JP2015078536A - Electronic key system - Google Patents

Abstract

An electronic key system capable of enabling a second portable device and using a vehicle even when the first portable device cannot be used is provided.
An ECU of a vehicle authenticates the main key when an event determined that the presence / absence of the main key in the passenger compartment should be confirmed, for example, when a door is opened or closed during boarding. Try. When the authentication of the main key 12 is established, the subkey stored in the vehicle-mounted device 42 is maintained in a disabled state. When the authentication of the main key 12 is not established, the sub key 15 housed in the vehicle-mounted device 42 is automatically validated.
[Selection] Figure 1

Description

  The present invention relates to an electronic key system.

  2. Description of the Related Art Conventionally, an electronic key system that performs control such as locking or unlocking a door or starting an engine through wireless communication between a vehicle and an electronic key is known. As described in Patent Documents 1 and 2, there is an electronic key system that is assumed to give the authority to use the vehicle to others.

  In the system of Patent Document 1, when the subkey is taken out from the vehicle-mounted device in a state where the vehicle is matched with the main key, the function of the subkey is automatically enabled and the operation mode of the vehicle is normally set. Transition from mode to function restriction mode. When renting a vehicle to another person, the sub key is lent to the other person. Crime prevention is ensured by limiting the vehicle functions that can be used.

  In the system of Patent Document 2, an ID code of an electronic key (main key) of a specific vehicle is transmitted to another electronic key (subkey) via a mobile communication terminal, so that the other electronic key is used as the electronic key of the specific vehicle. Can be used. When a user of a specific vehicle is away from the vehicle, it is possible to cope with a situation in which the authority to use the specific vehicle is given to others.

JP 2009-269542 A JP 2012-41709 A

  In Patent Document 1, the vehicle and the main key are verified, and in Patent Document 2, the main key ID code is transmitted to the subkey through the portable communication terminal. ing. However, the electronic key systems of Patent Documents 1 and 2 are based on the premise that the main key is in a state in which it can be normally operated and used. For this reason, when the main key does not operate normally for some reason, the sub key cannot be validated and the electronic key system cannot be used.

  An object of the present invention is to provide an electronic key system that enables the use of a vehicle by enabling the second portable device even when the first portable device cannot be used.

  An electronic key system that can achieve the above object includes a first portable device that is normally used, a second portable device that is normally stored in a storage place in a vehicle compartment in a state where the function is disabled, and normally A control device that attempts to authenticate the first portable device through two-way wireless communication with the first portable device and executes control of the vehicle when the authentication is established; and when the authentication is established in the vehicle interior Generate a command signal for invalidating the function of the second portable device, while generating a command signal for validating the function of the second portable device when the authentication is not established in the passenger compartment. And a circuit. In addition, the second portable device includes a control circuit that switches its operation state between a first operation state in which the function is disabled and a second operation state in which the function is enabled based on the command signal. .

  When the first portable device cannot be used for some reason, wireless communication between the first portable device and the vehicle cannot be performed. In this regard, according to the above configuration, when the authentication of the first portable device is not established in the vehicle interior, the second portable device stored in the storage location of the vehicle is automatically validated. The vehicle can be used continuously using the activated second portable device.

  In the electronic key system described above, the control device attempts to authenticate the first portable device when an event has occurred in the vehicle that is determined to confirm whether or not the first portable device is present in the vehicle interior. It may be. The event may include an operation for starting a drive source for driving the vehicle, an operation for stopping the drive source, or an operation for opening the vehicle door after the drive source is stopped. preferable.

According to this configuration, when a predetermined event occurs in the vehicle, the second portable device is automatically validated when authentication of the first portable device is not established in the passenger compartment.
In the electronic key system described above, the control device may be configured such that the vehicle drive source is started after the vehicle door is unlocked and the vehicle door is opened and closed after the drive source is stopped. The authentication of the first portable device may be tried periodically.

