JPH0347386B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <<Industrial Application Field>> The present invention relates to a lock/unlock control device for a vehicle using a wireless user identification system, and particularly relates to the simplification of lock/unlock operation buttons and the like.

<<Background of the Invention>> The present applicant first receives a unique code wirelessly transmitted from a portable device on the in-vehicle device side, compares it with a unique code stored in advance in the in-vehicle device, and then sends a unique code to the vehicle user. Developed a wireless user identification device and applied for a radio key system using this device.
The application was filed in No. 57-132118 (Japanese Unexamined Patent Publication No. 59-24075).

This device uses an induced electromagnetic field with high distance attenuation as a communication medium in consideration of radio wave interference to surrounding wireless devices, and also aims to reduce power consumption as much as possible during reception demodulation on the mobile device side. , the vehicle-mounted device sends out extremely powerful induction radio waves, while the portable device receives these waves using a passive reception and demodulation circuit that consumes little power.

In addition, constantly sending out strong induction radio waves from the in-vehicle device wastes the in-vehicle battery, so
An operation button for sending the transmission request command is installed near the door handle, and a transmission processing program is stored on the mobile device to send a unique code to the mobile device in response to the reception of the transmission request command. By communicating only with the battery, we have extended the lifespan of both the on-vehicle battery and the portable device battery.

By the way, as shown in Fig. 1, conventional electric remote locking/unlocking devices are provided with two operation buttons PB1 and PB2 for locking and unlocking, for example, on the armrest, etc., but these can be used as they are wirelessly. When applied to a vehicle locking/unlocking control device using the user identification method, for example, three devices are installed near the door handle for sending request commands, locking, and unlocking.
This requires separate operation buttons, and there is a problem in that the operability is extremely poor in darkness at night.

<<Object of the invention>> The object of the invention is to provide a vehicle lock/unlock control device using this type of wireless user identification system,
The purpose is to simplify the configuration of an operating part for locking/unlocking so that locking/unlocking can be easily performed even in darkness at night.

<<Configuration of the Invention>> The configuration of the device of the present invention will be described with reference to the claim correspondence diagram in FIG.

The switch operator 100 is attached to a predetermined portion of a vehicle outer shell opening/closing body (for example, a door) or in the vicinity thereof so as to be operable from outside the vehicle.

The wireless user identification means 200 is mounted on the vehicle and receives a unique code transmitted from a portable device 300 that the vehicle user should possess in response to a switch output obtained by operating the switch operator 100. The vehicle user is identified by comparing it with the vehicle's unique code.

The locking/unlocking control means 400 locks/unlocks the locking mechanism 500 of the vehicle outer shell opening/closing body according to the identification result by the wireless user identification means 200.

This lock/unlock control means has the following specific configuration.

The lock actuator 410 has a function of locking and unlocking the locking mechanism 500 of the vehicle outer shell opening/closing body.

The lock state detection means 420 has a function of detecting whether the lock mechanism 500 is in a locked or unlocked state.

After the corresponding vehicle user is identified, the actuator switching driving means 430 switches the lock from locked to unlocked or from unlocked to locked, depending on whether the detection result is locked or unlocked. It has a function of switching and driving the actuator 410.

<<Description of Embodiment>> Fig. 3 is a block diagram showing the configuration of a card-type transmitter in an embodiment of the vehicle locking control device according to the present invention, and Fig. 4 is a block diagram showing the configuration of a card-type transmitter in an embodiment of the vehicle locking control device according to the present invention. FIG. 2 is a circuit diagram showing the configuration.

The card-type transmitter 30 shown in FIG. 3 is housed in a thin card-type case approximately the size of a business card, and is carried by the driver in the same way as a conventional mechanical key.

The electrical configuration of the card type transmitter 30 includes a loop antenna 31, a receiving/demodulating circuit 32 for detecting a request signal, a microcomputer 33, a memory 34 for storing a unique code, and a unique code. It is roughly composed of a carrier oscillation circuit 36 and a modulation circuit 35 for transmitting signals.

