WO2016110913A1 - 通信システム、位置判定方法 - Google Patents

通信システム、位置判定方法 Download PDF

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Publication number
WO2016110913A1
WO2016110913A1 PCT/JP2015/006336 JP2015006336W WO2016110913A1 WO 2016110913 A1 WO2016110913 A1 WO 2016110913A1 JP 2015006336 W JP2015006336 W JP 2015006336W WO 2016110913 A1 WO2016110913 A1 WO 2016110913A1
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WO
WIPO (PCT)
Prior art keywords
transmission
vehicle
portable device
request signal
unit
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PCT/JP2015/006336
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English (en)
French (fr)
Japanese (ja)
Inventor
山口　達
Original Assignee
株式会社デンソー
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Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to KR1020177011001A priority Critical patent/KR101915420B1/ko
Publication of WO2016110913A1 publication Critical patent/WO2016110913A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/20—Means to switch the anti-theft system on or off
    • B60R25/24—Means to switch the anti-theft system on or off using electronic identifiers containing a code not memorised by the user
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/40—Features of the power supply for the anti-theft system, e.g. anti-theft batteries, back-up power supply or means to save battery power
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B49/00—Electric permutation locks; Circuits therefor ; Mechanical aspects of electronic locks; Mechanical keys therefor

Definitions

  • the present disclosure relates to a communication system that performs communication between an in-vehicle device mounted on a vehicle and a portable device, and a position determination method of the portable device.
  • a vehicle door includes an in-vehicle device mounted on a vehicle and a portable device carried by a user of the vehicle, and based on a response signal transmitted from the portable device in response to a request signal transmitted from the in-vehicle device.
  • an electronic key system that permits locking and unlocking and engine starting (see, for example, Patent Document 1).
  • the in-vehicle device periodically transmits a request signal around the vehicle in order to detect the approach of the user (portable device) to the vehicle.
  • Patent Document 1 describes changing the transmission cycle of a request signal according to a time zone or the like as a power saving measure for the vehicle battery with respect to the regular transmission of the request signal.
  • the portable device does not move within the request signal transmission area during periodic transmission of the request signal, such as when the portable device is left in the garage where the vehicle is placed, the portable device is repeatedly transmitted. Since the response to the request signal is continued, the battery consumption of the portable device is accelerated. In order to prevent this, it is preferable to stop the periodic transmission of the request signal when the position of the portable device is stopped within the transmission area of the request signal.
  • it is preferable to stop the periodic transmission of the request signal when the position of the portable device is stopped within the transmission area of the request signal.
  • conventionally, when a portable device is located in the request signal transmission area it has not been possible to determine whether the portable device is moving or stopped.
  • determining where in the transmission area the portable device is located is when processing according to the position of the portable device is performed It is useful for such as.
  • the present disclosure can determine the exact position of the portable device in the transmission area when the portable device is located in the transmission area of the request signal, or stop whether the portable device is moving in the transmission area.
  • An object of the present invention is to provide a communication system and a position determination method that can determine whether or not an image is present.
  • a communication system so as to include an in-vehicle device and a portable device mounted on a vehicle.
  • the portable device is a portable device-side receiving unit that receives a request signal transmitted from the in-vehicle device, an acquisition unit that acquires an information item that changes with the position of the portable device within a transmission area of the request signal, A portable device transmitting unit that transmits a response signal including the information item to the in-vehicle device in response to the request signal received by the portable device receiving unit.
  • the in-vehicle device is included in a vehicle-side transmission unit that transmits the request signal to or around the vehicle, a vehicle-side reception unit that receives the response signal, and the response signal received by the vehicle-side reception unit. And a determination unit that performs at least one of determination of the position of the portable device in the transmission area and determination of whether the portable device is moving or stopped in the transmission area based on the information item. .
  • the portable device acquires an information item that changes with its own position change, and transmits it to the in-vehicle device by including it in the response signal.
  • the vehicle-mounted device determination unit
  • the vehicle-mounted device can determine the exact position of the portable device in the transmission area by obtaining this information item included in the response signal, or the portable device is moving in the transmission area. It can be determined whether it is stopped or stopped.
  • the position determination method is provided to include the following.
  • the determination step can determine the exact location of the mobile device in the transmission area based on the acquired information items, Alternatively, it can be determined whether the portable device is moving or stopped in the transmission area.