  According to this configuration, when the authentication of the first portable device is not established between the time when the user gets on after the door is unlocked and the time when the user finishes driving and gets off, the second portable device is immediately established. The machine is activated.

  In the electronic key system, when the signal generation circuit generates the command signal, the signal generation circuit notifies through an in-vehicle notification device that the operation state of the second portable device is switched, and when a predetermined user operation is detected. The command signal may be supplied to the second portable device.

According to this configuration, since the second portable device is activated by the user's intention, crime prevention is ensured.
In the above electronic key system, the first portable device may be a multi-function portable terminal having a battery as an operating power source.

  In a multi-function mobile terminal such as a mobile phone, a battery that is an operating power source is consumed very much, so that a situation where it does not operate normally is likely to occur. For this reason, when a multifunctional portable terminal is adopted as the first portable device, the above electronic key system is preferable. Even when the multifunctional portable terminal as the first portable device cannot be used, the operation state of the second portable device is switched from the first operation state in which the function is disabled to the second operation state in which the function is enabled. Can do.

  According to the present invention, even when the first portable device cannot be used, the second portable device can be activated and the vehicle can be used.

The block diagram which shows the structure of the electronic key system in one embodiment. The perspective view which shows the storage part of the sub key in one Embodiment. The sequence diagram which shows the procedure which switches the operation state of the sub key in one embodiment.

<First Embodiment>
Hereinafter, a first embodiment in which the electronic key system is applied to a vehicle will be described. An electronic key system is a system for unlocking and locking, for example, a door of a vehicle and starting a driving source for traveling through wireless communication between the vehicle and a portable device.

<Configuration of electronic key system>
As shown in FIG. 1, an electronic key system 11 includes a main key 12 that is a main portable device possessed by a user, an ECU (Electronic Control Unit) 14 provided in a vehicle 13, and a sub key 15 that is a spare portable device. Have.

  The main key 12 includes a control circuit 21, a receiver 22, a transmitter 23, and a battery 24. The receiving unit 22 receives an LF (Low Frequency) band radio signal, here a response request signal Srq transmitted from the vehicle 13. The transmitter 23 transmits a radio signal in the UHF (Ultra High Frequency) band, here a response signal Srp to the response request signal Srq, based on a command from the control circuit 21. When the control circuit 21 receives the response request signal Srq through the receiving unit 22, the control circuit 21 generates a response signal Srp including the identification information ID1 stored in its own memory 21a, and sends the response signal Srp through the transmission unit 23. Send. The battery 24 is an operating power source for the main key 12. The battery 24 may be a primary battery or a secondary battery.

  The ECU 14 is connected to an external transmitter 31, an in-vehicle transmitter 32, and a receiver 33. Further, an engine switch 34, an engine 35, a door lock mechanism 36 and a door courtesy switch 37 are connected to the ECU 14. The vehicle outside transmitter 31 transmits a radio signal in the LF band outside the vehicle compartment. The in-vehicle transmitter 32 transmits an LF band radio signal into the vehicle interior. The receiver 33 receives a radio signal in the UHF band. The engine switch 34 is operated when switching the power position of the vehicle 13 (IG off, ACC on, IG on, engine start). The door lock mechanism 36 locks and unlocks the door based on a command from the ECU 14. The door courtesy switch 37 detects the open / closed state of the door.

  When the vehicle 13 is in a parked state (vehicle power off, all doors closed, door locking), the ECU 14 tries to perform vehicle exterior verification with the main key 12. That is, the ECU 14 transmits the response request signal Srq through the outside transmitter 31 at a predetermined cycle. When the ECU 14 receives the response signal Srp from the main key 12 through the receiver 33, the ECU 14 compares the identification information ID1 included in the response signal Srp with the identification information ID1 stored in its own memory 14a. The ECU 14 permits or unlocks the door unlocking by the door lock mechanism 36 when the verification of the identification information ID1 and ID1 is established.

