WO2021245960A1

WO2021245960A1 - System, system control method, system control program, and storage medium

Info

Publication number: WO2021245960A1
Application number: PCT/JP2020/043264
Authority: WO
Inventors: 徳至中島; 信行橋本
Original assignee: ＧｌｏｂａｌＭｏｂｉｌｉｔｙＳｅｒｖｉｃｅ株式会社
Priority date: 2020-05-31
Filing date: 2020-11-19
Publication date: 2021-12-09
Also published as: JP6841538B1; JP2021187426A; JP2021190878A

Abstract

Provided is a system with which it is possible to reduce the consumption of electric power of an external battery in an external relay, etc. The present invention is characterized by comprising an external relay that switches the system between a start-disabled state and a start-enabled state, a system-onboard device for controlling the external relay, and a power supply device mounted in the system. The present invention is further characterized in that the system-onboard device has an internal relay that controls the external relay, the internal relay being connected in series to the external relay to constitute a series circuit, it being possible to supply electric power to the series circuit from the power supply device, and the series circuit being wired so that electric power from the power supply device is not supplied unless a system start operation is performed.

Description

System, system control method, system control program and storage medium

The present invention relates to a system, a system control method, a system control program, and a storage medium.

In the traditional car sales and car leasing industry, vehicles could only be obtained through rigorous finance credit screening, but today, for those who are capable of paying but have not passed traditional credit screening. On the other hand, if the vehicle is provided without credit screening and the usage fee (for example, monthly fee) is not paid within the specified time limit, the vehicle is stopped remotely and the position of the vehicle is specified. A collection service has been proposed.

As a system for realizing such a service, Patent Document 1 includes an on-board unit with a remote control function provided with a relay input / output means for controlling an external relay that switches between a non-startable state and a startable state of the vehicle. A system that limits the start-up of a vehicle by remote control by controlling an external relay when the user has not paid the usage fee within the specified time limit or when the theft of the vehicle is detected. Is disclosed.

Japanese Patent No. 6238038

In Patent Document 1, when the on-board unit receives a command to switch from the vehicle startable state to the non-startable state, the relay input / output means switches the external relay of the vehicle to the state in which the vehicle cannot be started. When the external relay is closed, the vehicle is in a startable state, and when the external relay 120 is open, the vehicle 102 is in a non-startable state. For example, when the external relay is a normally closed relay, the vehicle can be started if power is not supplied to the exciting coil of the external relay, and the vehicle cannot be started if power is supplied to the exciting coil of the external relay. Will be. However, when the vehicle is switched to the non-startable state, power is always supplied to the exciting coil of the external relay even when the engine is not started, so that the power is consumed in the external relay. Therefore, there is a possibility that the power of the external battery will be consumed by the external relay when the engine is not started.

In view of such problems, an object of the present invention is to provide a system, a system control method, a system control program, and a storage medium capable of reducing the power consumption of an external battery in an external relay or the like.

The above object of the present invention can be achieved by the following configuration. That is, in one aspect of the present invention,
An external relay that switches between a non-bootable state and a bootable state of the system,
A system-mounted device for controlling the external relay,
The power supply installed in the system and
Equipped with
The system-mounted device has an internal relay that controls the external relay.
The internal relay is connected in series with the external relay to form a series circuit, and the series circuit can be supplied with power from the power supply device.
The series circuit is characterized in that it is wired so that power from the power supply device is not supplied when the start operation of the system is not performed.

According to the present invention, it is possible to provide a system, a system control method, a system control program, and a storage medium capable of reducing the power consumption of an external battery in an external relay or the like.

FIG. 1 is a block diagram including an internal combustion engine vehicle. FIG. 2 is an explanatory diagram of the on-board unit and its wiring. FIG. 3 is an explanatory diagram of a relay value, FIG. 3A is an explanatory diagram in the case of a vehicle model having one start control line, and FIG. 3B is an explanatory diagram in the case of a vehicle model having two start control lines. FIG. 4 is an explanatory diagram of relay wiring. FIG. 5 is an explanatory diagram of the configuration in the memory. FIG. 6 is a flowchart of the relay control unit. FIG. 7 is a flowchart of the relay monitoring unit. FIG. 8 is a flowchart of the engine interlocking control unit. FIG. 9 is a wiring diagram when IGN is on in the bootable state of the first embodiment. FIG. 10 is a wiring diagram when IGN is off in the startable state of the first embodiment. FIG. 11 is a wiring diagram when IGN is on in the non-startable state of the first embodiment. FIG. 12 is a wiring diagram when IGN is off in the non-startable state of the first embodiment. FIG. 13 is a wiring diagram when the brake switch is turned on in the startable state of the second embodiment. FIG. 14 is a wiring diagram when the brake switch is turned off in the startable state of the second embodiment. FIG. 15 is a wiring diagram when the brake switch is turned on in the non-startable state of the second embodiment. FIG. 16 is a wiring diagram when the brake switch is turned off in the non-startable state of the second embodiment. FIG. 17 is an explanatory diagram of a non-startable state for each vehicle model of the third embodiment.

Hereinafter, the system, the system control method, the system control program, and the storage medium of the embodiment of the present invention will be described with reference to the drawings. However, the embodiments shown below exemplify a system, a system control method, a system control program, and a storage medium for embodying the technical idea of the present invention, and do not specify the present invention to these. It is equally applicable to those of other embodiments included in the claims.

[Embodiment 1]
The system, the system control method, the system control program, and the storage medium according to the first embodiment will be described with reference to FIGS. 1 to 12 by taking a vehicle control system as an example. Further, the first embodiment describes a key type activation control method.

The first embodiment exemplifies an internal combustion engine vehicle that travels by using an internal combustion engine such as a gasoline engine as a system. In this embodiment, an embodiment of a vehicle remote control system for switching to a non-startable state by disconnecting an engine start control line (ST line) of an internal combustion engine by an external relay will be described.

FIG. 1 is a block diagram including an internal combustion engine vehicle of the present invention. This system provides the vehicle to the user, and if the user does not pay the usage fee (for example, monthly fee) within the specified time limit, the vehicle is remotely stopped (unable to start) and the vehicle is stopped. It realizes a service that identifies the location and collects it. Reference numeral 2 is a vehicle provided to the user, 1 is an on-board unit installed in the vehicle 2, and 3 is a server that communicates with the on-board unit 1 and manages each vehicle. That is, the system of the present embodiment includes the vehicle 2 and the on-board unit 1, and can communicate with the external server 3.

One on-board unit 1 is installed in one vehicle. The installation location of the on-board unit 1 on the vehicle may be any location on the vehicle. When the on-board unit 1 is retrofitted, it can be arranged in a place where installation work is easy, such as under the passenger seat. Further, from the viewpoint of theft prevention, the on-board unit 1 can be arranged in a place where it is difficult to remove, for example, the lower part of the engine room or the inside of the instrument panel. Further, the on-board unit 1 can be built in in advance at the time of manufacturing the vehicle 2. The vehicle-mounted device 1 transmits the vehicle information of the vehicle 2 collected by the vehicle information detecting means to the server via the wireless communication network 34, and receives the relay control signal from the server 3 via the wireless communication network 34. The external relay 20 (see FIG. 2) of the vehicle 2 described later is controlled. By controlling the external relay 20, it is possible to switch between the non-startable state and the startable state of the vehicle. In the case of an internal combustion engine vehicle, the engine cannot be started in the non-startable state (it does not turn off the running engine, but prohibits the restart of the engine), and starts the engine in the startable state. Can be done. Here, the wireless communication network may be any one, for example, 2G, 3G, 4G, 5G, Wi-Fi (registered trademark), WiMAX (registered trademark), wireless LAN, beacon, Bluetooth (registered trademark), ZigBee (registered trademark). Registered trademark) and the like.

