Seating position determination system, vehicle control device, seating position determination method, recording medium

Abstract

This invention relates to a seating position determination system, a vehicle control device, a seating position determination method, and a recording medium. When a door is opened according to a predetermined procedure, the intelligent ECU (4) uses an external communication unit located at the door that was opened (i.e., the target door) to perform authentication processing of the smart key (3). Furthermore, based on the identification information of the smart key (3) obtained through the authentication process, the intelligent ECU (4) identifies the user who is scheduled to sit in the seat corresponding to the target door. When the target door is closed, the intelligent ECU (4) narrows its search to the aforementioned smart key (3) using an internal communication unit, thereby determining the user's seating position.

Description

[0001] Cross-reference to related applications

[0002] This application is based on Japanese Patent Application No. 2020-196191, filed on November 26, 2020, the contents of which are incorporated herein by reference in their entirety. Technical Field

[0003] This disclosure relates to a technique for determining the seating position of a user who has boarded a vehicle by wirelessly communicating with a portable device that functions as a key to the vehicle. Background Technology

[0004] Patent Document 1 discloses an electronic key system for vehicles that unlocks the doors of a vehicle based on successful authentication via wireless communication between a device mounted on the vehicle and a portable device carried by the user of the vehicle and corresponding to the device.

[0005] Furthermore, Patent Document 1 discloses a structure as an application example of an electronic key system for vehicles: the vehicle-mounted unit obtains the user's identification information from a portable device to determine the user who will use the vehicle next, and automatically changes the driving environment inside the vehicle to the user's preferred driving environment. In addition, as a prerequisite, the vehicle-mounted unit pre-registers driving environment settings for each user, corresponding to the user's identification information. The driving environment in Patent Document 1 includes the driver's seat position, steering wheel position, air conditioning settings, etc.

[0006] Patent Document 1: Japanese Patent Application Publication No. 2009-274557

[0007] Patent Document 1 does not envision a scenario where multiple users simultaneously board the vehicle. Therefore, in the case of multiple users, each possessing a portable device, boarding the vehicle, it is impossible to determine which of the multiple users will be seated in the driver's seat.

[0008] Furthermore, to minimize power consumption of the portable devices and onboard units, vehicle electronic key systems are sometimes configured to stop searching for other portable devices if even one of multiple portable devices has been confirmed to be present in the vehicle. In this configuration, only the initial passenger is recognized as an occupant. However, this also presents a problem: if the initial passenger is seated in a seat other than the driver's seat (e.g., the front passenger seat), the environment around the driver's seat is adjusted to match that user's settings. In other words, a user who is not the driver is treated as the driver.

[0009] As a proposed structure for detecting all passengers, the following structure is also considered: even if the presence of a portable device in the carriage has been confirmed, a search signal will continue to be sent to detect other portable devices.

[0010] However, in the above-described structure, the increased communication frequency leads to increased power consumption of the vehicle-mounted unit. The more portable devices associated with the vehicle, the more significant this power consumption issue becomes. Furthermore, in the described structure, even if multiple users and their numbers can be determined, the seating position of each user, such as who is the driver and who is the front passenger, cannot be determined. Summary of the Invention

[0011] This disclosure is made based on this situation, and its purpose is to provide a seating position determination system, a vehicle control device, a seating position determination method, and a recording medium that can suppress power consumption and determine the seating position of each user in a vehicle.

[0012] As an example, a seating position determination system for achieving this purpose determines the seating position of each user in a vehicle based on the reception status of wireless signals from multiple portable devices carried by multiple users. The system includes: multiple external communication units disposed on the exterior of the vehicle and configured to wirelessly communicate with the portable devices; at least one internal communication unit disposed inside the vehicle and configured to wirelessly communicate with the portable devices; and a control device that controls the operation of the external and internal communication units. The control device includes: a portable device detection unit that, based on the communication results between the external and internal communication units, detects the wireless signals received from multiple portable devices outside the vehicle. The system includes a vehicle status acquisition unit that detects a portable device within a specified distance from the vehicle door as a target device and determines the target device's location; a vehicle status acquisition unit that acquires a boarding signal from specified onboard sensors indicating the possibility of any one of multiple users boarding the vehicle; an entry determination unit that, based on the boarding signal acquired by the vehicle status acquisition unit, determines whether the target device has entered the vehicle by communicating with the target device through an in-vehicle communication unit; and a seating position determination unit that, based on the entry determination unit's determination that the target device is present in the vehicle, determines the target seat, which corresponds to the location of the target device outside the vehicle detected by the portable device detection unit, as the seating position of the user corresponding to the target device.

[0013] Based on the above structure, the seating position of the user holding the laptop is determined according to the position immediately before boarding and the location of the laptop. For example, if the laptop is located near the front passenger door before boarding, the seating position of the user associated with the laptop is determined to be in the front passenger seat. With this structure, the seating position of each user can be determined; in other words, the occupant of each seat can be identified. Furthermore, in the above structure, the vehicle status acquisition unit uses the acquisition of a boarding signal as a trigger to perform a search within the vehicle compartment targeting laptops that were detected to be outside the compartment before the boarding signal was acquired. Since laptops that were not detected to be outside the compartment before the boarding signal was acquired can be removed from the search targets within the vehicle compartment immediately after the boarding signal is acquired, power consumption in the control device equivalent to the vehicle's onboard unit can be suppressed.

[0014] Furthermore, as an example, a vehicle control device for achieving the above-mentioned objective is a vehicle control device that determines the seating position of each user based on the reception status of wireless signals from multiple portable devices carried by multiple users of the vehicle. It includes: an in-vehicle communication unit for communicating with multiple external communication units and at least one in-vehicle communication unit; the multiple external communication units are disposed on the exterior of the vehicle and configured to wirelessly communicate with the portable devices; at least one in-vehicle communication unit is disposed inside the vehicle compartment and configured to wirelessly communicate with the portable devices; and a portable device detection unit that, based on the communication results between the external communication units and the portable devices, detects the seating position of each user outside the vehicle. The system includes a portable device detection unit that detects a mobile phone within a specified distance from the door as a target device and determines the location of the target device; a vehicle status acquisition unit that acquires a boarding signal from a specified vehicle sensor indicating the possibility of any one of multiple users boarding the vehicle; an entry determination unit that, based on the boarding signal acquired by the vehicle status acquisition unit, communicates with the target device via an in-car communication unit to determine whether the target device has entered the car; and a seating position determination unit that, based on the entry determination unit's determination that the target device exists in the car, determines the target seat, which corresponds to the location of the target device outside the car detected by the portable device detection unit, as the seating position of the user corresponding to the target device.

[0015] The aforementioned vehicle control device possesses the same technical features as the control device in the aforementioned seating position determination system. Therefore, it achieves the same effect through the same operation as the aforementioned seating position determination system.

[0016] The seating position determination method for achieving the above objective is a seating position determination method executed by at least one processor for determining the seating position of each user sitting in a vehicle based on the reception status of wireless signals from multiple portable devices carried by multiple users. The method includes: acquiring data indicating the communication status with the portable devices from each of a plurality of external communication devices disposed on the exterior of the vehicle and configured to wirelessly communicate with the portable devices; acquiring data indicating the communication status with the portable devices from at least one internal communication device disposed inside the vehicle and configured to wirelessly communicate with the portable devices; and, based on the communication status between the external communication devices and the portable devices, detecting portable devices existing outside the vehicle within a predetermined distance from the vehicle door as target devices, and determining the target devices. Location; acquiring a boarding signal from designated onboard sensors indicating the possibility of any one of multiple users boarding the vehicle, and detecting the occupancy status of each seat based on the output signal of a seating sensor indicating whether the seat is occupied; determining whether the target vehicle has entered the vehicle by communicating with the vehicle's in-car communication unit based on the acquired boarding signal; determining the target vehicle's seat as the user's seat corresponding to the location of the target vehicle outside the vehicle based on the determination that the target vehicle is present in the vehicle; and determining that the user who has been determined to be seated is unknown if, after the door corresponding to the seat is closed, the output signal of the seating sensor also indicates that the target seat is empty.

[0017] The recording medium for achieving the above objectives records a control program, which includes commands to cause at least one processor to execute the following: acquire data indicating the communication status with a user-carried portable device from each of a plurality of external communication devices configured to wirelessly communicate with the portable device located on the exterior surface of the vehicle; acquire data indicating the communication status with a user-carried portable device from at least one internal communication device located inside the vehicle compartment and configured to wirelessly communicate with the portable device; detect a portable device located outside the vehicle compartment within a predetermined distance from the vehicle door as a target device based on the communication status between the external communication devices and the portable device, and determine the location of the target device; acquire data indicating the communication status with a user-carried portable device from a predetermined onboard sensor. The system detects the possibility of any user boarding the train by receiving a boarding signal and checks the occupancy status of each seat based on the output signal of a seating sensor indicating whether the seat is occupied. Based on the acquisition of the boarding signal, the system communicates with the target machine within the carriage to determine whether the target machine has entered the carriage. If the target machine is determined to be inside the carriage, the target seat, which corresponds to the location of the target machine outside the carriage, is identified as the seating position of the user corresponding to the target machine. Furthermore, if, after the door corresponding to the seat is closed, the output signal of the seating sensor also indicates that the target seat is empty, the seat is determined to be occupied by an unknown user.

[0018] Furthermore, the reference numerals in parentheses in the technical solution indicate the correspondence between the specific units described in the embodiments described later as a method, and do not limit the technical scope of this disclosure. Attached Figure Description

[0019] Figure 1 This is a diagram that roughly represents the overall structure of the vehicle electronic key system 1.

[0020] Figure 2 This is a block diagram representing the structure of smart key 3.

[0021] Figure 3 This is a block diagram representing the structure of vehicle system 2.

[0022] Figure 4 This is a conceptual diagram representing an example of the location of LF transmitters and the communication area of ​​each LF transmitter.

[0023] Figure 5 This is a functional block diagram representing the structure of the intelligent ECU4.

[0024] Figure 6 This is a flowchart regarding the proximity detection process.

[0025] Figure 7 This is a flowchart regarding the decision-making process when the application is enabled.

[0026] Figure 8 This is a flowchart regarding the decision-making process when the device is closed.

[0027] Figure 9 This diagram illustrates the operation of the seating position determination unit F6, which determines the seating position for a series of actions performed by a user from approaching the vehicle (Hv) until boarding the vehicle.

[0028] Figure 10 This is a diagram showing the working results of the seating position determination unit F6, which represents a series of actions taken by the user from approaching the vehicle Hv until boarding the vehicle.

[0029] Figure 11 This is a block diagram representing a variant of the intelligent ECU4.

[0030] Figure 12 This is a flowchart regarding the lock-picking correction process.

[0031] Figure 13 This is a diagram representing a variation of the system structure.

[0032] Figure 14 This is a diagram representing a variation of the system structure. Detailed Implementation

[0033] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Figure 1 This is a conceptual diagram illustrating the outline of an electronic key system 1 for a vehicle that applies the seating position determination system disclosed herein. Figure 1 As shown, the vehicle electronic key system 1 includes an in-vehicle system 2 installed in a vehicle Hv used by multiple users, and smart keys 3A to 3D carried by multiple users A to D respectively.

[0034] The users here are those who are pre-registered with the vehicle system 2 as users of vehicle Hv. As an example, let's say there are four registered users A to D. Smart keys 3A to 3D are portable devices that function as keys (physically electronic keys) for vehicle Hv and are associated with the vehicle system 2. Smart keys 3A to 3D correspond sequentially to users A to D. For example, smart key 3D is a portable device owned by user D. Without distinguishing between each of smart keys 3A to 3D, they are simply recorded as smart key 3. Furthermore, the number of smart keys 3 associated with the vehicle system 2 is not limited to four. The number of smart keys 3 can also be 2, 3, 5, or more.

[0035] The vehicle system 2 and multiple smart keys 3 each have a structure for implementing wireless communication using radio waves in mutually defined frequency bands. Specifically, the vehicle system 2 has the function of transmitting signals at a defined frequency belonging to the LF (Low Frequency) band and receiving signals in the UHF (Ultra High Frequency) band transmitted from the smart keys 3. Furthermore, in the vehicle (Hv), the transmission range of the LF band signals is limited to a defined range inside the passenger compartment and around the vehicle. The smart keys 3 have the function of receiving LF band signals transmitted from the vehicle system 2 and sending back signals at a defined frequency belonging to the UHF band to the vehicle system 2. Here, the LF band refers to the frequency band below 300kHz, and also includes frequencies such as 20kHz to 30kHz. The UHF band refers to 300MHz to 3GHz.

[0036] In the vehicle electronic key system 1, the LF band frequencies used for transmitting signals from the vehicle system 2 to the smart key 3 are, for example, 125kHz or 134kHz. Additionally, the UHF band frequencies used for transmitting signals from the smart key 3 to the vehicle system 2 are, for example, 315MHz or 920MHz. Here, as an example, 125kHz is used as the frequency for transmitting signals from the vehicle system 2 to the smart key 3. Furthermore, 315MHz is used as the frequency for transmitting signals from the smart key 3 to the vehicle system 2. Here, as an example, a method is disclosed where the vehicle system 2 and the smart key 3 implement bidirectional wireless communication using both LF and UHF band radio waves; however, the frequencies used for wireless communication between the vehicle system 2 and the smart key 3 can be appropriately changed.

[0037] The vehicle system 2 authenticates the smart key 3 via wireless communication. Furthermore, based on successful authentication of the smart key 3, the vehicle system 2 implements prescribed vehicle controls for user access to the vehicle (Hv). These vehicle controls include locking and unlocking doors, starting the engine, etc. The authentication of the smart key 3 by the vehicle system 2 can be performed, for example, through a challenge-response method. Since the authentication process involves comparing the code generated in the smart key 3 with the code stored or generated in the vehicle (Hv), it can also be called a comparison process. Details of the authentication process will be described later. Successful authentication of the smart key 3 is equivalent to determining that it is a legitimate smart key 3.

[0038] Furthermore, as preparation for authentication processing, both the smart key 3 and the vehicle system 2 store encryption keys for authentication processing. These encryption keys can be different for each smart key 3. Additionally, each smart key 3 is assigned a unique identification number (hereinafter, key ID), which is registered in the vehicle system 2. The key ID is different for each smart key 3. Furthermore, the encryption key described above can be the key ID, or it can be prepared separately from the key ID. For example, the key ID can be represented by 1 to 4 digits, while the encryption key is a bit string with a length of 5 or more digits. The key ID and the encryption key constitute the identification information of the smart key 3. Furthermore, the response code generated using the encryption key (described later) can also be included in the identification information.