In addition, the ECU 14 attempts to authenticate the main key 12 when an event (event) determined that it is necessary to check whether or not the main key 12 is present in the passenger compartment occurs in the vehicle.
For example, when it is detected that the door is opened / closed through the door courtesy switch 37 after the door is unlocked through the outside verification of the main key 12, the ECU 14 attempts to check the interior with the main key 12. That is, the ECU 14 transmits the response request signal Srq through the in-vehicle transmitter 32 instead of the out-of-vehicle transmitter 31. When the ECU 14 receives the response signal Srp from the main key 12 through the receiver 33, the ECU 14 compares the identification information ID1 included in the response signal Srp with the identification information ID1 stored in its own memory 14a. The ECU 14 permits switching of the power position of the vehicle 13 through the operation of the engine switch 34 when verification of the identification information ID1, ID1 is established. It is also possible to start the engine 35 through operation of the engine switch 34. Note that the ECU 14 may execute in-vehicle collation when the engine switch 34 is operated after boarding, not when the door is opened and closed during boarding.

  In addition, when the opening / closing of the door is detected after the engine 35 that is being started is stopped, the ECU 14 tries to perform vehicle exterior verification and vehicle interior verification, respectively. The ECU 14 permits or locks the door locking when the vehicle outside verification is established and the vehicle interior verification is not established. On the other hand, the ECU 14 does not permit the locking of the door, for example, a buzzer (not shown) (alarm function) when the outside key verification is not established and the inside key verification is established without permitting the door to be locked because the main key 12 is left behind in the vehicle interior. Is activated. Note that the ECU 14 may execute in-vehicle verification when the engine switch 34 is operated not when the door is opened or closed when the vehicle gets off, but when the engine 35 being started is stopped. In-vehicle verification and external verification for detecting misplacement of the main key 12 may not be performed.

The sub key 15 is provided assuming that the authority to use the vehicle 13 is given to others. Usually, the sub key 15 is stored in the vehicle interior. Specifically, it is as follows.
As shown in FIG. 2, a vehicle-mounted device 42 is provided inside the glove box 41 in the vehicle interior. The sub key 15 is housed inside the vehicle-mounted device 42 by being inserted into an insertion port 42 a that opens to the front of the vehicle-mounted device 42. In a state where the sub key 15 is housed in the vehicle-mounted device 42, for example, when a button 42b provided on the vehicle-mounted device 42 is operated, the sub key 15 is moved from the insertion port 42a by a predetermined amount through the operation of an unillustrated pushing mechanism of the vehicle-mounted device 42. Just jump out. Thereby, the sub key 15 can be extracted from the vehicle-mounted device 42.

  As shown in FIG. 1, the sub key 15 basically has the same configuration as the main key 12. That is, the subkey 15 includes a short-range communication unit 54 that performs short-range wireless communication in addition to the control circuit 51, the reception unit 52, and the transmission unit 53. For example, NFC (Near Field Communication) is adopted as a short-range wireless communication standard. NFC can perform two-way communication within a short communication range of about a few tens of centimeters. The memory 51a of the control circuit 51 stores identification information ID2 unique to the subkey 15. The sub key 15 also has a battery 57 as its operating power source. The battery 57 may be a primary battery or a secondary battery.

  The vehicle-mounted device 42 includes a short-range communication unit 55 and a signal generation circuit 56. The standard of the near field communication unit 55 is the same as that of the near field communication unit 54 provided in the sub key 15. The short-range communication unit 55 is connected to the ECU 14 via the signal generation circuit 56. The signal generation circuit 56 takes in the result of in-vehicle collation of the main key 12 by the ECU 14, that is, the collation result of the identification information ID1 in the passenger compartment, and generates a command signal based on the collation result. The signal generation circuit 56 generates a command signal (first command signal) for invalidating the function of the sub key 15 when the collation result indicates that the collation of the identification information ID1 is established. The signal generation circuit 56 generates a command signal (second command signal) for enabling the function of the sub key 15 when the collation result indicates that the collation of the identification information ID1 is not established. The short-range communication unit 55 wirelessly transmits a command signal generated by the signal generation circuit 56.

