JPH11348686A - Remote control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable efficient remote control by combining two different type systems. SOLUTION: When switches RSW1 and RSW2 are actuated, a remote key 1 transmits a manipulation signal for directing the locking/unlocking of a door lock. And an accessory controller 11 to be mounted to a steering device 21 transmits every specified time the manipulating condition of each switch SW1 through SW8. A receiver 31 monitors the manipulating condition of an ignition switch 60. Before the feed of current to respective electrically packaged units U1 through U8 is permited with the ignition switch actuated, the receiver is shifted to a locking/unlocking mode so as to allow a signal from the remote key 1 to be processed. When the feed of current is permitted, the receiver is shifted to an electrical equipment control mode so as to allow a signal from the accessory controller 11 to be processed. Therefore, the two different kinds of manipulating systems can be combined with each other by means of a single receiver.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a remote control device for a vehicle, which can remotely control, for example, lock and unlock a door lock device and control electric components.

[0002]

2. Description of the Related Art As a vehicle remote control device, for example,
As disclosed in JP-A-59-75850, JP-A-62-448, and the like, in order to improve operability and the like, it is necessary to control electric components such as various lamps and power windows. A switch in which switches are centrally arranged on the inner peripheral side of a steering wheel is known. In this system, the operation state of the manual switch is transmitted by electric wire or optical transmission to control electric components.

[0003]

In the above-described operation system in which a manual switch is arranged on the inner peripheral side of the steering wheel, the user can quickly operate necessary electric components without releasing the hand from the steering wheel. Can be. However, since the steering wheel rotates with respect to the vehicle body, the operation state or operation signal of the manual switch disposed on the steering wheel side is transmitted to the receiver via a signal line such as an electric wire or an optical fiber. Difficult. That is, wiring must be performed in consideration of torsion, disconnection, and the like applied to the signal line, and mechanical restrictions are imposed. Therefore, the degree of freedom in mounting is greatly reduced.

In the case of transmission using an optical signal such as infrared light, the directivity of the optical signal and a decrease in the amount of received light due to aging must be taken into consideration, and the degree of freedom in mounting is reduced.
That is, since the operating range of the light receiving element is relatively narrow, when the arrangement relationship between the light emitting element and the light receiving element is shifted due to vehicle body vibration or the like, the operation signal of the manual switch becomes difficult to be transmitted, and the operation of the electrical components is reduced. May be delayed.
Also, if dust or water droplets in the vehicle interior accumulate on the surface of the light-receiving element or light-emitting element, the light quantity may decrease or the refractive index may change, so that stable operation may not be performed. There is also.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described various problems, and has as its object to increase the degree of freedom of mounting and the like and to provide a remote control device for a vehicle capable of performing a stable operation. Is to provide. Another object of the present invention is to provide a remote control device for a vehicle that can receive and process two types of operations, an operation to be performed outside the vehicle and an operation to be performed inside the vehicle. . A more specific object of the present invention is to provide a low cost and highly reliable vehicle remote control device by sharing a receiver between a wireless keyless entry system and a wireless electronic component operation system. It is in.

[0006]

According to the first aspect of the present invention, there is provided a vehicle remote control device for transmitting an operation signal corresponding to an operation of a manual switch as a radio signal and controlling a vehicle in accordance with the operation signal. A first transmitter for transmitting a first operation signal including a first identification code in response to the operation of the first manual switch; and a first transmitter provided on the vehicle body side for operating the second manual switch. A second transmitter that transmits a second operation signal including a second identification code in response thereto; a determination unit that determines whether a predetermined vehicle state has occurred; A receiver for performing predetermined control based on the operation signal when the identification code matches a preset identification code, wherein the receiver determines whether the predetermined vehicle state is determined by the determination unit. Until detected, before received A first control is performed based on a first operation signal, and when the predetermined vehicle state is detected, a second control is performed based on the received second operation signal. And

Here, the first transmitter has a first manual switch for performing the first control, and the second transmitter has a second manual switch for performing the second control. Although a manual switch is provided, each of the first and second manual switches does not need to be constituted by a single switch, but can be constituted by a plurality of switches. That is, for example,
A first manual switch may be configured with a lock switch and an unlock switch, or a second manual switch may be configured with a wiper switch, a turn signal switch, and the like. Therefore, the first manual switch and the second manual switch can be expressed as, for example, "manual switches belonging to the first switch group" and "manual switches belonging to the second switch group". When the first and second manual switches are operated, the first and second transmitters respectively transmit operation signals including an identification code, but the identification codes may be the same. However, different codes may be used.

[0008] When the user operates the manual switch of the first or second transmitter, an operation signal corresponding to the operated manual switch is transmitted. The receiver receives the operation signal and checks the identification code to perform the requested control. When an operation signal is received from another transmitter, the identification codes do not match, so that erroneous control is not performed.