[0039] Furthermore, the vehicle system 2 determines each user's seating position via wireless communication with the smart key 3. Then, once the user's seating position is determined, the system automatically adjusts the interior environment, such as the seating position, to match the user's preferences, based on the vehicle's settings data corresponding to that user. For example, if user B's seating position is determined to be the driver's seat, user B's settings are applied to the driver's seat position, steering wheel height, and other surrounding environment. Similarly, if user A's seating position is determined to be the passenger seat, user A's settings are applied to the passenger seat position, the temperature and direction of the air conditioning air vents facing the passenger seat, and other vehicle equipment that creates the surrounding environment.

[0040] Furthermore, determining that a user's seating position is the driver's seat is equivalent to determining that the user is the driver for this trip. Here, "trip" refers to the entire journey of the vehicle (Hv) from the start of travel to its stop. Additionally, determining each user's seating position is equivalent to determining their occupant attributes (hereinafter, occupant attributes). Specifically, occupant attributes are attributes corresponding to seating positions, such as whether the user is riding in the driver's seat, the front passenger seat, or a rear seat. Furthermore, determining each user's seating position is equivalent to determining the person occupying each seat. Here, the person occupying a particular seat is equivalent to the user using that seat; in other words, it is equivalent to the user who is currently seated / planned to sit in that seat.

[0041] The specific structure and operation of each element are described below. Furthermore, in this embodiment, as an example, the vehicle Hv is defined as a motor-powered vehicle, but the vehicle Hv can also be a hybrid vehicle or an electric vehicle. Here, a motor-powered vehicle refers to a vehicle that only has an engine as its power source, while a hybrid vehicle refers to a vehicle that has both an engine and a motor as its power sources. Diesel vehicles are also included in motor-powered vehicles. An electric vehicle refers to a vehicle that only has a motor as its drive source. As yet another example, the vehicle Hv is defined as a vehicle with a driver's seat on the right side, but the vehicle Hv can also be a vehicle with a driver's seat on the left side. The vehicle Hv can also be a privately owned vehicle, or a vehicle used in a car-sharing service. Additionally, it can be a rental car or a company vehicle owned by a corporate organization.

[0042] <Structure of Smart Key 3>

[0043] First, the structure of the smart key 3 will be explained. For example... Figure 2 As shown, the smart key 3 includes an operation unit 31, a key-side receiver 32, a key-side control unit 33, and a key-side transmitter 34. The key-side control unit 33 is connected to the key-side receiver 32 and the key-side transmitter 34 respectively to enable communication.

[0044] The operation unit 31 is a structure for receiving user operations on the smart key 3. The operation unit 31 may be, for example, a push-button switch. For instance, a user can use the remote keyless entry function to lock / unlock the doors of the vehicle (HV) by pressing the switch that serves as the operation unit 31. The operation unit 31 may also have multiple switches. For example, the operation unit 31 may include a lock switch for locking the doors of the vehicle (HV) and an unlock switch for unlocking the doors of the vehicle (HV). Alternatively, the operation unit 31 may be implemented using a combination of a display and a touch panel. The smart key 3 provides a so-called remote keyless entry system that performs controls such as locking / unlocking the doors by wirelessly transmitting a remote control signal corresponding to the user-operated switch to the smart ECU 4.

[0045] The key-side receiver 32 is a structure for receiving wireless signals (hereinafter, LF signals) belonging to a specified frequency (here, 125kHz) in the LF band transmitted from the vehicle system 2. The key-side receiver 32 is implemented using an antenna for receiving the LF signal and a circuit for demodulating the received signal (so-called demodulation circuit). The key-side receiver 32 extracts data contained in the received signal by performing specified processing such as analog-to-digital conversion, demodulation, and decoding on the signal received through the antenna. Then, the extracted data is provided to the key-side control unit 33.

[0046] If the key-side control unit 33 receives a received signal from the key-side receiver 32, it generates a baseband signal corresponding to the received signal as a response signal and outputs this baseband signal to the key-side transmitter 34. For example, if the key-side receiver 32 receives a response request signal sent from the vehicle system 2, the key-side control unit 33 generates a baseband signal corresponding to the content of the received response request signal as a response signal and outputs it to the key-side transmitter 34. This baseband signal as a response signal is subjected to predetermined modulation processing by the key-side transmitter 34 and transmitted as a wireless signal.

[0047] Furthermore, upon receiving a response request signal containing a challenge code (described later) sent from the vehicle system 2, the key-side control unit 33 generates a baseband signal containing a response code generated using an encryption key pre-registered in the smart key 3. The baseband signal containing the response code (the so-called response signal) generated by the key-side control unit 33 is output to the key-side transmitter 34 and transmitted as a wireless signal.

[0048] The key-side control unit 33 can be implemented using a computer equipped with a CPU (Central Processing Unit), RAM (Random Access Memory), and ROM (Read Only Memory). Alternatively, the key-side control unit 33 can also be implemented using one or more ICs, FPGAs, etc.

[0049] The key-side transmitter 34 is a structure used by the smart key 3 to transmit a wireless signal belonging to a specified frequency (315MHz in this case) within the UHF band to the vehicle system 2. The key-side transmitter 34 modulates and frequency-converts the baseband signal input from the key-side control unit 33, converting it into radio waves and radiating it into space. The key-side transmitter 34 is implemented using an antenna and modulation circuitry. The wireless signal transmitted by the key-side transmitter 34 is also called an RF signal. RF is an abbreviation for Radio Frequency.

[0050] The smart key 3 can take various shapes, such as a flat cuboid, a flat oval (a key fob type), or a card. The smart key 3 is a device carried by the user and functions as an electronic key for the vehicle's HV (Hardware Vehicle). Specifically, its function as an electronic key for the vehicle HV is to send back information (e.g., a response code) proving it is the key for the vehicle HV upon request from the vehicle system 2. The response signal can also include the key ID as the sending source information separately from the response code. However, if the key ID is used in generating the response code, the response code itself can function as identification information for the smart key 3, the sending source. Therefore, if the key ID is used as the encryption key for generating the response code, the response signal does not need to include the key ID separately from the response code. The smart key 3 is configured to send a signal containing identification information such as the key ID and response code, which the smart ECU 4 can use to determine the sending source.

[0051] In addition, the Smart Key 3 can also be an information processing terminal such as a smartphone or tablet. Furthermore, the Smart Key 3 can also be configured as a wearable device worn on a user's finger, arm, or other similar surface. The Smart Key 3 is essentially a portable device.

[0052] <Structure of Vehicle System 2>

[0053] Next, the structure of vehicle system 2 will be described. For example... Figure 3 As shown, the vehicle system 2 includes an intelligent ECU 4, an external transmitter 5, an internal transmitter 6, a receiver 7, vehicle sensors 8, an HMI system 9, an air conditioning ECU 10, a body ECU 11, and a body system motor 12. Vehicle sensors 8 are sensors that detect the vehicle's Hv status, including touch sensors 81, door buttons 82, seating sensors 83, and door control switches 84. The HMI system 9 is a system for providing information to the user, including a display 91 and an HCU 92. In the component names, ECU is an abbreviation for Electronic Control Unit, referring to an electronic control device. HMI is an abbreviation for Human Machine Interface, and HCU is an abbreviation for HMI Control Unit.

[0054] The intelligent ECU 4 is connected to each of the external transmitter 5, the internal transmitter 6, and the receiver 7 via dedicated signal lines. Furthermore, the intelligent ECU 4 can communicate with the HMI system 9, the air conditioning ECU 10, the body ECU 11, etc., via the vehicle intranet Nw, which is a communication network built within the vehicle's HV. Alternatively, some or all of the external transmitter 5, the internal transmitter 6, and the receiver 7 can also be configured to communicate with the intelligent ECU 4 via the vehicle intranet Nw. Alternatively, the body ECU 11, etc., can be connected to the intelligent ECU 4 via dedicated lines without using the vehicle intranet Nw. The connection methods between the devices can be appropriately varied. The receiver 7 can also be built into the intelligent ECU 4.

[0055] The intelligent ECU 4 is an ECU that determines the locking status of the vehicle Hv and other functions, and guides each user to their seat in the vehicle Hv, via wireless communication with the smart key 3. The intelligent ECU 4 is essentially a vehicle control device. The intelligent ECU 4 is configured as a computer including a processor 41, RAM 42, storage 43, a communication interface 44 (I / O in the figure), and a bus connecting these structures. The processor 41 is, for example, a CPU or other computing core. The processor 41 performs various processes by accessing the RAM 42. The RAM 42 is volatile memory.

[0056] Storage 43 is a structure that includes a non-volatile storage medium such as flash memory. Storage 43 stores a control program that enables the computer to function as the intelligent ECU 4. Processor 41 executing the control program is equivalent to executing a seating position determination method corresponding to the control program. Communication interface 44 is a circuit for communication between the intelligent ECU 4 and other devices. Communication interface 44 can be implemented using analog circuit components, ICs, etc. Details regarding the functions provided by the intelligent ECU 4 generated by the processor 41 executing the vehicle control program will be described later. Communication interface 44 is equivalent to an in-vehicle communication unit.

[0057] Additionally, in storage 43, vehicle setting data for each user of vehicle Hv and key IDs for each user's smart key 3 are stored correspondingly. Vehicle setting data, for example, is a dataset representing user settings for various items that constitute the interior environment of the vehicle, such as seat position and air conditioning temperature.

[0058] User-configurable settings, also known as personal settings, include options such as seat position, steering wheel position, rearview mirror angle, side mirror angle, and air conditioning settings. Seat position settings include not only fore-aft position but also height and recline angle. These seat position settings are also known as seat settings. Steering wheel position settings include steering wheel angle and fore-aft position. Air conditioning settings include temperature, fan speed, and airflow direction. Additionally, if the vehicle has a welcome lighting function that activates interior and exterior lighting triggered by the user's unlocking operation, the color of this lighting can also be included in the personal settings.

[0059] Furthermore, the settings for the user interface (UI) of the HMI system 9 can also be included in each user's vehicle settings data. In addition, the screens included in the HMI system 9 include the instrument panel screen, navigation screen, etc. For example, the icon shape, display items, and language of the navigation screen can be included in the personal settings. Additionally, the content displayed on the welcome screen shown on the instrument panel display, etc., when the driving power is turned on can also be included in the personal settings. The driving power is the power supply used for vehicle Hv operation; in the case of a gasoline vehicle, it refers to the ignition power supply. In the case of an electric vehicle or hybrid vehicle, the driving power supply refers to the system main relay.

[0060] Furthermore, if the vehicle's Hv (Headway View) is equipped with ACC (Adaptive Cruise Control), the target speed and target inter-vehicle distance (long / short) can be included in the personal settings. Additionally, ACC refers to the function of maintaining a constant speed at a user-specified target speed, or maintaining a safe distance from the vehicle in front and following it. Moreover, if the vehicle's Hv has RSA (Road Sign Assist) functionality, which displays images of traffic signs recognized by a forward-facing camera on the instrument cluster or HUD, the display method of the traffic sign images can be included in the personal settings. Components of the image display method can include display position, display size, color tone, display duration, flashing, fade-in / fade-out speed, and a display showing the destination. Furthermore, thresholds related to the timing of warnings of collisions with external objects based on TTC (Time To Collision) can also be included in the personal settings.

[0061] Both the external transmitter 5 and the internal transmitter 6 are devices that convert the carrier signal input from the intelligent ECU 4 into radio waves of a specified frequency belonging to the LF band and radiate them into space. For convenience, without distinguishing between the external transmitter 5 and the internal transmitter 6, they are also referred to as LF transmitters.

[0062] The external transmitter 5 is an LF transmitter used to designate a specified area outside the vehicle as a response area. Here, the response area corresponds to the range within which the smart key 3 sends back a response signal to the LF signal transmitted from the LF transmitter. For example, the response area can be defined as the range within which the LF signal transmitted by the vehicle system 2 propagates while maintaining a specified signal strength (hereinafter, the response threshold). The response threshold corresponds to the signal strength of the LF signal that defines the size of the response area. The response threshold can be, for example, the lower limit of the signal level that the smart key 3 can demodulate (i.e., the demodulation limit), or a specified value larger than the demodulation limit. The response threshold can be appropriately adjusted by the designer to form the desired response area. The smart key 3 can also be configured to determine that the signal exists outside the response area and not return a response even when a signal is received from the vehicle system 2, provided that its received strength is below the response threshold. The size and shape of the response areas formed by each LF transmitter can be appropriately designed. The size of the response area formed by each LF transmitter can be adjusted based on the response threshold, the transmission power in the LF transmitter, the receiving sensitivity in the smart key 3, etc. The response area can be interpreted as the area where the vehicle Hv and smart key 3 can communicate bidirectionally (hereinafter, the communication area).

[0063] like Figure 4 As shown, the vehicle system 2 of this embodiment includes a DF transmitter 5A, a PF transmitter 5B, a DR transmitter 5C, a PR transmitter 5D, and a trunk transmitter 5E, serving as an external transmitter 5. Furthermore, the first letter "D" in the component name of the external transmitter 5 indicates the driver's side, and "P" indicates the passenger side. The second letter "F" in the component name of the external transmitter 5 indicates the front seat, and "R" indicates the rear seat. Therefore, for example, "DF" means the front seat (i.e., the driver's seat) on the driver's side. In this embodiment, the driver's side of the vehicle Hv corresponds to the right side of the vehicle.

[0064] DF transmitter 5A is an LF transmitter installed on the outer door handle for the driver's seat. Here, the outer door handle refers to a gripping component installed on the outer surface of the door for opening and closing the door. DF transmitter 5A is designed, for example, to have a response area within 1 meter from the outer door handle for the driver's seat. ZA in the figure conceptually represents the response area provided by DF transmitter 5A. PF transmitter 5B is an LF transmitter installed on the outer door handle for the passenger seat. PF transmitter 5B is designed to have a response area within 1 meter outside the passenger compartment from the outer door handle for the passenger seat. ZB in the figure conceptually represents the response area provided by PF transmitter 5B.

[0065] The DR transmitter 5C is an LF transmitter installed on the outer door handle of the rear seat on the driver's side. The DR transmitter 5C is designed with a response area of, for example, within 1 meter from the outer door handle of the rear seat on the driver's side. ZC in the figure conceptually represents the response area provided by the DR transmitter 5C. The PR transmitter 5D is an LF transmitter installed on the outer door handle of the rear seat on the passenger side. The PR transmitter 5D is designed with a response area of ​​within 1 meter outside the passenger compartment from the outer door handle of the rear seat on the passenger side. ZD in the figure conceptually represents the response area provided by the PR transmitter 5D.

[0066] The trunk transmitter 5E is an LF transmitter installed on the trunk door handle. The trunk transmitter 5E is designed to have a response area within 1 meter from the trunk door outside the passenger compartment. ZE in the diagram conceptually represents the response area provided by the trunk transmitter 5E.

