JP2010132233A - Electronic-key leaving suppression system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electronic-key leaving suppression system for suppressing an occurrence of a situation where a driver leaves an electronic key in a vehicle and gets off the vehicle. <P>SOLUTION: The electronic-key leaving suppression system allows ID verification through radio communications between the vehicle and the electronic key 1. An engine can be operated by an engine switch 35 disposed in the vehicle on condition that the ID verification is established. The electronic-key leaving suppression system includes a key-holding mechanism 3 for holding the electronic key 1 as a place for placing the electronic key 1 in the vehicle and preventing an operation of the engine switch 35 by covering the surface of the engine switch 35 while holding the electronic key 1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an electronic key misplacement suppressing system that suppresses misplacement of an electronic key in a vehicle.

  In recent years, many vehicles are equipped with an electronic key system that uses an electronic key capable of transmitting an ID code unique to the vehicle by wireless communication as a vehicle key. In this electronic key system, when the vehicle receives the ID code transmitted from the electronic key, the vehicle performs ID verification in which the ID code of the electronic key and the ID code registered in advance are checked. If the ID collation is established by matching, control of the in-vehicle device, for example, locking / unlocking the door lock of the vehicle and starting of the engine are permitted or executed (for example, see Patent Document 1).

  This electronic key system does not require any button operation on the electronic key when transmitting the ID code from the electronic key, that is, automatically transmits the ID code from the electronic key. Specifically, in the electronic key system, a request for transmitting an ID code to the electronic key is intermittently transmitted from the vehicle, and when the electronic key receives the request, the electronic key transmits the ID code in response to the request. And the vehicle performs ID verification using this ID code. In this electronic key system, the wireless communication between the vehicle and the electronic key performs narrow-area wireless communication of about several meters, for example.

Further, the electronic key system includes a one-push engine start system that can start and stop the engine only by pushing an engine switch provided in the vehicle. In this one-push engine start system, ID verification is performed with an electronic key that has entered the vehicle, and the engine switch is pushed while the brake pedal is depressed on condition that the ID verification is established. Then the engine starts. For this reason, if the driver carries the electronic key in a pocket of clothes or puts it in a bag or the like, the engine is started.
JP 2002-29385 A

  By the way, in this kind of one-push engine start system, the engine can be started if the electronic key is anywhere in the car, so the driver who rides places the electronic key on the center console in the car. Is also envisaged. At this time, when the driver gets off, it may be possible to leave the electronic key in the car and get off, so to cope with this, depending on the vehicle, for example, an alarm sound is sounded when the key is misplaced. Some have a misplacement suppression system that notifies the driver of misplaced keys. However, for example, when the surrounding noise is large, such as when the vehicle is stopped in a bustle, there is a possibility that the alarm sound may be missed. Therefore, there is a demand for a technique that can more reliably prevent the key from being left behind.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an electronic key misplacement suppression system that makes it difficult for a driver to leave the electronic key in the vehicle and get off the vehicle. .

Hereinafter, means for achieving the above-described object and its operation and effects will be described.
According to the first aspect of the present invention, it is possible to perform ID collation between the vehicle and the electronic key via wireless communication, and on-vehicle operation by the operating means installed in the vehicle on condition that the ID collation is established. In the electronic key misplacement suppression system that enables the operation of the device, the electronic key can be held as a place for the electronic key in the vehicle, and the surface of the operating means is covered in the holding state where the electronic key is held. The gist of the present invention is to provide holding means for disabling the operating means.

  According to this configuration, for example, when the engine is operated as the in-vehicle device, ID verification between the vehicle and the electronic key is established, and the operation unit is operated under this situation. After the engine is operated, the electronic key is held in the holding means where the electronic key is placed, and the operation is shifted to the driving operation. On the other hand, when stopping the engine in an operating state, if the electronic key remains held by the holding means, the electronic key becomes in the way and the operating means cannot be operated. Execute the stop operation. For this reason, when the engine is stopped, it is necessary to remove the electronic key from the holding means. Therefore, when the engine is stopped and the passenger gets off, the driver inevitably takes the electronic key. become. Therefore, it is possible to reduce the occurrence frequency of a situation where the driver leaves the electronic key in the vehicle and gets off.

  According to a second aspect of the present invention, in the electronic key misplacement suppression system according to the first aspect, when the electronic key is held by the holding means, a secondary battery mounted as a power source on the electronic key is charged. The gist is to provide charging means.

  According to this configuration, when the electronic key is held in the holding means, the secondary battery of the electronic key is automatically charged. For this reason, when charging the secondary battery of the electronic key, it is not necessary to impose a special operation or operation for charging on the user, and this is highly convenient in this respect. In addition, the driver actively holds the electronic key in the holding means.

  According to a third aspect of the present invention, in the electronic key misplacement suppressing system according to the second aspect, the gist is that the charging means is a wireless type that charges the electronic key from the operating means by electromagnetic induction. .

  According to this configuration, since the charging means is a wireless type using electromagnetic induction, for example, when a contact type that contacts the contacts is used, for example, a contact failure due to aging may be a problem. However, this configuration hardly causes this problem.