The server 3 transmits / receives data to / from the remote control instruction unit 31 that generates a relay control command for the vehicle-mounted device 1, the vehicle information collecting unit 32 that collects vehicle information from the vehicle-mounted device 1, and the vehicle-mounted device 1. The transmission / reception unit 33 for performing is provided. Further, the server 3 is connected to the administrator terminal 35, the financial institution 36, and the user terminal. The user terminal includes, for example, a PC, a mobile phone, or a smartphone. By connecting to the external financial institution 36, the server 3 can determine whether or not each user has paid a predetermined fee within a predetermined period, but the server 3 is provided with the function of the financial institution 36. May be good. The transmission / reception unit 33 wirelessly communicates with a plurality of vehicle-mounted devices 1 via the wireless communication network 34. The administrator terminal 35 includes a display for displaying information to the administrator and an information input means for inputting information from the administrator, and includes, for example, a PC, a tablet terminal, a mobile terminal, and the like. As the information input means, a touch panel type display, a keyboard, a mouse or the like can be used, and in the case of the touch panel type display, a separate keyboard or the like can be omitted.

The server 3 can grasp the operation status of the vehicle from the vehicle information periodically received from the on-board unit 1. It is desirable that the vehicle information includes on / off information of the power of the vehicle, power input detection information, the state of the external relay, the position information of the vehicle by GPS, and the like. By grasping the operation status of the vehicle by the server 3, whether the vehicle is parked in a predetermined parking lot or the vehicle is parked in a place other than the predetermined parking lot, the user can use the vehicle as necessary. It is possible to determine whether the vehicle is moving or the vehicle may have been stolen. Judgment whether each user has paid a predetermined fee within a predetermined period, judgment of whether to change the corresponding vehicle to a non-startable state, judgment of the operating state of the vehicle described later, when theft occurs described later Inquiries to the user and reports to the police when an abnormality occurs may be automatically performed by the server 3, or a part or all of them may be manually performed by the administrator. When the administrator manually makes a part or all of these judgments, it is not necessary to make complicated condition judgments in the server 3, so that the configuration of the server 3 can be simplified.

Next, the method of automatically determining the operation status of the vehicle by the server 3 will be described in detail. If the power of the vehicle is off for a predetermined time or longer in a place corresponding to a pre-registered parking lot, it is determined that the vehicle is parked in the predetermined parking lot. In addition, if the power of the vehicle is off for a predetermined time or longer in a place other than the parking lot registered in advance, it is determined that the vehicle is parked in a place other than the predetermined parking lot. Further, when the vehicle is located in a place other than the parking lot registered in advance and the power of the vehicle has not been turned off for a predetermined time or more, it is determined that the user is moving using the vehicle.

Also, if the vehicle deviates from the user's pre-registered range for a predetermined period or more, it is determined that the vehicle may have been stolen. When it is determined that the vehicle may have been stolen, the user notifies the contact information registered in advance of the vehicle operation status and inquires whether the vehicle has been stolen. If there is no response from the user within the specified period, or if the user responds that the theft has occurred, the administrator is notified of the theft and the in-vehicle device 1 cannot be started. The relay control command corresponding to is transmitted. When the server 3 notifies the user of the theft, the administrator contacts the user to confirm the theft status, and then reports the theft of the vehicle to the police as necessary.

Further, the vehicle-mounted device 1 is provided with a means for removing the vehicle-mounted device 1 from the vehicle 2 or detecting an abnormality in disconnection or pulling out of the wiring connected to the vehicle-mounted device 1, and when these abnormalities are detected, the vehicle-mounted device 1 is provided. The on-board unit 1 notifies the occurrence of an abnormality related to the server 3. When this notification occurs, the server 3 promptly notifies the administrator. When the server 3 notifies the user of this abnormality, the administrator contacts the user to confirm the occurrence status of the theft, and then reports the theft of the vehicle to the police as necessary.

When removing the on-board unit 1 from the vehicle 2, for example, (1) theft by a thief, (2) misuse of the vehicle by the user, and (3) unavoidable emergency vehicle use by the unpaid user. In the case of, is assumed. In the case of theft or misuse as in (1) and (2), it is desirable to make the vehicle unstartable. On the other hand, in the case of an emergency such as (3), for example, in the case of transporting a suddenly ill person, it is desirable to make the vehicle in a startable state. As will be described later, by switching the connection of the external relay 20, it is possible to select whether to set the mode to be in a non-startable state or the mode to be in a startable state when the wiring is disconnected or pulled out. can. Therefore, when the on-board unit 1 detects the abnormality, or when the administrator assumes the case of theft or misuse as in (1) and (2) when the wiring of the external relay 20 is cut or pulled out. Set the external relay 20 in advance so that it cannot be started, and if the administrator assumes an emergency such as (3), set the external relay 20 in advance so that it can be started. Just do it.

Next, the control of the external relay 20 according to the presence or absence of payment by the user will be described. At the time of shipment of the vehicle, the external relay 20 of the vehicle is set to be in a startable state so that the vehicle can be started. The server 3 determines whether or not the user of each vehicle has paid the usage fee within a predetermined period based on the data from the financial institution. If the usage fee is not paid within the specified period, the server is checked to check the operation status of the vehicle, and if the specified conditions are met, the corresponding vehicle 2 cannot be started. 3 transmits a relay control command corresponding to the non-startable state from the remote control instruction unit 31 to the corresponding on-board unit 1. When the on-board unit 1 receives the relay control command corresponding to the non-startable state, the external relay 20 is switched to the non-startable state, so that the corresponding vehicle 2 is in the non-startable state, that is, the engine is started in the case of an internal combustion engine vehicle. Becomes impossible. On the other hand, when there is no relay control command corresponding to the non-startable state from the server 3 to the vehicle-mounted device 1, the external relay 20 is usually set to the startable state. Therefore, if the usage fee is paid within the predetermined period, the external relay 20 is set to the startable state because there is no relay control command corresponding to the startless state from the server 3 to the in-vehicle device 1. The corresponding vehicle 2 is in a startable state, that is, in the case of an internal combustion engine vehicle, the engine can be started. Further, if the user pays the fee according to the predetermined conditions instructed by the administrator after the vehicle cannot be started as described above due to the non-payment of the fee, the server 3 is the corresponding vehicle. Is transmitted from the remote control instruction unit 31 to the corresponding on-board unit 1 in order to make the startable state again. When the vehicle-mounted device 1 receives the relay control command corresponding to the startable state, the external relay 20 is switched to the startable state, and the corresponding vehicle is put into the startable state again.

If the usage fee is a monthly fee, for example, check whether the specified amount has been paid by the 25th of the previous month. If the prescribed payment is not made, a message is sent to the user that the user is in arrears and that the vehicle cannot be started if the prescribed fee is not paid within one week. If the predetermined fee is not paid within one week from the transmission of this message, the server 3 is sent from the remote control instruction unit 31 on condition that the predetermined condition is satisfied after confirming the operation status of the vehicle. The relay control command corresponding to the non-startable state is transmitted to the corresponding on-board unit 1. If the user does not pay the predetermined fee even after a predetermined period of time, for example, one month has passed after the vehicle is made unstartable, the vehicle is arranged to be collected. On the other hand, after the relay control command corresponding to the non-startable state is transmitted to the in-vehicle device 1, when the user confirms the payment of a predetermined amount within a predetermined period, the server 3 is started from the remote control instruction unit 31. The relay control command corresponding to the possible state is transmitted to the corresponding on-board unit 1, and the vehicle is put into the startable state again. Further, in a state where the server 3 does not have a relay control command corresponding to the inability to start the vehicle, the external relay 20 is normally set to the startable state, so that the corresponding vehicle is in the startable state. Therefore, if the predetermined fee is paid by the 25th of every month, the user can use the vehicle in the startable state.