  • Configuration diagram of electronic key system A diagram showing the location of transmitters and the transmission area for request signals, The figure which showed the key position with respect to RSSI, A flowchart of processing executed by a key (control circuit); The figure which showed the signal (data) transmitted / received between in-vehicle device and a key, A flowchart of processing executed by the key (control circuit) to notify the vehicle that the key has moved; A flowchart of processing executed by the in-vehicle device (ECU); The flowchart which showed an example of the process according to the key position which an in-vehicle device (ECU) performs
  • FIG. 1 illustrates a configuration diagram of an electronic key system 1 to which a communication system and a position determination method according to an embodiment of the present disclosure are applied.
  • the electronic key system 1 includes an in-vehicle device 2 mounted on a vehicle 100 (see FIG. 2) and a key 16 as a portable device possessed by a user of the vehicle 100.
  • the electronic key system 1 is based on a so-called smart entry system that controls locking / unlocking of the door of the vehicle 100 based on bidirectional communication between the in-vehicle device 2 and the key 16 and unidirectional communication from the key 16 to the in-vehicle device 2.
  • the system is compatible with both RKE (Remote Keyless Entry) systems that control the locking and unlocking of doors.
  • RKE Remote Keyless Entry
  • the in-vehicle device 2 includes a transmitter 4, a receiver 12, a door lock switch 13, a door lock motor 14, a touch sensor 15, a trunk door drive motor 24, and an ECU 3 connected thereto.
  • the transmitter 4 includes an antenna 4a, and is arranged at a plurality of locations of the vehicle 100 as shown in FIG. 2 and sends a request signal for requesting a reply from the antenna 4a to an area corresponding to the arrangement position in the LF band ( For example, it is a device that transmits as 125 kHz radio waves.
  • the request signal is a signal for searching for and authenticating the key 16.
  • the transmitter 4 transmits the request signal as, for example, an ASK modulated (ASK: Amplitude Shit Keying) radio wave.
  • Transmitter 4 includes an in-vehicle transmitter 5 that transmits a request signal to a peripheral area of vehicle 100 outside the vehicle, and an in-vehicle transmitter 6 that transmits the request signal into the vehicle.
  • the outside transmitter 5 is disposed on the right side of the vehicle 100 and transmits a request signal to the right side of the vehicle 100 (for example, an area of about 1 to 2 m from the right side).
  • a left transmitter 5b that is arranged on the left side of the vehicle 100 and transmits a request signal to the left side of the vehicle 100 (for example, an area of about 1 m to 2 m from the left side), and is arranged near the trunk of the vehicle 100.
  • an out-trunk transmitter 5c that transmits a request signal to a trunk peripheral area (an area of about 1 m to 2 m behind the rear surface of the vehicle 100).
  • the right transmitter 5a and the left transmitter 5b are disposed at a position between the front seat and the rear seat on the side surface of the vehicle, for example.
  • FIG. 2 shows an example in which three outside transmitters 5 are provided. However, any number of two or more outside transmitters 5 may be provided as long as there are two or more, for example, each door may be provided.
  • the right transmitter 5a is illustrated as “ANT1”, the left transmitter 5b as “ANT2”, the non-trunk transmitter 5c as “ANT4”, and the in-vehicle transmitter 6 as “ANT3”.
  • Each transmitter 4 also transmits a request signal to an area other than the transmission area intended by each transmitter 4 (for example, the right side area of the vehicle 100 in the case of the right transmitter 5a).
  • FIG. 2 shows request signal transmission areas 7 to 10 of each transmitter 4. These transmission areas 7 to 10 are formed, for example, in a substantially elliptical shape centered on each transmitter 4. Therefore, the transmission areas 7 to 10 partially overlap each other. That is, the transmission area 7 of the right transmitter 5a partially overlaps with all the other transmission areas 8, 9, and 10. Similarly, the transmission area 8 of the left transmitter 5b partially overlaps with all other transmission areas 7, 9, and 10. A part of the transmission area 9 of the transmitter 5c outside the trunk overlaps with all the other transmission areas 7, 8, and 10.
  • the transmission area 10 of the in-car transmitter 6 partially overlaps with all other transmission areas 7, 8, and 9. As a result, an area 11 (hatching area in FIG. 2 including the in-vehicle area) in which at least three of the transmission areas 7 to 10 overlap is formed.