Here, it should be noted that the receiver does not always receive the operation signal from each transmitter unconditionally, and conditions are set for processing the operation signal. That is, the receiver performs processing in accordance with the first operation signal until a predetermined vehicle state is detected, and performs processing in accordance with the second operation signal when the predetermined vehicle state is detected. Perform processing. In other words, before the predetermined vehicle state is detected, the receiver does not accept the processing of the second operation signal, performs the processing of the first operation signal, and detects the predetermined vehicle state. Performs the processing of the second operation signal without accepting the processing of the first operation signal. The transmitters that can be used are switched when the condition of a predetermined vehicle condition is satisfied.

Therefore, the "predetermined vehicle state" refers to the state of the vehicle for setting an available transmitter, and specifically, for example, a state in which an engine key is inserted into a steering lock, an ignition state, or the like. The state where the switch is turned to the accessory power supply position (ACC), the state where the user is seated on the seat, the state where the shift lever is operated to a predetermined position, the state where the side brake is released, and the like can be cited. . More specifically, the first control performed by the first operation signal is set to be performed before a predetermined vehicle state is detected, and the second control performed by the second operation signal is set. Are set to be performed after a predetermined vehicle state is detected. The “predetermined vehicle state” is, for example,
It can also be expressed as a “runnable state”, a “riding state” or the like.

As described above, since the usable transmitters are switched on the receiver side depending on whether or not a predetermined vehicle state is detected, a plurality of transmitters performing different types of control and a single receiver are used. In the remote control device, unnecessary signal processing can be omitted to improve processing efficiency and increase the operation rate of the device. That is, before the predetermined vehicle state is detected, it is not necessary to consider processing to be performed after the vehicle state is detected. Similarly, after the predetermined vehicle state is detected, the vehicle state becomes Since there is no need to consider processing to be performed before detection, information processing resources such as a CPU can be concentrated on one of the operation signals,
Processing efficiency can be improved. Further, since the receiver can be shared by eliminating the conflict between the operation signals, the system can be simplified and the operating rate of the receiver can be increased as compared with a case where a separate receiver is provided for each transmitter. be able to.

According to a second aspect of the present invention, the first manual switch of the first transmitter is for locking and unlocking a door lock of the vehicle, and the second transmitter is provided with a second manual switch. The second manual switch of the vehicle may be for controlling predetermined electrical components provided in the vehicle.

Here, the "predetermined electric component" includes, for example, a light, a turn signal, a hazard lamp, a wiper,
Power windows, washers, radios and the like can be mentioned. The second transmitter does not need to be able to control all electrical components of the vehicle, but only needs to be able to control some electrical components.

Thus, the so-called keyless entry system and the operation system for electrical components can be combined. Further, the locking and unlocking of the door lock should be performed when the user is outside the vehicle (when getting off the vehicle), and the control of the electrical components is performed when the user is inside the vehicle (when getting on the vehicle). Therefore, the transmitters that can be used at the time of getting on or off the vehicle can be limited.

[0015] According to a third aspect of the present invention, the determining means can determine that the predetermined vehicle state has occurred when power supply to the electrical component is permitted.

For example, when the ignition switch is turned to the accessory position and power can be supplied from the vehicle-mounted battery to the electrical components, it can be determined that a predetermined vehicle state has occurred. Since the second transmitter controls the electrical component, by permitting the use of the second transmitter when power supply to the electrical component is permitted,
Processing efficiency can be improved.

According to a fourth aspect of the present invention, the first identification code and the second identification code included in the first operation signal are provided.
And the second identification code included in the operation signal is set independently of each other.
And the second identification code can be separately collated.

The first identification code and the second identification code are set independently of each other, and the receiver checks each of the identification codes separately, thereby enabling any one of the first and second transmitters. Can be used simply by re-registering the identification code of the new transmitter in the receiver. For example, even if the user loses the first transmitter, the user only needs to prepare a new first transmitter and register a new identification code in the receiver, and identify the second transmitter. No code changes required.

Since the available transmitters are switched before and after the detection of a predetermined vehicle state, it does not matter whether the first identification code and the second identification code are the same code. That is, even if the same code is set, it can be regarded as an operation signal from the first transmitter before the occurrence of the predetermined vehicle state, and the operation signal is generated after the occurrence of the predetermined vehicle state. This is because it can be regarded as an operation signal from the transmitter 2. However, in this case, it is necessary to prevent erroneous operation by changing the control code indicating the operation content of the first and second manual switches or changing the transmission format.

According to a fifth aspect of the present invention, the second transmitter can transmit an operation state of the second manual switch to the receiver at predetermined time intervals.