When disabling vehicle 2 in a non-startable state, it is necessary to consider the operating state of the vehicle. That is, when the user switches to the non-startable state while moving in the vehicle, not only a harsh situation is assumed for the user, but also there is a risk of obstructing the traffic of other vehicles, and as described later. Switching the external relay to the non-startable state when the vehicle is powered on may cause problems depending on the type of vehicle, and there are conditions that should be avoided from the viewpoint of safety. Here, a case where the server 3 automatically determines the operating state of the vehicle and switches the vehicle to the non-startable state and a case where the switch to the non-startable state is postponed will be described with an example. For example, the server 3 confirms the operation status of the vehicle by the position information by GPS collected from the vehicle and the on / off information of the power of the vehicle, the power of the vehicle is off, and the vehicle is in a predetermined parking lot. On condition that there is, it is determined that the vehicle is parked in a predetermined parking lot, and a relay control command for disabling the external relay 20 to the on-board unit 1 of the corresponding vehicle 2 is transmitted to the vehicle. Switch 2 to the non-startable state. In this case, since the vehicle 2 is parked in the predetermined parking lot, there is no risk of obstructing the traffic of other vehicles. Further, for example, the server 3 confirms the operation status of the vehicle, and determines that the user is using the vehicle when the power of the vehicle is on and the vehicle is in a place other than the predetermined parking lot. , The transmission of the relay control command for switching the external relay 20 to the non-startable state to the on-board unit 1 of the corresponding vehicle is postponed. As described above, in the present invention, since the vehicle-mounted device 1 is configured to determine the safety as described later, the determination in the server 3 can be relatively simplified.

Here, it is determined whether or not each user has paid a predetermined fee within a predetermined period, a message is sent to the user, a vehicle operation state is determined, and a relay control command corresponding to a non-startable state and a startable state is used. We have explained an example in which the server automatically makes all decisions regarding transmission, inquiries to users in the event of theft or abnormalities, and reports to the police, but some or all of these decisions are made by the administrator. May be manually performed from the administrator terminal 35.

Next, the configuration of the on-board unit 1 and the connection to the vehicle 2 will be described with reference to FIG. FIG. 2 is an example of connecting to an internal combustion engine vehicle. The same parts as those in FIG. 1 are designated by the same reference numerals, and detailed description thereof will be omitted. 11 is a CPU that performs arithmetic processing, 12 is a wireless communication module that performs wireless communication with the input / output unit of the server 3 via the wireless communication network, and 13 is a memory that stores the state of the relay and the like, and is configured as, for example, a non-volatile memory. 14 is a console for making various settings of the vehicle-mounted device, 15 is an internal battery which is a battery inside the vehicle-mounted device charged by power from the external battery 21 of the

vehicle

2, and 16 is a power source from the external battery 21 of the vehicle 2. The power input detection unit that detects the input, 17 is the IGN input detection unit that is connected to the running state identification line (ACC line, IG line) 22 of the vehicle 2 to detect the on / off state of the engine, and 18 is the external relay 20. The connected relay input / output unit 19 is a GPS input / output unit that is connected to the GPS 24 of the vehicle 2 and detects the position information of the vehicle. Further, although not shown, the on-board unit 1 may include an acceleration sensor. Further, the on-board unit 1 may be capable of detecting the vehicle speed pulse and the information of the fuel sensor. Here, the external battery 21 is a term distinguished from the internal battery 15 inside the vehicle-mounted device 1, and means the vehicle-mounted battery. The external relay 20 is connected to the engine start control line (ST line) of the vehicle 2, and although the external relay 20 is shown between the vehicle 2 and the on-board unit 1 in FIG. 2, it is actually the vehicle 2. It is installed inside the engine room, and the external relay is located in a place that cannot be seen from the outside. Therefore, the structure is such that the thief or the user cannot intentionally remove the external relay 20. The relay input / output unit 18 detects whether the external relay 20 is in the non-startable state or the startable state, and controls the external relay 20 to be switched to the non-startable state or the startable state based on the relay control command. ..

The power input detection unit 16 and the external battery 21, the IGN input detection unit 17 and the traveling state identification line 22, the relay input / output unit 18 and the external relay 20, the GPS input / output unit 19 and the GPS 24 do not go through the vehicle LAN such as CAN. , Each is directly connected by individual wiring. As a result, since the vehicle LAN such as CAN is not used, there is no problem that the security by the vehicle LAN such as CAN is vulnerable.

The on-board unit 1 is driven by the electric power of the internal battery 15. The internal battery is always charged by the electric power of the external battery 21 of the vehicle 2, and even in an abnormal situation such as when the on-board unit 1 is removed or the charging line is disconnected or pulled out, the vehicle is mounted on the vehicle for a predetermined time. The device can be continuously driven, and therefore, the occurrence of such an abnormality can be notified to the server 3 together with the current location information. The latest current location information and other information are stored in the memory 13.

The CPU 11 is connected to a wireless communication module 12, a memory 13, a console 14, an internal battery 15, a power input detection unit 16, an IGN input detection unit 17, a relay input / output unit 18, a GPS input / output unit 19, and an acceleration sensor (not shown). Has been done. The vehicle information detecting means includes a power input detecting unit 16, an IGN input detecting unit 17, a GPS input / output unit 19, and an acceleration sensor. The relay input / output unit 18 detects the state of the external relay 20 and controls the external relay 20 to either a non-startable state or a startable state, and the state of the external relay 20 is also used as vehicle information. It is possible.

The CPU 11 controls the external relay 20 and collects vehicle information by a program stored in the memory 13. Hereinafter, the operation of the vehicle-mounted device 1 will be described.
<About collecting vehicle information>
The on-board unit 1 collects vehicle information at a predetermined cycle, for example, every 30 seconds, or when a specific event such as turning on the vehicle power occurs, or both, and transmits the vehicle information to the server 3. The vehicle information at this time includes information on the power input from the external battery 21 detected by the power input detection unit 16, information on the traveling state identification line (ACC line, IG line) detected by the IGN input detection unit 17. For example, information indicating the on / off state of the engine, the state of the external relay 20 detected by the relay input / output unit 18, position information from GPS detected by the GPS input / output unit 19, and detected by an acceleration sensor (not shown). It contains at least one of acceleration information, vehicle speed pulse information, fuel sensor information, and time information when vehicle information was acquired. It is also possible to calculate the speed from the GPS position information. The server 3 grasps the operation status of the vehicle based on the vehicle information.

<Control of external relay>
When the vehicle-mounted device 1 receives the relay control command from the server 3, the control value is stored in the memory 13 and the external relay 20 is controlled so as to be in a state corresponding to the value. The "vehicle information interlocking control means" includes the CPU 11, the memory 13, the IGN input detection unit 17, and the relay input / output unit 18, and when switching the external relay 20, the power on / off switching timing of the vehicle is as described later. In consideration of, the case where the relay control command is adopted and the case where the relay control command is not adopted (when the relay control command is ignored) are determined. In the case of an internal combustion engine vehicle, power on / off is determined by, for example, information on a traveling state identification line (ACC line, IG line) detected by the IGN input detection unit 17, for example, information indicating an on / off state of the engine. To detect.

Next, with reference to FIG. 3, the relay control value (ST line relay control value) when the engine start control line (ST line) in the internal combustion engine vehicle is cut by the external relay 20 (in the case of FIG. 2) will be described. do. FIG. 3A shows a case where the engine start control line is one vehicle model, and FIG. 3B shows a case where the engine start control line is two vehicle types. First, a case where the engine start control line of FIG. 3A is one vehicle model will be described. The relay value of the relay A is "0" when it is open and "1" when it is closed. There are two types of external relay control values, "00" and "01". When the external relay control value is "00", the status is the startable state (normal) and the vehicle state is the startable state. On the other hand, when the external relay control value is "01", the status is the non-startable state and the vehicle state is the non-startable state.

Next, the case where the engine start control line in FIG. 3B is two vehicle models will be described. For both relay A and relay B, the relay value is "0" when it is open and "1" when it is closed. There are four types of external relay control values: "00", "01", "10", and "11". When the external relay control value is "00", the status is the startable state (normal) and the vehicle state is the startable state. When the external relay control value is "01", the status is an unintended value and the vehicle state can be started. When the external relay control value is "10", the status is an unintended value and the vehicle state can be started. When the external relay control value is "11", the status is the non-startable state and the vehicle state is the non-startable state.