  The control circuit 51 of the sub key 15 switches the operation state of the sub key 15 between the first operation state and the second operation state based on a command signal acquired through the short-range communication unit 54. The first operation state is a state in which the function of the sub key 15 is disabled, and the second operation state is a state in which the function of the sub key 15 is enabled. The function here means a communication function through the receiving unit 52 and the transmitting unit 53, for example. Therefore, when the sub key 15 is maintained in the first operation state in which the function is invalid, the sub key 15 cannot perform wireless communication with the vehicle through the reception unit 52 and the transmission unit 53. However, it is possible to perform short-range communication through the short-range communication unit 54 even when the sub key 15 is maintained in the function disabled state. On the other hand, when the sub key 15 is maintained in the second operation state in which the function is valid, the sub key 15 can perform wireless communication with the vehicle through the reception unit 52 and the transmission unit 53. That is, when the control circuit 51 receives the response request signal Srq from the vehicle through the reception unit 52, the control circuit 51 generates the response signal Srp including its own identification information ID2 and transmits the response signal Srp via the transmission unit 53. To do.

  An enabling switch 58 is provided in the vehicle interior. When the enabling switch 58 is operated in the state where the in-vehicle verification of the main key 12 is established, the signal generating circuit 56 sends a command signal S2 indicating that the sub key 15 is to be activated through the short-range communication unit 55 to the sub key 15. Send. That is, it is possible to manually switch the operation state of the sub key 15 from the first operation state in which the function is disabled to the second operation state in which the function is enabled on condition that the in-vehicle verification of the main key 12 is established. It is.

  The ECU 14 also performs authentication through wireless communication in the same manner as the main key 12 with the activated sub key 15. That is, the ECU 14 collates the identification information ID2 included in the response signal Srp from the sub key 15 with the identification information ID2 stored in its own memory 14a. The ECU 14 permits the unlocking of the door or the start of the engine 35 when the validity of the sub key 15 is confirmed by the verification of the identification information ID2 and ID2 being established.

  Note that the ECU 14 may or may not restrict the vehicle functions that can be used when the sub key 15 is authenticated. When restricting the vehicle function, the contents to be restricted include, for example, the number of start times of the engine 35, the maximum speed of the vehicle 13, the travelable distance of the vehicle 13, the opening operation of the glove box, the opening operation of the luggage door, etc. . Whether to restrict the vehicle function is determined based on the product specifications of the vehicle 13 or the like.

<Switching of sub key operation status>
Next, a processing procedure for switching the operation state of the sub key 15 will be described with reference to the sequence diagram of FIG. Here, the case of boarding will be described as an example. Further, the operation state of the sub key 15 is stored in the vehicle-mounted device 42 in a state where the operation state is maintained in the first operation state in which the function is disabled.

  Now, when an event that triggers execution of in-vehicle collation occurs, such as when the opening / closing of the door is detected after the door is unlocked, the ECU 14 attempts to collate with the main key 12 (step S101), The collation result S1 is transmitted to the signal generation circuit 56 (step S102).

  When the signal generation circuit 56 receives the collation result S1 (step S103), the signal generation circuit 56 generates a command signal S2 for the subkey 15 based on the collation result S1 (step S104), and the command signal S2 is transmitted through the short-range communication unit 55. Transmit (step S105). The signal generation circuit 56 generates a command signal S2 for invalidating the function of the sub key 15 when the collation result S1 indicates that the collation of the main key 12 is established, and the collation result S1 is the collation result of the main key 12. If it is to indicate that is not established, a command signal S2 for enabling the function of the sub key 15 is generated.

