric seat 482 where the user sitting in the driver's seat can easily perform driving operations. The seat position of the electric seat 482, where the user sitting in the driver's seat can easily perform driving operations, changes depending on the sitting height and height of the user. Therefore, by adjusting the seat position of the electric seat 482 according to the amount of vertical movement of the user's wearing part, which is correlated with the sitting height and height, the seat position can be adjusted to suit the individual user. becomes possible.

When a passenger exits the vehicle, the control instruction unit 408a instructs the opening degree of the electric back door 484 to be automatically adjusted according to the amount of vertical movement of the user's wearing part estimated by the movement amount estimating unit 406a.

The preferred position of the electric back door 484 is the vertical opening degree of the electric back door 484 (hereinafter referred to as the back door opening degree) at which the user who has exited the vehicle can easily close the opened electric back door 484. The back door opening degree of the electric back door 484, which allows the user who has gotten off the vehicle to easily close the opened electric back door 484, changes depending on the user's height. Therefore, by adjusting the opening degree of the back door according to the amount of vertical movement of the user's wearing part, which is correlated with the user's height, when the electric back door 484 is opened, the back door can be adjusted to suit the individual user. It is possible to adjust the door opening.

<Position adjustment equipment control related processing when a passenger gets on board with BCM40a>
Next, an example of the flow of a process related to control of the position adjustment equipment 48 when a passenger is on board the BCM 40a (hereinafter referred to as position adjustment equipment control related process) will be described using the flowchart of FIG. 7. The flowchart in FIG. 7 may be configured to start when the boarding detection unit 411 detects that a passenger gets into the vehicle. In the flowchart of FIG. 7, after the communication module 41 establishes a communication connection with the wearable terminal 3, the information acquisition unit 405 sequentially receives sensor values sequentially detected by the inertial sensor 32 of the wearable terminal 3 via the communication module 41. shall be taken as a thing.

First, in step S21, if there is a wearable terminal 3 that can be connected to the communication module 41 (YES in S21), the process moves to step S22. On the other hand, if there is no wearable terminal 3 connectable to the communication module 41 (NO in S21), the position adjustment equipment control related process is ended.

In step S22, the movement amount estimation unit 406a estimates the movement amount of the user's wearing part in the vertical direction from when the vehicle state detection unit 401 detects that the vehicle door is unlocked until when the vehicle door is detected to be opened. .

In step S23, the control instruction unit 408a automatically adjusts the mirror angle of the electric mirror 481, the seat position of the electric seat 482, and the column position of the electric column 483 to suitable positions according to the amount of vertical movement estimated in S22. The mirror actuator, the seat actuator, and the tilt/television actuator are respectively instructed to do so, and the position adjustment equipment control related processing is completed.

This makes it possible to automatically adjust the mirror angle of the electric mirror 481, the seat position of the electric seat 482, and the column position of the electric column 483 to positions that match the sitting height and height of the user when the user gets on the vehicle. Therefore, when the user gets in the vehicle, it becomes possible to automatically adjust the mirror angle of the electric mirror 481, the seat position of the electric seat 482, and the column position of the electric column 483 to suit each user, improving convenience.

<Position adjustment equipment control related processing when passengers disembark with BCM40a>
Next, an example of the flow of a process related to control of the position adjustment equipment 48 when a passenger disembarks from the BCM 40a (hereinafter referred to as position adjustment equipment control related process) will be described using the flowchart of FIG. 8. The flowchart of FIG. 8 may be configured to start when the exit detection unit 412 detects that the occupant exits the vehicle. In the flowchart of FIG. 8, after the communication module 41 establishes a communication connection with the wearable terminal 3, the information acquisition unit 405 sequentially receives sensor values sequentially detected by the inertial sensor 32 of the wearable terminal 3 via the communication module 41. shall be taken as a thing.

First, in step S41, if there is a wearable terminal 3 that can be connected to the communication module 41 (YES in S41), the process moves to step S42. On the other hand, if there is no wearable terminal 3 connectable to the communication module 41 (NO in S41), the position adjustment equipment control related process is ended.

In step S42, the movement amount estimation unit 406a estimates the movement amount of the user's wearing part in the vertical direction from when the vehicle state detection unit 401 detects the opening of the vehicle door to when the vehicle door is closed.