[0067] Furthermore, the various external transmitters 5 can be integrated into the door handle or positioned on a panel near the door handle. Either method is equivalent to a structure installed on the door handle. In the description of the LF transmitter's installation location, "near a certain component" refers to, for example, within 0.3m of that component. "Near the door handle" means within 0.3m of the door handle.

[0068] Furthermore, various external transmitters 5 can be installed on locations other than door handles, such as B-pillars, side beams, roof sills, and window frames. The mounting location for the external transmitter 5 can be any part of the outer surface of the vehicle's Hv (Hard Vehicle). Here, the outer surface refers to the left and right sides or rear of the vehicle Hv. Moreover, the radius of the response area of ​​the external transmitter 5 is not limited to 1m; it can also be 0.75m, etc. The external transmitter 5 can also be configured to have a response area within 6m of the vehicle Hv. The response area of ​​the external transmitter 5 can also be dynamically changed according to the state and purpose of the vehicle Hv. As described above, the size of the response area can be adjusted by the transmission power of the LF signal. Furthermore, the state of the vehicle Hv can include a stopped state, a state performing remote parking or automatic parking, and a driving state.

[0069] The in-car transmitter 6 is an LF transmitter configured within the car to establish the car as a response area. As an example, such as... Figure 4 As shown, the vehicle system 2 includes a front seat transmitter 6A and a rear seat transmitter 6B, serving as an in-vehicle transmitter 6. The front seat transmitter 6A is an LF transmitter used to set the entire front seat area within the vehicle as a response area. The entire front seat area also includes the upper part of the instrument panel. The front seat transmitter 6A can be installed in the center of the instrument panel in the vehicle width direction, near the center console, near the overhead console, near the rearview mirror, etc.

[0070] The rear seat transmitter 6B is an LF transmitter used to set the entire rear seat area within the passenger compartment as the response area. Furthermore, the rear seat transmitter 6B is preferably configured to include, for example, the space behind the rear seats, such as the trunk, in the response area. The rear seat transmitter 6B can be installed in locations such as the seat interior in the center of the rear seat in the vehicle width direction, the backrest, or the overhead ceiling above the rear seats. Figure 4 The diagram of the response area of ​​transmitter 6 inside the carriage is omitted.

[0071] Of course, the number and configuration of the LF transmitters in the vehicle system 2 can also be changed appropriately. The vehicle system 2 can also have an LF transmitter that sets the trunk interior as the response area. Alternatively, there can be one LF transmitter on each of the left and right sides. For example, the DF transmitter 5A and the DR transmitter 5C can be combined and installed on the B-pillar, etc.

[0072] Furthermore, the presence of metal plates such as door panels between the outside and inside of the carriage facilitates the division of response areas outside and inside the carriage, as these plates impede the propagation of radio waves. On the other hand, since there is typically no metal plate like a door panel between the front and rear seats inside the carriage, the response areas of transmitter 6A for the front seats and transmitter 6B for the rear seats may partially overlap near their boundaries. For the same reason, the response areas of transmitter 5A for DF and transmitter 5C for DR may partially overlap. The response areas of transmitter 5B for PF and transmitter 5D for PR may also partially overlap.

[0073] Receiver 7 is a communication module used to receive response signals sent from smart key 3. Receiver 7 is configured to receive radio waves at a specified frequency belonging to the UHF band. In the field of vehicle electronic key systems, receiver 7 is also sometimes referred to as a tuner. Receiver 7 is implemented using an antenna, demodulation circuitry, etc., for receiving wireless signals in the UHF band sent from smart key 3. Furthermore, the frequency at which receiver 7 is set to receive signals can be a pre-designed frequency used for wireless communication with smart key 3. Alternatively, the frequency for wireless communication with smart key 3 can be 920MHz, 2.4GHz, etc. Receiver 7 extracts data contained in the received signal by performing prescribed processing such as analog-to-digital conversion, demodulation, and decoding on the signal received through the UHF antenna. Then, the extracted data is provided to smart ECU 4. For example, receiver 7 provides the key ID and response code contained in the received signal to smart ECU 4.

[0074] Touch sensors 81 are installed on each outer door handle of the vehicle (Hv) to detect when a user touches the door handle. The detection results of each touch sensor 81 are output to the intelligent ECU 4. The intelligent ECU 4 can detect the door handle touched by the user based on the detection signals from the touch sensors 81 of each door.

[0075] Door button 82 is a button located on each door, such as on each outer door handle. When pressed by a user, door button 82 outputs an electrical signal indicating that it has been pressed to the intelligent ECU 4. By detecting that door button 82 has been pressed, the intelligent ECU 4 locks or unlocks the door. In addition, in the case of an electric sliding door, it can also function as a button to switch the door's open and closed state.

[0076] Furthermore, the structure for receiving user operations to unlock the door can consist of only either the touch sensor 81 or the door button 82. Alternatively, the touch sensor 81 can be used for unlocking while the door button 82 is used for locking. Additionally, the sensor for detecting user operations to switch the door's locked state can be a sonar sensor, an infrared sensor, or similar device that detects when the user places their foot under the door.

[0077] The seating sensor 83 is a sensor that detects whether a person is seated, for example, it can be installed for each seat. The seating sensor 83 can be, for example, a pressure sensor embedded in the seating surface of each seat. Alternatively, the seating sensor 83 can also be a camera that captures images inside the vehicle, or it can be millimeter-wave radar.

[0078] Door control switch 84 is a sensor for detecting the opening and closing of doors, and is provided for each door. Door control switch 84 outputs a door signal indicating the opening and closing status of the door. In addition, as an on-board sensor 8, it can include a shift position sensor for detecting the shift position, a seat belt sensor for detecting the wearing status of the seat belt, a steering wheel grip sensor for detecting the grip status of the steering wheel, etc.

[0079] Display 91 is a device for displaying images. Display 91 is, for example, a so-called central display located at the top of the center section of the dashboard in the vehicle width direction. Display 91 can display in full color and can be implemented using liquid crystal displays, OLED (Organic Light Emitting Diode) displays, plasma displays, etc. Furthermore, display 91 can also be a head-up display projecting a virtual image onto a portion of the windshield in front of the driver's seat. Additionally, display 91 can also be an instrument display. Moreover, as a reporting device, in addition to display 91, speakers, vibrators, and lighting devices (such as LEDs) can be used.

[0080] The HCU92 is a computer that integrates control and displays information to the user, such as the display 91. The HCU92 is implemented using processors such as CPUs and GPUs, RAM, and flash memory. The HCU92 controls the display screen of the display 91 based on control signals input from the intelligent ECU4, or signals from input devices (not shown), such as a touch panel. For example, upon a request from the intelligent ECU4, the HCU92 displays a seating arrangement image on the display 91 indicating the recognition status of each user's seating position. Furthermore, the HCU92 receives user operations via input devices to correct system recognition errors related to each seat's occupant and outputs these operations to the intelligent ECU4. The medium for providing information to the user is not limited to the display 91. Speakers, vibrators, or other similar devices can also be used. Additionally, the input devices include voice input devices. Processing for recognizing voice input via microphones or other means can be performed internally within the vehicle (HV) or on an external server.

[0081] The air conditioning ECU 10 is an ECU that controls the operating status of the air conditioning system installed in the vehicle's Hv. Based on instructions from the intelligent ECU 4, the air conditioning ECU 10 controls the temperature, airflow, and direction of the conditioned air discharged from each vent. Furthermore, the operating status of the air conditioning system can also be changed by the user via an input device.

[0082] The body ECU 11 controls various body system motors 12 mounted on the vehicle's Hv (Hard Vehicle Unit). These body system motors 12 include, for example, door lock motors, seat motors, and steering wheel position adjustment motors. Door lock motors control the state of locking mechanisms used for locking doors; for example, each door is equipped with one. Seat motors change the fore-and-aft position, height, and tilt angle of the seats. Seat motors are, for example, installed in each of the driver's and passenger's seats. Steering wheel position adjustment motors adjust the tilt angle or fore-and-aft position of the steering wheel.

[0083] The body ECU 11 controls various body system motors 12 based on control signals input from the intelligent ECU 4. For example, upon request from the intelligent ECU 4, the body ECU 11 outputs specified control signals to the door lock motors installed in each door to lock and unlock each door. Additionally, it can change the fore-and-aft position of the driver's seat by outputting specified drive signals to the driver's seat motor. Furthermore, the intelligent ECU 4 may also possess the functions of the body ECU 11. In other words, the body ECU 11 can also be integrated with the intelligent ECU 4.

[0084] <Regarding the functions of Intelligent ECU4>

[0085] Intelligent ECU4 has Figure 5The functional units shown are functional modules implemented by the processor 41 executing the vehicle control program stored in the storage 43. Specifically, the intelligent ECU 4 includes a vehicle status acquisition unit F1, a transmission processing unit F2, a reception processing unit F3, a position determination unit F4, an object door setting unit F5, a seating position determination unit F6, a user setting response unit F7, a recognition status notification unit F8, and a determination result correction unit F9. Furthermore, the intelligent ECU 4 includes a user data storage unit M1 and a seating position storage unit M2.

[0086] The user data storage unit M1 is a storage device that stores the vehicle settings data for each user of vehicle Hv and the key ID of each user's smart key 3 in a corresponding manner. Furthermore, if each user is assigned an ID, the user ID is also stored in a corresponding manner with the key ID and vehicle settings data. The user ID can also be associated with data such as age, height, and gender. For example, a portion of the storage area of ​​storage device 43 can be used to implement the user data storage unit M1. In addition, the user data storage unit M1 can also be located on an external server or in the cloud. The user data storage unit M1 is equivalent to a user settings storage unit.

[0087] The seating position storage unit M2 is a structure that stores data representing the correspondence between users and their seating positions as determined by the seating position determination process described later. For example, the seating position storage unit M2 can be implemented using a storage medium such as RAM 42. Furthermore, since each user's seating position may change for each trip, the seating position storage unit M2 can be implemented using a temporary storage medium. Of course, the seating position storage unit M2 can also be implemented using a non-volatile memory such as memory 43.

[0088] The vehicle status acquisition unit F1 acquires various information (i.e., vehicle information) representing the vehicle's (Hv) status from onboard sensors and other ECUs. For example, the open / closed status of doors, the locked / locked status of each door, and whether door buttons 82 are pressed are equivalent to vehicle information. Of course, the types of information included in the vehicle information are not limited to those mentioned above. The shift position detected by the shift position sensor, whether the brake pedal is depressed, and the operating status of the parking brake can also be included in the vehicle information.

[0089] The vehicle status acquisition unit F1 includes an opening operation detection unit F1A as a sub-function. The opening operation detection unit F1A is a structure that detects user operations (i.e., opening operations) performed to open the vehicle door based on the output signals from the touch sensor 81 and the door button 82. Opening operations include not only actually opening the door but also unlocking operations. These operations include pressing the door button 82 and placing a hand on the door handle. Furthermore, the opening operation detection unit F1A can also determine that an opening operation has been performed based on a signal received from the door control switch 84 indicating that the door has been opened. Determining that an operation has been performed is equivalent to detecting that operation has been performed.

[0090] Furthermore, the vehicle Hv can also be configured to receive door opening instructions via a predetermined voice command. In this case, the sound of the aforementioned voice command can also be included in the opening operation. For example, the opening operation detection unit F1A can also detect the opening operation by performing voice recognition processing on the user's voice signal acquired by a microphone used to pick up sounds outside the vehicle. Alternatively, the opening operation detection unit F1A can also be configured to detect the opening operation based on the output signal of an infrared sensor that forms a detection area under the door. Specifically, the opening operation detection unit F1A can also determine that the user has instructed the door to open when a signal indicating that the user has placed their foot in the detection area is input from the aforementioned infrared sensor. The touch sensor 81, door button 82, microphone disposed on the outer surface of the vehicle Hv, infrared sensor forming a detection area under the door, etc., are equivalent to vehicle-mounted sensors that output signals that determine whether an opening operation has been performed.

[0091] Furthermore, the vehicle status acquisition unit F1 determines the current status of the vehicle Hv based on the aforementioned information. For example, if the driving power supply is off and all doors are locked, the vehicle status acquisition unit F1 determines that the vehicle Hv is parked. Of course, the conditions for determining that the vehicle Hv is parked can be appropriately designed, and various determination conditions can be applied.

[0092] The transmission processing unit F2 is a structure that generates a baseband signal for transmission from the LF transmitter and outputs it to the LF transmitter based on a request from the location determination unit F4. The output destination of the generated baseband signal can be specified by the location determination unit F4. The baseband signal output from the transmission processing unit F2 can be converted into an LF signal in the LF transmitter and transmitted wirelessly. Types of signals transmitted from the LF transmitter include polling signals and challenge signals. Both challenge signals and polling signals are equivalent to signals requesting the smart key 3 to return a response signal corresponding to the content of that signal, i.e., response request signals.

[0093] The challenge signal here is a response request signal containing a challenge code. The challenge code is the code used to authenticate smart key 3. The challenge code can also be a random number generated using a random number table, etc. Alternatively, the challenge signal can be a signal containing a key ID set as the destination, causing only a specific smart key 3 to respond. The challenge signal can be interpreted as a signal requesting a response code from a specified smart key 3, which is encrypted with the challenge code using the encryption key inherent to each smart key 3. Furthermore, the authentication process can also be performed in stages by sequentially sending multiple types of challenge signals with different security levels.

[0094] The polling signal is simply a signal that requests a response from the smart key 3. The polling signal can be configured to include information indicating the sending source, such as the vehicle ID. For example, the polling signal can be configured to wake the smart key 3 from sleep mode and cause it to send back an LF signal representing a specific bit string. The polling signal can also be configured to not contain a challenge code. Here, as an example, the polling signal is configured to cause all smart keys 3 to respond. Of course, like the challenge signal, the polling signal can also be configured to cause only the smart key 3 specified using the key ID, etc., to respond. Furthermore, the smart ECU 4 can also be configured to sequentially send the aforementioned challenge signal as a polling signal from each external transmitter 5.

[0095] The receiving processing unit F3 is a structure that acquires the data received by the UHF antenna 121 and demodulated by the UHF receiving unit 120. The data received by the receiving processing unit F3 is provided to the position determination unit F4.

[0096] The position determination unit F4 is a structure that determines the position of the smart key 3 relative to the vehicle Hv based on the received response signal in the receiver 7 in response to a challenge signal transmitted from any LF transmitter. That is, the position determination unit F4 is equivalent to a structure that determines the key's position based on the communication status between the vehicle communication unit and the smart key 3. It cooperates with the transmission processing unit F2 and the reception processing unit F3 to perform position determination based on the communication status / result with the smart key 3. Furthermore, since the smart key 3 has a one-to-one correspondence with the user, determining the position of the smart key 3 is equivalent to determining the user's position. The position determination unit F4 is equivalent to a portable device detection unit.