  When receiving the command signal S2 through the short-range communication unit 54 (step S106), the control circuit 51 of the sub key 15 switches the operation state of the sub key 15 based on the command signal S2 (step S107). When the command signal S2 indicates that the sub key 15 is invalidated, the control circuit 51 maintains the operation state of the sub key 15 in the first operation state where the function is invalidated. In addition, when the command signal S2 indicates that the sub key 15 is to be activated, the control circuit 51 performs the second operation in which the function is enabled from the first operation state in which the function of the sub key 15 is disabled. Switch to state. As a result, similarly to the main key 12, the sub key 15 can exchange radio signals in the LF band and the UHF band with the vehicle 13.

  Even when an engine switch 34 is operated to stop the engine 35 that is being started, or when a door is opened or closed when the user gets off, other events that trigger the execution of in-vehicle verification occur. ECU14 performs each process of step S101-step S107.

<Operation of electronic key system>
Next, the operation of the electronic key system will be described. For example, when the engine 35 is started by getting on and the verification between the main key 12 and the vehicle 13 is not established, the subkey 15 accommodated in the vehicle-mounted device 42 is automatically operated through the processes shown in the sequence diagram of FIG. Is activated automatically. For this reason, even if collation is not established between the main key 12 and the vehicle 13, for example, the engine 35 can be started using the sub key 15. As a situation in which the comparison between the main key 12 and the vehicle 13 is not established, for example, the main key 12 may be broken or a battery as an operation power source may be consumed.

  Further, it is conceivable that the main key 12 does not operate normally during operation of the vehicle 13 even if the main key 12 operates normally when the user gets on and starts the engine 35. Here, as described in the background art section, when a configuration in which the sub key 15 is activated on the assumption that the main key 12 operates normally is adopted, the sub key 15 cannot be activated, so the main key Both 12 and the sub key 15 cannot be used. For this reason, after stopping the engine 35 and getting off, there is a possibility that the door cannot be locked or the engine 35 cannot be started again. In this regard, in this example, the ECU 14 performs in-vehicle verification of the main key 12 even when the opening / closing of the door is detected after the engine 35 is stopped. And ECU14 validates the subkey 15 accommodated in the onboard equipment 42, when the said collation is not materialized. The user can lock the door using the activated subkey 15. The user can also unlock the door again using the activated subkey 15 and start the engine 35.

  As described above, the engine switch 34 is operated when the engine 35 is stopped, not when the opening / closing of the door is detected after the engine 35 is stopped. If a configuration that is sometimes performed is employed, the subkey 15 can be activated at an earlier timing.

  If the main key 12 becomes available again after using the activated subkey 15, such as by changing the battery, the user will have both the normal main key 12 and the activated subkey 15. It will be. When boarding the parked vehicle 13, the door can be unlocked using the main key 12 or the sub key 15. When the user gets into the vehicle 13 and the subkey 15 is stored in the vehicle-mounted device 42, when the comparison between the main key 12 or the subkey 15 and the vehicle 13 is established, each sequence shown in the sequence diagram of FIG. The subkey 15 stored in the vehicle-mounted device 42 is automatically invalidated through the processing.

  There are the following concerns here. For example, for the purpose of reducing power consumption in the vehicle, there may be employed a configuration in which the transmission of the command signal S2 is stopped after a certain period of time has elapsed since the in-vehicle verification was established when boarding. In this case, it is conceivable that a situation may occur in which the sub key 15 cannot receive the command signal S2 due to a delay in the timing of storing the activated sub key 15 in the vehicle-mounted device 42. That is, the subkey 15 is not invalidated and is maintained in an activated state. The user may not be aware that the sub key 15 stored in the vehicle-mounted device 42 is in an activated state, and may ride as it is. However, since it is assumed that the user is on board during driving, there is no problem in crime prevention. Further, when the opening / closing of the door is detected after the engine 35 is stopped, the ECU 14 invalidates the sub key 15 housed in the vehicle-mounted device 42 when the in-vehicle collation of the main key 12 is established. For this reason, the subkey 15 accommodated in the vehicle-mounted device 42 is not maintained in the activated state even after the user gets off.