  According to a fourth aspect of the present invention, in the electronic key misplacement suppression system according to the third aspect, the antenna on the vehicle side of the ID verification and the antenna on the vehicle side of the charging means share one antenna. It is the gist of what has been done.

  According to this configuration, since the antenna for ID verification and the antenna for the charging means are shared by one antenna on the vehicle side, it is not necessary to prepare a separate antenna for each of these functions. For this reason, it becomes possible to suppress the number of parts to be small, and it is highly effective in reducing the part cost.

  According to a fifth aspect of the present invention, in the electronic key misplacement suppression system according to the third or fourth aspect, the antenna on the electronic key side of the ID verification and the antenna on the electronic key side of the charging means are 1 The gist is that two antennas are shared.

  According to this configuration, since the antenna for ID verification and the antenna for the charging means are shared by one antenna on the electronic key side, it is not necessary to prepare an individual antenna for each of these functions. For this reason, it becomes possible to suppress the number of parts to be small, and it is highly effective in reducing the part cost.

  According to a sixth aspect of the present invention, in the electronic key misplacement suppression system according to any one of the second to fifth aspects, the charging means performs charging on the condition that the ID verification is established. It is a summary.

  According to this configuration, when the electronic key is held in the holding unit, ID verification is performed between the electronic key and the vehicle, and charging is performed on the condition that this ID verification is established. For this reason, when the electronic key is held in the holding means, charging can be executed only when the electronic key is a regular electronic key. Further, overheating or the like can be avoided when a non-electronic key is held by the holding means.

  According to a seventh aspect of the present invention, in the electronic key misplacement suppression system according to any one of the second to sixth aspects, the charging means is configured to store the electronic key when the electronic key is held by the holding means. The gist is to check the remaining battery level of the secondary battery and to charge the battery when the remaining battery level is not fully charged.

  According to this configuration, when the electronic key is held in the holding means, for example, the remaining battery level of the secondary battery of the electronic key is confirmed by wireless communication between the electronic key and the vehicle, and the remaining battery level is not fully charged. When charging is performed. For this reason, since charging is not performed when the remaining battery level of the electronic key is fully charged, it is possible to avoid unnecessary power feeding.

  ADVANTAGE OF THE INVENTION According to this invention, the electronic key misplacement suppression system which can suppress that a driver misplaces an electronic key in a vehicle and goes out of a vehicle is provided.

Hereinafter, an embodiment in which an electronic key misplacement suppressing system according to the present invention is embodied in an electronic key system will be described with reference to FIGS.
As shown in FIG. 1, the vehicle 2 includes an electronic key that can perform vehicle operations such as locking / unlocking a door lock and starting / stopping an engine without the driver actually operating the vehicle key. The system is installed. In the electronic key system, an electronic key 1 capable of transmitting a key-specific ID code by wireless communication is used as a vehicle key. The electronic key system transmits a request signal Srq as an ID code reply request from the vehicle 2, and when the electronic key 1 receives the request signal Srq, the electronic key 1 includes an ID code including its own ID code in response thereto. In a system in which the code signal Sid is returned to the vehicle 2 by narrow-range wireless communication, and when the ID code of the electronic key 1 matches the ID code of the vehicle 2, the door lock is unlocked and the engine is started or stopped. is there.

  The electronic key system will be described below. The vehicle 2 is provided with a verification ECU (Electronic Control Unit) 21 that performs ID verification when performing narrow-area wireless communication with the electronic key 1. The verification ECU 21 includes an outside LF transmitter 22 embedded in each door of the vehicle 2 and capable of transmitting an LF (Low Frequency) band signal to the outside of the vehicle, and an LF band radio signal embedded in the vehicle under the floor of the vehicle. An in-vehicle LF transmitter 23 capable of transmitting and an RF receiver 24 embedded in a vehicle body or the like behind the vehicle and capable of receiving radio signals in an RF (Radio Frequency) band are connected. The vehicle exterior LF transmitter 22 and the vehicle interior LF transmitter 23 can transmit a request signal Srq from the vehicle exterior LF transmission antenna 22a and the vehicle interior LF transmission antenna 23a to the surroundings. The in-vehicle LF transmitter 22 forms a communication area (external communication area) for the request signal Srq around the vehicle 2, and the in-vehicle LF transmitter 23 forms a communication area (in-vehicle communication area) for the request signal Srq in the entire vehicle interior. The RF receiver 24 demodulates the LF band signal received by its own RF receiving antenna 24a, and outputs the demodulated signal to the verification ECU 21 as received data.

  For example, a touch sensor 26 embedded in a door handle 25 outside the vehicle is connected to the verification ECU 21. The touch sensor 26 detects an operation of touching the vehicle exterior door handle 25 when the driver releases the locked door lock. For example, a lock button 27 provided on the outside door handle 25 is connected to the verification ECU 21. The lock button 27 is pushed when the driver locks the unlocked door lock. For example, a main body ECU 33 that manages door lock locking / unlocking is connected to the verification ECU 21 via an in-vehicle LAN (Local Area Network) 30. The main body ECU 33 controls the door lock device 46 based on a command from the verification ECU 21 to place the door lock in a locked state or an unlocked state.