[0097] The location determination unit F4 includes a comparison processing unit F41, a candidate vehicle detection unit F42, and an entry determination unit F43 as more detailed functional modules. The comparison processing unit F41 is a structure that uses a challenge code to implement comparison processing based on wireless communication with the smart key 3. For example, when receiving a response signal to a polling signal or when the vehicle status acquisition unit F1 detects a predetermined comparison event, the comparison processing unit F41 sends a challenge signal. For convenience, the comparison processing implemented by sending a challenge signal from the external transmitter 5, i.e., the comparison processing using the external transmitter 5, will be referred to as external comparison. Similarly, the comparison processing implemented by sending a challenge signal from the internal transmitter 6, i.e., the comparison processing using the internal transmitter 6, will be referred to as internal comparison.

[0098] Furthermore, when the comparison processing unit F41 generates a challenge code that designates a certain smart key 3 as the object of judgment, it uses the encryption key of the smart key 3 to generate a comparison code. Then, if the response code returned from the smart key 3 matches the comparison code, the comparison processing unit F41 determines that the communication object is a legitimate smart key 3 (i.e., authentication is successful). Furthermore, cases where the comparison of a certain smart key 3 is considered to have failed include, for example, cases where the code does not match the comparison code generated by the comparison processing unit F41, or cases where no response code is received after a predetermined response waiting time has elapsed since the challenge signal was sent.

[0099] The candidate key detection unit F42 is a structure that detects smart keys 3 existing within a predetermined distance from the door of the vehicle Hv as entry candidate keys. An entry candidate key is equivalent to a smart key 3 that has been confirmed to exist within the response area outside the vehicle compartment. In one aspect, an entry candidate key can be interpreted as a smart key 3 among multiple smart keys 3 that has returned a response signal to a polling signal. In another aspect, an entry candidate key can be understood as a smart key 3 among multiple smart keys 3 that has been authenticated through comparison outside the vehicle compartment. An entry candidate key is equivalent to an object key.

[0100] The entry determination unit F43 is a structure that determines whether an entry candidate key has entered the car based on the result of a car interior comparison using the car interior transmitter 6, which treats the entry candidate key as an object. For example, the entry determination unit F43 is triggered by the closure of an object door set by the object door setting unit F5 (described later), and sends a challenge signal from the car interior transmitter 6, which determines the object based on the object door, setting the entry candidate key as an object. Then, if the car interior comparison is successful, it is determined that the entry candidate key has entered the car.

[0101] The object door setting unit F5 sets the structure of the object door based on the position outside the vehicle of the candidate key determined by the position determining unit F4 or the detection result of the opening operation detection unit F1A. Details of the object door setting unit F5 will be described later.

[0102] The seating position determination unit F6 determines the seating position for each user based on the key ID of the entry candidate key and the external position of that entry candidate key. Specifically, the seating position determination unit F6 considers the seat corresponding to the external position of the entry candidate key determined by the position determination unit F4 as the seating position of the user corresponding to the entry candidate key. For example, if the external position of the entry candidate key is within the response area of ​​the PF transmitter 5B, the seating position of the user corresponding to that entry candidate key is determined to be the front passenger seat.

[0103] The user setting response unit F7 changes the interior environment settings to match the user's preferences based on the seating position determination unit F6, which determines the user's seating position. For example, the user setting response unit F7 moves the user's seat to a position preset by the user. Furthermore, the seat position adjustment can be achieved in cooperation with the body ECU 11. For example, the body ECU 11, based on the instruction from the user setting response unit F7, drives the seat motor located in the designated seat, moving the seat to the target position. The user setting response unit F7 is equivalent to a personal setting response unit.

[0104] The identification status notification unit F8 is a structure that notifies the occupant of the seating position determination result for each user via a reporting device such as a display 91. For example, the identification status notification unit F8 outputs data indicating the seating position determination result for each user to the HCU 92, causing the display 91 to show an image representing that determination result, i.e., a seat allocation image. Thus, the user, as an occupant, can confirm whether their seating position has been correctly identified. Furthermore, the identification status notification unit F8 can also output the name of the user identified as being near the door, for example, at the moment the door is opened. With this structure, the user can also understand how the system identifies (in other words, determines) the seating position of each user.

[0105] The determination result correction unit F9 receives a correction operation for the determination result of each user's seating position based on the signal from the input device. Then, it corrects the determination state of each user's seating position based on this correction operation. Additionally, the determination result correction unit F9 can also correct the determination result of the seating position determination unit F6 based on the detection result of the seating sensor 83. For example, if the closing determination process determines that user A is seated in the front passenger seat, and the seating sensor 83 still inputs a signal indicating that the front passenger seat is empty after the front passenger door is closed, the occupant of the front passenger seat is corrected to unknown. The same applies to rear seats, the driver's seat, etc.

[0106] <Seating Position Determination Process>

[0107] Here, the seating position determination process implemented by the intelligent ECU4 is described. The seating position determination process is the process of determining the user using each seat. The seating position determination process disclosed herein includes... Figure 6 The proximity detection and processing shown Figure 7 The on-time determination and processing shown, and Figure 8 The closing condition is shown in the diagram.

[0108] First, use Figure 6 The flowchart shown illustrates the proximity detection process. The proximity detection process can be executed periodically at a predetermined polling cycle during the period when the vehicle (Hv) is parked, until at least one smart key 3 is detected in the vehicle compartment. The polling cycle can be set to, for example, 200 milliseconds. As an example, the proximity detection process of this disclosure includes steps S101 to S108. Furthermore, the number of steps, processing order, and execution conditions of the proximity detection process can be appropriately changed.

[0109] In step S101, the position determination unit F4, in cooperation with the transmission processing unit F2, sequentially transmits polling signals from each external transmitter 5, proceeding to step S102. By staggering the timing of LF signal transmissions from each LF transmitter, interference between signals transmitted from one LF transmitter and signals transmitted from other LF transmitters can be prevented. In step S102, the position determination unit F4, in cooperation with the receiving processing unit F3, determines whether a response signal has been received from at least one of the multiple smart keys 3. If a response signal has been received from at least one smart key 3, step S102 is affirmatively determined, and the process proceeds to step S103. Conversely, if no response signal is received from any smart key 3, step S102 is negatively determined, and the process ends.

[0110] Furthermore, there may be situations where multiple users simultaneously approach the vehicle (Hv), resulting in multiple smart keys 3 being present around the vehicle. For example, if smart key 3A is near the driver's side door and smart key 3B is near the passenger side door, a response signal may be received from each of smart keys 3A and 3B. Upon receiving response signals from multiple smart keys 3 in steps S101-S102, the response signal with the highest priority among the multiple smart keys 3 is set as the processing target according to a predetermined priority order, and the following processing is performed. Alternatively, step S103 and subsequent processing can be performed on each of the detected multiple smart keys 3. Alternatively, the transmission of polling signals from other external transmitters 5 can be stopped when a response signal is received from any smart key 3, and the process can proceed to step S103. The smart key 3 that has returned a response signal is considered to be in the candidate key category, as described above.

[0111] In step S103, the position determination unit F4 determines the response acquisition transmitter based on the timing of receiving the response signal in response to the polling signal. Here, the response acquisition transmitter is an external transmitter outside the carriage that corresponds to the source of the polling signal that received the response signal. For example, if the position determination unit F4 receives the response signal within a predetermined response waiting time from the moment the polling signal is sent from the DF transmitter 5A, the response acquisition transmitter is determined to be the DF transmitter 5A.

[0112] Then, the location determination unit F4 determines the location of the smart key 3 that sent back the response signal based on the setting position of the response acquisition transmitter. For example, if the response acquisition transmitter is a DF transmitter 5A, it is determined that the smart key 3 is near the driver's side door. Furthermore, if the response acquisition transmitter is a PF transmitter 5B, it is determined that the smart key 3 is near the passenger side door. Thus, the location determination unit F4 uses the external transmitter 5 to determine the external location of the smart key 3 within the vehicle compartment.

[0113] Furthermore, in step S103, the target door setting unit F5 sets the door corresponding to the position of the entry candidate key determined by the position determination unit F4 as the target door. For example, the door located closest to the entry candidate key is set as the target door. More specifically, if the response acquisition transmitter is a DF transmitter 5A, the driver's seat door is set as the target door. Similarly, if the response acquisition transmitter is a PF transmitter 5B, the passenger seat door is set as the target door. The same applies if the response acquisition transmitter is a DR transmitter 5C or a PR transmitter 5D; the door closest to the setting position of that transmitter is set as the target door. The target door is the door that the user is most likely to open. The setting of the target door is arbitrary and may be omitted.

[0114] In step S103, the seating position determination unit F6 sets the seat corresponding to the position of the entry candidate key determined by the position determination unit F4 as the target seat. For example, the seating position determination unit F6 sets the seat that is closest to the estimated position of the entry candidate key as the target seat. If the response acquisition transmitter is a DF transmitter 5A, the driver's seat is set as the target seat. If the response acquisition transmitter is a PF transmitter 5B, the front passenger seat is set as the target seat. Similarly, if the response acquisition transmitter is a DR transmitter 5C, a PR transmitter 5D, etc., the seat closest to the setting position of that transmitter is set as the target seat. The seat closest to the target door is the target seat. The target seat is the seat where the user corresponding to the entry candidate key is more likely to sit. If the processing in step S103 is completed, the process proceeds to step S104.

[0115] In step S104, the comparison processing unit F41 and the sending processing unit F2 cooperate to attempt external comparison by sequentially sending interrogation signals, setting each smart key 3 as the destination, at predetermined intervals from the response acquisition transmitter determined in step S103. If the code comparison of any of the multiple smart keys 3 associated with the vehicle Hv is successful, step S105 is affirmatively determined, and the process proceeds to step S106. On the other hand, if the comparison of any smart key 3 is unsuccessful, step S105 is negatively determined, and the process ends. By executing step S104, the key ID of the smart key 3 existing in the response area of ​​the response acquisition transmitter is determined using the response code, etc. Furthermore, if the response signal to the polling signal contains the key ID of the smart key 3 that is the sending source, in step S104, only the interrogation signal setting that smart key 3 as the destination needs to be sent. With this structure, the number of communications can be further reduced.

[0116] In step S106, based on the key ID of the entry candidate key authenticated through the external vehicle identification in step S105, the user who is the holder of the smart key 3 is determined, and the process proceeds to step S107. In step S107, the seating position determination unit F6 determines the seat (i.e., the target seat) corresponding to the position of the entry candidate key determined in step S103 as the seating position of the user registered as the holder of the entry candidate key. Then, the data representing the determination result is stored in the seating position storage unit M2. For example, if the entry candidate key is determined to be smart key 3B and the target seat is the driver's seat, the data that sets the seating position of user B, the holder of smart key 3B, to the driver's seat is stored in the seating position storage unit M2. If the processing in step S107 is completed, the process proceeds to step S108.

[0117] In step S108, the user setting response unit F7 collaborates with the vehicle ECU 11, etc., to automatically change the environment corresponding to the seat of the person identified in step S107 based on the vehicle setting data of that person. For example, if the person identified as the driver's seat occupant is user B, the driver's seat position, steering wheel position, etc., are automatically adjusted according to user B's vehicle setting data. Additionally, the welcome lighting can be illuminated using a color tone preset by user B. Welcome lighting can also be set for each door. For example, if the person identified as the driver's seat occupant is user B and the passenger seat occupant is user A, the welcome lighting around the driver's seat door can be set to a color tone corresponding to user B, while the welcome lighting around the driver's seat door can be set to a color tone corresponding to user A. With this structure, the user can understand how the system identifies the occupant of each seat based on the color tone of the welcome lighting. For example, the user can visually assess whether the system's recognition status related to the seating position is correct.

[0118] Next, use Figure 7 The flowchart shown illustrates the opening determination process. For example, the opening operation detection unit F1A executes the opening determination process when it detects an opening operation from the user. This opening operation can also be referred to as an unlocking operation. Specifically, as described above, pressing the door button 82 or touching the touch sensor 81 can be considered an opening operation. Furthermore, the opening operation can include the actual opening of the door. For example, the opening determination process is also executed when the door of the vehicle Hv is already unlocked and it has been confirmed that another smart key 3 is present in the vehicle compartment. As an example, the opening determination process of this embodiment includes steps S201 to S206. In addition, the number of steps, processing order, and execution conditions of the opening determination process can be appropriately changed.

[0119] First, in step S201, the target door setting unit F5 sets the door that has been opened as the target door, and moves to step S202. The seat corresponding to the target door is equivalent to the target seat. In step S202, the comparison processing unit F41 and the sending processing unit F2 cooperate to sequentially send interrogation signals from the external transmitter 5 corresponding to the target door at predetermined intervals, setting each smart key 3 as the destination. This searches for smart keys 3 that exist near the target door. Furthermore, the external transmitter 5 corresponding to the target door is the one closest to the target door or the one located at the target door. For example, the external transmitter 5 corresponding to the driver's seat door is a DF transmitter 5A. Additionally, the external transmitter 5 corresponding to the passenger seat door is a PF transmitter 5B. Furthermore, if a smart key 3 existing near the target door is determined through the proximity determination process, the comparison process of setting that smart key 3 among the multiple smart keys 3 as the target is initially performed.

[0120] If the comparison process is successful among any one of the multiple smart keys 3 associated with vehicle Hv, step S203 is affirmatively determined, and the process proceeds to step S204. Conversely, if the comparison of any smart key 3 is successful, step S203 is negatively determined, and the process ends. Furthermore, a smart key 3 that has successfully completed the comparison process is considered a candidate key. In step S204, based on the key ID of the candidate key determined in step S203, the user who holds that smart key 3 is identified, and the process proceeds to step S205.

[0121] In step S205, the seating position determination unit F6 stores data in the seating position storage unit M2 that sets the occupant of the target seat to the user corresponding to the entry candidate key. For example, if it is determined that the entry candidate key is smart key 3C and the target door is the door for the rear passenger side seat, the occupant of the rear passenger side seat is set to user C. If the processing in step S205 is completed, the process proceeds to step S206.

[0122] In step S206, similar to step S108, the user setting response unit F7, in cooperation with the vehicle ECU 11, automatically changes the environment corresponding to the seat of the occupant determined in step S205 based on the occupant's vehicle setting data. For example, the user setting response unit F7, in cooperation with the air conditioning ECU 10, activates the air conditioning system and sets the cabin environment around the target seat, such as the target temperature and airflow, to an environment corresponding to the occupant's preferences. Furthermore, if, relative to the approach determination process, the occupant of the seat corresponding to the target door has not changed, and the cabin environment around the target seat has already been adjusted, step S206 can be omitted.