  Moreover, there are cases where it is desired to lend the vehicle 13 to another person. In this case, the activated sub key 15 can be lent instead of the main key 12. At this time, the main user first uses the main key 12 to unlock the door and get on. Then, on the assumption that the in-vehicle collation of the main key 12 is established, the sub key 15 is activated by operating the enabling switch 58 by the main user. The main user is validated through his / her manual operation and lends the sub key 15 to others. Others can use this activated subkey 15 to start the engine 35. Others use the vehicle 13 using the activated subkey 15 and then return the subkey 15 to the main user. The main user has both the main key 12 and the sub key 15. When the main user gets into the vehicle 13 and stores the subkey 15 in the vehicle-mounted device 42, the subkey 15 is invalidated through each process shown in the sequence diagram of FIG. In this case as well, the sub key 15 stored in the vehicle-mounted device 42 may be maintained in an enabled state due to a delay in the timing of storing the activated sub key 15 in the vehicle-mounted device 42. Conceivable. However, as described above, the sub key 15 is invalidated through in-vehicle verification of the main key 12 when the user gets off the vehicle. For this reason, the subkey 15 accommodated in the vehicle-mounted device 42 is not maintained in the activated state even after the user gets off.

<Effect of Embodiment>
Therefore, according to the present embodiment, the following effects can be obtained.
(1) When an event defined as the presence or absence of the main key 12 in the passenger compartment occurs, the ECU 14 attempts to authenticate the main key 12. When the authentication of the main key 12 is established, the subkey stored in the vehicle-mounted device 42 is maintained in a disabled state. On the other hand, when the authentication of the main key 12 is not established, the sub key 15 accommodated in the vehicle-mounted device 42 is automatically validated. As described above, when the in-vehicle verification normally performed by the electronic key system 11 is not established, it is highly likely that the main key 12 cannot be used for some reason, and the subkey 15 housed in the vehicle-mounted device 42 is automatically enabled. It becomes. The user can continue to use the vehicle 13 using the activated subkey 15. Convenience is also secured.

  By the way, as an event determined that the presence or absence of the main key 12 in the passenger compartment should be confirmed, for example, (A) After the door is unlocked, the door is opened and closed within a certain time (when boarding), (B ) The engine switch 34 may be operated, and (C) the engine 35 may be stopped after operation, or the door may be opened and closed when the vehicle gets off.

  (2) Using the result of in-vehicle collation normally performed by the electronic key system 11 when an event such as a door opening / closing operation during boarding occurs, the operation state of the sub key 15 is changed between the first operation state and the second operation state. It is determined whether it is necessary to switch between them. By utilizing the result of in-vehicle verification that is normally performed by the electronic key system 11, the processing load on the ECU 14 is suppressed. In addition, an increase in power consumption of the main key 12 is suppressed by using in-vehicle collation when an event occurs.

<Second Embodiment>
Next, a second embodiment of the electronic key system will be described. The electronic key system of this example basically has the same configuration as that shown in FIGS. Further, the electronic key system of this example basically executes each process shown in the sequence diagram of FIG. In the sequence diagram of FIG. 3, the execution timing of in-vehicle verification executed by the ECU 14 is different from that of the first embodiment.

  The ECU 14 accurately detects the vehicle after the engine 35 is started after the engine door is unlocked after the vehicle door is unlocked until the vehicle exits after getting on after the door is unlocked. Car interior verification is performed periodically until the door is opened and closed.