  On the other hand, the electronic key 1 is provided with a communication control unit 11 as a control unit for performing wireless communication with the vehicle 2 according to the electronic key system. Connected to the communication control unit 11 are an LF reception unit 12 capable of receiving an LF band signal transmitted externally and an RF transmission unit 13 capable of transmitting an RF band signal in accordance with a command from the communication control unit 11. Yes. The LF receiving unit 12 demodulates the LF band signal received by its own LF receiving antenna 12a, and outputs the demodulated signal to the communication control unit 11 as received data. The RF transmitter 13 can modulate the communication data obtained from the communication controller 11 and transmit the RF band ID code signal Sid including the unique ID code of the electronic key 1 from the RF transmitter antenna 13a. is there.

  When the vehicle 2 is parked (the engine is stopped and the door lock is locked), the verification ECU 21 intermittently transmits a request signal Srq for the LF band from the external LF transmitter 22 to form an external communication area around the vehicle 2. To do. When the electronic key 1 enters the outside communication area and receives the request signal Srq by the LF receiver 12, the electronic key 1 includes an ID code registered in its own memory 11a in response to the request signal Srq. An RF band ID code signal Sid is returned from the RF transmitter 13. When the ID code signal Sid is received by the RF receiver 24, the verification ECU 21 compares the ID code registered in its own memory 21a with the ID code of the electronic key 1 and performs ID verification (external vehicle verification). When the verification outside the vehicle is established, the verification ECU 21 sets a verification flag outside the vehicle in the memory 21a for a certain period of time and activates the touch sensor 26 in the standby state for that period. When the activated touch sensor 26 detects that the outside door handle 25 has been touched, the verification ECU 21 outputs a door lock unlocking command to the main body ECU 33. The main body ECU 33 that has received the unlock command drives the door lock device 46 to unlock the locked door lock.

  On the other hand, when the vehicle 2 is in the stopped state (engine stop and door lock unlocked state), the verification ECU 21 transmits a request signal Srq from the outside LF transmitter 22 when detecting that the lock button 27 is pressed. When the verification ECU 21 receives the request signal Srq and recognizes that the verification outside the vehicle has been established in the ID code signal Sid returned by the electronic key 1, it outputs a door lock locking command to the main body ECU 33. Receiving the locking command, the main body ECU 33 drives the door lock device 46 to lock the unlocked door lock.

  Further, the electronic key system includes a one-push engine start system as a function capable of performing an engine start / stop operation only by a simple switch operation without requiring an actual vehicle key operation at the time of engine start / stop operation. The one-push engine start system will be described below. The vehicle 2 includes an engine ECU 31 that performs engine ignition control and fuel injection control, a shift ECU 32 that controls an automatic transmission based on operation of a shift lever, A main body ECU 33 for managing the power supply of the product is provided. The engine ECU 31, the shift ECU 32, and the main body ECU 33 are connected to various ECUs such as the verification ECU 21 through the in-vehicle LAN 30.

  For example, as shown in FIGS. 2 and 3, an engine switch 35 is provided at the driver's seat of the vehicle 2 as an operation means for switching the power supply state (power supply position) of the vehicle 2. Specifically, the engine switch 35 is located on the instrument panel 6 on the left side of the steering column 5. The engine switch 35 is a push operation type that pushes in and operates the switch operation unit 36 that is the operation location, and is connected to the main body ECU 33 via a harness. The engine switch 35 has an engine start / stop operation function for switching the engine to a start state or a stop state, and a power supply transition operation function for switching the power state of the vehicle 2 from an off state to an ACC (Accessory) on state or an IG (ignition) on state. And have.

  As shown in FIG. 1, the main body ECU 33 is connected to a brake sensor 41 that detects an operation amount of a brake pedal. The main body ECU 33 can determine whether or not the brake pedal is depressed based on the pedal depression amount information acquired from the brake sensor 41. The main body ECU 33 is connected to an ACC relay 42 connected to various on-vehicle accessories, an IG relay 43 connected to the engine ECU 31, and a starter relay 44 connected to the starter motor of the engine.

  The verification ECU 21 transmits a request signal Srq from the in-vehicle LF transmitter 23 when, for example, the courtesy switch 45 recognizes that the driver has boarded by opening the door after the vehicle exterior verification is established and the door lock is unlocked. Thus, an in-vehicle communication area is formed throughout the vehicle. When the ID code signal Sid returned by the electronic key 1 entering the in-vehicle communication area is received by the RF receiver 24, the verification ECU 21 compares the ID code registered in the electronic key 1 with the ID code of the electronic key 1. ID verification (in-vehicle verification) is performed. When this in-vehicle collation is established, the collation ECU 21 sets an in-vehicle collation flag in the memory 21a.