[0123] Next, use Figure 8 The flowchart shown illustrates the closing determination process. For example, the vehicle status acquisition unit F1 detects that an open door has been closed as a trigger, and the closing determination process is executed. The closing determination process is also executed in the same way as the opening determination process, if it has been confirmed that any one of the multiple smart keys 3 is present in the vehicle compartment. As an example, the closing determination process in this embodiment includes steps S301 to S307. Furthermore, the number of steps, processing order, and execution conditions of the closing determination process can be appropriately changed.

[0124] First, in step S301, the target door setting unit F5 sets the closed door as the target door and moves to step S302. For example, if the process is triggered by the closure of the door to the rear seat on the driver's side, the rear seat on the driver's side becomes the target seat in this process.

[0125] In step S302, the seating position determination unit F6 refers to the seating position storage unit M2 to obtain the external carriage determination result, which is the result of the aforementioned approach determination process and opening determination process, and moves to step S303. In step S303, the seating position determination unit F6 determines whether the occupant of the target seat has been registered based on the data read in step S302. If the occupant of the target seat has not yet been determined, step S303 is negatively determined, and the process ends. On the other hand, if the occupant of the target seat has been determined, step S303 is positively determined, and the process moves to step S304.

[0126] In step S304, the entry determination unit F43 cooperates with the transmission processing unit F2 to send an interrogation signal from the in-car transmitter 6 corresponding to the target seat, setting the smart key 3 (hereinafter, the target key) corresponding to the user of the seat designated as the target seat as the destination. This performs an in-car comparison of the target key. Furthermore, the target key corresponds to the entry candidate key in the proximity determination process and the opening determination process. This process is equivalent to determining whether the target key, as an entry candidate key, has entered the car. The target key also corresponds to the target machine.

[0127] Furthermore, the in-car transmitter 6 corresponding to the target seat is an in-car transmitter 6 that includes the target seat in the response area. For example, in this embodiment, the front seat transmitter 6A corresponds to the in-car transmitter 6 corresponding to the driver's seat and the front passenger seat. Additionally, the rear seat transmitter 6B corresponds to the in-car transmitter 6 corresponding to the rear seat. That is, in the case of having multiple in-car transmitters 6 as disclosed herein, which in-car transmitter 6 is used for in-car comparison, in other words, from which the interrogation signal is sent, depends on the position of the target key outside the car. For example, if the position (i.e., the position outside the car) before the target key is determined to have entered the car is outside the driver's seat door, the interrogation signal is sent from the front seat transmitter 6A. Therefore, it is possible to efficiently determine whether the smart key 3 detected outside the driver's seat door has entered the car.

[0128] If the comparison of the target key is successful as part of the comparison process in step S304, i.e., the target key is found, a positive determination is made in step S305, and the process proceeds to step S306. On the other hand, if the comparison process in step S304 fails, a negative determination is made in step S305, and the process ends. Furthermore, if the comparison inside the carriage using the carriage transmitter 6 corresponding to the target seat fails, another carriage transmitter 6 can be used to perform the comparison inside the carriage. This is because the scenario where a user who has opened the driver's seat door places a bag under the feet of the rear seat through the gap between the driver's seat and the passenger seat and then closes the door is also considered.

[0129] In step S306, the seating position determination unit F6 determines the occupant of the target seat as the user of the target key and saves this information in the seating position storage unit M2. For example, if the target seat is the driver's seat and the target key is the smart key 3B, the seating position storage unit M2 saves data indicating that the occupant of the driver's seat is user B. If the processing in step S306 is complete, the process proceeds to step S307.

[0130] In step S307, the user setting response unit F7 collaborates with the vehicle ECU 11, etc., to automatically change the environment corresponding to the seat of the occupant, which was determined in step S306, based on the vehicle setting data of that occupant. The content of step S307 can be set to be the same as step S108. Furthermore, if the occupant of the target seat has not changed and the interior environment around the target seat has already been adjusted, step S307 can be omitted.

[0131] Furthermore, the seating position determination unit F6 is preferably configured such that, when a new seating position is obtained that differs from the previous determination result for the same user, the latest determination result is adopted, and the earlier determination result is discarded. For example, if the approach determination process determines that user A's seating position is the rear seat on the front passenger side, but the opening determination process determines that user A's seating position is the front passenger seat, the determination result that user A's seating position is the rear seat on the front passenger side is discarded. In this way, when there is a contradiction in the determination results for the same user, the newer determination result is retained, and the earlier determination result is discarded. With such a structure, for example, when user A passes in front of the door for the rear seats and unlocks the door for the front passenger side, concerns about misjudging user A's seating position can be reduced. In addition, when user A opens the rear seat on the front passenger side to place goods and then gets into the front passenger seat, the closing determination process also updates user A's seating position from the rear seat on the front passenger side to the front passenger seat. That is, it can properly identify the user's seating position even when the user performs complex actions.

[0132] Furthermore, the approach determination process and the opening determination process are equivalent to determining the user located outside the door corresponding to each seat, i.e., the user outside the vehicle. Conversely, the closing determination process is equivalent to determining the user located inside the door corresponding to each seat, i.e., the user inside the vehicle. If the determination result for a user outside the vehicle differs from the determination result for a user inside the vehicle for a particular seat, the determination result for the user inside the vehicle may be applied first. Alternatively, if the determination result for a user outside the vehicle differs from the determination result for a user inside the vehicle for a particular seat, an image indicating that the occupant of that seat is unknown may be displayed on the display 91, etc. Or, a guidance screen urging the occupant to select that seat may be displayed.

[0133] Figure 9 as well as Figure 10This diagram illustrates the operation of the intelligent ECU4, which handles a series of actions related to a user's accompanying journey in a vehicle. Here, as an example, we will explain the situation where user A moves to the front passenger seat after user B has entered the driver's seat. Typically, a user using a particular seat performs the following actions: approaching the door, opening the door, sitting down, and closing the door. Therefore, when user B is using the driver's seat, they approach the driver's seat door (Ev1) and unlock the door by pressing the door button 82 or touching the touch sensor 81 (Ev2). Since the approach determination process is performed at the timer in Ev1, the intelligent ECU4 can determine that the person sitting in the driver's seat is user B. Furthermore, at the timer in the following Ev2, the unlocking operation is triggered, and the unlocking determination process is executed, allowing the intelligent ECU4 to again determine that the person sitting in the driver's seat is user B.

[0134] In this way, by determining user B's seating position at two timed intervals outside the vehicle, even if user B's seating position cannot be determined by either interval, the result of the other interval's determination can still confirm that user B's seating position is the driver's seat. Furthermore, by determining user B's seating position before boarding, the position of the driver's seat and steering wheel can be adjusted even before user B sits down. As a result, the load on various motors can be reduced, and user comfort can be improved.

[0135] Furthermore, if user B is seated in the driver's seat (Ev3) and closes the driver's seat door (Ev4), the intelligent ECU4 executes the aforementioned closing determination process. In this closing determination process, the smart key 3 searched is only the smart key 3B corresponding to user B, who was determined to be the driver in the proximity determination process or the opening determination process. Since not all smart keys 3 are searched, power consumption of the vehicle system 2 can be suppressed. Furthermore, by narrowing down the range of smart keys 3 searched, responsiveness can be improved. By performing the closing determination process based on the result of the opening determination process, power consumption can be suppressed and responsiveness improved.

[0136] Furthermore, after this, when user A approaches vehicle Hv (Ev5), at the time when user A places their hand on the outer door handle for the passenger seat (Ev6), an unlocking determination process is executed. Additionally, at the time user A approaches vehicle Hv, vehicle Hv has already been unlocked, and it has been confirmed that smart key 3B is present in the vehicle compartment. In this case, as a method, the approaching determination process involving polling outside the vehicle compartment for rapid unlocking of vehicle Hv can be omitted. By omitting the approaching determination process when smart key 3B is confirmed to be present in the vehicle compartment, the power consumption of the vehicle system 2 can be further reduced.

[0137] Furthermore, even if the presence of smart key 3 in the vehicle compartment is confirmed, the user intending to open the door and their smart key 3 can be identified through the unlocking process. Consequently, even if user B is already in the vehicle, it is possible to detect if user A intends to enter. Additionally, before user A sits in the front passenger seat, the position and height of the front passenger seat can be set to user A's preferences.

[0138] Furthermore, it is preferable to remove smart key 3B from the search objects in the subsequent unlocking process if the presence of smart key 3B in the passenger compartment is confirmed through the closing determination process. By removing smart key 3B, which has been confirmed to be present in the passenger compartment, from the search objects in the unlocking determination process, power consumption can be suppressed and responsiveness can be improved. In addition, if user A sits in the front passenger seat (Ev7) and closes the front passenger door (Ev8), the closing determination process can confirm that the person sitting in the front passenger seat is indeed user A.

[0139] Furthermore, if the smart key 3 corresponding to the user outside the vehicle for a particular seat is not found during the process of determining whether a seat is closed, other smart keys 3 can be searched. This is because it is also possible to assume a scenario where user B opens the door and another person takes a seat. For example, in cases where user C, who wants to sit in the front passenger seat, has their hands occupied by cargo, or in cases where user B helps user C get into the car, the person opening the door and the person sitting in the seat corresponding to that door are not limited to the same person. In addition, when allowing a passenger to board at the rear seats, user B or others may also open the rear seat door to greet them. By not ending the determination of the seated person when the door is opened, but performing the determination of the seated person again when they are seated with a confirmation meaning, concerns about the system misidentifying the seating position of each user can be further reduced.

[0140] If the smart key 3 corresponding to the user outside the vehicle for a particular seat is not found during the decision-making process when a seat is closed, the occupant of that seat can be determined as unknown and displayed on the display 91, etc. Furthermore, if the occupant is unknown, instead of displaying an image directly indicating that the occupant is unknown on the display 91, an image indicating that the occupant is a guest can be displayed. With this structure, if the occupant is indeed a guest, concerns that might cause discomfort to the guest due to displaying "occupant unknown" on the display 91 can be reduced.

[0141] Furthermore, in a typical vehicle electronic key system disclosed in Patent Document 1, a smart key search (in other words, a comparison) is performed periodically or upon the occurrence of a predetermined event to confirm the presence of a smart key in the vehicle compartment. Then, if even one smart key is found in the compartment, the search for other smart keys ceases. This is because searching for all smart keys would result in poor responsiveness and increased power consumption.

[0142] In this comparison structure, only the user who initially boarded vehicle Hv is identified. Furthermore, if a user (e.g., user A) is seated in a location other than the driver's seat, the cabin environment around the driver's seat is adjusted to user A's preset environment. In other words, there is a concern that users who are not the driver may be mistaken for the driver.

[0143] Compared to such a comparison structure, the structure of this disclosure can correctly determine that the person sitting in the driver's seat is user B, even in cases where, for example, user A sits in the front passenger seat and then user B sits in the driver's seat. Furthermore, the timing for communication used to determine the person sitting in the driver's seat is only added for specific scenarios such as changes in the door's open / closed state, thus suppressing the impact on the battery life of the smart key 3 and the vehicle battery. In addition, when searching for the smart key 3 inside the vehicle, power consumption can be further reduced by removing smart keys 3 that were not detected during the opening operation from the search list.

[0144] Furthermore, the structure of this embodiment allows for implementation using existing smart entry system equipment. Therefore, the cost of implementing the occupant information acquisition system can be further reduced. Additionally, it can suppress design changes to existing systems that would necessitate the implementation of the occupant information acquisition system.

[0145] Furthermore, as another proposed structure for determining the occupant attributes of each user traveling to the vehicle (Hv), it is also considered to equip each seat with an LF antenna and determine the user's location based on the signal reception status from the portable device in each LF antenna. However, it is difficult to clearly divide the communication area within the carriage according to each seat, raising concerns about misjudging the seating position of each user. To address this problem, in the structure of this embodiment, by combining information about doors opened and closed by the user with comparison results before and after them, the occupant of each seat can be determined with good accuracy even when the response areas of each LF transmitter overlap.

[0146] Furthermore, in the envisioned structure, equipping each seat with an antenna would correspondingly increase costs. In contrast, the method according to this disclosure can reduce the number of LF antennas installed in the carriage. That is, the method according to this disclosure has the advantage of reducing the number of communication devices installed in the carriage and minimizing concerns about misjudging the user's seating position, compared to the envisioned structure.

[0147] In one aspect, the structure of this disclosure described above corresponds to a structure in which the smart key 3, determined through the external comparison process immediately before the door is opened, is preferentially set as the object of the internal comparison process performed immediately after the door is closed. Furthermore, "immediately before" an event refers, for example, to the period within 3 seconds prior to the occurrence of that event. Conversely, "immediately after" an event refers, for example, to the period within 5 seconds from the occurrence of that event.

[0148] Furthermore, according to the above structure, unnecessary communication between the vehicle system 2 and the smart key 3 can be suppressed, thereby also suppressing power consumption in the smart key 3. Assuming the smart key 3 is a battery-replaceable device, unnecessary operation of the smart key 3 can shorten battery life, leading to inconvenience such as battery replacement. According to the structure of this disclosure, not only can the power consumption of the vehicle system 2 be suppressed, but also the power consumption of the portable device, improving the commercial viability of the smart key entry function and user convenience.

[0149] The embodiments of this disclosure have been described above, but this disclosure is not limited to the embodiments described above. Various modifications described below are also included within the technical scope of this disclosure, and various changes can be made without departing from the spirit of the subject, in addition to the following. Furthermore, the various modifications described below can also be appropriately combined and implemented. In addition, components having the same function as those described in the above embodiments are marked with the same reference numerals, and their descriptions are omitted. Furthermore, when only a part of the structure is mentioned, the structure of the previously described embodiments can be applied to other parts.

[0150] [Supplement to the execution scenario of seating position determination processing]

[0151] The above examples illustrate how seating position determination processing is performed when a user approaches the vehicle (Hv), when any door is opened, and when an open door is closed. However, the timing of performing seating position determination processing is not limited to these examples. For instance, the seating sensor 83 detecting the user's seat can be used as a trigger to perform the same processing procedure as the closing determination process. Similarly, detecting the wearing of a seatbelt can be used as a trigger to perform the same processing procedure as the closing determination process. Furthermore, the pressing of the button used to turn on the driving power, i.e., the start button, can also be used as a trigger to perform the same processing procedure as the closing determination process.

[0152] The seating position determination process, triggered by the wearing of the seatbelt or the pressing of the start button, can be set to... Figure 8 In step S302, the reference data is replaced with the order of the previous determination result. The signal output from the door control switch 84 indicating that the door is closed is an example of a boarding signal. Similarly, the signal output from the seating sensor 83 indicating that a person is seated is also an example of a boarding signal. Furthermore, signals indicating the seatbelt wearing status and output signals indicating that the start button has been pressed can also be included in the boarding signal.