  • the transmitter 4 is also referred to as a transmission unit.
  • the receiver 12 includes an antenna 12a that receives a response signal transmitted as an RF band radio wave (for example, 300 to 400 MHz radio wave) from the key 16, and performs a process such as demodulation on the response signal received by the antenna 12a. It is a device to perform.
  • the receiver 12 is also referred to as a vehicle side receiving unit.
  • the door lock switch 13 is an operation unit (for example, a push switch) for instructing the in-vehicle device 2 to lock (lock) the door, for example, provided in the vicinity of a door handle provided on the outside of each door of the vehicle 100.
  • the door lock motor 14 is a motor that is provided for each door and operates the lock mechanism of each door to the lock side or to the unlock side.
  • the touch sensor 15 is a sensor (for example, a capacitance sensor) that is provided at a door handle of each door, for example, and detects a user's touch (contact) on the door handle.
  • the trunk door drive motor 24 is a motor that drives the trunk door provided on the rear surface of the vehicle 100 to the opening side.
  • the ECU 3 is an electronic control device that includes a CPU, a ROM, a RAM, and the like, and executes various processes related to the smart entry system and the RKE key system. Details of processing executed by the ECU 3 will be described later. Further, the ECU 3 is provided with a memory 3a that stores various information such as ROM and RAM. The memory 3 a stores a program for processing executed by the ECU 3 and a master ID code for authenticating the key 16. Note that information is used not only as countable but also countable. In other words, information can be said to be equivalent to an information item.
  • the memory 3a has a request signal transmitted from each transmitter 4 (ANT1 to ANT4 in FIG. 2) when the key 16 receives the request signal field strength (RSSI: Received).
  • RSSI request signal field strength
  • FIG. 3 a map (table) of key positions with respect to RSSI of request signals from ANT1 (right transmitter 5a), ANT2 (left transmitter 5b), ANT3 (in-car transmitter 6), and ANT4 (out-trunk transmitter 5c). Is shown.
  • the field strength of the request signal when received is also referred to as information, information item, or data element when received.
  • the RSSI of the request signal correlates with the position of the key 16 in the request signal transmission area, in other words, the distance between each of the ANT1 to ANT4 and the key 16. That is, as the key 16 receives a request signal at a position closer to each of the ANT1 to ANT4, the RSSI increases. Therefore, the greater the RSSI of ANT1, the closer the key 16 is to ANT1, the greater the RSSI of ANT2, the closer the key 16 is to ANT2, the greater the RSSI of ANT3, the closer the key 16 is to ANT3, and the greater the RSSI of ANT4. Key 16 is close to ANT4.
  • the position of key 16 can be uniquely determined by the principle of triangulation. That is, since at least three RSSIs can be acquired when the key 16 is located in the area 11 of FIG. 2, the position of the key 16 can be uniquely determined.
  • the area 11 is referred to as a position detectable area. If all RSSIs of ANT1 to ANT4 can be acquired, the position of the key 16 can be obtained more accurately. As described above, in the map of FIG. 3, the key position is determined only when at least three of the RSSIs of ANT1 to ANT4 are prepared.
  • the key 16 includes a reception unit 17, an RSSI determination unit 18, a control circuit 19, an output circuit 20, a transmission unit 21, an acceleration sensor 22, and a lock / unlock button 23.
  • Each component of the key 16 operates by receiving electric power from a battery (not shown).
  • the receiving unit 17 is also referred to as a portable device side receiving unit, and is a part (receiving antenna) that receives the LF radio wave of the request signal transmitted from the in-vehicle device 2.
  • the key 16 includes a demodulator (not shown) that demodulates the request signal (analog signal) received by the receiving unit 17 into the original digital signal (bit string). The digital signal demodulated by the demodulator is input to the control circuit 19.
  • the RSSI determination unit 18 is a part that determines (measures) the RSSI of the analog signal when the request signal received by the reception unit 17 is input as an analog signal.
  • the RSSI determined by the RSSI determination unit 18 is input to the control circuit 19.
  • the output circuit 20 generates a bit string of a signal to be transmitted to the in-vehicle device 2 based on a command from the control circuit 19, modulates the bit string into an RF band signal (for example, ASK modulation), and then transmits the modulated signal to the transmission unit 21 is a circuit for outputting to the circuit 21.