At the time when the second manual switch is operated,
It is also possible to transmit the operation state of the manual switch to the receiver. However, in this case, the receiver cannot distinguish between a normal state in which the second manual switch is not operated and an abnormal state in which the second transmitter cannot transmit due to a failure. On the other hand, if the operation state of the second manual switch is transmitted from the second transmitter every predetermined time to the receiver, the receiver side receives the last operation signal after a predetermined time has elapsed after receiving the last operation signal. , It is possible to detect that some abnormality has occurred. In particular, the greater the number of types of electrical components that can be operated by the second transmitter, the sooner it is necessary to detect the occurrence of an abnormality. That is, when each electric component and each manual switch are individually wired with electric wires as in the related art, even if a certain electric wire is broken, only the electric components related to the broken electric wire become unusable. However, as the number of electrical components that can be operated by the second transmitter increases, a plurality of electrical components become unusable at the same time due to the abnormality of the second transmitter, so that the abnormality of the second transmitter is detected earlier. It becomes important.

According to a sixth aspect of the present invention, in the receiver, the second manual switch is operated when the operation state of the second manual switch continuously changes a predetermined number of times or more. And the second control can be performed.

For example, when the user touches the second manual switch by mistake, the operation state of the manual switch may change for a short time. By activating the electrical component when a continuous change of a predetermined number or more is detected, chattering can be eliminated and stable control can be performed. The predetermined number of times may be set individually for each type of electrical component.

According to a seventh aspect of the present invention, there is provided a remote control device for a vehicle which transmits an operation signal corresponding to an operation of a manual switch as a radio signal, and controls a door lock device and an electric component of the vehicle according to the operation signal. A portable controller that transmits a first operation signal including a first identification code in response to an operation of a door lock manual switch; and an operation of an electric component manual switch provided in a steering device of the vehicle. An in-vehicle controller that transmits a second operation signal including a state and a second identification code at predetermined time intervals, a determination unit that determines whether or not power supply to the electrical component is permitted; A receiver for controlling the door lock device or the electrical component based on the operation signal when the identification code of the operation signal matches a preset identification code; The receiver performs the locking / unlocking operation on the door lock device based on the received first operation signal until the determination unit determines that the power supply to the electrical component is permitted. However, when it is determined that the power supply to the electrical component is permitted, when the operation state of the electrical component manual switch continuously changes by a predetermined number of times or more based on the received second operation signal, The control of the electrical component is performed.

At the time of getting on the vehicle, the user first operates the door lock manual switch of the portable controller from outside the vehicle. At this point, since the user is outside the vehicle, the ignition switch has not been operated and power has not been supplied to the electrical components. Therefore, the receiver receives and interprets the first operation signal transmitted from the portable controller, and outputs a control signal to the door lock device. Thereby, when the door lock is unlocked and the user gets on the vehicle and turns the ignition switch via the engine key, power supply from the vehicle-mounted power supply to various electric components is permitted.
Thereby, the receiver switches the acceptable operation signal from the first operation signal transmitted by the portable controller to the second operation signal transmitted by the in-vehicle controller. And
When the user operates the electric component manual switch of the in-vehicle controller provided in the steering device, the in-vehicle controller transmits a second operation signal including the operation state of the electric component manual switch every predetermined time. The receiver receives the second operation signal at predetermined time intervals, and when the operation state of the manual switch changes continuously for a predetermined number of times or more, determines that an operation request for an electrical component has been made, and performs an operation. A predetermined control is performed on the electrical component according to the request.

According to an eighth aspect of the present invention, the in-vehicle controller receives power from an on-vehicle power supply of the vehicle together with the electric components, and the determination means determines a state of the vehicle based on an ignition switch of the vehicle. It can be determined whether or not power has been supplied to the electrical component.

Since the in-vehicle controller receives power supply from the on-board power supply together with the electric components, it is not necessary to mount an internal power supply such as a battery on the in-vehicle controller. When the power supply to the electrical components is not permitted, the power supply to the in-vehicle controller is not performed. Therefore, when the power supply to the electrical components is not permitted, the second operation signal is transmitted from the in-vehicle controller. It is only necessary to consider only the first operation signal transmitted from the portable controller.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to FIGS.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is an explanatory diagram showing the overall configuration of the vehicle remote control device. In the figure, the identification code is "I
D ”, switch“ SW ”, switch for locking and unlocking“ R ”
SW ”.

1-1 Configuration The vehicle remote control device includes a remote key 1 carried by a user and an accessory controller 11 attached to a steering device in the vehicle compartment, as will be described later.
And a receiver 31 attached to the vehicle body.