  As shown in the sequence diagram of FIG. 3, the ECU 14 periodically attempts in-vehicle collation with the main key 12 (step S101), and transmits the collation result S1 to the signal generation circuit 56 of the vehicle-mounted device 42 (see FIG. 3). Step S102). Thereafter, the operation state of the sub key 15 is switched through the processes of steps S103 to S107 in the sequence diagram of FIG. That is, when the collation result S1 indicates that the regular collation between the ECU 14 and the main key 12 is established, the sub key 15 is maintained in a disabled state. Further, when the collation result S1 indicates that the regular collation between the ECU 14 and the main key 12 is not established, the sub key 15 is activated. However, the validation of the sub key 15 is based on the premise that the in-vehicle collation of the main key 12 has been established even once within a certain time after the door is unlocked.

  As described above, when the regular collation between the ECU 14 and the main key 12 is not established, the sub key 15 housed in the vehicle-mounted device 42 is automatically validated. As a situation in which the periodic verification is not established, for example, it is assumed that the main key 12 breaks down or the battery of the main key 12 is consumed during operation. Further, when the vehicle 13 is stopped with the engine 35 started (idling state), for example, a situation in which the main key 12 is taken out of the passenger compartment by the passenger is also conceivable. Even in these cases, the vehicle 13 can be used using the activated subkey 15. In addition, when the collation between the ECU 14 and the main key 12 is established again in a state where the validated sub key 15 is stored in the vehicle-mounted device 42, the sub key 15 is automatically invalidated.

  In this example, the determination as to whether the subkey based on the collation result at the time of the event occurrence in the first embodiment should be valid may or may not be performed. When the determination at the time of event occurrence is not executed, for example, the following configuration may be adopted. That is, the ECU 14 does not transmit the collation result S1 when the event occurs to the signal generation circuit 56 of the vehicle-mounted device 42, and transmits only the collation result S1 of the regular collation to the signal generation circuit 56.

<Effect of Embodiment>
Therefore, according to the present embodiment, in addition to the effect (1) of the first embodiment, the following effects can be obtained.

  (3) While the user is in the vehicle 13, the ECU 14 periodically performs collation with the main key 12. When the collation is not established, the sub key 15 is automatically activated. For this reason, when the main key 12 becomes unusable during operation, the sub key 15 can be immediately activated. Further, when the main key 12 can be used again, for example, when the battery is exchanged in the passenger compartment, the sub key 15 is immediately invalidated. For this reason, forgetting to invalidate the subkey 15 is avoided.

<Other embodiments>
Note that the first and second embodiments may be modified as follows.
In the first and second embodiments, the signal generation circuit 56 is provided in the vehicle-mounted device 42, but may be provided as a function of the ECU 14. In addition, as long as wireless communication can be performed with the sub key 15 housed in the vehicle-mounted device 42, the mounting position of the short-range communication unit 55 may be appropriately changed and set.

  -When switching the operation state of the sub key 15, you may alert | report that the function of the sub key 15 is validated or invalidated. In this case, as shown by a two-dot chain line in FIG. 1, a notification device 61 such as a display or a speaker is provided in the vehicle interior. The signal generation circuit 56 of the vehicle-mounted device 42 notifies that the sub key 15 is enabled or disabled through the notification device 61. In this way, the user can easily recognize that the operation state of the sub key 15 is switched.

  In the first and second embodiments, the operation state of the sub key 15 is automatically switched based on the collation result of the main key 12, but it may be as follows. That is, as shown by a two-dot chain line in FIG. 1, a determination switch 62 is provided in the vehicle interior. The determination switch 62 is operated when determining to enable or disable the sub key 15. The signal generation circuit 56 prompts through the notification device 61 that the sub key 15 is to be validated or invalidated based on the collation result of the main key 12. For example, when the subkey 15 is stored in the vehicle-mounted device 42 in the invalidated state, the signal generation circuit 56 prompts the subkey 15 to be activated through the notification device 61 when the collation result S1 indicates that the collation is not established. Etc. to the user. When the determination switch 62 is operated as a predetermined user operation, the signal generation circuit 56 transmits a command signal S2 indicating that the sub key 15 is to be activated to the sub key 15 through the short-range communication unit 55. The same applies when invalidating the activated subkey 15. In this way, the user can select whether to enable or disable the subkey 15 by his / her own intention.