  • the transmission unit 21 is a part (transmission antenna) that transmits the signal output from the output circuit 20 to the periphery of the key 16 as an RF band radio wave.
  • the signal transmission area (transmission distance) by the transmitter 21 is set to about 10 m to 100 m from the key 16, for example.
  • the acceleration sensor 22 is a sensor that detects acceleration acting on the key 16.
  • the acceleration detected by the acceleration sensor 22 is input to the control circuit 19.
  • the lock / unlock button 23 is provided so as to be exposed from the casing of the key 16 and is an operation unit that instructs to lock or unlock the vehicle door.
  • the lock / unlock button 23 may include two buttons, a lock button and an unlock button, or may be configured as a single button without distinguishing between lock and unlock buttons. Also good.
  • the control circuit 19 includes a CPU, a ROM, a RAM, and the like, and is a part that executes various processes related to the smart entry system and the RKE system.
  • FIG. 4 shows a flowchart of processing relating to the smart entry system executed by the control circuit 19.
  • the control circuit 19 performs an intermittent operation while the process is not executed, and the process of FIG. 4 is started at the time of wake-up in the intermittent operation mode.
  • the described flowchart includes a plurality of sections (or referred to as steps), and each section is expressed as, for example, S31.
  • Each section can be divided into multiple subsections, while multiple sections can be combined into a single section.
  • Each section can also be referred to as a device, module, unit, or like name other than a section.
  • Sections are not only (i) sections of software combined with hardware units (eg, computers), but also (ii) sections of hardware (eg, integrated circuits, wiring logic circuits) and related device functions Can be realized with or without.
  • the hardware section can be included inside the microcomputer.
  • the control circuit 19 determines whether or not a request signal from the in-vehicle device 2 has been received (S31). If no request signal is received (S31: No), the process of FIG. 4 is terminated and the intermittent operation mode is continued. In this case, the key 16 is located outside the areas 7 to 10 of ANT1 to ANT4 in FIG. When the request signal is received (S31: Yes), that is, when the key 16 is located in the areas 7 to 10 in FIG. 2, the intermittent operation mode is shifted to the normal operation mode, and the RSSI determination unit 18 The RSSI (reception intensity) of the received request signal (strictly, RSSI measurement data in FIG. 5) is measured, and the control circuit 19 acquires the RSSI (S32).
  • S31 reception intensity
  • each of ANT1 to ANT4 transmits RSSI measurement data in addition to a request signal (a bit string signal in which bits “1” and “0” are combined).
  • the RSSI measurement data is, for example, data having an amplitude of HIGH when ASK modulation is performed, that is, data including only “1” bits.
  • the RSSI determination unit 18 can easily measure the RSSI of the received signal (RSSI measurement data).
  • the RSSI determination unit 18 determines the RSSI for each request signal.
  • the control circuit 19 that executes the RSSI determination unit 18 and S32 is also referred to as an acquisition unit.
  • the process of S32 is also referred to as an acquisition step.
  • the control circuit 19 causes the output circuit 20 and the transmission unit 21 to transmit a response signal in response to the request signal (S33).
  • an ID code for authenticating the key 16 on the in-vehicle device 2 side is included in the response signal.
  • the control circuit 19 performs a predetermined calculation process on the challenge code (random number) included in the request signal, and the value obtained by the calculation process is an ID code. Included in the response signal. Further, the control circuit 19 includes the RSSI acquired in S32 in the response signal. In this way, in S33, as shown in the lower part of FIG. 5, a response signal including RSSI is transmitted from the key 16.
  • a response signal is transmitted for each request signal in S33.
  • the RSSI of the corresponding request signal is included in each response signal. That is, for example, when two request signals from ANT1 and ANT2 are received, a response signal responding to the request signal of ANT1 is transmitted including the RSSI of the request signal, and a response signal responding to the request signal of ANT2 is transmitted. It transmits including the RSSI of the request signal.
  • the process of FIG. 4 is terminated and the process shifts to the intermittent operation mode.
  • the control circuit 19 that executes the processing of the output circuit 20, the transmission unit 21, and S33 is also referred to as a portable device-side transmission unit.