On the other hand, a control device 40 as shown in FIG. 4 is mounted on the vehicle body side. This control device 40 is
Microcomputer (hereinafter referred to as CPU)
It is mainly composed of CPU53, and this CPU5
3 is a microprocessor unit, I/O interface circuit, memory (ROM, RAM, etc.),
It is also equipped with a timer and the like.

The antennas 41a and 41b are loop antennas installed in the trunk of the vehicle near the trunk lock, and are spaced apart from each other by a predetermined distance.

Another pair of loop antennas 41c and 41d are
One of the loop antennas 41c is placed in the mirror frame of the driver's side door mirror, and the other loop antenna 41d is placed in the backrest 95a of the driver's seat 95 (12th antenna). (see figure).

As will be described in detail later, this loop antenna 41d detects the received signal level transmitted from the card-type transmitter 30 when the driver is in the driver's seat and when the driver is outside the vehicle, and performs card-type transmission. Since the device 30 is used to detect whether or not the device 30 has been left behind in the vehicle, it is disposed within the backrest 95a of the driver's seat 95 as described above.

Corresponding to the loop antennas 41c to 41d, push-button switches (hereinafter referred to as activation switches) are installed at predetermined positions on the outside of the driver's side door and trunk.
63 and 62 are attached.

A 90° phase shifter 42, 43 is connected to one antenna 41b, 41d of the two pairs of loop antennas, whereby the transmitting signal and the receiving signal are phase-shifted by 90°. ing.

The switching circuits 46a and 46b respond to the switching signal _S1 output from the output port _O3 of the CPU 53,
This is an analog switch circuit that activates either the trunk side antenna pair 41c, 41b or the driver seat side antenna pair 41c, 41d.

The switching circuit 48 is an analog switch consisting of movable contacts 48a and 48b, and responds to the switching signal _S4 output from the output port _O2 of the CPU 53.
The connection states between the switching circuit 46a and the modulator 49, and between the switching circuit 46b and the high frequency amplifier 51 are switched.

The A/D converter 47 inputs the received signal received by the antenna 41d attached to the driver's seat via the high frequency amplifier 44, converts the level of this input signal into digital data, and converts the level of the input signal into digital data. Receive data signal strength data
It is supplied as Rf to the input port _I2 of the CPU 53. In addition, this A/D conversion operation is performed by the CPU
Trigger signal supplied from output port O ₄ of 53
Executed with the arrival of S ₂ .

The door switch 57 is for detecting whether the driver's side door is open or closed, and turns ON when the door is open.
It turns off when the door is closed.

Similarly, the door switch 58 is connected to the passenger door and the two left and right doors for the rear seat (in the case of a sedan).
This is a switch to detect the open/closed status of each door, and it is turned on when the door is open and turned off when the door is closed.

The key switch 59 is a switch for detecting whether or not a key is inserted into the key cylinder of the ignition key switch in the driver's cab, and is turned ON when the key is inserted into the key cylinder. .

The lock knob switch 60 is a switch that is turned ON when the door lock knob provided on the inner surface of the driver's seat side door is pushed in to lock the door.

The lock state detection switch 61 is a switch that detects the state of the lock mechanism of the driver's side door.
If this door lock mechanism is locked,
This is a switch that turns OFF and turns ON when the door is unlocked.

The power start detection circuit 54 is activated when any one of the switches 57, 60, 61, 62, and 63 is turned on (however, when the switches 57,
61 is driven for a predetermined time (when switching between ON and OFF), and power is supplied from the power supply 55 to each circuit. In addition, when the power hold signal _S3 supplied from the output port _O5 of the CPU 53 arrives, the power supply is maintained regardless of the ON operation of each of the switches, and the power is supplied when the CPU 53 enters the standby state. It is configured to stop.

The relay 65 is driven when the trunk unlock signal _S8 is output from the output port _O8 of the CPU 53 and the transistor _Tr1 is turned on, thereby driving a trunk unlocking solenoid (not shown). This allows the trunk to be unlocked.

Relay 66 and relay 67 each connect to CPU 5.
The relay 66 is driven by the ON of transistors Tr ₂ and Tr ₃ by the door lock signal S ₇ and the door unlock signal S ₆ outputted from the output ports O ₇ and O ₆ of 3, and the relay 66 is a motor that automatically opens and closes the door lock. The relay 67 rotates the motor in the forward direction to unlock the door lock. Note that the mechanism for locking and unlocking the door lock using a motor is well known and will not be specifically explained.