  When the main body ECU 33 detects that the driver has pressed the engine switch 35 to switch the power state of the vehicle 2, the main body ECU 33 first confirms whether or not the in-vehicle collation has been established. At this time, the main body ECU 33 recognizes that the in-vehicle collation has been established if it receives a notification from the collation ECU 21 that the in-vehicle collation has been established, but conversely receives a notification from the collation ECU 21 that the in-vehicle collation has not been established. Then, the verification ECU 21 re-executes the in-vehicle verification to reconfirm the success or failure of the in-vehicle verification. Even if the main body ECU 33 causes the verification ECU 21 to re-execute the in-vehicle verification, the main body ECU 33 recognizes that the in-vehicle verification is not established unless it receives a notification from the verification ECU 21 that the in-vehicle verification has been established.

  When the main body ECU 33 detects that the engine switch 35 is pressed while the brake pedal is depressed while the engine is stopped, the main body ECU 33 starts the stopped engine on the condition that the vehicle interior verification is established. Accordingly, an activation signal is output to the engine ECU 31 while the three ACC relays 42, the IG relay 43, and the starter relay 44 are turned on. The engine ECU 31 that has received the start signal confirms the in-vehicle verification result, starts ignition control and fuel injection control, and starts the engine. On the other hand, when the main body ECU 33 detects that the engine switch 35 is pressed while the engine is operating, the main body ECU 33 is provided with three ACC relays 42, an IG relay 43, and a starter on condition that the vehicle 2 is stopped. All the relays 44 are turned off, and the engine is stopped.

  Further, when the main body ECU 33 detects that the engine pedal 35 is pressed only without the brake pedal being depressed when the engine is stopped, the shift lever is operated on the condition that the in-vehicle collation is established. If it is in the P range position, every time the engine switch 35 is pressed, the power supply state is switched in the order of OFF state → ACC ON state → IG ON state in one round of operation. For example, if the engine switch 35 is pressed while the engine is stopped, the power state of the vehicle 2 is switched from the off state to the ACC state. If the engine switch 35 is further pressed again from this state, the vehicle When the power supply state 2 becomes the IG on state and the engine switch 35 is pressed again from this state, the power state of the vehicle 2 returns to the off state.

  In addition, the vehicle 2 is provided with an immobilizer system that performs wireless ID collation using the electronic key 1 and short-range wireless communication. The vehicle 2 equipped with the immobilizer system is provided with the aforementioned verification ECU 21 as a control unit of the immobilizer system. An immobilizer communication device 37 having an immobilizer coil 38 as a vehicle-side antenna is connected to the verification ECU 21. The immobilizer coil 38 is in an attached state in which the immobilizer coil 38 is wound in a ring shape so as to surround the switch operation unit 36 in the casing of the engine switch 35 (see FIG. 3). On the other hand, the electronic key 1 is provided with a short-range wireless communication unit 14 that is capable of receiving and transmitting short-range wireless and connected to the communication control unit 11. In addition, a transponder code used in the immobilizer system is registered in the memory 11a of the communication control unit 11.

  The immobilizer system activates the electronic key 1 with the drive radio wave Siv transmitted from the immobilizer coil 38 by bringing the electronic key 1 close to the immobilizer coil 38 while stepping on the brake pedal, and the activated electronic key 1 returns. The ID verification (immobilizer verification) is performed by comparing the transponder signal Str including the transponder code on the vehicle 2 side. When the engine is started by pressing the engine switch 35, whether or not in-vehicle verification is established is confirmed as an authentication operation before the engine is started. It should be noted that the engine start is permitted as long as immobilizer verification is established, not limited to the condition that in-vehicle verification is established.

  As shown in FIGS. 2 and 3, the engine switch 35 is provided with a key holding mechanism 3 as a holding unit capable of holding the electronic key 1 as a place for the electronic key 1. The key holding mechanism 3 includes a U-shaped frame 3a having an upper opening so as to surround the engine switch 35. The key holding mechanism 3 can be held by being inserted from above. That is, after the engine switch 35 is pressed and the engine is started, the electronic key 1 is inserted and held in the key holding mechanism 3. At this time, the key holding mechanism 3 covers the surface of the engine switch 35 in the holding state in which the electronic key 1 is held, and is an attachment position where the driver cannot operate the engine switch 35. Therefore, when the driver operates the engine switch 35 to stop the engine, the electronic key 1 is removed from the key holding mechanism 3 and the engine stop operation is executed. Therefore, when getting off the vehicle with the engine stopped, the driver inevitably picks up the electronic key 1, and the occurrence frequency of a situation where the electronic key 1 is left in the vehicle and gets off the vehicle is reduced. It becomes possible. Embedded in the key holding mechanism 3 is a holding detection sensor 39 that detects that the electronic key 1 is held, for example, by infrared rays, and outputs a command indicating that the electronic key 1 is in a holding state to the charging control unit 34.