The "relay monitoring unit" includes the CPU 11, the memory 13, and the relay input / output unit 18, and monitors the relay state when the external relay control value is originally in the startable state due to a malfunction of the firmware, as described later. If the relay state is other than the startable state due to the monitoring, the relay state is set to the startable state, that is, the external relay control value is set to "00", and the external relay 20 is set to the startable state.

Further, the wiring of the external relay 20 will be described with reference to FIG. The external relay 20 can select between normally open and normally closed by changing the connection state. 41 is an electromagnet coil, 42 is a switch, 43 and 44 are terminals on the relay input / output unit 18 side, 45 is one terminal on the engine start control line (ST line) side, 46 is a normally closed terminal, and 47 is a normally open terminal. Is. Since the switch 42 is urged by a spring on the normally closed terminal 46 side, the switch 42 is in contact with the normally closed terminal 46 side when the coil 41 is not energized. When the coil 41 is energized, the switch 42 is attracted to the electromagnet and comes into contact with the normally open terminal 47. Therefore, if you want to use the external relay 20 as a normally closed type, connect the other terminal of the ST line to the normally closed terminal 46, and conversely, if you want to use the external relay 20 as a normally open type, use the ST line. The other terminal of is connected to the normally open terminal 47.

With reference to FIG. 2, the difference between the case where the external relay 20 is to be used as a normally closed type and the case where the external relay 20 is to be used as a normally open type will be described. At least one of the power input detection unit 16, the IGN input detection unit 17, the relay input / output unit 18, and the GPS input / output unit 19 is provided with means for detecting disconnection or disconnection of wiring (not shown). ing. As a means for detecting the disconnection or extraction of the wiring, for example, a known means for utilizing the voltage change of the wiring accompanying the disconnection or extraction of the wiring as disclosed in Patent Document 2 can be used. Further, when the power input detection unit 16 does not detect the power input from the external battery 21, it can be determined that the wiring between the power input detection unit 16 and the external battery 21 has been cut or pulled out. The removal of the on-board unit can also be detected based on the disconnection or extraction of these wirings. When the disconnection or pulling out of the wiring is detected, it is decided to control the opening of the external relay 20 to either the non-startable state or the startable state, as described later.

When the disconnection or disconnection of the wiring is detected, the external relay 20 is controlled as described above, and the abnormality is notified to the server 3 via the wireless communication module 12. When the server 3 receives the notification of the abnormality, the server 3 promptly notifies the administrator. When the server 3 notifies the user of this abnormality, the administrator contacts the user to confirm the occurrence status of the theft, and then reports the theft of the vehicle to the police as necessary. On the other hand, the on-board unit 1 notifies the abnormality and sounds an alarm sound by an alarm device (not shown) mounted on the on-board unit 1. Further, instead of mounting the alarm device on the vehicle-mounted device 1, the vehicle-mounted device 1 is connected to the input terminal of these control circuits so that an alarm can be given by using a vehicle horn, a headlamp, a turn signal, a hazard lamp, or the like. It can also be wired to input the output signal of the alarm output of.

Here, as an example of detecting the disconnection or pulling out of the wiring as the notification of the abnormality, the case where the on-board unit 1 is further provided with the failure detecting means and the failure detecting means detects the failure of the on-board unit 1. In addition, the failure of the vehicle-mounted device 1 may be notified to the server via the wireless communication module 12. When the server 3 receives the notification of the failure of the in-vehicle device 1, the server notifies the administrator of the occurrence of such a failure, and the administrator who receives the notification contacts the user of the corresponding vehicle to install the in-vehicle device 1. Arrange for repair or replacement.

When the wiring between the relay input / output unit 18 and the external relay 20 is cut or pulled out, the current supply to the coil 41 of the external relay 20 is stopped. Therefore, in the case of the normally closed type, the external relay 20 is used. Is closed and the ST line is connected. In the case of the normally open type, the external relay 20 is open and the ST line is cut off.

As described above, when the administrator removes the on-board unit 1 from the vehicle 2, (1) theft by a thief, (2) misuse of the vehicle by the user, and (3) by the unpaid user. In the case of unavoidable emergency vehicle use, it is desirable to make the vehicle unstartable in the case of theft or misuse such as (1) and (2). It is advisable to adopt a normally open type as the external relay 20 and decide in advance to control the external relay 20 in a non-startable state (open) even when the disconnection or pulling out of the wiring is detected. On the other hand, in the case of an emergency such as (3), for example, in the case of transporting a suddenly ill person, it is desirable to make the vehicle in a startable state, so a normally closed type is adopted as the external relay 20 and wiring is performed. It is advisable to determine in advance that the external relay 20 is controlled to be in a startable state (closed) even when disconnection or withdrawal is detected.

Further, the on-board unit 1 can operate as a stand-alone fail-safe even if the radio wave condition is bad and there is no relay control command from the server 3. For example, it is possible to avoid a situation in which the vehicle cannot be started in a place where the radio wave condition is bad and the relay control command corresponding to the startable information cannot be received. The on-board unit repeatedly retries communication when the radio wave condition is bad, and tries to establish communication. If communication cannot be established even after retries continuously for a predetermined number of times, for example, 20 times or more, it is determined that communication is not possible, and if the state of the external relay 20 is in a non-startable state, it is switched to a startable state. As a result, it is possible to avoid a situation in which the vehicle is left in an unbootable state because the relay control signal for changing the bootable state cannot be transmitted from the server 3 when the radio wave condition is bad. Whether or not to adopt the process of switching the vehicle to the startable state when communication is not possible can be switched at the time of shipment of the vehicle or the like.

<About power saving mode>
When the engine of the internal combustion engine vehicle is off, the on-board unit shifts to the power saving mode in order to prevent the consumption of the power of the external battery 21 after a predetermined time, for example, 10 minutes has passed since the engine was turned off. Stop other than the minimum functions such as power management. In the power saving mode, the power input detection unit 16, the IGN input detection unit 17, the relay input / output unit 18, and the timekeeping circuit (not shown) are always started, but the other circuits are stopped. In the power saving mode, the vehicle-mounted device 1 does not communicate with the server 3. In the power saving mode, when the power input detection unit detects the loss of the power input, when the IGN input detection unit 17 detects the on state of the engine (ACC on or IG on), and when the timing circuit detects a predetermined time. When the time is measured (for example, every hour), the corresponding circuit that is always started even in the power saving mode interrupts the CPU to switch the on-board unit 1 from the power saving mode to the normal mode. Further, since power is always supplied to the relay input / output unit even in the power saving mode, the state of the external relay 20 can always be maintained.

<About wireless communication module>
As described above, in the normal mode, the on-board unit 1 collects vehicle information at a predetermined cycle, for example, every 30 seconds, or when a specific event such as turning on the vehicle power occurs, or both, and the server 3 Send the vehicle information of the navel. When the corresponding circuit that is always running interrupts the CPU and switches the on-board unit 1 from the power saving mode to the normal mode, the on-board unit 1 communicates with the server 3 as a starting point to receive a relay control command. Send vehicle information. In the normal mode, in addition to the communication starting from the vehicle-mounted device 1, the communication starting from the server 3 is possible, and the vehicle-mounted device 1 can receive information such as a relay control command. When the radio wave condition is bad, communication may be repeated a plurality of times, for example, about 5 times before the communication is established. Even if the radio wave condition is bad and communication cannot be established, the on-board unit 1 can operate standalone because the relay control command received from the server 3 by the latest communication is stored in the memory. be. Further, since the on-board unit 1 stores the collected vehicle information in the memory, it can be collectively transmitted to the server 3 when the communication line is restored. If the radio wave condition is bad, it is possible to prevent the relay control command corresponding to the non-startable state from being transmitted or received. It is possible to avoid the inconvenience of not being able to change to the state.