  • the control circuit 19 executes processing related to the RKE system in addition to the processing of FIG. Specifically, when the lock / unlock button 23 is operated by the user, the control circuit 19 causes the output circuit 20 and the transmission unit 21 to transmit a signal instructing to lock or unlock the vehicle door.
  • FIG. 6 shows a flowchart of this process. The process of FIG. 6 starts at the time of wake-up in the intermittent operation mode and is executed in parallel with the process of FIG.
  • the control circuit 19 determines whether or not the position of the key 16 has moved from the stop state based on the acceleration detected by the acceleration sensor 22 (S41). Specifically, for example, it is determined whether or not the acceleration has reached a predetermined value greater than zero from a zero state for a certain time or more. Then, when the acceleration reaches a predetermined value or more from the zero state, it is determined that the position of the key 16 has moved from the stopped state. When the position of the key 16 is stopped, the acceleration is zero. When the key 16 is originally moving, the acceleration is originally equal to or higher than a predetermined value or zero (when the key 16 is moving at a constant speed).
  • the ECU 3 performs the door lock motor 14 To lock or unlock the vehicle door. Further, as a process at the time of getting off in the smart entry system, when the door lock switch 13 is operated by the user getting off from the vehicle 100, the ECU 3 sends a request signal to each transmitter 4 so that the key 16 is outside the vehicle. Confirm that it was taken out.
  • the door lock For example, giving a warning.
  • the ECU 3 executes the process of FIG. 7 as one of processes related to the smart entry system.
  • the process of FIG. 7 is a process that is assumed to be executed in a scene where the vehicle door is locked and the user is not in the vehicle. Therefore, the process of FIG. 7 is, for example, that the vehicle door is locked and the key 16 does not exist in the vehicle after the engine is stopped (no response signal is received in response to the request signal from the in-vehicle transmitter 6). Is started, and thereafter, it is repeatedly executed at a predetermined cycle.
  • the ECU 3 When the processing of FIG. 7 is started, the ECU 3 periodically transmits a request signal for searching for the key 16 approaching the vehicle 100 (S1). Specifically, the ECU 3 causes each transmitter 4 to repeatedly transmit a request signal at a predetermined cycle (for example, about 100 msec). At this time, the request signal is transmitted not only to the vehicle transmitter 5 but also to the vehicle transmitter 6. Also, as shown in FIG. 2, request signals are transmitted to transmission areas 7 to 10 that partially overlap each other. Further, in order to avoid interference of request signals from a plurality of different transmitters 4, the transmission times of request signals are shifted among the four transmitters 4 (ANT1 to ANT4). For example, when a challenge & response method is adopted as key authentication, a challenge code composed of random numbers is included in the request signal.
  • a challenge & response method is adopted as key authentication
  • a challenge code composed of random numbers is included in the request signal.
  • the RSSI measurement data is transmitted in addition to the request signal.
  • ECU3 which performs the process of the transmitter 4 and S1 is also mentioned as a vehicle side transmission unit.
  • the process of S1 is also referred to as a transmission step.
  • the process returns to S1 and the periodic transmission of the request signal is continued. If the receiver 12 receives a response signal (S2: Yes), the key 16 is authenticated based on the ID code included in the response signal (S3). Specifically, when a challenge and response method is adopted as key authentication, for example, a predetermined calculation process is performed on the challenge code included in the request signal, and the value obtained by the calculation process is used as a master ID code in the memory 3a.
  • the arithmetic processing applied to the challenge code is adjusted in advance so as to be the same processing between the ECU 3 and the key 16. Then, the master ID code stored in the memory 3a is collated with the ID code included in the response signal.
  • S4 It is determined whether authentication by S3 is successful (S4). If the authentication fails, that is, if the verification between the master ID code and the ID code fails (S4: No), the process returns to S1. On the other hand, if the authentication is successful, that is, if the verification of the master ID code and the ID code is successful (S4: Yes), the key 16 approaches the request signal transmission areas 7 to 10 (see FIG. 2). The touch sensor 15 is put into a standby state (S5). Thereafter, when the touch sensor 15 detects that the door handle is touched, the ECU 3 controls the door lock motor 14 to unlock the door touched by the door handle.
  • the number of RSSIs obtained it is determined whether or not the key 16 is located in the position detectable area 11 (see FIG. 2) (S6). Specifically, when the number of received response signals (RSSI) is one or two, it is determined that the key 16 is located outside the position detectable area 11. In this case, the key 16 is located in an area other than the position detectable area 11 in the transmission areas 7 to 10. When the number of received response signals (RSSI) is three or four, it is determined that the key 16 is located in the position detectable area 11.