The alarm signal _S9 outputted from the output port _O9 of the CPU 53 is a signal that drives the alarm drive circuit 68 and causes the horn to sound.

Further, a unique code is input from the input port _I12 of the CPU 53 via a multiplexer 69.

That is, the multiplexer 69 is provided with an input connector, and all terminals of this connector are open at the time of manufacture.

When this locking control device is sold and handed over to a user, the unique code plug 70 stored together with the card type transmitter 30 is inserted into the connector of the multiplexer 69.

This unique code plug 70 has 4 digits (each digit is represented by 4 bits) corresponding to the unique code stored in the circuit of the card type transmitter 30.
Corresponding pins are short-circuited to form code data.

By inserting such a unique code plug 70 into the connector of the multiplexer 69,
Unique code data is sent from the multiplexer to the CPU.
53.

Next, the flowchart shown in FIG. 5 shows the contents of the process executed by the microcomputer 33 in the card type transmitter 30, and the flowchart shown in FIGS. It is a flowchart showing the contents of processing executed by the microcomputer 53 in the control device 40.

As shown in the flowchart of FIG. 5, the card-type transmitter 30 is waiting to receive a request signal transmitted from the vehicle body control device 40 through the process of step 1. When received, the determination result in step 1 becomes YES, and the next steps 2 and 3 are executed.

In the process of step 2, a vehicle-specific code signal (for example, set by a combination of "0" and "1" in 4-bit 4-digit serial data) stored in advance in the memory 34 is read, and the next code signal is read. Through the processing in step 3, a pulse train signal corresponding to the read unique code data is output to the modulation circuit 35.

As a result, the loop antenna 31 of the card-type transmitter 30 transmits a signal carrying the unique code signal.

The flowchart shown in FIG. 6 is a flowchart showing the contents of the main routine among the processes executed by the CPU 53 of the vehicle body side control circuit 40. This main routine is started when any one of the switches 57 to 63 is turned on, and in the process of step 11, the data at address n of the memory area is read and stored at this address n. Determine whether input port data is stored.

Next, in the process of step 12, if the data of the input port is stored at the address n, the corresponding subroutine is executed depending on which port the input port is.

When the execution of the above subroutine is completed, the n address is reset in the process of step 13, and then the n address is reset in the process of step 14.
Shift the contents of address +1 to address n, and at the same time
Processing is performed to sequentially shift the contents of addresses 2 and below to the previous address.

In the next step 15, a process is performed to determine whether or not input port data is stored within address n. If input port data is stored within address n, the process returns to step 11 again. , and thereafter, this main routine is executed until there is no input port data within address n.

Then, when there is no longer any input port data within address n, the CPU 53 is put into a standby state.
Therefore, until one of the switches 57 to 63 is operated next and interrupt processing is performed, the CPU is
53 is in a standby state.

In this way, in the device of this embodiment, until any one of the switches 57 to 63 is operated, the power supply to each circuit is stopped except for the minimum necessary power supply. The structure is designed to reduce battery power consumption as much as possible.

The input port data is processed in the order of the ports on which the switches were operated by the interrupt processing (see FIG. 7) that is performed each time each switch 57 to 63 is operated.
Storage is performed sequentially such as address n, address n+1, and so on.

As shown in FIG. 8, four subroutines, subroutines A to D, are provided.

Subroutine A is a process executed when an input signal of ground potential (hereinafter simply referred to as "L") is applied to the input port _I4 , and this is a process executed when the door switch 5
This is performed when the ON operation of 7 is performed.

Subroutine B is executed when an "L" input signal is received at the input port _I10 , and as shown in FIG. hand,
This is performed when the start switch 62 is turned on. In addition, in FIG. 12, 92 is a key cylinder.

Subroutine C is executed when an input is received at the input port _I5 , and is executed when an "H" signal is input from the AND circuit 64. That is, the door switch 57
OFF (driver's side door closed)
Further, when the lock state detection switch 61 is OFF (the door lock on the driver's side door is locked), the output of the AND circuit 64 becomes "H".