In step S43, the control instruction unit 408a instructs the opening/closing actuator to automatically adjust the back door opening degree of the electric back door 484 to a suitable position according to the vertical movement amount estimated in S42, and adjusts the position. Finish equipment control related processing. Note that the automatic adjustment of the back door opening degree is performed when an operation requesting opening of the electric back door 484 is received using a switch installed in the vehicle, a remote control switch of a portable device carried by the user, etc. do it.

This makes it possible to automatically adjust the opening degree of the electric back door 484 to a position suitable for the user's height when the user exits the vehicle. Therefore, when the user exits the vehicle, it becomes possible to automatically adjust the back door opening degree of the electric back door 484 to suit each user, improving convenience.

<Summary of Embodiment 5>
According to the configuration of the fifth embodiment, as described above, it is possible to automatically adjust the position adjustment equipment according to each user. Therefore, it becomes easy to adjust the position adjustment equipment according to each user, and convenience is improved. As a result, it becomes possible to automatically adjust the position adjustment equipment and improve convenience.

Further, as described as an example, it is preferable that the wearable terminal 3 be attached to any part of the user's head. This is because the head is less likely to move freely than the arms, etc., which does not follow the change between the standing and seated states. This is because it is easy to estimate the amount of movement in the vertical direction.

(Embodiment 6)
In the fifth embodiment, a configuration is shown in which the vertical movement amount of the user's wearing part is estimated by the BCM 40a, but the present invention is not necessarily limited to this. For example, the wearable terminal 3 may estimate the vertical movement amount of the wearable part of the user, and the estimation result may be transmitted to the BCM 40a. In this case, by sequentially transmitting the vehicle state information detected by the vehicle state detection unit 401 from the BCM 40a to the wearable terminal 3, the control unit 30 of the wearable terminal 3 can detect the user's What is necessary is just to adopt the structure which estimates the vertical movement amount of a mounting site|part.

(Embodiment 7)
In the embodiment described above, a configuration using the BCMs 40 and 40a was shown, but the configuration is not necessarily limited to this. For example, the functions of the BCMs 40 and 40a may be shared among a plurality of electronic control devices.

Note that the present disclosure is not limited to the embodiments described above, and various changes can be made within the scope of the claims, and can be obtained by appropriately combining technical means disclosed in different embodiments. The embodiments are also included in the technical scope of the present disclosure. Further, the control unit and the method described in the present disclosure may be implemented by a dedicated computer constituting a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and techniques described in this disclosure may be implemented with dedicated hardware logic circuits. Alternatively, the apparatus and techniques described in this disclosure may be implemented by one or more special purpose computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

1, 1a vehicle system, 2 portable device, 3 wearable terminal, 4, 4a vehicle side unit, 30 control unit, 32 inertial sensor (sensor), 40, 40a BCM (vehicle equipment), 47 door lock actuator (vehicle equipment, implementation) lock device), 48 position adjustment equipment (vehicle equipment), 302 reception information acquisition section, 303 transmission processing section (terminal side transmission processing section), 321 acceleration sensor (sensor), 322 gyro sensor (sensor), 401 vehicle state detection section , 402 Transmission processing unit (external transmission processing unit), 403 Response acquisition unit (reception processing unit), 405 Information acquisition unit, 406, 406a Travel amount estimation unit, 407 Movement direction estimation unit, 408, 408a Control instruction unit, 411 Boarding Detection unit, 412 Alighting detection unit, 481 Electric mirror (vehicle equipment), 482 Electric seat (vehicle equipment), 483 Electric column (vehicle equipment), 484 Electric back door (vertical opening/closing door, vehicle equipment)

Claims (4)