  The vehicle 2 is provided with a charging system as charging means for charging the secondary battery 15 mounted as a power source of the electronic key 1 by electromagnetic induction. The charging system charges the electronic key 1 wirelessly, and the immobilizer communication device 37 and the short-range wireless communication unit 14 of the immobilizer system are shared. The charging system will be described below. The verification ECU 21 of the vehicle 2 is provided with a charging control unit 34 that comprehensively manages the charging system. Connected to the charging control unit 34 are an immobilizer communication device 37 that supplies electric power by electromagnetic induction, and a holding detection sensor 39 that detects a holding state that triggers the start of immobilizer verification and charging processing. The drive radio wave Siv is transmitted when the brake pedal is depressed while the engine is stopped, or when the electronic key 1 is held by the key holding mechanism 3 regardless of the operating state of the engine.

  On the other hand, in the electronic key 1, the driving radio wave Siv received by the short-range wireless communication unit 14 is transformed into a desired voltage and supplied to the secondary battery 15, and the battery is based on the voltage of the secondary battery 15. A battery voltage monitoring unit 17 for measuring the remaining amount is provided. When the short-range wireless communication unit 14 is supplied with electric power by the immobilizer communication device 37 and electromagnetic induction, the electronic key 1 is transformed by the transformer 16 and charged to the secondary battery 15. The communication control unit 11 periodically receives the remaining battery level from the battery voltage monitoring unit 17 and stores it in the memory 11a.

  When the holding detection sensor 39 recognizes that the driver has held the electronic key 1 in the key holding mechanism 3, the charging control unit 34 causes the immobilizer communication device 37 to transmit the driving radio wave Siv. The electronic key 1 is activated when the short-range wireless communication unit 14 receives the driving radio wave Siv, and returns a transponder signal Str to the vehicle 2 to execute immobilizer verification. When the charging control unit 34 confirms that this verification is established, the charging control unit 34 transmits a charging information request signal Sbi as a request for asking the remaining charge of the electronic key 1.

  When receiving the charge information request signal Sbi, the communication control unit 11 transmits the remaining charge information based on the remaining battery level received from the battery voltage monitoring unit 17. At this time, if the secondary battery 15 is not fully charged, the communication control unit 11 enters a charge execution mode until the secondary battery 15 is fully charged, and returns a charge request signal Sbr from the short-range wireless communication unit 14. . When the charging control unit 34 confirms that the charging request signal Sbr has been received under the immobilizer verification condition, it sets a charging flag in the memory 21a. The charging control unit 34 continuously transmits the driving radio wave Siv from the immobilizer communication device 37 while the charging flag is set in the memory 21a, and executes the charging of the electronic key 1.

  In addition, when receiving the charging information request signal Sbi, the communication control unit 11 causes the short-range wireless communication unit 14 to transmit a full charge signal Sbf that notifies that if the secondary battery 15 is fully charged. When receiving the full charge signal Sbf from the electronic key 1, the charging control unit 34 does not continue the transmission of the driving radio wave Siv and does not execute the charging of the secondary battery 15. Furthermore, the communication control unit 11 also transmits a full charge signal Sbf when it is confirmed that the secondary battery 15 is fully charged during charging of the secondary battery 15. When the charging control unit 34 continues to transmit the driving radio wave Siv for charging and receives this full charging signal Sbf, the charging control unit 34 lowers the charging flag of the memory 21a and stops charging the electronic key 1 To. Further, even when the electronic key 1 is removed from the key holding mechanism 3 by the holding detection sensor 39, the charging control unit 34 stops the transmission of the driving radio wave Siv by the immobilizer communication device 37 and stops the charging.

  Next, detailed operation when charging the electronic key 1 with the charging system will be described with reference to the flowcharts shown in FIGS. The flowcharts of FIGS. 3 and 4 are executed after the engine is operated by establishing the ID verification between the vehicle 2 and the electronic key 1 and operating the engine switch 35 in this situation.

  First, the operation on the electronic key 1 side will be described. The electronic key 1 is held by the key holding mechanism 3 after the engine is started (step S10). The electronic key 1 determines whether or not the driving radio wave Siv transmitted from the immobilizer communication device 37 has been received (step S11). When the electronic key 1 does not receive the driving radio wave Siv (step S11: NO), the electronic key 1 waits for reception of the driving radio wave Siv. On the other hand, when the electronic key 1 receives the driving radio wave Siv (step S11: YES), the electronic key 1 is activated and transmits a transponder signal Str (step S12). At this time, if immobilizer collation is established, the vehicle 2 permits engine start and transmits a charging information request signal Sbi from the immobilizer communication device 37.

  When receiving the charging information request signal Sbi (step S13), the electronic key 1 determines whether or not the remaining battery level is fully charged (step S14). That is, when the remaining battery level read from the memory 11a is fully charged (step S14: YES), the communication control unit 11 proceeds to step S18. On the other hand, when the remaining battery level read from the memory 11a is not fully charged (step S14: NO), the communication control unit 11 transmits a charging request signal Sbr from the short-range wireless communication unit 14 (step S15). When the vehicle 2 receives the charging request signal Sbr, the vehicle 2 continuously transmits the driving radio wave Siv from the immobilizer communication device 37.