  • the position detectable area 11 based on at least three RSSIs obtained by receiving the response signal and the map of FIG. 11 to determine the position of the key 16 (S7).
  • the distance from each transmitter 4 to the key 16 is calculated from each obtained RSSI, and based on the obtained distance and the arrangement position of each transmitter 4 in the vehicle 100, triangulation
  • the position of the key 16 is determined based on the principle. Specifically, a circle with the radius of the distance to the key 16 determined based on each RSSI centered on the location of each transmitter 4 is obtained for each RSSI obtained, and a plurality of (at least three) obtained circles are obtained. Let the intersection be the position of the key 16.
  • the location of each transmitter 4 may be stored in the memory 3a.
  • ECU3 which performs the process of S6, S7 is also referred to as a position determination unit, and the process of S6, S7 is also referred to as a position determination step.
  • processing corresponding to the position can be executed. For example, after determining the key position, the request signal is transmitted only to the transmitter located closest to the key 16 in the transmitter 4. Thereby, processing can be simplified and battery consumption of the vehicle 100 can be suppressed. Further, when the key 16 is in the vehicle, the user can stop the periodic transmission of the request signal, assuming that the user has boarded the vehicle 100. Moreover, ECU3 performs the process of FIG. 8 based on the key position obtained by S7. The process of FIG. 8 will be described later.
  • the ECU 3 has acquired at least three RSSIs of request signals transmitted from different transmitters 4. Therefore, in S7, even if RSSI changes (time-dependent changes) are determined for each RSSI. It is good, and the change with time of RSSI may be judged only for any one RSSI.
  • RSSI changes time-dependent changes
  • the RSSI change over time for each RSSI if there is no change over time in all RSSIs, it is determined that the position of the key 16 is stopped, and if there is even one RSSI change over time. The key 16 is determined to be moving.
  • S8 it is synonymous with determining whether or not the key position obtained in S7 has changed over time. That is, in S8, it means that the difference between the current key position and the previous key position is obtained and it is determined whether or not a state where the difference is less than a predetermined value has continued for a predetermined time.
  • the key 16 is determined to be in a moving state in the vicinity of the vehicle (position detectable area 11) (S9). In this case, since the user is moving in the vicinity of the vehicle and is likely to get on the vehicle 100 after that, the periodic transmission of the request signal is continued (S10). Thus, it is possible to quickly grasp how the key 16 (user) moves thereafter. Then, the process of FIG. 7 is complete
  • the communication return trigger is, for example, a notification signal transmitted in S42 of FIG. 6, an RKE signal transmitted from the key 16 when the lock / unlock button 23 is operated, or an operation on the vehicle 100. (For example, operation of the door lock switch 13).
  • ECU 3 that executes the processes of S6 to S9 and S11 is also referred to as a determination unit.
  • the processes of S6 to S9 and S11 are also referred to as determination steps.
  • the ECU 3 that executes the processes of S8, S9, and S11 is also referred to as a movement state determination unit, and the processes of S8, S9, and S11 are also referred to as a movement state determination step.
  • ECU3 which performs the process of S10, S12, S13, S14 is also referred to as a transmission control unit.
  • the process of FIG. 8 starts when the key position is obtained in S7 of FIG. 7, for example, and is executed in parallel with the process of FIG.
  • the ECU 3 determines whether or not the key 16 is located in a trunk peripheral area outside the vehicle (for example, an area within a predetermined distance from the trunk door) based on the determination result of S7 of FIG. (S21). If the key 16 is located outside the trunk peripheral area (S21: No), the processing in FIG. 8 is terminated.
  • the operation burden on the user can be reduced. Further, for example, even if the user's hand is covered with a luggage, the user can easily put the luggage into the trunk. If the key 16 is stopped in the trunk peripheral area for a certain period of time, the key 16 (user) is expected to move after taking in / out the luggage, etc., so the periodic transmission of the request signal is not stopped. . After S23, the process of FIG.
  • the position of the key is determined based on at least three RSSIs, compared to the conventional method that can only determine whether the key is in the vehicle or outside the vehicle, The exact position of the key can be obtained.