[0153] Furthermore, the identification status notification unit F8 can also display a screen confirming the user's seating position on the display 91 if the latest seating position determination result for the same user differs from the previous determination result. Additionally, seats that can be removed from the user's seating position candidate list can be pre-registered based on user actions. For example, seats with child seats installed can be set to be removed from the user's seating position candidate list during the seating position determination process. With this structure, for example, if user A opens the rear door to allow a child to sit in a child seat located in the rear seat, the concern of mistakenly identifying user A as the occupant of the rear seat can be reduced. That is, the seating position determination unit F6 can also be configured not to determine the occupant of seats such as those with child seats installed. The seating position determination unit F6 can also be configured to only determine the occupant of specific seats such as the driver's seat and the front passenger seat.

[0154] [Supplement to Personalized Feedback Handling Settings]

[0155] The vehicle controls performed during the approach, door opening, and door closing phases can differ. For example, the approach determination process might involve illuminating the welcome lights while simultaneously adjusting the seat position and activating the air conditioning. This is because it's unclear whether a user is actually using the vehicle if they are merely approaching it. Therefore, it's preferable to postpone activating the air conditioning until the vehicle is unlocked. Similarly, the seat position adjustment is also performed. Furthermore, the vehicle controls performed during the approach, door opening, and door closing phases can be configured to be user-defined.

[0156] [Supplement to the method for determining driver's seat occupants]

[0157] In the above implementation, if the driver unlocks the door from the passenger side and then places a bag containing the smart key 3 in the passenger seat or the trunk, it may be impossible to identify the driver. On the other hand, in typical vehicle use, the user who unlocks the vehicle (Hv) is often the person sitting in the driver's seat (the so-called driver).

[0158] Based on the above, the intelligent ECU4 can also identify the user corresponding to the smart key 3 used for unlocking, i.e., the person who unlocked the vehicle (Hv), when the vehicle is unlocked via a remote unlocking signal sent from the smart key 3. The same applies when unlocking via a switch / sensor on a door other than the driver's side door, such as the passenger side door. Furthermore, unlocking based on a remote unlocking signal sent from the smart key 3 is also referred to as wireless unlocking or remote unlocking.

[0159] As a structure corresponding to the above technical concept, for example, the intelligent ECU4... Figure 11 As shown, in addition to the vehicle status acquisition unit F1 mentioned above, it also includes an unlock key determination unit F10 and a lock user determination unit F11. The unlock key determination unit F10 determines the structure of the smart key 3 used for unlocking, i.e., the unlock key, based on the key ID contained in the unlocking indication signal or the key ID obtained through comparison processing. The lock user determination unit F11 determines the lock user from among multiple users based on the key ID of the unlock key determined by the unlock key determination unit F10. Specifically, the lock user determination unit F11 considers the user corresponding to the smart key 3 used for unlocking as the lock user. Furthermore, since the smart key 3 is associated with a user, determining the unlock key is equivalent to determining the lock user. The lock user determination unit F11 and the unlock key determination unit F10 can also be combined.

[0160] This includes intelligent ECU4 with features such as the unlocker identification unit F11, for example, executing... Figure 12 The flowchart shown illustrates the unlocking determination process. Furthermore, as an example, the unlocking determination process of this disclosure includes steps S401 to S405. Of course, the number of steps, processing order, and execution conditions of the unlocking determination process can be appropriately changed. The unlocking determination process is executed when the door of vehicle Hv is unlocked.

[0161] First, in step S401, the position determination unit F4 determines the position of the smart key 3 used in unlocking, i.e., the unlock key, and moves to step S402. The position of the unlock key can be determined by door or seat, depending on the location. In other words, step S401 is equivalent to determining the target door or the seat corresponding to the unlock key's position. Furthermore, in the case of wireless unlocking, the unlock key's position can be set to unknown, or the result of a separate proximity determination process can be used.

[0162] In step S402, the user corresponding to the unlock key is set as the occupant of the seat corresponding to the target door, and the process proceeds to step S403. For example, if the door for the passenger seat is unlocked, the user corresponding to the unlock key is set as the occupant of the passenger seat. Similarly, if the door for the driver's seat is unlocked, the user corresponding to the unlock key is set as the occupant of the driver's seat. In this case, the opening determination process described above is performed.

[0163] In step S403, it is determined whether the driver's seat occupant has been registered as a result of step S402. If other users have already taken their seats and the driver's seat occupant has been registered, step S403 is affirmatively determined, and the process proceeds to step S404. In step S404, based on the determination result in step S402, the interior environment around the target seat is adjusted according to the vehicle setting data of the person unlocking the door, and the process ends. On the other hand, if the driver's seat occupant has not been registered, step S403 is negatively determined, and the process proceeds to step S405.

[0164] In step S405, as part of the unlocker correction process, the seating position determination unit F6 sets the user of the unlock key as the driver's seat occupant, and proceeds to step S406. Furthermore, in this case, the same user can be registered as the occupant of multiple seats. In step S406, for example, the user setting response unit F7 changes the driver's seat position, steering wheel position, etc., to a state corresponding to the user's preferences. Additionally, based on the determination result in step S402, the interior environment around the target seat is adjusted according to the unlocker's vehicle setting data.

[0165] Based on the above structure, for example, if user A unlocks the passenger side door of vehicle Hv, places a bag containing the smart key 3A in the passenger side door, and then sits in the driver's seat, step S402, the unlocking determination process, etc., determines user A's seating position as the passenger side door. Furthermore, step S405 registers user A as the person sitting in the driver's seat.

[0166] In the above example, if user A is indeed the driver, the system's identification result that user A is the driver matches the actual occupant, thus user convenience is not reduced. However, if user A is seated directly in the front passenger seat, and another user (e.g., user B) is seated in the driver's seat, through additional on / off checks, the driver's seat occupant is updated from user A to user B. This readjusts the vehicle's interior environment around the driver's seat to match the preferences of user B, the actual driver. Therefore, according to this method, even if the driver places the smart key 3 in a seat other than the front passenger seat, concerns about reduced user convenience can be minimized.

[0167] Furthermore, in the above-described example, for instance, if the passenger seat door is closed and the passenger seat occupancy sensor 83 does not detect a person sitting there, the determination result correction unit F9 may correct the passenger seat occupant from user A to unknown. According to this structure, unnecessary adjustments to the passenger seat position, etc., for user A can be suppressed. Alternatively, the determination result of the closing determination process can be validated by using the detection of an occupant being seated by the occupancy sensor 83 as a condition.

[0168] Furthermore, when the user who unlocked the door is designated as the driver's seat occupant through the unlocker correction process, the identification status notification unit F8 can also display an image on the display 91 indicating that the determined driver's seat occupant is the user who unlocked the door. The display screen on the display 91 when the unlocker is determined as the driver's seat occupant through the unlocker correction process can also be different from the display screen when the driver is determined through the open / close determination process. This is because the possibility of an incorrect driver being designated through the unlocker correction process is relatively higher compared to the case where the driver is determined through the open / close determination process. In other words, this is because there is a possibility that other users may subsequently sit in the driver's seat.

[0169] That is, the display image indicating the driver set through the unlocker correction process preferably includes a prompt for user confirmation, and is set to be a different image from the image displayed when the driver is determined through the unlocking and closing determination processes. Furthermore, the identification status notification unit F8 may be configured such that it does not display a confirmation image of the determination result when the driver is determined through the unlocking and closing determination processes, but displays a confirmation image of the determination result when the driver is set through the unlocker correction process.

[0170] Furthermore, when the user is identified as the driver through the driver's side door opening determination process, the user setting response unit F7 automatically adjusts the driver's seat position to the target position determined based on the user's vehicle setting data. On the other hand, if the driver is identified through the unlocker correction process, the adjustment may not be complete, and the automatic adjustment may end midway through moving the driver's seat to the target position. For example, if the driver is identified through the unlocker correction process, the seat position may stop at the moment when the adjustment is stopped at the position between the initial position and the target position. This is because, as mentioned above, there is a possibility that other users may enter the vehicle and sit in the driver's seat. In addition, since the driver's seat position is adjusted midway even when the user identified through the unlocker correction process is indeed the driver, the hassle of adjusting the driver's seat position can be reduced. In this way, the intelligent ECU4 can also be configured to perform different vehicle control (in other words, system response) when unlocking is done using the device installed on the driver's side door and when unlocking is done by other methods.

[0171] [Supplementary examples of application settings for each user]

[0172] The user setting response unit F7 can also be configured to, when the seating position determination unit F6 determines that the occupant of the driver's seat is user A, search for user A's smartphone and connect wirelessly via Bluetooth (registered trademark) or similar means. That is, the user setting response unit F7 can also be configured to set the smartphone of the user acting as the driver as the wireless connection target. Furthermore, the intelligent ECU 4 can also be configured to read the destination pre-registered on the smartphone of user A (acting as the driver) and input it into the navigation device.

[0173] Furthermore, if the seating position determination unit F6 determines that the occupant of the rear seat, for example, the passenger side, is user B, the status of the vehicle equipment for the rear seat is changed and switched to be for user B. Elements that can be individually set as part of the interior environment for the rear seat include air conditioning temperature, airflow, airflow direction, and seat position. Additionally, if the vehicle system 2 has a display for the rear seat, user B's smartphone screen can also be displayed on that display. Each user's vehicle settings data can also be differentiated and registered according to each seating position, such as whether they are sitting in the driver's seat, the passenger seat, or the rear seat.

[0174] The above illustrates how the intelligent ECU4 centrally stores each user's vehicle settings data, but it is not limited to this. Each user's vehicle settings data can also be stored in each user's smart key 3.

[0175] Alternatively, each ECU corresponding to a device that can be controlled may store vehicle settings for each user within the range associated with that ECU. For example, settings for each user based on their seat position may be held by the body ECU 11, settings for each user based on their navigation device may be held by the navigation ECU, and air conditioning settings such as interior temperature may be held by the air conditioning ECU. In this structure where each ECU stores vehicle setting data for each user in a distributed manner, the intelligent ECU 4 notifies each ECU of the user ID for each seat. Furthermore, each ECU reads the vehicle settings corresponding to the occupant of each seat based on the user ID notified from the intelligent ECU 4 and implements setting changes. This structure achieves the same effect as the embodiment described above.

[0176] [Supplement to the functions of Intelligent ECU4]

[0177] Based on the intelligent ECU4 described above, it is possible to determine at least the number of passengers and who is seated in which vehicle. Additionally, the passenger composition can be determined. This passenger composition includes the number of passengers, their age, gender, etc. Therefore, in emergency situations such as accidents, the passenger composition can be communicated to central authorities, allowing for the rapid dispatch of ambulances corresponding to the number of passengers.

[0178] Furthermore, if the seating sensor 83 detects that someone is seated in a certain seat, but it is impossible to determine which of the users A to D that person corresponds to, the person seated in that seat can be determined as unknown and registered in the seating location storage unit M2. According to this structure, even if a guest other than a user is traveling, the actual number of passengers can be determined.

[0179] In addition, the intelligent ECU4 can calculate the vehicle's center of gravity based on each user's seating position and weight, and notify the ECU that controls the vehicle's balance. This allows the vehicle's balance to be automatically adjusted to an appropriate state. Furthermore, the calculated vehicle center of gravity can be communicated to the body ECU11 to automatically adjust the headlight's optical axis.

[0180] [Supplement to the method for determining the location of Smart Key 3]

[0181] The radio wave arrival distance of each LF transmitter can also be set to a few meters to about 10 meters. In this case, the intelligent ECU 4 estimates the distance from each LF transmitter to the intelligent key 3 based on the communication status between each LF transmitter and the intelligent key 3, and estimates the position of the intelligent key 3 by combining the estimation results. For example, the intelligent key 3 is equipped with a circuit that detects the received signal strength and sends back a response signal containing reception strength information indicating the received signal strength of the response request signal sent from each LF transmitter. The position determination unit F4 estimates the distance from the LF transmitter that becomes the transmission source to the intelligent key 3 based on the reception strength information contained in the response signal. Then, the position determination unit F4 can also determine the position of the intelligent key 3 based on the distance from three LF transmitters with different setting positions and the setting positions of these three LF transmitters in the vehicle Hv.

[0182] Furthermore, wireless signals generally attenuate as they propagate through space. Therefore, the greater the distance between the smart key 3 and the LF transmitter, the lower its received signal strength. In particular, for the LF band, the area within tens of meters from the LF transmitter is equivalent to the near field where the attenuation is significant with distance. Therefore, the location determination unit F4 can determine the distance between the LF transmitter that sent the response request signal and the smart key 3 based on the received signal strength information contained in the response signal sent back in response to the response request signal.

[0183] According to the above method, when a response signal is received in response to a response request signal sent from at least three LF transmitters, the position determination unit F4 can determine the position of the smart key 3 relative to the vehicle Hv. Furthermore, according to the above structure, the specific position coordinates of the smart key 3 relative to the vehicle Hv can be determined, enabling more accurate determination of the target door.

[0184] Furthermore, the location of the LF transmitter in the vehicle Hv can be represented, for example, as a point on a two-dimensional coordinate system (hereinafter, the vehicle coordinate system) with any position in the vehicle Hv as the center and parallel to both the width direction and the front-rear direction of the vehicle Hv. The X-axis of the vehicle coordinate system can be set to be parallel to the width direction of the vehicle Hv, and the Y-axis can be set to be parallel to the front-rear direction. The center of the vehicle coordinate system can be, for example, the center of the rear wheel axle. Furthermore, the location information of such LF transmitters in the vehicle Hv and the positions of each seat can be stored in a memory 43 or similar device. The vehicle coordinate system can also be a three-dimensional coordinate system with a Z-axis parallel to the height direction of the vehicle.

[0185] [Examples of system structure variations]

[0186] The above example illustrates a scenario where an in-vehicle system 2 and a smart key 3 are configured to communicate wirelessly using signals from the LF band and the UHF band. However, the communication methods between the in-vehicle system 2 and the smart key 3 are not limited to this.

[0187] For example, the vehicle system 2 and the smart key 3 can each be configured to implement short-range wireless communication (hereinafter referred to as short-range communication) that conforms to a specified communication distance of approximately 10 meters. Examples of short-range communication standards include Bluetooth Low Energy, Wi-Fi, and ZigBee. UWB-IR (Ultra Wide Band-Impulse Radio) can also be used as the method of short-range communication.