  When receiving the drive radio wave Siv continuously transmitted from the immobilizer communication device 37, the electronic key 1 charges the secondary battery 15 by electromagnetic induction with the short-range wireless communication unit 14 (step S16). The electronic key 1 determines whether or not the secondary battery 15 is fully charged (step S17). That is, the communication control unit 11 determines whether or not the remaining battery level that is periodically output from the battery voltage monitoring unit 17 is fully charged. If the remaining battery level is not fully charged (step S17: NO), the communication control unit 11 continues charging until the battery is fully charged. On the other hand, when the remaining battery level is fully charged (step S17: YES), the communication control unit 11 transmits a full charge signal Sbf from the short-range wireless communication unit 14 when the battery is fully charged (step S17). S18).

  When the driver stops the engine, the electronic key 1 is obstructed to operate the engine switch 35, so that the electronic key 1 is removed from the key holding mechanism 3 (step S19). As a result, the engine switch 35 is exposed, and the engine switch 35 can be pushed. When the engine switch 35 is operated, the engine that has been operating until then is stopped. The electronic key 1 may be removed from the key holding mechanism 3 before the secondary battery 15 is fully charged.

  Next, the operation on the vehicle 2 side will be described. The vehicle 2 determines whether or not the electronic key 1 is held by the key holding mechanism 3 (step S20). That is, the verification ECU 21 determines whether or not a command indicating that the holding state has been received is received from the holding detection sensor 39. When there is no command indicating that the holding state is in the holding state from the holding detection sensor 39 (step S20: NO), the verification ECU 21 ends the process. On the other hand, when there is a command indicating that the holding state is in the holding state from the holding detection sensor 39 (step S20: YES), the verification ECU 21 transmits the driving radio wave Siv from the immobilizer communication device 37 (step S21). When receiving the driving radio wave Siv, the electronic key 1 is activated and transmits a transponder signal Str from the short-range wireless communication unit 14.

  When the vehicle 2 receives the transponder signal Str (step S22), the vehicle 2 determines whether or not immobilizer verification is established (step S23). That is, the collation ECU 21 collates the transponder codes included in the transponder signal Str, and determines that immobilizer collation is established if they match. If the immobilizer verification is not established (step S23: NO), the verification ECU 21 proceeds to step S29. On the other hand, when the immobilizer verification is established (step S23: YES), the verification ECU 21 transmits the charging information request signal Sbi from the immobilizer communication device 37 (step S24).

  At this time, if the secondary battery 15 is not fully charged, the electronic key 1 transmits a charge request signal Sbr as a charge start request. In addition, if the secondary battery 15 is fully charged, the electronic key 1 transmits a full charge signal Sbf as a charge stop request.

  The vehicle 2 determines which of the charge request signal Sbr and the full charge signal Sbf is transmitted from the electronic key 1 as a reply to the charge information request signal Sbi (step S25). That is, when the verification ECU 21 receives a full charge signal as a reply to the charge information request signal Sbi (step S25: full charge signal Sbf), the verification ECU 21 proceeds to step S29. On the other hand, when the vehicle 2 receives the charge request signal Sbr as a reply to the charge information request signal Sbi (step S25: charge request signal Sbr), the vehicle 2 continuously transmits the drive radio wave Siv (step S26). That is, the charging control unit 34 continuously transmits the driving radio wave Siv from the immobilizer communication device 37 while the charging flag is set in the memory 21a.

  The vehicle 2 determines whether or not the full charge signal Sbf has been received (step S27). That is, when the full charge signal Sbf is received (step S27: YES), the charge control unit 34 lowers the charge flag of the memory 21a and proceeds to step S29. On the other hand, when the full charge signal is not received (step S27: NO), the charging control unit 34 determines whether or not the electronic key 1 is held by the key holding mechanism 3 (step S28). That is, the charge control unit 34 recognizes that the electronic key 1 is in the holding state in the key holding mechanism 3 when there is an instruction from the holding detection sensor 39 that it is in the holding state (step S28: NO), Control goes to step S27. On the other hand, when there is no command indicating that the battery is in the holding state from the holding detection sensor 39 (step S28: YES), the charging control unit 34 proceeds to step S29.

  When the secondary battery 15 of the electronic key 1 is fully charged or the electronic key 1 is removed from the key holding mechanism 3, the vehicle 2 stops transmitting the driving radio wave Siv (step S29). That is, the charging control unit 34 stops the transmission of the driving radio wave Siv from the immobilizer communication device 37.

  In the present embodiment, when the engine is operated, ID verification between the vehicle 2 and the electronic key 1 is established, and the engine switch 35 is operated under this condition. After the engine is operated, the electronic key 1 is held in the key holding mechanism 3 where the electronic key 1 is placed, and the operation is shifted to the driving operation. On the other hand, when stopping the engine in the operating state, if the electronic key 1 remains held in the key holding mechanism 3, the electronic key 1 becomes an obstacle and the engine switch 35 cannot be operated. The engine is removed from the holding mechanism 3 and the engine is stopped. For this reason, when stopping the engine, it is necessary to remove the electronic key 1 from the key holding mechanism 3. Therefore, when stopping the engine and getting off, the driver inevitably holds the electronic key 1. I will pick it up. Therefore, it is possible to reduce the occurrence frequency of a situation where the driver leaves the electronic key 1 in the vehicle and gets off.