  • position detectable area since it is determined whether or not there is a key in an area where at least three transmission areas overlap (position detectable area), an area where the transmission areas do not overlap or an area where only two transmission areas overlap In comparison, it is possible to determine the key position and the moving state of the key in an area closer to the vehicle.
  • the request signal transmission area is configured to stop the periodic transmission of the request signal, assuming that the key is stopped in the transmission area of the request signal. In this case, sufficient time is required for reliably determining that the key is stopped, and it takes time to stop the periodic transmission.
  • the request signal is periodically transmitted immediately. Can be stopped.
  • the key position and the moving state of the key are determined based on the RSSI of the LF signal (request signal) having a short transmission distance, the RF signal (response signal) transmitted from the key and having a long transmission distance is transmitted.
  • the change (sensitivity) of the RSSI with respect to the change of the key position in the transmission area can be made larger than the RSSI of As a result, it is possible to accurately determine the key position and the moving state of the key.
  • the periodic transmission when the key moves after stopping the periodic transmission of the request signal, the periodic transmission automatically returns based on the notification signal from the key, so that the user returns the periodic transmission. You don't have to do any special operations. Therefore, the operation burden on the user can be reduced.
  • the key position and the moving state of the key are determined based on the RSSI, but the determination is performed based on information other than RSSI that changes with the key position change, specifically, for example, based on the GPS signal. May be.
  • the key is provided with a receiver that receives GPS signals. Then, the key includes the GPS signal received by the receiver in the response signal as the key position information. Thereby, the in-vehicle device can determine the position of the key based on the GPS signal included in the response signal, and can determine whether the key is moving or stopped based on whether or not the GPS signal changes with time.
  • information on acceleration and speed acting on the key may be used. That is, an acceleration sensor or a speed sensor is provided on the key.
  • the key includes acceleration or speed information in the response signal.
  • the in-vehicle device determines whether the key is moving or stopped based on the presence or absence of a change with time in the acceleration or speed included in the response signal.
  • the key position and the movement state of the key are determined on the in-vehicle device side.
  • the key may perform the determination and transmit the determination result to the in-vehicle device.
  • the key measures the RSSI of the request signal, and executes processing corresponding to S6 to S9, S11, and S15 of FIG. 7 based on the RSSI,
  • the key position and the moving state of the key are determined.
  • the key includes the determination result in the response signal.
  • the in-vehicle device determines to continue or stop the periodic transmission of the request signal based on the determination result (key position and key movement state) included in the response signal.
  • an area where at least three transmission areas overlap is set as a position detectable area, and it is determined whether the key is moving or stopped in the position detectable area.
  • the present invention is not limited to this, and it may be determined whether the key is moving or stopped even in a transmission area that does not overlap with another transmission area or an area in which only two transmission areas overlap. That is, it may be determined whether the key is moving or stopped in an area outside the position detectable area 11 in the transmission areas 7 to 10 in FIG. Even in this case, since one or two RSSIs are obtained, it is possible to determine whether the key is moving or stopped by observing a change with time of the RSSI. As a result, when the key is stopped, the periodic transmission of the request signal can be stopped without waiting for a certain period of time.
  • the determination of the key position is attempted. Also good. For example, if the key is located in only one of the transmission areas 7 to 10 in FIG. 2, that is, if the key is located in an area that does not overlap between the transmission areas 7 to 10, one RSSI Based on this, it can be determined at which distance the key is located from the transmitter. In addition, when the key is located in an area where only two of the transmission areas 7 to 10 are overlapped, two RSSIs are obtained, so the principle of triangulation from the two RSSIs (distance information) Can determine the key position. Thus, even when only one or two RSSIs can be obtained, accurate position determination is possible as compared with the conventional method that can only determine the key position outside or inside the vehicle.
  • the key position determination of the present embodiment may be applied to a process of determining whether the key is taken out of the vehicle or left in the vehicle when getting off the vehicle.
  • the key position determination S6, S7 in FIG. 7
  • the key movement state determination S8, S9, S11 in FIG. 7

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
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JP7000973B2 (ja) * 2018-04-19 2022-01-19 株式会社デンソー ユーザアクセス判定システム
JP7225680B2 (ja) * 2018-10-26 2023-02-21 株式会社デンソー 制御システム及び車載制御装置
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