[0188] For example, such as Figure 13 As shown, the vehicle system 2 can also be configured to use multiple BLE communicators 13 to wirelessly communicate with the smart key 3. Each BLE communicator 13 is a wireless communication device that implements wireless communication conforming to the Bluetooth Low Energy standard (hereinafter, BLE communication). Furthermore, the location determination unit F4 can also be configured to determine the location of the smart key 3 based on the communication status between each BLE communicator 13 and the smart key 3. In addition, as a premise of this modification, the smart key 3 is also configured to implement wireless communication conforming to the BLE standard. For example, the smart key 3 can be a smartphone or a wearable device.

[0189] also, Figure 13 The BLE communication unit 13A shown is a BLE communication unit 13 installed on the right-side front seat door (hereinafter, the front right-side door). For example, the BLE communication unit 13A is positioned near the outer door handle of the front right-side door. In the description of the mounting location of the BLE communication unit 13, "near" a component means a range within, for example, 30 cm from that component. For example, "near" the outer door handle means a range within 30 cm from that outer door handle. "Near" the door handle also includes the interior of the door handle.

[0190] The BLE communication unit 13A can also be installed in the storage compartment under the front right door, the right pillar (e.g., the B-pillar), or the part of the vehicle roof that connects to the upper part of the front right door. The storage compartment also includes the inner part of the side beam cover. Furthermore, the BLE communication unit 13A can also be installed on the outer door handle for the rear seat on the right side, or on the mudguard. The BLE communication unit 13B is a BLE communication unit 13 installed on the left side of the vehicle in the same (in other words, symmetrically) position as the BLE communication unit 13A. For example, the BLE communication unit 13B can be installed in the left front door (hereinafter, the front left door). The BLE communication unit 13C is installed in the center of the rear bumper in the left-right direction. In addition, the BLE communication unit 13C can also be installed near the rear license plate, near the rear window, or near the trunk door handle. The BLE communication units 13A to 12C are equivalent to external communication units.

[0191] BLE communication unit 13D is, for example, a BLE communication unit 13 installed on the center console. Furthermore, the BLE communication unit 13D can also be installed, for example, at the foot of the driver's seat, or on the side of the driver's side door. The BLE communication unit 13D can also be installed in a position visible through a window. For example, the BLE communication unit 13D can also be installed near the rearview mirror, near the top of the windshield, or near the front of the roof. BLE communication unit 13E is a BLE communication unit 13 installed at the rear end of the roof, such as at the upper end of the rear window. BLE communication unit 13F is a BLE communication unit 13 installed in the center of the trunk floor. BLE communication units 13D to 13F are equivalent to in-vehicle communication units.

[0192] The BLE communication unit 13X is a BLE communication unit 13 built into the smart ECU 4. Furthermore, the smart ECU 4 can be housed, for example, inside the dashboard. The smart ECU 4 can be housed on the inner side of the upper surface of the dashboard, the inner side of the central trim piece, etc. The smart ECU 4, configured with the BLE communication unit 13X, can communicate with the smart key 3 located near the vehicle outside the passenger compartment and inside the passenger compartment. The BLE communication unit 13X can also be included in an in-cabin communication unit.

[0193] BLE communication device 13X is, for example, a BLE communication device 13 that has executed a key exchange protocol with smart key 3. The BLE communication device 13 that has executed the key exchange protocol with smart key 3 is equivalent to a BLE communication device 13 that has completed pairing processing based on user operations, etc. The information about smart key 3 obtained through pairing, i.e., terminal information, is stored in the non-volatile memory of BLE communication device 13X. Terminal information includes, for example, the key exchanged during pairing, terminal ID, etc. Furthermore, when vehicle Hv is shared by multiple users, the terminal information of smart key 3 owned by each user is stored. Additionally, when vehicle Hv is a shared car or rental car, terminal information can also be distributed from an external server and temporarily stored in BLE communication device 13X. This applies not only to BLE communication device 13X, but also to other BLE communication devices 13.

[0194] The location of each BLE communication unit 13 can be appropriately changed. Furthermore, the number of BLE communication units 13 in the vehicle system 2 can be three, five, or fewer than nine, or more than ten, such as twelve. The vehicle system 2 can also include BLE communication units 13 located, for example, on the inside of the front grille, such as behind the front emblem. The BLE communication units 13 can also be located on the roof, etc.

[0195] Each BLE communication unit 13 is configured, for example, to have a reception strength detection unit that sequentially detects the strength of the signal sent from the smart key 3, and sequentially reports the detected reception strength to the smart ECU 4 in correspondence with the key ID contained in the received data.

[0196] The storage 43 of the intelligent ECU 4 stores data (hereinafter, mounting position data) indicating the mounting position and orientation of each BLE communication unit 13 in the vehicle Hv. The mounting position of each BLE communication unit 13 can be represented as a point in the vehicle coordinate system. Furthermore, in this embodiment, as a more preferred approach, each BLE communication unit 13 is assigned a unique communication unit number. The communication unit number functions as information for identifying the multiple BLE communication units 13.

[0197] As described above, when multiple BLE communication units 13 are present, the position determination unit F4 estimates the position of the smart key 3 based on the received signal strength from the smart key 3 in each BLE communication unit 13 and the mounting position of each BLE communication unit 13. For example, the position determination unit F4 converts the received signal strength information from the smart key 3 observed through each BLE communication unit 13 into distance information, generating distance information from each BLE communication unit 13 to the smart key 3. Then, the position of the smart key 3 is calculated by integrating the distance information from each BLE communication unit 13 to the smart key 3. For example, the position determination unit F4 determines the position of the smart key 3 relative to a reference point of the vehicle Hv using the principle of triangulation or three-point measurement, based on the distances calculated separately according to the received signal strength observed through three or more BLE communication units 13 and the mounting positions of these BLE communication units 13. The conversion from received signal strength to distance information can be achieved using a model inversely proportional to the cube or square of the distance. The position of the smart key 3 relative to the vehicle Hv can be represented as a point in the vehicle coordinate system.

[0198] Furthermore, based on the location estimation method described above using RSSI, not all BLE communicators 13 may need to perform bidirectional communication with the smart key 3. For example, BLE communicators 13 other than BLE communicator 13X may be configured to only perform reception strength observation. For convenience, in a system architecture where only one communicator among multiple BLE communicators 13 performs bidirectional communication with the smart key 3, the BLE communicator 13 that performs bidirectional communication with the smart key 3 is referred to as the gateway communicator. In this embodiment, BLE communicator 13X is equivalent to the gateway communicator. Furthermore, the gateway communicator may also be a BLE communicator 13 located outside the smart ECU 4. The BLE communicator 13 designated as the gateway communicator may be fixed or dynamically changed by the smart ECU 4.

[0199] Of course, the location determination unit F4 can also estimate the position of the smart key 3 using methods other than RSSI. For example, the location determination unit F4 can use the AoA (Angle of Arrival) method, which uses the angle of arrival of radio waves, to determine the position of the smart key 3 relative to the vehicle Hv. Alternatively, the ToF (Time of Flight) method, which uses the time of flight of radio waves, can be used to determine the position of the smart key 3 relative to the vehicle Hv. Furthermore, the TDOA (Time Difference of Arrival) method, which uses the time difference of arrival of radio waves, can be used to determine the position of the smart key 3 relative to the vehicle Hv. The signal round-trip time (TOA: Time of Arrival or RTT: Round-Trip Time) can also be used as the time from sending a response request signal to receiving a response signal. Furthermore, the vehicle system 2 and the smart key 3 can be configured to calculate the position of the smart key 3 using, for example, multiple methods.

[0200] The position determination unit F4 can estimate the position of the smart key 3 when specified events occur, such as during an unlocking operation, when the door is actually opened, when the seating sensor 83 detects a person sitting down, or when the door is closed. Alternatively, the position determination unit F4 can also estimate the position of the smart key 3 sequentially, for example, every 200 milliseconds, while the communication connection between the BLE communicator 13X and the smart key 3 is established. In this case, the position determination unit F4 can use the position information calculated within a specified effective time from the occurrence of the aforementioned events to perform the detection of the target machine and the determination of the target seat / target door. The effective time is, for example, 300 milliseconds, 1 second, etc. Furthermore, in the scenario of determining the position of the smart key 3 outside the vehicle, the communication results from the external communicator are primarily used; the communication results from the internal communicator are not required. Similarly, in the scenario of determining the position of the smart key 3 inside the vehicle, the communication results from the internal communicator are primarily used; the communication results from the external communicator are not required. However, to improve location accuracy, it is preferable to use more BLE communicators 13 communicating with the smart key 3. This is because the more BLE communicators 13 that act as anchor nodes, the higher the location accuracy.

[0201] Alternatively, the vehicle system 2 can be configured to use a Class 3 BLE communicator with a communication range of approximately 1 meter, forming a communication area for each BLE communicator. In this case, the location determination unit F4 determines that the smart key 3 exists within the communication area of ​​the BLE communicator 13 capable of communicating with the smart key 3.

[0202] Alternatively, the vehicle system 2 can be configured to communicate with the smart key 3 via BLE, and on the other hand, determine the location of the smart key via UWB-IR communication (hereinafter, UWB communication). UWB-IR is an abbreviation for Ultra Wideband-Impulse Radio. Hereinafter, the system architecture using UWB communication for the location estimation of the smart key 3 will be referred to as a UWB combined architecture.

[0203] In the UWB co-location structure, the smart key 3 includes a circuit module for transmitting and receiving pulsed radio waves (hereinafter, pulse signals) used in UWB communication. Additionally, as... Figure 14 As shown, the vehicle-mounted system 2 includes multiple communication modules (hereinafter, UWB communication unit 14) for receiving pulse signals used in UWB communication. The pulse signals used in UWB communication are extremely short signals with a pulse width of, for example, 2 nanoseconds. UWB communication is also sometimes referred to as ultra-wideband communication. Frequency bands suitable for UWB communication include, for example, 3.1 GHz to 10.6 GHz, 3.4 GHz to 4.8 GHz, 7.25 GHz to 10.6 GHz, and 22 GHz to 29 GHz.

[0204] The intelligent ECU4, with its UWB-compatible structure, acquires data from the smart key 3 received by the UWB communicator 14. Furthermore, the intelligent ECU4 generates data destined for the smart key 3 and outputs it to the UWB communicator 14. This causes a series of pulse signals corresponding to the desired data to be wirelessly transmitted sequentially from each of the UWB communicators 14. Here, the pulse series signal refers to a signal sequence generated by modulating the data to be transmitted using an on / off modulation method, which configures multiple pulse signals at predetermined time intervals. Further, the intelligent ECU4, based on an instruction from the position determination unit F4, causes the pulse signals to be transmitted from any of the UWB communicators 14. The UWB communicator 14 that transmits the pulse signals is selected by the position determination unit F4.

[0205] The location determination unit F4 estimates the distance between each UWB communicator 14 and the smart key 3 by transmitting and receiving pulse signals from each of the plurality of UWB communicators 14 in a predetermined order. The distance estimation can employ methods such as Time-of-Flight (ToF). Then, based on the distance information between each UWB communicator 14 and the smart key 3, and the mounting location data of each UWB communicator 14, the position of the smart key 3 is estimated. Thus, even when using a UWB communicator 14 instead of a BLE communicator 13, terminal position estimation is still possible. In other words, the communication device such as the BLE communicator 13 in this disclosure can be replaced by a UWB communicator 14.

[0206] also, Figure 14 An example of the setting position of UWB communicator 14. Figure 14The UWB communication unit 14A shown is located at the right corner of the front bumper. UWB communication unit 14B is located at the left corner of the rear bumper. UWB communication unit 14C is located on the right B-pillar. UWB communication unit 14D is located on the left B-pillar. UWB communication unit 14E is located near the rear door handle, for example, at the rear of the vehicle. UWB communication unit 14F is located near the upper part of the windshield. UWB communication unit 14G is located near the lower part of the windshield. UWB communication units 14A to 14E are equivalent to external communication units, and UWB communication units 14F to 14G are equivalent to internal communication units.

[0207] <Postscript>

[0208] The control device and method comprising the intelligent ECU4 described in this disclosure can also be implemented by a dedicated computer configured to execute one or more functions embodied in a computer program. Furthermore, the device and method described in this disclosure can also be implemented by dedicated hardware logic circuits. Moreover, the device and method described in this disclosure can also be implemented by one or more dedicated computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. Additionally, the computer program can be stored as instructions executed by a computer on a non-transitional tangible recording medium readable by a computer. The units and / or functions provided by the intelligent ECU4, etc., can be implemented by software recorded in a physical memory device and a computer executing that software, by software alone, by hardware alone, or by a combination thereof. For example, some or all of the functions possessed by the intelligent ECU4 can be implemented as hardware. Implementing a function as hardware includes using one or more ICs, etc. The intelligent ECU4 can also be implemented using an MPU, GPU, or DFP (Data Flow Processor) instead of a CPU. The intelligent ECU4 can also be implemented by combining multiple types of computing devices such as CPUs, MPUs, and GPUs. Some or all of the functions of the intelligent ECU4 can also be implemented using a System-on-Chip (SoC). Furthermore, various processing units can be implemented using FPGAs (Field-Programmable Gate Arrays) or ASICs (Application-Specific Integrated Circuits). The control program can be stored on a non-transitory tangible storage medium. Various storage media can be used as the storage medium for the control program, such as HDDs (Hard-disk Drives), SSDs (Solid State Drives), flash memory, and SD cards (Secure Digital).

Claims

1. A seating position determination system, which determines the seating position of each user in a vehicle based on the reception status of wireless signals from multiple portable devices carried by multiple users, and comprises: Multiple external communication units are disposed on the exterior surface of the vehicle, configured to enable wireless communication with the aforementioned portable device; At least one in-car communication device, disposed within the carriage, configured to wirelessly communicate with the aforementioned portable device; and The control device controls the operation of the aforementioned external communication unit and the aforementioned internal communication unit. The aforementioned control device includes: The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The vehicle status acquisition unit is configured to detect the open / closed state of each of the plurality of doors based on the output signals of sensors installed on each of the plurality of doors, and to detect if the user has performed a prescribed operation to open any of the plurality of doors, i.e., an opening operation. The aforementioned seating position determination system includes an object door setting unit, which sets the door whose opening operation is detected by the vehicle status acquisition unit as the object door. The aforementioned portable device detection unit is configured to detect the target device using the aforementioned external communication device based on the vehicle status acquisition unit detecting that the aforementioned opening operation has been performed. The aforementioned entry determination unit is configured to determine whether the target device has entered the carriage based on the vehicle status acquisition unit detecting that the target door is closed.