Next, the configuration in the memory 13 will be described with reference to FIG. The memory 13 includes four processing units including a communication unit 50, a relay control unit 51, a relay monitoring unit 55, and an engine interlocking control unit 57. Further, the relay control unit 51 includes a relay set value 52, a non-startable relay value 53 for each vehicle type, and a relay value 54 that can be started for each vehicle type, the relay monitoring unit 55 includes a relay monitoring execution flag 56, and the engine interlocking control unit 57 is a relay. It includes a change prohibition period 58, an engine stop time 59, and an engine state reassessment period.

The communication unit 50 is a data area for communication with the server 3. It is used to transmit vehicle information to the server 3 and receive a relay control command from the server 3 via the wireless communication module 12. The relay control unit is a data area for changing the external relay 20 to a state corresponding to the relay value given by the relay control command from the server 3. The relay monitoring unit 55 is in a situation where the relay state must be in the startable state based on the relay state values of the non-startable state / startable state set as described later, that is, the initial state or the last from the server 3. When the relay change request is a change to the startable state, the state of the external relay 20 is periodically monitored, and as a result of this monitoring, when the external relay 20 is in a relay state other than the startable state, it is in the relay state. , Change to the bootable state. When the engine interlocking control unit 57 receives the relay control command from the server 3, if the engine has been turned on within the past X minutes (for example, 2 minutes), the engine interlocking control unit 57 ignores the relay control command and enters a non-startable state. If the engine is detected to be turned on within Y seconds (for example, 5 seconds) after the relay control command is executed, the relay is changed to the startable state.

Here, the grounds for setting the X minute to, for example, 2 minutes will be explained. About 10 minutes after the engine is stopped, the on-board unit 1 is switched to the power saving mode to suppress power consumption. When the user gets into the vehicle in the power saving mode, inserts the key into the cylinder to start the engine, and turns on the ignition, the ING input detection unit 17 turns on the engine from the running state identification line (ACC line, IG line) 22. When it detects that the state has been reached, it interrupts the CPU 11 and switches the vehicle-mounted device 1 to the normal mode. By the time the server 3 recognizes that the on-board unit 1 has been switched to the normal mode, it takes about 1 minute when the radio wave condition is good, and 1 minute and 30 seconds when the radio wave condition is bad and communication needs to be repeated about 5 times. It takes about. By not adopting (ignoring) the relay control command that instructs the switch to the non-startable state for a certain period after the power of the vehicle is turned off, the power of the vehicle is re-powered immediately after the power of the vehicle is turned off. Even when it is turned on, it is possible to prevent the vehicle from being inadvertently switched to the non-startable state. For example, in a parking lot, the vehicle is turned off with the vehicle stopped at a position slightly offset from the parking space until the cargo is unloaded from the trunk or seat, and after the cargo is unloaded, the vehicle is powered again. It is possible to prevent the vehicle from being inadvertently switched to the non-startable state when the vehicle is put back into the parking space by turning on. On the contrary, if the X minute is too long, it may not be possible to switch the vehicle to the non-startable state. Therefore, if the engine has been turned on in the past 2 minutes, relay control I decided to ignore the directive.

Next, the grounds for setting Y seconds to, for example, 5 seconds will be explained. When the vehicle-mounted device 1 receives the relay control command while the power of the vehicle is on, the vehicle-mounted device 1 does not accept the relay control command in consideration of safety (ignores the relay control command). While the vehicle is powered on, the user is moving in the vehicle, so it is not possible, for example, if the reception of the relay control command that changes the vehicle to the unstartable state is delayed due to poor radio wave conditions. It prevents the vehicle from becoming unstartable easily. On the other hand, it takes about 3 seconds after the vehicle actually starts before the on-board unit 1 recognizes the start of the vehicle. If the on-board unit 1 receives the relay control command immediately after starting the vehicle, the on-board unit 1 determines that the vehicle has not started and adopts the relay control command, even if the vehicle is started. Regardless, there will be a situation where the vehicle can be switched to the non-startable state. As will be described later, when the ignition switch is a push type, there are two methods to disable the activation, one is to disable the push button and the other is to activate the immobilizer (cut the authentication line). In the case of disabling the push button, if the push button is switched to the non-startable state within the above 3 seconds, the engine cannot be turned off. On the other hand, in the case of the method of activating the immobilizer, if the immobilizer is switched to the non-startable state within the above 3 seconds, the push button works, so the engine can be turned off, but the gear does not enter the drive D. The problem occurs. Based on the above, we adopted 5 seconds as the Y second, which has more margin than 3 seconds.

Next, each variable of the memory 13 shown in FIG. 5 will be described. The relay set value 52 is a relay value corresponding to the current state of the external relay 20. The non-startable relay value 53 for each vehicle type is a set value for each vehicle type corresponding to the state of the external relay 20 that makes the vehicle non-startable. The startable relay value 54 for each vehicle type is a set value for each vehicle type corresponding to the state of the external relay 20 that activates the vehicle. The relay monitoring execution flag 56 is a flag for determining whether or not to execute monitoring of the external relay 20, and is in the initial state (at the time of shipment of the vehicle) or the state in which the last relay control command from the server 3 can be started. Turns on if it is a change of. The relay change prohibition period is a period (X minutes, for example, 2 minutes) for prohibiting the change of the external relay 20 after the engine is stopped. The engine stop time is the time when the engine stop was detected last time. The engine state re-evaluation period is a period (Y seconds, for example, 5 seconds) in which the engine is re-evaluated after the control to the non-startable state is performed.

Only one relay value 53 and a relay value 54 that can be started for each vehicle type may be stored according to the vehicle type of the vehicle, or the values of a plurality of vehicle types may be stored and the vehicle type of the vehicle is stored. It may be selected according to. Further, the non-startable relay value 53 for each vehicle type and the startable relay value 54 for each vehicle type may be set from the console 14 or from the server 3, but from the viewpoint of file safety due to noise. Is desirable to be set from the server 3.

Next, the operation of each processing unit of the memory 13 will be described with reference to the flowcharts of FIGS. 6 to 8. First, the operation of the relay control unit 51 will be described with reference to FIG. When the relay control unit processing is started in S11, the relay set value 52 is first overwritten with the given relay value in S12, and then the relay state is changed to the relay set value 52 state in S13. Subsequently, in S14, it is determined whether or not the relay value of the relay control command is the same as the startable relay value 54 for each vehicle model. If Yes, the process proceeds to S15, the relay monitoring execution flag 56 is turned on, and the process proceeds to S16. If No in the judgment of S14, the process proceeds to S16, the communication unit is called, the server 3 is notified of the completion of the relay status change, and then the relay control unit processing is terminated in S17. The relay control unit 51 is called by S25 of the relay monitoring unit 55 of FIG. 7 to be described later and S36 of the engine interlocking control unit 57 of FIG. 8 to be described later to start processing.

Next, the operation of the relay monitoring unit will be described with reference to FIG. 7. When the relay monitoring unit processing is started in S21, it is first determined in S22 whether or not the relay monitoring execution flag 56 is on. As described above, the relay monitoring execution flag 56 is a flag that determines whether or not to execute the monitoring of the external relay 20, and is the initial state (at the time of shipment of the vehicle) or the last relay control command from the server 3. Turns on when is a change to a bootable state. If the determination in S22 is Yes, the process proceeds to S23, the relay state of the external relay 20 is acquired, and then the process proceeds to S24. On the other hand, if the determination in S22 is No, the process proceeds to S26, and the relay monitoring unit processing is terminated. In S24, it is determined whether or not the relay value acquired in S23 is a value other than the startable relay value 54 for each vehicle model. If Yes, the process proceeds to S25, the relay control unit 51 is called, and the relay set value 52 is set. After overwriting with the startable relay value 54 for each vehicle model corresponding to the startable state, after changing the state of the external relay 20 to the state corresponding to the startable relay value 54 for each vehicle model, the process proceeds to S26 and the relay monitoring process is completed. do. On the other hand, if the judgment of S24 is No, the process proceeds to S26 as it is, and the relay monitoring process is terminated.