A remote key 1 as a "first transmitter" or a "portable controller" is provided so as to protrude from the front of the casing 2 and a casing 2 containing an electronic circuit and a battery. The blade part 3 to be formed and an unlock switch RSW1 and a lock switch RSW2 as a "first manual switch" or a "door lock manual switch" provided on the casing 2.
And When the user operates any one of the switches RSW1 and RSW2, the remote key 1 displays a control code corresponding to the switch and the first key.
And a first operation signal including the identification code ID1.

An accessory controller 11 as a "second transmitter" or an "in-vehicle controller" is attached to the steering device 21, and is provided with a casing 12 containing an electronic circuit and the like and protruding outward from the casing 12. Switches SW1 to SW8 as the “second manual switch” or “electrical component manual switch”. The accessory controller 11 transmits a second operation signal including a status code indicating an operation state of each of the switches SW1 to SW8 and a second identification code ID2 every time a predetermined time elapses. . Note that SW1 to SW8 are merely examples, and the present invention is not limited thereto. Wiper switch, washer switch, turn signal switch,
The light switch, the power window switch, and the hazard switch are preferable examples, but all of them need not be provided in the accessory controller 11, and may be changed to another switch, for example, a driving position switch, a switch of a radio or a CD device, or the like. , May be added.

The receiver 31 is installed on the vehicle body side.
Via a communication line 50 such as an in-vehicle LAN (Local Area Network), it is connected to electrical units U1 to U8 as "electric components". Further, the receiver 31 monitors the state of an ignition switch (which may be displayed as “IG-SW”) 60, and determines, based on the state of the ignition switch 60, a transmitter that can be accepted and the remote key 1 Switching between the accessory controller 11 is performed. Then, the receiver 31 has a first identification code ID
1 and the second identification code ID2 are registered in advance,
When the first and second operation signals are received, the identification code is collated. After confirming that the operation signal is a valid operation signal, the receiver 31 notifies a control command to predetermined electrical units U1 to U8 to perform predetermined control. The receiver 31
And the electrical units U1 to U8 need not be connected by a LAN. It may be connected by a normal harness, electric wire, or the like.

Next, FIG. 2 is an explanatory view schematically showing a state in which the accessory controller 11 is attached to the steering device 21. FIG. 2A is an explanatory diagram viewed from the lateral direction, and FIG. 2B is an explanatory diagram viewed from the front. The steering device 21 includes a steering wheel 22 that is gripped and rotated by a user, a steering shaft 23 for transmitting the operation force, and a casing 24 in which an airbag device is sealed. The casing 12 of the accessory controller 11 is detachably attached to the back side of the casing 24 of the steering device 21 by attaching means such as screws. The switches SW1 to SW8 of the accessory controller 11 are
The steering wheel 22 is arranged on the inner peripheral side of the steering wheel 22 so as to be spaced apart in the circumferential direction. Accordingly, the user can quickly operate each of the switches SW1 to SW8 without releasing the hand from the steering wheel 22 even during driving.

FIG. 3 is a block diagram showing a functional configuration of the vehicle remote control device. Remote key 1 is the first
An ID storage unit 4 in which the identification code ID1 is stored, a signal generation unit 5 that generates an operation signal according to the operation of the switches RSW1 and RSW2, and a transmission unit 6 that transmits the generated signal from the antenna 6A. ing. Signal generator 5
Generates an operation signal including a first identification code ID1 and a lock / unlock control code, as shown in FIGS. 4 (a) and 4 (b).

The accessory controller 11 includes an ID storage unit 13 for storing a second identification code ID2, a timer 14 for defining a transmission interval, and switches SW1 to SW
A signal generation unit 15 for generating an operation signal for transmitting the operation state of W8, and transmitting the generated operation signal to an antenna 16A
And a transmission unit 16 for transmitting the data via the Internet. As shown in FIG. 4C, the accessory controller 11 generates an operation signal including a second identification code and a status code indicating an operation state of each of the switches SW1 to SW8, and transmits this signal at predetermined time intervals. . The status code is
For example, the operation state of each of the switches SW1 to SW8 can be expressed as “1” when on and “0” when off.
The accessory controller 11 operates by receiving power supply from a vehicle-mounted battery (+ B).

The receiver 31 includes a receiving section 32 for receiving an operation signal via an antenna 32A, and identification codes ID1 and ID2.
An ID storage unit 33 that stores ID2, and an ID determination unit 34 that checks whether an identification code in the received operation signal matches an identification code registered in the ID storage unit 33 in advance.
A vehicle state determination unit 35 as “determination means” for determining whether or not a predetermined vehicle state has occurred based on the operation state of the ignition switch 60; a control unit 36; and an interface (hereinafter “I / F”). Abbreviated) 37 and a timer 38.