As described above, according to the embodiment described above, the following effects can be obtained.
(1) When operating the engine, ID verification between the vehicle 2 and the electronic key 1 is established, and the engine switch 35 is operated under this condition. After the engine is operated, the electronic key 1 is held in the key holding mechanism 3 where the electronic key 1 is placed, and the operation is shifted to the driving operation. On the other hand, when stopping the engine in the operating state, if the electronic key 1 remains held in the key holding mechanism 3, the electronic key 1 becomes an obstacle and the engine switch 35 cannot be operated. The engine is removed from the holding mechanism 3 and the engine is stopped. For this reason, when stopping the engine, it is necessary to remove the electronic key 1 from the key holding mechanism 3. Therefore, when stopping the engine and getting off, the driver inevitably holds the electronic key 1. I will pick it up. Therefore, it is possible to reduce the occurrence frequency of a situation where the driver leaves the electronic key 1 in the vehicle and gets off.

  (2) When the electronic key 1 is held in the key holding mechanism 3, the secondary battery 15 of the electronic key 1 is automatically charged. For this reason, when charging the secondary battery 15 of the electronic key 1, it is not necessary to impose a special work or operation for charging on the user, so that convenience is enhanced in this respect. In addition, the driver actively holds the electronic key 1 in the key holding mechanism 3.

  (3) Since the charging system is a wireless system using electromagnetic induction, for example, when using a contact system in which the contacts are brought into contact with each other, there may be a problem of contact failure due to deterioration over time, for example. This configuration is unlikely to cause this problem.

  (4) Since the ID verification antenna and the charging antenna are shared by one antenna of the immobilizer communication device 37 on the vehicle 2 side, it is not necessary to prepare separate antennas for each of these functions. For this reason, it becomes possible to suppress the number of parts to be small, and it is highly effective in reducing the part cost.

  (5) Since the ID verification antenna and the charging antenna are shared by one antenna of the short-range wireless communication unit on the electronic key 1 side, it is not necessary to prepare an individual antenna for each of these functions. For this reason, it becomes possible to suppress the number of parts to be small, and it is highly effective in reducing the part cost.

  (6) When the electronic key 1 is held in the key holding mechanism 3, ID collation is performed between the electronic key 1 and the vehicle 2, and charging is executed on the condition that the ID collation is matched. For this reason, when the electronic key 1 is held in the key holding mechanism 3, charging can be performed only when the electronic key 1 is used. Further, overheating or the like can be avoided when a key other than the electronic key 1 is held by the key holding mechanism 3.

  (7) When the electronic key 1 is held in the key holding mechanism 3, the remaining battery level of the secondary battery 15 of the electronic key 1 is confirmed by wireless communication between the electronic key 1 and the vehicle 2, and the remaining battery level is Charge when not fully charged. For this reason, since charging is not performed when the remaining amount of the secondary battery 15 of the electronic key 1 is fully charged, it is possible to avoid unnecessary power feeding.

In addition, the said embodiment can be implemented with the following forms which changed this suitably.
In the above embodiment, the conditions for charging the vehicle 2 are that the electronic key 1 is held in the key holding mechanism 3 and immobilizer verification is established, but instead of immobilizer verification, the indoor verification is performed. Other ID verification establishments such as establishment may be used.

  In the above embodiment, the engine switch 35 is provided on the instrument panel 6 on the left side of the steering column 5, but the engine switch 35 is connected to the center console 7 between the driver seat and the passenger seat as shown by the broken line in FIG. May be provided.

  In the embodiment described above, the frame 3a can be held by inserting the key holding mechanism 3 from above, but the key holding mechanism 3 is engaged with the electronic key 1 and the engine switch 35, respectively. It may be configured such that a holding state can be obtained by engaging these engaging portions.

  In the above embodiment, the holding detection sensor 39 is an infrared type. However, when the electronic key 1 is held in the key holding mechanism 3, a contact type switch that abuts the electronic key 1 and outputs a detection signal is used. May be.

  In the above embodiment, the key holding mechanism 3 includes the holding detection sensor 39, and when the holding detection sensor 39 detects that the electronic key 1 is held in the key holding mechanism 3, the driving radio wave Siv is transmitted. However, the drive radio wave Siv may be transmitted periodically and the holding detection sensor 39 may be omitted.

  In the above configuration, as shown in FIG. 6, a configuration in which the RF transmission unit 13 that performs the short-range wireless communication of the electronic key 1 and the short-range wireless communication unit 14 that performs the short-range wireless communication are shared as the RF communication unit 19. May be adopted. According to this configuration, it is not necessary to prepare an individual antenna for each function, so that the number of parts can be reduced and the effect of reducing parts is high.