The operation of the relay monitoring unit is performed periodically, for example, every 30 seconds in the normal mode and every hour in the power saving mode. Due to the operation of this relay monitoring unit, when it is in the bootable state (when the relay monitoring execution flag is on), the memory 13 has been rewritten to a value different from the original value due to a defect in the firmware of the in-vehicle device. Even in this case, by controlling the external relay 20 so that the vehicle can always be started, it is possible to prevent the vehicle from being unintentionally disabled and hindering the legitimate use of the vehicle. For example, even if the value of the relay setting value 52 of the memory 13 is rewritten to an unintended value due to a defect in the firmware of the in-vehicle device, the vehicle is always in a startable state when the relay monitoring execution flag is on. By controlling the external relay 20 in this way, the vehicle can be maintained in a startable state.

Subsequently, the operation of the engine interlocking control unit 57 will be described with reference to FIG. When the engine interlocking control unit processing is started in S31, the process proceeds to S32, a relay control command is received through the communication unit 50, then the process proceeds to S33, and it is determined whether or not the current engine state is off. In the case of Yes in the judgment of S33, the process proceeds to S34, and in S34, it is determined whether or not the difference between the current time and the engine stop time is the relay change prohibition period 58 (X minutes) or more. In the case of No in the judgment of S33 and No in the judgment of S34, the process proceeds to S35, the communication unit 50 is called, the server 3 is notified that the relay control command is ignored, and then the process proceeds to S41 to process the engine interlocking control unit. finish. If the judgment of S34 is Yes, the process proceeds to S36, the relay control unit 51 is called, the state of the external relay 20 is changed to the state corresponding to the relay control command, and the process proceeds to S37. In S37, after waiting for the engine state re-evaluation period 60 (Y seconds), the process proceeds to S38, and in S38, the relay control command executed is a change to the non-startable state, and whether the current engine state is on or not. To judge. If Yes in the judgment of S38, the process proceeds to S39, the relay control unit 51 is called in S39, the state of the external relay 20 is changed to the state corresponding to the startable relay value 54 for each vehicle model, and then the process proceeds to S40. In S40, after calling the communication unit 50 and notifying the server 3 that the relay control command is ignored, the process proceeds to S41 and the processing of the engine interlocking control unit is terminated. On the other hand, if the judgment of S38 is No, the process proceeds to S41 as it is, and the processing of the engine interlocking control unit is terminated.

The operation of the engine interlocking control unit 57 is performed periodically, for example, every 30 seconds in the normal mode and every hour in the power saving mode. In S35 and S40, the communication unit 50 is called to notify the server 3 that the relay control command is ignored. When the server 3 receives that the relay control command is ignored, the relay state change is completed in S16 of FIG. The relay control command is repeatedly transmitted until is notified. When the engine interlocking control unit 57 operates to change the vehicle to a non-startable state according to an instruction from the server, the vehicle is placed in a dangerous place or a place that disturbs others in consideration of the safety of the vehicle. It is possible to prevent the system from becoming unbootable. By considering the relay change prohibition period 58 (X minutes, for example, 2 minutes), the vehicle cannot be started carelessly even when the vehicle power is turned on again immediately after the vehicle power is turned off. It is possible to prevent the state from being switched to the state. Further, by considering the engine state re-evaluation period 60 (Y seconds, for example, 5 seconds), the relay control command corresponding to the state in which the on-board unit 1 cannot be started immediately after the vehicle power is turned on (within Y seconds). By not adopting the relay control command (ignoring the relay control command), it is possible to prevent the problem that the power of the vehicle is switched to the non-startable state when the vehicle is turned on.

The operation of the wiring diagram of the key type activation control method of the first embodiment will be described with reference to FIGS. 9 to 12. In FIGS. 9 to 12, the MCCS includes an internal relay 70 as a relay input / output means.
FIG. 9 is a wiring diagram when the ignition key is ON (IGN = ON) in the bootable state of the first embodiment. The vehicle 2 is provided with an MCCS as an on-board unit 1, an external battery 21, an ignition key switch 74, an external relay 20, and the like. The MCCS as the vehicle-mounted device 1 includes an internal relay 70, and the internal relay 70 includes an exciting coil 70a,

exciting coil terminals

70c and 70d, contacts 70b, and

contact terminals

70e and 70f. In FIG. 9, the internal relay 70 is a normally open relay, which is closed when it is in a non-startable state and open when it is in a startable state. Since the internal relay 70 is open when it is in the startable state, the power consumption of the internal relay 70 in the startable state can be suppressed. In addition to the

relay switch terminals

70e and 70f, the MCCS includes a PWR terminal 70g, an IGN terminal, and a GND terminal, which are power supply terminals.

The external battery 21 is provided with a positive terminal 21a and a negative terminal 21b, and can supply electric power to the electrical components of the vehicle. The ignition key switch 74 includes a battery terminal 74a, an ACC terminal 74b, an IGN terminal 74c, and a START terminal 74d. The operator inserts the ignition key into the ignition key insertion hole of the ignition key switch 74 and rotates it to switch the vehicle state to four: OFF, ACC ON (ACC = ON), IGN ON (IGN = ON), and START. be able to. OFF means that the vehicle power supply is off, ACC = ON means that the ACC power supply is on, IGN = ON means that the ignition power supply is on, and START means that the starter motor is on.

The external relay 20 includes an exciting coil 20a,

exciting coil terminals

20c and 20d, contacts 20b, and

contact terminals

20e and 20f. The contact 20b of the external relay 20 is connected so as to bypass the cut portion 76 of the wiring of the START terminal 74d of the ignition key switch 74. In FIG. 9 of this embodiment, the external relay 20 is a normally closed relay. As described above, the external relay 20 can select whether to use the vehicle in an emergency or to prohibit unauthorized operation by properly using the normally open and the normally closed. For example, in an area where the risk of theft or illegal use is low, the external relay 20 can be normally closed, assuming the use of a vehicle in an emergency. Further, for example, in an area where there is a high risk of theft or illegal use, the external relay 20 can be normally open on the assumption that unauthorized operation is prohibited. In the present embodiment, the external relay 20 will be described as being a normally closed relay.

The negative terminal 21b of the external battery 21 is connected to the ground terminal 72a. The positive terminal 21a of the battery 21 is connected to the battery terminal 74a of the ignition key switch 74 and the PWR terminal of the MCCS. One contact terminal 20f is connected to the SATRT terminal of the ignition key switch 74 so that the contact 20b of the external relay 20 is connected in series, and the other contact terminal is connected to the START wiring.

The ACC terminal of the ignition key switch 74 is connected to the IGN terminal of the MCCS and one of the contact terminals 70e of the internal relay 70. The GND terminal 70i of the MCCS is connected to the ground 72C. The other contact terminal 70f of the MCCS is connected to one exciting coil terminal 20c of the exciting coil 20a of the external relay 20. Further, the other exciting coil terminal 20 of the external relay 20 is connected to the ground 72b.

In FIG. 9, the exciting coil 70a of the MCCS internal relay 70 is not energized because it is in a startable state, and the MCCS internal relay remains open. Therefore, even if the ignition key is set to ACC on or IGN on, the exciting coil of the external relay is not energized, so that the external relay remains closed and the vehicle can be started. During this time, no current flows through the exciting coil of the external relay, so power consumption is low.

FIG. 10 is a wiring diagram when the ignition key switch is off in the bootable state of the first embodiment. Since the configuration and wiring of each part in FIG. 10 are the same as those in FIG. 9, the same symbols are used for the same configuration, and the description thereof will be omitted. Since it is in a startable state, the exciting coil 70a of the internal relay 70 of the MCCS is not energized, and the contact 70b of the internal relay 70 of the MCCS remains open. Therefore, while the ignition key switch is off, the exciting coil 20a of the external relay 20 is not energized. During this period, no current flows through the exciting coil 20a of the external relay 20, so that power consumption is low. The vehicle will not be started while the ignition key switch is off.