The control unit 36 determines whether to receive an operation signal from the remote key 1 or the accessory controller 11 based on the determination result from the vehicle state determination unit 35, and interprets the received operation signal. , And outputs a predetermined control signal to the electrical units U1 to U8. In addition, when the ignition switch 60 is operated and power is supplied to each of the electrical units U1 to U8, the control unit 36 sets the accessory based on the time signal from the timer 38 before the predetermined time elapses. It monitors whether a new operation signal has been received from the controller 11. Thereby, when a new operation signal cannot be received within a predetermined time,
It is determined that an abnormal situation has occurred in the accessory controller 11.

Further, as shown in FIG. 4D, the control unit 36 checks a change of the status code of the operation signal received from the accessory controller 11 every predetermined time,
When the operation state of the switch continuously changes for a predetermined number of times or more, it is determined that the switch has been operated, and a predetermined electrical unit is driven. For example, when the operation state of SW1 continuously indicates "1" three or more times, it can be determined that the switch SW1 has been turned on. In this case, the predetermined number is “3”
However, the predetermined number can be set individually for each of the switches SW1 to SW8. For example, for a switch in which chattering does not cause a problem, the predetermined number of times can be set to “1”, or a predetermined number of switches for which a response delay does not matter is set to “10”.
Can be set to Further, a different “predetermined number” can be set for the case of transition from the OFF state to the ON state and the case of returning to the OFF state from the ON state.

1-2 Operation Next, the operation of the present embodiment will be described with reference to FIGS. In the following description, steps are abbreviated as “S”.

The flowchart shown in FIG. 5 shows a process of transmitting an operation signal by the remote key 1. In S1, it is determined whether or not the unlock switch RSW1 has been operated.
When the unlock switch RSW1 is operated, FIG.
As shown in (a), an operation signal including a first identification code ID1 and an unlock control code is generated and transmitted (S2). On the other hand, if “NO” is determined in S1, it is determined whether the lock switch RSW2 has been operated (S3), and if the lock switch RSW2 has been operated, as shown in FIG. Then, an operation signal including the first identification code ID1 and the control code for locking is generated and transmitted (S4). If “NO” is determined in S3, the process returns to S1.

Next, a flowchart shown in FIG. 6 shows a process of transmitting an operation signal by the accessory controller 11. First, the timer 14 is started (S1
1) Wait until a predetermined time elapses (S12).
When a predetermined time has elapsed, each of the switches SW1 to SW
8 is detected (S13). For example, by reading data of a register to which signals of the switches SW1 to SW8 are input, a status code indicating an operation state of each of the switches SW1 to SW8 can be obtained. Next, the second identification code ID2 is stored in the ID storage unit 13.
Is read out (S14), and as shown in FIG. 4C, an operation signal including the second identification code ID2 and the status code is generated (S15). Then, after transmitting the generated operation signal from the transmission unit 16 to the receiver 31 (S16), the timer 14 is reset (S1).
7). Therefore, the accessory controller 11 notifies the receiver 31 of the operation states of the switches SW1 to SW8 every time a predetermined time elapses.

Next, a flowchart shown in FIG. 7 shows a reception control process by the receiver 31. First, S21
Then, the ignition switch 60 is rotated to the accessory position (ACC), and the electrical units U1 to U
Then, it is determined whether or not the power supply is permitted to 8.

If the ignition switch 60 has not been turned, this means that the user is out of the vehicle or the like, so the mode shifts to a mode for processing an operation signal transmitted from the remote key 1. This can also be expressed as "first mode" or "locking / unlocking mode". That is, S2
In step S2, it is determined whether a signal matching the first identification code ID1 has been received. If a signal matching the first identification code ID1 has been received, the unlock switch RSW
It is determined which of 1 and the lock switch RSW2 has been operated (S23). And unlock switch RS
When W1 is operated, an unlock control signal is output (S24), and when the lock switch RSW2 is operated, a lock control signal is output (S2).
5).

On the other hand, when the ignition switch 60 is operated and the power supply to each of the electrical units U1 to U8 is permitted, such as when the user is riding, the operation signal from the accessory controller 11 is processed. Mode. This mode can be expressed as a “second mode” or “electrical component control mode”.

In the mode for processing a signal from the accessory controller 11, it is determined whether or not a predetermined time has elapsed since the previous signal reception (S26), and a new signal is transmitted to the accessory before the predetermined time has elapsed. If received from the controller 11, the timer 38 is restarted (S
27). If a new signal cannot be received even after the lapse of the predetermined time, it is determined that an abnormal situation has occurred in the accessory controller 11 and error processing is performed (S3).
2). For example, the user can be alerted by a buzzer, a voice or text error message, or the like.
Here, the predetermined time in S26 and the predetermined time in S12 in FIG. 6 need not be the same value. That is,
The operation signal is transmitted from the accessory controller 11 every predetermined time Δt1.
If the operation signal cannot be received even after 2 (Δt2> Δt1), error processing can be performed.