Subroutine D is executed when "L" is input to input port _I8 , and this is executed when lock knob switch 60 is turned on.

Assuming that all the door locks of the vehicle are locked, the operation will be described when a driver carrying the card type transmitter 30 attempts to unlock the driver's side door lock in order to get into the vehicle.

The operation performed by the driver is the operation button 62A provided near the door handle on the driver's side door.
(See Fig. 12) can be manually pressed.

The start switch 6 is activated by pressing the operation button 62A.
2 is turned ON, power is supplied to each circuit and the CPU 53 is activated. After the interrupt processing shown in FIG. 7 is performed, the main routine shown in FIG. Subroutine B corresponding to ON of 62 is executed.

When subroutine B shown in FIG. 9 is started,
In step 31, it is first detected whether or not a key is inserted into the ignition key cylinder inside the vehicle. This means that the key switch 59
This is a process of determining whether or not the input port I7 is turned on based on the state of the input port _I7 .

If the result of this determination is NO, it is determined that the driver is in the vehicle, and in this case, door lock/unlock control is not executed.

Further, in the case of YES, the process of step 32 is executed next, and the request signal output process is executed. This process is a process of outputting a drive signal _S5 and switching signals _S4 and _S1 from output ports _O1 , _O2 , and _O3, respectively. This allows the oscillator 50
A modulator 49 performs predetermined modulation on the carrier wave generated from the carrier wave to generate a request signal, and this request signal is sent to the loop antenna 41 via a switching circuit 48, a switching circuit 46a, and a high frequency amplifier 45b.
The operation of transmitting the request signal is performed by supplying the request signal to the terminals c and 41d.

At this time, the 90° phase shifter 43 transmits the request signal generated from the loop antenna 41d as a signal whose phase is shifted by 90° from the request signal generated from the loop antenna 41c. This is a configuration for ensuring that the transmitted request signal is received by the card type transmitter 30 carried by the driver.

In this way, when the request signal is transmitted, the card type transmitter 30 carried by the driver performs step 1 of the flowchart shown in FIG.
The determination result is YES. As a result, the next step 2 processing is executed, and the memory 34 is
A vehicle-specific code signal stored in the vehicle is read in, and in the next step 3, a pulse train signal corresponding to the read-in specific code data is output to the modulation circuit 35.

During this time, in the vehicle body control device 40, the ninth
After completing the process in step 32 in the figure, proceed to step 33.
In the process, the standby state continues until the code signal is received.

When the unique code signal is transmitted from the card type transmitter 30, the control device 40 on the vehicle body side transmits the signal to the loop antenna pair 4 which is in the active state.
The unique code signal is received by 1c and 41d.

Among the received unique code signals, the signal received by loop antenna 41d is phase-shifted by 90° by 90° phase shifter 43, and the signal received by loop antenna 41c is After being synthesized, the signal is supplied to the detection/demodulator 52 via the switching circuit 46b, the switching circuit 48, and the high frequency amplifier 51. The code signal component in the carrier wave is extracted by the detector/demodulator 52 and input to the input port I ₁ of the CPU 53 .

_At this time, the code signal (A/
D-converted) is read and temporarily stored in a predetermined register.

Then, in the process of step 34, unique code data set on the vehicle body side (hereinafter referred to as vehicle body-specific data) is read from the multiplexer 69, and in the process of the next step 35, the received code The received data (hereinafter referred to as reception unique code) is compared to determine if the two match.

If the result of the match determination process is "mismatch", the card-type transmitter carried by the person who operated the activation switch 62 is not compatible with this vehicle, that is, the person who operated the switch 62 is carrying a card type transmitter that is not compatible with this vehicle. It is identified that the user is not the owner of the vehicle, and the following door lock unlocking operation is not performed.

On the other hand, if the received unique code and the vehicle body-side unique code "match", then the process of step 36 is executed to determine whether or not the door is currently unlocked. This determines whether the lock state detection switch 61 is ON or not at the input port _I3.
This is a process that determines from the state of .