FIG. 11 is a wiring diagram when the ignition key is ON (IGN = ON) in the non-startable state of the first embodiment. Since it is in a non-startable state, the exciting coil 70a of the internal relay 70 of the MCCS is energized, and the contact 70b of the internal coil 70 is closed. At this time, when the ignition key switch is turned on to ACC or IGN, the exciting coil 20a of the external relay 20 is energized, the contact 20b of the external relay 20 is opened, and the start of the vehicle is prohibited. During this period, power is consumed because a current flows through the exciting coil 20a of the external relay 20, but the exciting coil 20a of the external relay 20 is energized only when ACC = ON or IGN = ON, and the ignition key. Is not energized while it is off. Since the exciting coil 20a of the external relay 20 is energized only when ACC = ON or IGN = ON, power consumption can be reduced.

FIG. 12 is a wiring diagram when the ignition key switch is OFF (IGN = OFF) in the non-startable state of the first embodiment. Since the configuration and wiring of each part in FIG. 12 are the same as those in FIG. 9, the same symbols are used for the same configuration, and the description thereof will be omitted. Since it is in a non-startable state, the exciting coil 70a of the MCCS internal relay 70 is energized, and the contact 70b of the internal coil 70 is closed. The exciting coil 20a of the external relay 20 is not energized, and the contact 20b of the external relay 20 is closed. During this period, no current flows through the exciting coil 20a of the external relay 20, so that power consumption is low. Since IGN = OFF, the vehicle will not be started.

[Embodiment 2] The system, system control method, system control program, and storage medium of the second embodiment will be described with reference to FIGS. 13 to 16. In this embodiment, the operation of the wiring diagram of the push-type start control method will be described. In FIGS. 13 to 16, the MCCS as the vehicle-mounted device 1 includes an internal relay 70 as the relay input / output means 18. The same reference numerals are given to the configurations common to those in FIGS. 1 to 12, and the description thereof will be omitted.

FIG. 13 is a wiring diagram when the brake switch is turned on in the startable state of the second embodiment. The vehicle 2 is provided with an MCCS as an on-board unit 1, an external battery 21, a push start switch 82, a brake switch 86, a smart key ECU 80, an external relay 20, and the like. The MCCS as the vehicle-mounted device 1 includes an internal relay 70, and the internal relay 70 includes an exciting coil 70a,

exciting coil terminals

70c and 70d, contacts 70b, and

contact terminals

70e and 70f. In FIG. 13, the internal relay 70 is a normally open relay, and the contact 70b is closed when the startable state is disabled and open when the startable state. In addition to the

relay switch terminals

70e and 70f, the MCCS includes an ADC terminal 70j, a PWR terminal 70g as a power supply terminal, an IGN terminal 70h, and a GND terminal 70i.

The external battery 21 includes a positive terminal 21a and a negative terminal 21b, and can supply electric power to the electrical components of the vehicle 2. The push start switch 82 includes an input terminal 82a and an output terminal 82b. The operator can start the engine or stop the engine by operating the push start switch 82.

The external relay 20 includes an exciting coil 20a,

exciting coil terminals

20c and 20d, contacts 20b, and

contact terminals

20e and 20f. In FIG. 13, the external relay 20 is a normally closed relay. The contact 20b of the external relay 20 is wired so as to bypass the cut portion 76 of the wiring of the output terminal 82b of the push start switch 82.

The smart key ECU includes a push start switch terminal 80a, a P position terminal 80b, a brake terminal 80f, an ACC terminal 80c, an IGN terminal 80d, and a START terminal 80e. The smart key ECU 80 can be switched to four states of vehicle power off, ACC = ON, IGN = ON, and starter motor ON according to the operation of the operator. Further, only when the gear position is in the P position and the brake SW86 is on (the state in which the brake is depressed), the smart key ECU receives an engine start command from the push start switch 82 or a smart key operation. The engine start command can be received and the starter motor can be turned on. The fact that the gear position is in the P position is detected by the parking position detection sensor 84.

The negative terminal 21b of the external battery 21 is connected to the ground terminal 72a. The positive terminal 21a of the battery 21 is connected to the input terminal 82a of the push start switch 82 and the PWR terminal of the MCCS, the brake terminal of the smart key ECU via the brake SW86, and the ADC terminal of the MCCS via the brake SW86. And, it is connected to one contact terminal 70e of the internal relay 70 of the MCCS via the brake SW86.

The contact 20b of the external relay 20 is connected in series between the output terminal 82b of the push start switch 82 and the push start switch terminal 80a of the smart key ECU 80 via the

contact terminals

20e and 20f. A P-position position signal line including information on whether or not the gear is in the P-position is connected to the P-position terminal 80b of the smart key ECU 80.

The ACC terminal of the smart key ECU 80 is connected to the IGN terminal of the MCCS. The GND terminal 70i of the MCCS is connected to the ground 72C. The other contact terminal 70f of the internal relay 70 of the MCCS is connected to one exciting coil terminal 20c of the exciting coil 20a of the external relay 20. Further, it is connected to the other exciting coil terminal 20d Haearth 72b of the external relay 20.

In FIG. 13, the exciting coil 70a of the internal relay 70 of the MCCS is not energized because it is in the startable state, and the contact 70b of the internal relay 70 of the MCCS remains open. Further, since the exciting coil 20a of the external relay 20 is not energized, the external relay 20 is kept closed. During this time, no current flows through the exciting coil of the external relay 20, so that power consumption is low. Further, when the gear position is the P position and the brake switch = ON and the push switch is pressed or the smart key = ON, the vehicle can be started.

FIG. 14 is a wiring diagram when the brake switch is turned off in the startable state of the second embodiment. Since the configuration and wiring of each part in FIG. 14 are the same as those in FIG. 13, the same symbols are used for the same configuration, and the description thereof will be omitted. Since it is in a startable state, the exciting coil 70a of the internal relay 70 of the MCCS is not energized, and the contact 70b of the internal relay 70 of the MCCS remains open. Further, since the exciting coil 20a of the external relay 20 is not energized, the contact 20b of the external relay 20 is kept closed. During this period, no current flows through the exciting coil 20a of the external relay 20, so that power consumption is low. Further, when the brake switch is OFF, the smart ECU prevents the vehicle from starting. Even when the gear position is not in the P position, the smart ECU prevents the vehicle from starting.

FIG. 15 is a wiring diagram when the brake switch is turned on in the non-startable state of the second embodiment. Since the configuration and wiring of each part in FIG. 15 are the same as those in FIG. 13, the same symbols are used for the same configuration, and the description thereof will be omitted. Since the excitation coil 70a of the MCCS internal relay 70 is energized because it is in a non-startable state, the contact 70b is closed. When the brake switch = ON, the exciting coil 20a of the external relay 20 is energized, the contact 20b of the external relay 20 is opened, and the start of the vehicle is prohibited. Further, the exciting coil 20a of the external relay 20 is energized only when the brake switch = ON, and is not energized while the brake switch = OFF. Since the exciting coil 20a of the external relay 20 is energized only when the brake switch = ON, power consumption can be reduced.

FIG. 16 is a wiring diagram when the brake switch is turned off in the non-startable state of the second embodiment. Since the configuration and wiring of each part in FIG. 16 are the same as those in FIG. 13, the same symbols are used for the same configuration, and the description thereof will be omitted. Since the excitation coil 70a of the MCCS internal relay 70 is energized because it is in a non-startable state, the contact 70b is closed. When the brake switch = OFF, the exciting coil 20a of the external relay 20 is not energized, so that the contact 20b of the external relay 20 is closed. However, when the brake switch 86 is OFF, the smart ECU prevents the vehicle from starting. During this period, no current flows through the exciting coil 20a of the external relay 20, so that power consumption can be significantly reduced.

[Embodiment 3]
The system, the system control method, the system control program, and the storage medium of the third embodiment will be described with reference to FIG. In the first and second embodiments, the vehicle remote control system, which is applied to an internal combustion engine vehicle and is switched to a non-startable state by disconnecting the engine start control line (ST line) of the internal combustion engine by an external relay 20, has been described. In the following, with reference to FIG. 17, vehicles using power other than internal combustion engine vehicles, for example, vehicles including electric vehicles (hereinafter referred to as “EV vehicles”) and hybrid electric vehicles (hereinafter referred to as “HEV vehicles”). An embodiment of a vehicle remote control system including control other than ST line control for applying and switching to a non-startable state will be described.