After restarting the timer 38 in S27, it is determined whether a signal matching the second identification code ID2 has been received (S28). Second identification code ID2
Is received when the operation signal from the accessory controller 11 is received, the status code is extracted from the operation signal and the operation state of each of the switches SW1 to SW8 is detected (S29). . Then, it is determined whether or not the state of each of the switches SW1 to SW8 is continuously changing for a predetermined number of times or more (S30). It is determined that the switch has been operated, and a command is notified to the electrical unit corresponding to the switch (S3).
1). For example, as shown in FIG. 4D, the state of SW1 indicates “1” in five consecutive times d1 to d5. Therefore, if the predetermined number is “3”, the receiver 31
Determines that the switch SW1 has been turned on when the signal d3 is received, and notifies the control unit of the control command.

FIG. 8 is a time chart showing a state in which operation signals transmitted from the remote key 1 and the accessory controller 11 are processed on the receiver 31 side.

As described above, the user operates the remote key 1
When the unlock switch RSW1 is operated, a first operation signal is transmitted. The receiver 31 interprets the first operation signal and instructs the door lock device to unlock.

When the user turns on the ignition switch 60 while getting on the vehicle, the mode is switched to a mode for processing a signal from the accessory controller 11. When the user operates the switch SW1, the accessory controller 11 transmits the operation states of the switches SW1 to SW8 to the receiver 31 at predetermined time intervals Δt. The receiver 31 interprets the second operation signal received every predetermined time. Since the ON state of the switch SW1 is transmitted to the receiver 31 three times in succession, the receiver 31 notifies the control unit to the electrical unit corresponding to the switch SW1.

According to the present embodiment configured as described above, the following effects can be obtained.

First, the accessory controller 11 notifies the receiver 31 of the operation state of each of the switches SW1 to SW8 to the receiver 31 by a radio signal, so that each of the electrical units U1
To operate U8, there is no need to individually connect each switch and each electrical unit with a signal line as in the prior art, or to transmit by optical signals such as infrared rays, and there is no mechanical restriction. The accessory controller 11 can be attached to the steering device 21. Therefore, the degree of freedom of mounting is greatly improved, and it is easy to construct an operation system with higher operability.

Second, the locking / unlocking operation is performed based on an operation signal from the remote key 1 before the power supply to each of the electrical units U1 to U8 is permitted, and after the power supply is permitted, the accessory controller 11 performs the operation. In order to operate each of the electrical units U1 to U8 based on the operation signal of, the available transmitters can be switched with the power supply to each of the electrical units U1 to U8 as a boundary, and the information processing resources of the receiver 31 are concentrated. Can be used. Therefore, there is no need to provide dedicated receivers for the keyless entry system (remote key 1) for locking and unlocking and the operation system (accessory controller 11) for controlling the electrical unit. Two different systems can be combined.

Third, since two different transmitters (remote key 1 and accessory controller 11) share a single receiver 31, the operating rate of the receiver 31 can be improved. That is, the keyless entry system is
The electronic unit operation system is mainly used before the user gets on the vehicle, and the electrical unit operation system is mainly used after the user gets on the vehicle. Thus, by combining both systems with a single receiver 31, receiver 3
1 can be improved, and the efficiency of the entire system can be increased.

Fourth, since the receiver 31 monitors the operation state of the ignition switch 60, it is possible to easily and reliably determine whether or not power supply to each of the electrical units U1 to U8 is permitted.

Fifth, since the first identification code ID1 and the second identification code ID2 are set independently of each other, the maintainability and the usability are improved. For example, when a new remote key 1 is exchanged for a reason such as loss or breakage, the new remote key 1 is simply registered in the receiver 31 with a new first identification code ID1, and a new remote key 1 is registered. Key 1 can be used.
In particular, the remote key 1 in the vehicle remote control device is
Despite being a precision electronic component, it is often handled in the same manner as a normal mechanical key, and has a feature that it has a high chance of being damaged or lost. Therefore, the advantage that the new remote key 1 can be used easily is a unique effect. Similarly, the accessory controller 11 can easily register a new identification code ID2 in the receiver 31 at the time of replacement. From the viewpoint of theft prevention, it is preferable that the registration of the new identification code into the receiver 31 is performed by a specialized staff such as a dealer.

Sixth, the accessory controller 11
An accessory controller 11 is provided to notify the receiver 31 of the operation states of the switches SW1 to SW8 at predetermined time intervals.
Even if an abnormal situation occurs, the occurrence of the abnormal situation can be detected quickly, and the reliability can be improved. Especially,
Each electrical unit U1 that performs functions necessary for safe driving etc.
To U8 are centrally managed by the accessory controller 11, so that the accessory controller 11
Is abnormal, all of the electrical units U1
This can lead to inoperability of U8. Therefore, in the vehicle remote control device, the accessory controller 11
A special effect is that the abnormal situation can be detected at an early stage.