If this determination result is NO, proceed to the next step 37.
is executed, the door unlock signal _S6 is output from the output port _O6 , and the transistor _Tr3 is activated.
By being turned on, relay switch 67 is activated.
This turns on, causing the door lock motor to rotate forward and unlock the door.

In this way, the door lock is unlocked only when a person in possession of the card-type transmitter 30 with a code that matches the unique code on the vehicle body turns on the activation switch 62, and the card-type transmitter Even if a person who does not own the machine 30 attempts to unlock the lock, the unlocking operation will not take place. Further, even if a person who has a card-type transmitter with a different unique code signal attempts to similarly unlock the door, the door lock will not be unlocked.

Next, a case will be described in which the driver locks the door when getting out of the vehicle.

When the driver exits the vehicle, the driver stops the vehicle, removes the key from the ignition key cylinder, opens the driver's side door, exits the vehicle, closes and locks the door. Perform a series of actions.

At this time, if the driver is carrying the card-type transmitter 30, he or she may press the operation button 62A after exiting the vehicle and close the door, or close the door while pressing in the lock knob, or close the door. There are three ways to lock the door, either by using the key or by using the key.

First, when the driver opens the driver's side door to exit the vehicle after removing the key from the ignition key cylinder, the door switch 57 is turned on and the CPU 53 is activated. By this,
Subroutine A will be executed.

When subroutine A is started, request signal output processing is performed in step 21. This process is similar to the process shown in step 32 of FIG. 9 above. After the request signal is transmitted, the code signal sent from the card type transmitter 30 is processed by the receiver in the next step 22.

When the code signal is received, the next step 23 is executed, and the signal received by the loop antenna 41d located inside the driver's seat is sent to the A/D converter 47 from the input port _I2. A process is performed in which the strength data Rf of the received unique code is read through the received code and temporarily stored in a predetermined register.

As mentioned above, the strength data Rf of the received unique code
is loaded, this intensity data is used for the next step.
24, the data is stored as first intensity data V _A.

While the above process is being executed, the driver exits the vehicle and closes the door. At this time,
It is assumed that the driver pushes in the door lock knob to close the door.

In this case, when the door is closed, subroutine C will be executed next.

When subroutine C starts, first step
41, it is determined whether or not the key has been removed from the ignition key cylinder. If the key has not been removed, the contents of subroutine C are not executed.

If YES, it is assumed that the driver is outside the vehicle and the process moves to the next step 42. This step
In the process 42, a request signal output process is executed to send a request signal to the card type transmitter 30.

Then, when the reception standby process of step 43 is performed and a code signal is transmitted from the card type transmitter 30, this is received and the next step 44 is performed.
processing is performed. The processing in step 44 is
In the same process as the process of step 23 in FIG. 8,
Processing is performed to read the intensity data of the received unique code signal input from the A/D converter 47.

Then, in the next step 45, the read intensity data is temporarily stored as second intensity data _VB .

Thereafter, the process of step 46 is executed, and the first intensity data V _A and the second intensity data V _B stored in the process of step 24 in FIG.
and find the difference between the two |V _A −V _B |,
A determination process is performed to determine whether or not this difference is larger than a preset reference value V _DIF .

If the above |V _A −V _B | is larger than the reference value V _DIF , then after the door is closed, the received signal strength _V This indicates that the received signal strength V _B of is changing, which indicates that the driver got out of the vehicle with the card-type transmitter 30 in his possession.

Therefore, in this case, it is assumed that normal locking has been performed, and subroutine C ends.

On the other hand, if the upper value |V _A −V _B | is less than the reference value V _DIF (in this case, V _A ≒ V _B ), the received signal strength is low even though the driver is outside the vehicle. This indicates that there has been no change, which means that it can be determined that the driving vehicle has left the card-type transmitter 30 inside the vehicle.

Therefore, in this case, the process of step 47 is executed next, and the alarm drive signal is output from output port _O9 .
S ₉ is output and the horn is blown. Thereafter, the process of step 48 is executed to unlock the locked door.

Through the above-described operation, the driver can hear the above-mentioned warning and know that the card-type transmitter 30 has been left behind.