FIG. 17 illustrates the control method in the non-startable state. FIG. 17 shows the types of vehicles classified into internal combustion engine vehicles, EV vehicles, parallel HEV vehicles, series HEV vehicles, and series / parallel HEV vehicles, and the activation method is classified into key type and push type. This is a summary of which of the two methods, A method and B method, can be adopted as the control method in the non-startable state. As two control methods, the A method cuts the ST line, and the B method disables the push button. The vehicle is generally equipped with an immobilizer, and the A method and the B method can also be adopted in a vehicle equipped with an immobilizer. The immobilizer records an ID code unique to an IC chip called a transponder embedded in the key, and authenticates the transponder's ID code with the ID code registered in the electronic control device of the vehicle body for authentication. It is a device that can start the engine only when it is established.

The key type and the push type are divided according to the operation method for starting the power. The key type is a method in which a key is inserted into a key cylinder to start power and the key is switched between OFF, ACC, IGN and START. The push type is a method in the case of a smart key type, and is a method in which power is turned on by pressing a push button for power start.

The definition of HEV vehicle is as follows. The parallel method is a method in which wheels are driven by a motor and an engine, and a method in which a motor is used to charge a battery. The series method is a method in which an engine drives a generator to charge the battery, and a motor drives the wheels. The series-parallel method is a method in which the wheels can be driven by the motor and the engine, and the generator can be driven by the engine to charge and drive the motor.

Here, the configuration of the in-vehicle device 1 has many parts in common with those for the internal combustion engine vehicle shown in FIG. 2 for the EV vehicle and the HEV vehicle, but the EV vehicle does not have an internal combustion engine, and The HEV vehicle differs from the internal combustion engine vehicle in that there is a mode in which the vehicle can travel only by the motor. In the case of an EV vehicle, it is desirable to provide a means for detecting that the push button is pressed and the power is turned on instead of the IGN input detection unit 17, and the external relay 20 will be described later. As such, it may be replaced with an electronic means. In the case of an HEV vehicle, it is desirable to provide a means for detecting that the power is on instead of the IGN input detection unit 17, and the external relay 20 is electronic as described later. You may replace it with a means.

Hereinafter, the two control methods, A method and B method, will be described in detail. The wiring for inserting the external relay 20 differs depending on each method, but in either method, it is impossible to start the power when it is in a non-startable state, and it is possible to start the power when it is in a startable state. It is possible.

The A method is the method described in the first embodiment, and is a method of switching to the non-startable state by disconnecting the engine start control line (ST line) of the internal combustion engine by the external relay 20, and can be applied to the internal combustion engine vehicle. In the A method, the external relay 20 is inserted in the ST line, and when the external relay 20 is in a non-startable state, the external relay 20 is opened to cut off the power supply to the starter motor, so that the engine can be prevented from starting. ..

The B method is the method described in the second embodiment, and is a method adopted for a vehicle equipped with a power start push button in the case of a smart key type. In smart key type vehicles, there is no key cylinder for power start, and power is started by notifying the electronic control device that the push button has been pressed. For example, there are no key-type EV vehicles, and all are push-type. In the B method, the external relay 20 is inserted into the wiring of the push button and the external relay 20 is opened in the non-startable state, so that the power is not turned on even if the push button is operated in the non-startable state. Here, an example of using the external relay 20 to make the start-unable state has been described, but what kind of means can be used if the electronic control device is not informed that the push button has been pressed when the start-up is not possible. Alternatively, for example, electronic means may be used. Even when electronic means is used, it is desirable that the relay input / output unit 18 (see FIG. 2) can detect whether the bootable state or the bootable state is possible.

As shown in FIG. 17, in the case of the key type, the internal combustion engine vehicle, the parallel type HEV vehicle, the series type HEV vehicle, and the series / parallel type are all the A type, and do not exist in the EV vehicle.

In the case of the push type, the B method is used for all of the internal combustion engine vehicle, the EV vehicle, the parallel type HEV vehicle, the series type HEV vehicle, and the series / parallel type HEV vehicle.

The system and the system control method of the embodiment of the present invention have been described above, but these embodiments illustrate the system and the system control method for embodying the technical idea of the present invention, and the present invention is described. It is not specific to these, and can be equally applied to those of other embodiments such as those in which modifications are made to each embodiment and those in which each embodiment is combined. Further, in the above-described embodiment, the system including the vehicle has been described, but the present invention is not limited thereto, and the system includes at least one of a vehicle, a power generation device, and an air conditioner. Applicable to. Examples of the power generation device include a power generation device installed at a site such as a construction site or a civil engineering work site and equipped with a system-mounted device. Further, as the air conditioner, for example, an air conditioner equipped with a system-mounted device having an anti-theft function can be mentioned.

1 On-board unit 2 Vehicle 3 Server 11 CPU
12 Wireless communication module 13 Memory 14 Console input / output 15 Internal battery 16 Power input detector 17 IGN input detector 18 Relay input / output 19 GPS input / output 20 External relay 21 External battery 22 Driving state identification line 23 Engine start control line (ST line) )
24 GPS 31 Vehicle information collection unit 33 Transmission / reception unit 34 Wireless communication network 35 Administrator terminal 36 Financial institution 41 Coil 42 Switch 43 Relay input / output unit side terminal 44 Relay input / output unit side terminal 45 Engine start control line side Terminal 46 Normal closed terminal 47 Normal open terminal 50 Communication unit 51 Relay control unit 52 Relay set value 53 Cannot be started for each vehicle type Relay 54 Can be started for each vehicle type Relay 55 Relay monitoring unit 56 Relay monitoring execution flag 57 Engine interlocking control unit 58 Relay change prohibited Period 59 Engine stop time 60 Engine

condition re-evaluation period

72a, 72b, 72c Earth terminal 74 Ignition key switch 76 Cutting part 80 Smart key ECU
82 Push start switch 84 Parking position detection sensor 86 Brake switch

Claims

An external relay that switches between a non-bootable state and a bootable state of the system,
A system-mounted device for controlling the external relay,
The power supply installed in the system and
Equipped with
The system-mounted device has an internal relay that controls the external relay.
The internal relay is connected in series with the external relay to form a series circuit, and the series circuit can be supplied with power from the power supply device.
The series circuit is a system characterized in that the series circuit is wired so that power from the power supply device is not supplied when the start operation of the system is not performed.
The system according to claim 1, wherein a start-up operation device for performing a start-up operation is provided between the power supply device and the series circuit.
The system according to claim 1 or 2, wherein the external relay is a normally closed relay.
The system according to any one of claims 1 to 3, further comprising a server that gives a relay control command for switching between a non-startable state and a startable state to the system-mounted device.
The system according to any one of claims 1 to 4, wherein the wiring for supplying power from the power supply device to the series circuit is different from the wiring for supplying power from the power supply circuit to the system-mounted device.
The system according to any one of claims 1 to 5, wherein the power supply device is a power storage device.
The system according to any one of claims 1 to 6, wherein the system includes at least one of a vehicle, a power generation device, and an air conditioner.
The system according to claim 7, wherein the activation operation device includes an ignition key.
The system according to claim 8, wherein the series circuit is connected to the ACC wiring or the IGN wiring of the ignition key.
The wiring that supplies power to
The system according to claim 7, wherein the activation operation device includes a brake switch.
The system according to claim 10, wherein the series circuit is supplied with power from a power supply device via the brake switch.
A step to switch between a non-bootable state and a bootable state of the system by an external relay,
The step of controlling the external relay by the system-mounted device,
A step of controlling the external relay by an internal relay that constitutes a series circuit by connecting the system-mounted device in series with the external relay.
When the start operation of the system is not performed, the step of wiring the series circuit so that the power supply from the power supply device to the series circuit is not performed, and
System control method with.
A system control program characterized in that each step according to claim 12 is executed by a computer.
A storage medium comprising storing the system control program according to claim 13.