  In the above configuration, a configuration may be adopted in which the LF receiving unit 12 that performs the short-range wireless communication of the electronic key 1 and the short-range wireless communication unit 14 that performs the short-range wireless communication are shared as the LF communication unit. According to this configuration, it is not necessary to prepare an individual antenna for each function, so that the number of parts can be reduced and the effect of reducing parts is high.

  In the above-described embodiment, the key holding mechanism 3 that disables the operation of the engine switch 35 in the holding state in which the electronic key 1 is held in the engine switch 35 as an operation unit that operates the engine as the vehicle-mounted device is provided. However, the in-vehicle device is not limited to the engine, and for example, a key holding mechanism that disables the operation of the in-vehicle door handle in the holding state in which the electronic key 1 is held in the in-vehicle door handle as an operation means for operating the door as the in-vehicle device. 3 may be provided.

  In the above embodiment, the remaining battery level of the secondary battery 15 of the electronic key 1 is confirmed by wireless communication between the electronic key 1 and the vehicle 2, and charging is performed when the remaining battery level is not fully charged. However, charging may be performed without checking the remaining battery level of the secondary battery 15.

  In the above embodiment, when the electronic key 1 is held in the key holding mechanism 3, ID verification is performed between the electronic key 1 and the vehicle 2, and charging is performed on the condition that this ID verification is established. However, charging may be performed without performing ID verification.

  In the above embodiment, the antenna for ID collation and the antenna for the charging system are shared by one antenna of the short-range wireless communication unit 14 on the electronic key 1 side. Each antenna of the charging system may be an individual antenna.

  In the above embodiment, the ID verification antenna and the charging system antenna are shared by one antenna of the immobilizer communicator 37 on the vehicle 2 side, but the ID verification antenna and the charging system antenna on the vehicle 2 side. May be individual antennas.

In the above embodiment, the charging system is a wireless system using electromagnetic induction. However, for example, another system such as a contact system that contacts each other may be used.
In the above embodiment, when the electronic key 1 is held in the key holding mechanism 3, the secondary battery 15 of the electronic key 1 is charged. However, the secondary battery 15 is not charged. Also good.

The block diagram which shows the structure of an electronic key misplacement suppression system. The perspective view which shows a driver's seat. The expansion perspective view which shows an engine switch. The flowchart which shows operation | movement of an electronic key. The flowchart which shows operation | movement of a vehicle. The block diagram which shows the structure of an electronic key misplacement suppression system.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Electronic key, 2 ... Vehicle, 3 ... Key holding mechanism, 11 ... Communication control part, 12 ... LF receiving part, 13 ... RF transmission part, 14 ... Short-range wireless communication part, 15 ... Secondary battery, 16 ... Transformer , 17 ... Battery voltage monitoring unit, 21 ... Verification ECU, 22 ... Outside LF transmitter, 23 ... Inside LF transmitter, 24 ... RF receiver, 25 ... Door handle outside vehicle, 26 ... Touch sensor, 27 ... Lock button, DESCRIPTION OF SYMBOLS 30 ... In-vehicle LAN, 31 ... Engine ECU, 32 ... Shift ECU, 33 ... Main body ECU, 34 ... Charge control part, 35 ... Engine switch, 36 ... Switch operation part, 37 ... Immobilizer communicator, 38 ... Immobilizer coil, 39 ... Holding detection sensor, 41 ... Brake sensor, 42 ... ACC relay, 43 ... IG relay, 44 ... Starter relay, 45 ... Courtesy switch, 46 ... Door lock Location.

Claims (7)

An electronic key that allows ID verification between a vehicle and an electronic key via wireless communication, and allows operation of an in-vehicle device with an operating means installed in the vehicle, provided that the ID verification is established. In the misplacement suppression system,
The electronic key can be held as a place for placing the electronic key in a vehicle, and has a holding unit that covers the surface of the operating unit in a holding state in which the electronic key is held and disables the operating unit. Electronic key misplacement suppression system. In the electronic key misplacement suppression system according to claim 1,
An electronic key misplacement suppression system comprising: charging means for charging a secondary battery mounted as a power source on the electronic key when the electronic key is held in the holding means. In the electronic key misplacement suppression system according to claim 2,
The electronic key misplacement suppression system, wherein the charging means is a wireless system that charges the electronic key from the operating means by electromagnetic induction. In the electronic key misplacement suppression system according to claim 3,
The electronic key misplacement suppression system, wherein the vehicle side antenna for the ID verification and the vehicle side antenna of the charging means share one antenna. In the electronic key misplacement suppression system according to claim 3 or 4,
The electronic key misplacement suppression system, wherein the antenna on the electronic key side of the ID verification and the antenna on the electronic key side of the charging means are shared. In the electronic key misplacement suppression system according to any one of claims 2 to 5,
The charging means performs charging on condition that the ID verification is established. An electronic key misplacement suppression system. In the electronic key misplacement suppression system according to any one of claims 2 to 6,
When the electronic key is held by the holding unit, the charging unit checks a remaining battery level of the secondary battery of the electronic key, and performs charging when the remaining battery level is not fully charged. Electronic key misplacement suppression system.

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