Seventh, the receiver 31 is connected to each switch SW1
When the operation state of the switch SW8 changes continuously for a predetermined number of times or more, the switch is operated, and the electrical unit is operated. Therefore, even when a chattering phenomenon or the like occurs due to a user operation or the like, the chattering causes the electrical unit to operate. It is possible to prevent the unit from performing unstable operation.

2. Second Embodiment Next, a second embodiment of the present invention will be described with reference to FIGS. Note that, in the present embodiment, the first
The same reference numerals are given to the same components as those of the embodiment, and the description thereof will be omitted. The features of this embodiment are:
The same identification code is set for the remote key and the accessory controller.

FIG. 9 is a block diagram showing a functional configuration of the vehicle remote controller according to the present embodiment. In the ID controller 72 of the accessory controller 71 according to the present embodiment, the remote key 1 is set. The same identification code ID1 as the identification code is stored. Therefore, only the identification code ID1 is stored in the ID storage unit 82 of the receiver 81.

FIG. 10 is a flowchart showing a reception control process by the receiver 81. In this process, for convenience of explanation, an abnormal state detection step based on the reception interval of the operation signal is omitted. In this process, first, the identification code ID1
It is determined whether or not a signal has been received (S41),
When a signal having the matching identification code ID1 is received, it is determined whether or not the ignition switch 60 is operated to supply power to each of the electrical units U1 to U8 (S42). If power supply is not permitted, that is, if the user is not in the vehicle and the ignition switch 60 is not operated, the mode shifts to the lock / unlock mode (S2).
3-S25). On the other hand, when the power supply is permitted, that is, when the user operates the ignition switch 60 while getting on the vehicle, the mode shifts to the electrical component control mode (S
29-S31).

In this embodiment configured as described above,
The same effects as in the first embodiment can be obtained. In addition to this, in the present embodiment, the same identification code ID1 is set in the remote key 1 and the accessory controller 71, and the reception mode is switched according to the operation state of the ignition switch 60. Therefore, as in the first embodiment, It is not necessary to prepare two identification codes ID1 and ID2. Therefore, the memory consumption of the receiver 81 can be reduced, and the determination process can be simplified.

If the user accidentally operates the switches RSW1 and RSW2 of the remote key 1 after getting on the vehicle and rotating the ignition switch 60, the process proceeds to S
41: YES, S42: YES, leading to S29. Therefore, in order to prevent each of the electrical units U1 to U8 from malfunctioning due to the operation of the remote key 1, for example, it is preferable that the codes of the switches SW1 to SW8 and RSW1 and RSW2 are different. As described in the above embodiment, when RSW1 and RSW2 are operated, an unlock code and a lock code are transmitted, and these codes are
Since the status bit is different from the status bit indicating the operation state of the switches SW1 to SW8, even when the remote key 1 is operated in the vehicle, the operation of the electrical unit can be prevented by this operation. Alternatively, it is possible to prevent malfunction by devising the format of the operation signal. For example, the format of the operation signal is “identification code + RSW1 + RSW2 + SW1 +
SW2 + SW3 +... + SW8 ”, in the electrical component control mode, only the fourth and subsequent data (SW1) counted from the identification code are interpreted.
Malfunction can be prevented. Note that RSW1 and RSW1 are included in the operation signal from the accessory controller 71.
It is sufficient to insert dummy data at a position corresponding to 2.

It should be noted that those skilled in the art are not limited to the above embodiments, and can make various additions and changes without departing from the present invention.

For example, in addition to the first transmitter (remote key) and the second transmitter (accessory controller), a third transmitter (for example, an operation panel installed on a rear seat)
It is also possible to introduce a first transmitter having a key holder shape without a blade portion, and the blade portion serving as a mechanical key for turning a steering lock, having a different configuration from the first transmitter. It may be.

The shape, structure, mounting position and the like of the accessory controller shown in FIG. 2 are merely examples, and the present invention is not limited to this. For example, the electronic unit may be configured to be operated by voice input, or an operation menu may be displayed on a head-up display or the like, and the menu may be configured to be selected and instructed by a line of sight. .

[0067]

As described above, according to the vehicular remote control device of the present invention, a single receiver can be shared by the first transmitter and the second transmitter. It can control various types of remote control, and can increase the operation rate of the system.

Also, since the first identification code and the second identification code are set independently of each other, a new identification code can be transmitted to the receiver even when one of the first and second transmitters is exchanged. It suffices to register only in the server, which improves maintainability and usability.