Furthermore, even if an alarm is not generated due to a malfunction of the horn, the door lock is still unlocked, so for example, if the driver operates the door handle to confirm that the door is locked, the lock will not be activated. From the fact that the card type transmitter 30 has not been left behind, it can be known that the card type transmitter 30 has been left behind.

Furthermore, if the driver realizes that he has left the card behind, he can immediately open the door and take possession of the card-type transmitter 30.

Next, a case where the driver locks the vehicle by pressing the operation button 62A after getting out of the vehicle will be described.

First, if the driver tries to open the door to get out of the car, subroutine A is executed in the same way.
is executed, and the received signal strength V _A in this case is stored.

After that, suppose that the driver exits the vehicle, closes the door, and presses the operation button 62A.
When the start switch 62 is turned on, subroutine B is executed.

After this subroutine B is started, in the same manner as described above, the request signal output processing, the reception reading processing from the code signal from the card type transmitter 30, and the comparison between the received unique code and the vehicle body side unique code are performed. A match determination process is performed, and when it is determined that the two codes match, steps 36 to 38 are executed to lock the unlocked door lock.

After the door lock is locked,
The processing of subroutine D shown in FIG. 11 continues.

The processing of this subroutine D determines whether the door is opened and whether the key is inserted into the ignition key cylinder. In this state, the door lock is unlocked.

Therefore, in this case, if the door is closed,
Further, even if the door is open, if the key is removed, the door will not be unlocked.

Then, since the door is closed and the door lock is locked, subroutine C will continue to be executed next.

That is, while outputting the request signal again, the strength of the received code signal (second strength data V _B ) is determined, and the received signal strength is determined from the first strength data V _A and the second strength data V _B. It is determined whether or not there is a change over time, and if no change is recognized, it is determined that the card type transmitter 30 has been left behind, an alarm is generated, and the door lock is unlocked.

Note that when the driver gets out of the car and closes the door, and then locks the door with the key, the same operation as when the door is closed by pushing in the door lock knob is performed, and the card type Transmitter 30
If something is left behind, an alert will also be issued.

<<Effects of the Invention>> As explained in detail above, according to the present invention,
Only one locking/unlocking operator is required to be attached to the vehicle's outer shell opening/closing body, such as a door handle, making it easy to lock/unlock even in the dark at night. This also contributes to simplification and cost reduction.

[Brief explanation of drawings]

FIG. 1 is a diagram showing a conventional device, FIG. 2 is a diagram corresponding to the claims of the present invention, FIG. 3 is a block diagram showing the electrical configuration of a card type transmitter in an embodiment of the present invention, and FIG. Block circuit diagram showing the electrical configuration of the vehicle body side control device in the same embodiment device, No. 5
The figure is a flowchart showing the contents of the process executed in the card type transmitter of the same embodiment device, and FIGS. 6 to 11 are flowcharts showing the contents of the process executed in the vehicle body side control device of the same device, 1st
FIG. 2 is an external perspective view of the vehicle showing how the operation buttons are attached. 100... Switch operator, 200... Wireless user identification means, 300... Portable device, 400...
... Locking/unlocking control means, 410 ... Lock actuator, 420 ... Lock state detection means, 430 ... Actuator switching drive means, 500 ... Lock mechanism.

Claims (1)

[Scope of Claims] 1. A switch operator that is operable from outside the vehicle at a predetermined portion of the vehicle outer shell opening/closing body or in the vicinity of the vehicle outer shell opening/closing body; A wireless user identification means for identifying the vehicle user by comparing a unique code sent from a portable device that the vehicle user should possess with a unique code on the vehicle side in response to the switch output obtained by the operation. a locking/unlocking control device for a vehicle, comprising: locking/unlocking control means for locking/unlocking a locking mechanism of a vehicle outer shell opening/closing body according to the identification result; a lock actuator capable of locking and unlocking a lock mechanism of the body; a lock state detection means for detecting whether the lock mechanism is in a locked or unlocked state; ,
For a vehicle, comprising an actuator switching drive means for switching and driving the lock actuator from locking to unlocking or from unlocking to locking depending on whether the detection result is locked or unlocked. Lock/unlock control device.