a wearable terminal (3) worn by a user;
An on-vehicle device (40, 40a) that is used in a vehicle and includes a control instruction section (408, 408a) that instructs to automatically operate vehicle equipment (47, 48, 481, 482, 483, 484) of the vehicle that is electrically operated. ), including
The wearable terminal includes:
a sensor (32, 321, 322) that detects a state quantity that changes according to the user's behavior, which can be used to estimate the amount of movement of the user;
A terminal-side transmission processing unit (303) that transmits information by wireless communication,
The in-vehicle device includes:
comprising an information acquisition unit (405) that acquires information transmitted by the terminal side transmission processing unit,
The wearable terminal or the in-vehicle device is
comprising a movement amount estimation unit (406, 406a) that estimates the movement amount of the user using the state quantity sequentially detected by the sensor;
The control instruction unit changes an instruction to automatically operate vehicle equipment of the electrically operated vehicle according to the amount of movement of the user estimated by the movement amount estimating unit,
The electrically operated vehicle equipment of the vehicle is vehicle equipment (481, 483) that can automatically adjust the position relative to the occupant seated in the vehicle seat,
The wearable terminal is attached to a mounting part of the user that moves in the up and down direction according to the user's movement of getting on and off the car,
The in-vehicle device includes:
and a boarding detection unit (411) that detects boarding of a passenger in the vehicle,
The movement amount estimating unit (406a) estimates the vertical movement amount of the mounting portion from unlocking to closing the vehicle door of the vehicle when the boarding detection unit detects the boarding,
The control instruction unit (408a) is a vehicle control system that automatically adjusts the position of the vehicle equipment according to the amount of vertical movement of the mounting portion estimated by the movement amount estimation unit. a wearable terminal (3) worn by a user;
An on-vehicle device (40, 40a) that is used in a vehicle and includes a control instruction section (408, 408a) that instructs to automatically operate vehicle equipment (47, 48, 481, 482, 483, 484) of the vehicle that is electrically operated. ), including
The wearable terminal includes:
a sensor (32, 321, 322) that detects a state quantity that changes according to the user's behavior, which can be used to estimate the amount of movement of the user;
A terminal-side transmission processing unit (303) that transmits information by wireless communication,
The in-vehicle device includes:
comprising an information acquisition unit (405) that acquires information transmitted by the terminal side transmission processing unit,
The wearable terminal or the in-vehicle device is
comprising a movement amount estimation unit (406, 406a) that estimates the movement amount of the user using the state quantity sequentially detected by the sensor;
The control instruction unit changes an instruction to automatically operate vehicle equipment of the electrically operated vehicle according to the amount of movement of the user estimated by the movement amount estimating unit,
The electrically operated vehicle equipment of the vehicle is an electrically powered seat (482) whose seat position can be automatically adjusted,
The wearable terminal is attached to a mounting part of the user that moves in the up and down direction according to the user's movement of getting on and off the car,
The in-vehicle device includes:
and a boarding detection unit (411) that detects boarding of a passenger in the vehicle,
The movement amount estimating unit (406a) estimates the vertical movement amount of the mounting portion from unlocking to closing the vehicle door of the vehicle when the boarding detection unit detects the boarding,
The control instruction section (408a) is a vehicle control system that automatically adjusts the seat position of the electric seat according to the amount of vertical movement of the mounting portion estimated by the movement amount estimating section. a wearable terminal (3) worn by a user;
An on-vehicle device (40, 40a) that is used in a vehicle and includes a control instruction section (408, 408a) that instructs to automatically operate vehicle equipment (47, 48, 481, 482, 483, 484) of the vehicle that is electrically operated. ), including
The wearable terminal includes:
a sensor (32, 321, 322) that detects a state quantity that changes according to the user's behavior, which can be used to estimate the amount of movement of the user;
A terminal-side transmission processing unit (303) that transmits information by wireless communication,
The in-vehicle device includes:
comprising an information acquisition unit (405) that acquires information transmitted by the terminal side transmission processing unit,
The wearable terminal or the in-vehicle device is
comprising a movement amount estimation unit (406, 406a) that estimates the movement amount of the user using the state quantity sequentially detected by the sensor;
The control instruction unit changes an instruction to automatically operate vehicle equipment of the electrically operated vehicle according to the amount of movement of the user estimated by the movement amount estimating unit,
The electrically operated vehicle equipment of the vehicle is an electrically powered back door (484) of the vehicle that opens and closes in the vertical direction,
The wearable terminal is attached to a mounting part of the user that moves in the up and down direction according to the user's movement of getting on and off the car,
The in-vehicle device includes:
and an alighting detection unit (412) that detects the alighting of an occupant from the vehicle,
The movement amount estimating unit (406a) calculates the vertical movement amount of the mounting portion from opening to closing of a vehicle door other than the electric back door of the vehicle when the alighting detection unit detects the alighting. Estimate,
The control instruction unit (408a) is a vehicle control system that automatically adjusts the opening degree of the electric back door according to the amount of vertical movement of the mounting portion estimated by the movement amount estimation unit. The vehicle control system according to any one of claims 1 to 3 , wherein the attachment site to which the wearable terminal is attached is any site on the user's head.

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