  A multifunctional mobile terminal (a so-called smartphone or the like) may be employed as the main key 12. In this case, as indicated by a two-dot chain line in FIG. 1, the reception unit 22 and the transmission unit 23 of the main key 12 which is a multi-function portable terminal are caused to function as a short-range communication unit 63. In addition, the vehicle outside transmitter 31, the vehicle interior transmitter 32, and the receiver 33 of the vehicle 13 are also caused to function as the short-range communication unit 64. Further, the reception unit 52 and the transmission unit 53 of the sub key 15 also function as the short-range communication unit 65. The short-range wireless communication standard is not particularly limited as long as bidirectional communication can be performed within a communication range of about 10 meters, such as Bluetooth (registered trademark). The ECU 14 performs external vehicle verification and vehicle internal verification through short-range wireless communication through the short-range communication units 63 and 64. Here, the multifunctional mobile terminal as the main key 12 has a higher failure risk and a higher degree of battery consumption than a dedicated portable device for vehicle control. For this reason, for example, when the main key 12 cannot be used during the operation of the vehicle 13, the automatic activation of the sub key 15 is particularly effective when a multi-function mobile terminal is used as the main key 12. is there. A secondary battery is often used as an operating power source for the multi-function mobile terminal.

  The electronic key system 11 may be applied to a so-called hybrid vehicle or electric vehicle. In this case, at least one of the engine and the travel motor corresponds to a travel drive source of the vehicle.

  DESCRIPTION OF SYMBOLS 11 ... Electronic key system, 12 ... Main key (1st portable machine), 13 ... Vehicle, 14 ... ECU (control apparatus), 15 ... Sub key (2nd portable machine), 24 ... Battery, 35 ... Engine (vehicle) Driving source for traveling), 41. On-vehicle device (storage location), 51 ... Control circuit, 56 ... Signal generation circuit, 61 ... Notification device.

Claims (6)

A first commonly used portable device;
A second portable device that is normally stored in a storage location in the vehicle interior with the function disabled,
A control device that attempts to authenticate the first portable device through two-way wireless communication with the first portable device, and executes control of the vehicle when the authentication is established;
A command signal for disabling the function of the second portable device is generated when the authentication is established in the passenger compartment, while the function of the second portable device is enabled when the authentication is not established in the passenger compartment. A signal generation circuit for generating a command signal to the effect,
The second portable device has an electronic key provided with a control circuit for switching between the first operation state in which the function is disabled and the second operation state in which the function is enabled based on the command signal. system. The electronic key system according to claim 1.
The electronic key system that attempts to authenticate the first portable device when an event occurs in the vehicle that is determined as whether the first portable device should be confirmed in the passenger compartment of the vehicle. The electronic key system according to claim 2.
The event includes an electronic key system including an operation for starting a drive source for driving a vehicle, an operation for stopping the drive source, or an operation for opening a vehicle door after the drive source is stopped. In the electronic key system according to any one of claims 1 to 3,
The control device includes a first portable device that is connected to the first portable device after the drive source for driving the vehicle is started after the door of the vehicle is unlocked until the door of the vehicle is opened and closed after the drive source is stopped. An electronic key system that periodically attempts authentication. In the electronic key system according to any one of claims 1 to 4,
When the signal generation circuit generates the command signal, the signal generation circuit notifies through an in-vehicle notification device that the operation state of the second portable device is switched, and when a predetermined user operation is detected, the command signal is output to the second signal. Electronic key system to supply to portable devices. In the electronic key system according to any one of claims 1 to 5,
The first portable device is an electronic key system which is a multifunctional portable terminal having a battery as an operating power source.