Further, since the second transmitter transmits a signal at predetermined time intervals, even if an abnormal situation occurs in the second transmitter, the abnormal state can be detected quickly and the reliability is improved. I do.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an overall configuration of a vehicle remote control device according to a first embodiment of the present invention.

FIGS. 2A and 2B are explanatory diagrams showing a state in which an accessory controller is attached to the steering device. FIG. 2A is an explanatory diagram seen from a lateral direction, and FIG.

FIG. 3 is a block diagram showing a functional configuration of the vehicle remote control device.

FIG. 4 is an explanatory diagram showing a configuration of each operation signal and the like.
4A is an operation signal at the time of an unlocking operation, FIG. 4B is an operation signal at the time of a locking operation, FIG. 4C is an operation signal transmitted from the accessory controller, and FIG. FIG. 9 is an explanatory diagram illustrating a state in which an operation state of each switch changes in an operation signal received every time.

FIG. 5 is a flowchart showing transmission processing on the remote key side.

FIG. 6 is a flowchart showing a transmission process on the accessory controller side.

FIG. 7 is a flowchart showing a reception control process by the receiver.

FIG. 8 is a time chart showing a situation in which operation signals from a remote key and an accessory controller are processed.

FIG. 9 is a block diagram showing a functional configuration of a vehicle remote control device according to a second embodiment of the present invention.

FIG. 10 is a flowchart showing a reception control process by the receiver.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 remote key 5 signal generation unit 6 transmission unit 11 accessory controller 15 signal generation unit 16 transmission unit 21 steering device 31 receiver 32 reception unit 34 ID determination unit 35 vehicle state determination unit 36 control unit 60 ignition switch 71 accessory controller 81 receiver

Claims (8)

[Claims] 1. A remote control device for a vehicle for transmitting an operation signal corresponding to an operation of a manual switch as a radio signal and controlling a vehicle in response to the operation signal, wherein the remote control device controls a vehicle in response to an operation of a first manual switch. A first transmitter for transmitting a first operation signal including a first identification code; and a first transmitter provided on the vehicle body and including a second identification code in response to operation of a second manual switch. A second transmitter for transmitting an operation signal of the second operation signal; a determination unit for determining whether a predetermined vehicle state has occurred; and the identification code of the received operation signal coincides with a preset identification code. And a receiver for performing predetermined control based on the operation signal, wherein the receiver is configured to receive the first vehicle until the predetermined vehicle state is detected by the determination unit. Based on the operation signal of
And a second control is performed based on the received second operation signal when the predetermined vehicle state is detected. 2. The first manual switch of the first transmitter is for locking and unlocking a door lock of the vehicle, and the second manual switch of the second transmitter is provided. The remote control device for a vehicle according to claim 1, wherein the remote control device controls a predetermined electrical component provided in the vehicle. 3. The remote control device for a vehicle according to claim 2, wherein the determination unit determines that the predetermined vehicle state has occurred when power supply to the electrical component is permitted. 4. The first identification code included in the first operation signal and the second identification code included in the second operation signal are set independently of each other, The vehicle remote control device according to claim 1, wherein the receiver separately checks the first identification code and the second identification code. 5. 5. The apparatus according to claim 1, wherein the second transmitter transmits an operation state of the second manual switch to the receiver at predetermined time intervals. Remote control device for vehicles. 6. The receiver, when the operation state of the second manual switch continuously changes for a predetermined number of times or more, determines that the second manual switch has been operated, and determines that the second manual switch has been operated. The remote control device for a vehicle according to claim 5, wherein the control is performed. 7. A vehicle remote control device for transmitting an operation signal corresponding to an operation of a manual switch as a wireless signal and controlling a door lock device and an electric component of the vehicle in accordance with the operation signal, wherein A portable controller for transmitting a first operation signal including a first identification code in response to an operation of the manual switch; and a second state of operation of an electric component manual switch provided on the steering device of the vehicle. An in-vehicle controller that transmits a second operation signal including a code every predetermined time; a determination unit that determines whether power supply to the electrical component is permitted; and the identification of the received operation signal. A receiver for controlling the door lock device or the electrical component based on the operation signal when the code matches the preset identification code; Until the determination means determines that the power supply to the electrical component is permitted, the door lock device performs the locking and unlocking operation based on the received first operation signal, If it is determined that the power supply is permitted, the control of the electrical component is performed when the operation state of the electrical component manual switch continuously changes by a predetermined number or more based on the received second operation signal. A remote control device for a vehicle, wherein the remote control device is operated. 8. The in-vehicle controller receives power from an on-board power supply of the vehicle together with the electrical components,
8. The vehicle remote control device according to claim 7, wherein the determination unit determines whether power has been supplied to the electrical component based on a state of an ignition switch of the vehicle. 9.