2. The seating position determination system according to claim 1, wherein, The vehicle status acquisition unit is configured to detect the open / closed state of each of the plurality of doors based on the output signals of sensors installed on each of the plurality of doors, and to detect if the user has performed a prescribed operation to open any of the plurality of doors, i.e., an opening operation. The aforementioned seating position determination system includes an object door setting unit, which sets the door whose opening operation is detected by the vehicle status acquisition unit as the object door. The aforementioned portable device detection unit is configured to, based on the vehicle status acquisition unit's detection that the aforementioned opening operation has been performed, send response request signals, setting each of the plurality of portable devices as the destination, from the external communication unit corresponding to the target door in a predetermined order, in order to search for portable devices that exist near the target door as the target devices. The aforementioned entry determination unit is configured to determine whether the object has entered the carriage by sending a response request signal that sets the object as the destination from the in-car communication unit based on the vehicle status acquisition unit detecting that the object door is closed.

3. A seating position determination system, which determines the seating position of each user in a vehicle based on the reception status of wireless signals from multiple portable devices carried by multiple users, and comprises: Multiple external communication units are disposed on the exterior surface of the vehicle, configured to enable wireless communication with the aforementioned portable device; At least one in-car communication device, disposed within the carriage, configured to wirelessly communicate with the aforementioned portable device; and The control device controls the operation of the aforementioned external communication unit and the aforementioned internal communication unit. The aforementioned control device includes: The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The vehicle status acquisition unit is configured to detect the open / closed state of each of the plurality of doors based on the output signals of sensors installed on each of the plurality of doors, and to detect if the user has performed a prescribed operation to open any of the plurality of doors, i.e., an opening operation. The aforementioned seating position determination system includes an object door setting unit, which sets the door whose opening operation is detected by the vehicle status acquisition unit as the object door. The aforementioned portable device detection unit is configured to, based on the vehicle status acquisition unit's detection that the aforementioned opening operation has been performed, send response request signals, setting each of the plurality of portable devices as the destination, from the external communication unit corresponding to the target door in a predetermined order, in order to search for portable devices that exist near the target door as the target devices. The aforementioned entry determination unit is configured to determine whether the object has entered the carriage by sending a response request signal that sets the object as the destination from the in-car communication unit based on the vehicle status acquisition unit detecting that the object door is closed.

4. The seating position determination system according to claim 3, wherein, The aforementioned portable device detection unit is configured to remove, from the search targets outside the carriage, the portable devices that the aforementioned entry determination unit has determined to have entered the carriage among the plurality of portable devices.

5. The seating position determination system according to claim 3 or 4, wherein, The aforementioned control device is configured to unlock the door based on receiving a wireless signal instructing the door to be unlocked from any one of the plurality of portable devices. The aforementioned seating position determination system has the following features: The lock-picker identification unit, based on the identification information of the portable device used in unlocking the door among the aforementioned portable devices, identifies the user who unlocked the door, i.e., the lock-picker; and The recognition status notification unit performs processing to display an image representing the determination result of the seating position determination unit on the display screen. The aforementioned seating position determination unit determined that the person who unlocked the door was seated in the driver's seat. The aforementioned identification status notification unit is configured to display an image on the display indicating that the person seated in the driver's seat is the person who unlocked the door when the door is unlocked via the aforementioned wireless signal.

6. A seating position determination system, which determines the seating position of each user in a vehicle based on the reception status of wireless signals from multiple portable devices carried by multiple users, and comprises: Multiple external communication units are disposed on the exterior surface of the vehicle, configured to enable wireless communication with the aforementioned portable device; At least one in-car communication device, disposed within the carriage, configured to wirelessly communicate with the aforementioned portable device; and The control device controls the operation of the aforementioned external communication unit and the aforementioned internal communication unit. The aforementioned control device includes: The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The aforementioned control device is configured to unlock the door based on receiving a wireless signal instructing the door to be unlocked from any one of the plurality of portable devices. The aforementioned seating position determination system has the following features: The lock-picker identification unit, based on the identification information of the portable device used in unlocking the door among the aforementioned portable devices, identifies the user who unlocked the door, i.e., the lock-picker; and The recognition status notification unit performs processing to display an image representing the determination result of the seating position determination unit on the display screen. The aforementioned seating position determination unit determined that the person who unlocked the door was seated in the driver's seat. The aforementioned identification status notification unit is configured to display an image on the display indicating that the person seated in the driver's seat is the person who unlocked the door when the door is unlocked via the aforementioned wireless signal.

7. The seating position determination system according to claim 6, wherein, The vehicle status acquisition unit detects whether a prescribed unlocking operation for unlocking the door has been performed based on output signals from sensors installed on each of the plurality of doors. The control device is configured to unlock the door based on the vehicle status acquisition unit detecting that the unlocking operation has been performed on any of the plurality of doors. The aforementioned seating position determination system has the following features: The lock-picker identification unit, based on the identification information of the portable device used in unlocking the door among the aforementioned portable devices, identifies the user who unlocked the door, i.e., the lock-picker; and The recognition status notification unit performs processing to display an image representing the determination result of the seating position determination unit on the display screen. The aforementioned seating position determination unit determined that the person who unlocked the door was seated in the driver's seat. The aforementioned identification status notification unit is configured to display an image on the display indicating that the person sitting in the driver's seat is the person who unlocked the door when the door for which the unlocking operation was performed is not the door for the driver's seat.

8. A seating position determination system, which determines the seating position of each user in a vehicle based on the reception status of wireless signals from multiple portable devices carried by multiple users, and comprises: Multiple external communication units are disposed on the exterior surface of the vehicle, configured to enable wireless communication with the aforementioned portable device; At least one in-car communication device, disposed within the carriage, configured to wirelessly communicate with the aforementioned portable device; and The control device controls the operation of the aforementioned external communication unit and the aforementioned internal communication unit. The aforementioned control device includes: The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The vehicle status acquisition unit detects whether a prescribed unlocking operation for unlocking the door has been performed based on output signals from sensors installed on each of the plurality of doors. The control device is configured to unlock the door based on the vehicle status acquisition unit detecting that the unlocking operation has been performed on any of the plurality of doors. The aforementioned seating position determination system has the following features: The lock-picker identification unit, based on the identification information of the portable device used in unlocking the door among the aforementioned portable devices, identifies the user who unlocked the door, i.e., the lock-picker; and The recognition status notification unit performs processing to display an image representing the determination result of the seating position determination unit on the display screen. The aforementioned seating position determination unit determined that the person who unlocked the door was seated in the driver's seat. The aforementioned identification status notification unit is configured to display an image on the display indicating that the person sitting in the driver's seat is the person who unlocked the door when the door for which the unlocking operation was performed is not the door for the driver's seat.

9. The seating position determination system according to claim 8, wherein, The vehicle status acquisition unit detects whether a prescribed unlocking operation for unlocking the door has been performed based on output signals from sensors installed on each of the plurality of doors. The control device is configured to unlock the door based on the vehicle status acquisition unit detecting that the unlocking operation has been performed on any of the multiple doors, and to unlock the door if an unlocking instruction signal is received from any of the multiple portable devices. The aforementioned control device is configured to respond to the system's determination of changing the seating position in cases where the door to the driver's seat is unlocked based on the aforementioned unlocking operation and in cases where the door is unlocked based on the receipt of the aforementioned unlocking indication signal.

10. The seating position determination system according to claim 8 or 9, wherein, The aforementioned seating position determination unit is configured as follows: At multiple moments, including the moment when the vehicle status acquisition unit detects that the prescribed operation for opening the door has been performed (i.e., an opening operation), and the moment when the vehicle status acquisition unit detects that the door that performed the opening operation (i.e., the target door) has been closed, the occupant of the seat corresponding to the target door is determined. If the latest seating position determination for the same user differs from the previous determination, the previous seating position determination for that user shall be discarded, and the latest determination shall be adopted.

11. The seating position determination system according to claim 8 or 9, wherein, have: The user settings storage unit stores vehicle settings data for each user, representing the unique settings for the aforementioned vehicles. The personal settings response unit automatically adjusts the environmental settings of the target seat based on the vehicle settings data of the user, as determined by the seating position determination unit to be the occupant of the target seat; and The lock-picker identification unit, based on the identification information of the portable device used to unlock the door among multiple portable devices, identifies the user who unlocked the door, i.e., the lock-picker. If the person sitting in the driver's seat is unknown at the time the door was unlocked, the seating position determination unit determines that the person unlocking the door is sitting in the driver's seat. The aforementioned personal setting response unit is configured to automatically adjust the environmental settings of the driver's seat based on the vehicle setting data of the unlocker.

12. A seating position determination system, which determines the seating position of each user in a vehicle based on the reception status of wireless signals from multiple portable devices carried by multiple users, and comprises: Multiple external communication units are disposed on the exterior surface of the vehicle, configured to enable wireless communication with the aforementioned portable device; At least one in-car communication device, disposed within the carriage, configured to wirelessly communicate with the aforementioned portable device; and The control device controls the operation of the aforementioned external communication unit and the aforementioned internal communication unit. The aforementioned control device includes: The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. have: The user settings storage unit stores vehicle settings data for each user, representing the unique settings for the aforementioned vehicles. The personal settings response unit automatically adjusts the environmental settings of the target seat based on the vehicle settings data of the user, as determined by the seating position determination unit to be the occupant of the target seat; and The lock-picker identification unit, based on the identification information of the portable device used to unlock the door among multiple portable devices, identifies the user who unlocked the door, i.e., the lock-picker. If the person sitting in the driver's seat is unknown at the time the door was unlocked, the seating position determination unit determines that the person unlocking the door is sitting in the driver's seat. The aforementioned personal setting response unit is configured to automatically adjust the environmental settings of the driver's seat based on the vehicle setting data of the unlocker.

13. The seating position determination system according to claim 12, wherein, The vehicle status acquisition unit described above is configured to detect the usage status of each of the aforementioned seats based on the output signal of a seating sensor indicating whether the seat is occupied. The aforementioned seating position determination system includes a determination result correction unit. If, after the door corresponding to the seat is closed, the vehicle status acquisition unit also determines that the seat is empty, the determination result correction unit determines that the seat occupant of the seat is unknown.

14. A vehicle control device that determines the seating position of each user based on the reception status of wireless signals from multiple portable devices carried by multiple users of the vehicle, comprising: The vehicle communication unit is used to communicate with a plurality of external communication units and at least one internal communication unit. The plurality of external communication units are disposed on the exterior surface of the vehicle and configured to communicate wirelessly with the aforementioned portable device. The at least one internal communication unit is disposed inside the vehicle and configured to communicate wirelessly with the aforementioned portable device. The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The vehicle status acquisition unit is configured to detect the open / closed state of each of the plurality of doors based on the output signals of sensors installed on each of the plurality of doors, and to detect if the user has performed a prescribed operation to open any of the plurality of doors, i.e., an opening operation. The aforementioned vehicle control device includes a target door setting unit, which sets the door whose opening operation is detected by the vehicle status acquisition unit as the target door. The aforementioned portable device detection unit is configured to detect the target device using the aforementioned external communication device based on the vehicle status acquisition unit detecting that the aforementioned opening operation has been performed. The aforementioned entry determination unit is configured to determine whether the target device has entered the carriage based on the vehicle status acquisition unit detecting that the target door is closed.

15. A vehicle control device that determines the seating position of each user based on the reception status of wireless signals from multiple portable devices carried by multiple users of the vehicle, comprising: The vehicle communication unit is used to communicate with a plurality of external communication units and at least one internal communication unit. The plurality of external communication units are disposed on the exterior surface of the vehicle and configured to communicate wirelessly with the aforementioned portable device. The at least one internal communication unit is disposed inside the vehicle and configured to communicate wirelessly with the aforementioned portable device. The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The vehicle status acquisition unit is configured to detect the open / closed state of each of the plurality of doors based on the output signals of sensors installed on each of the plurality of doors, and to detect if the user has performed a prescribed operation to open any of the plurality of doors, i.e., an opening operation. The aforementioned vehicle control device includes a target door setting unit, which sets the door whose opening operation is detected by the vehicle status acquisition unit as the target door. The aforementioned portable device detection unit is configured to, based on the vehicle status acquisition unit's detection that the aforementioned opening operation has been performed, send response request signals, setting each of the plurality of portable devices as the destination, from the external communication unit corresponding to the target door in a predetermined order, in order to search for portable devices that exist near the target door as the target devices. The aforementioned entry determination unit is configured to determine whether the object has entered the carriage by sending a response request signal that sets the object as the destination from the in-car communication unit based on the vehicle status acquisition unit detecting that the object door is closed.

16. A vehicle control device that determines the seating position of each user based on the reception status of wireless signals from multiple portable devices carried by multiple users of the vehicle, comprising: The vehicle communication unit is used to communicate with a plurality of external communication units and at least one internal communication unit. The plurality of external communication units are disposed on the exterior surface of the vehicle and configured to communicate wirelessly with the aforementioned portable device. The at least one internal communication unit is disposed inside the vehicle and configured to communicate wirelessly with the aforementioned portable device. The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The aforementioned vehicle control device is configured to unlock the door based on receiving a wireless signal instructing unlocking from any one of the aforementioned portable devices. The aforementioned vehicle control device includes: The lock-picker identification unit, based on the identification information of the portable device used in unlocking the door among the aforementioned portable devices, identifies the user who unlocked the door, i.e., the lock-picker; and The recognition status notification unit performs processing to display an image representing the determination result of the seating position determination unit on the display screen. The aforementioned seating position determination unit determined that the person who unlocked the door was seated in the driver's seat. The aforementioned identification status notification unit is configured to display an image on the display indicating that the person seated in the driver's seat is the person who unlocked the door when the door is unlocked via the aforementioned wireless signal.

17. A vehicle control device that determines the seating position of each user based on the reception status of wireless signals from multiple portable devices carried by multiple users of the vehicle, comprising: The vehicle communication unit is used to communicate with a plurality of external communication units and at least one internal communication unit. The plurality of external communication units are disposed on the exterior surface of the vehicle and configured to communicate wirelessly with the aforementioned portable device. The at least one internal communication unit is disposed inside the vehicle and configured to communicate wirelessly with the aforementioned portable device. The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. The vehicle status acquisition unit detects whether a prescribed unlocking operation for unlocking the door has been performed based on output signals from sensors installed on each of the plurality of doors. The aforementioned vehicle control device is configured to unlock the doors based on the vehicle status acquisition unit detecting that the unlocking operation has been performed on any of the plurality of doors. The aforementioned vehicle control device includes: The lock-picker identification unit, based on the identification information of the portable device used in unlocking the door among the aforementioned portable devices, identifies the user who unlocked the door, i.e., the lock-picker; and The recognition status notification unit performs processing to display an image representing the determination result of the seating position determination unit on the display screen. The aforementioned seating position determination unit determined that the person who unlocked the door was seated in the driver's seat. The aforementioned identification status notification unit is configured to display an image on the display indicating that the person sitting in the driver's seat is the person who unlocked the door when the door for which the unlocking operation was performed is not the door for the driver's seat.

18. A vehicle control device that determines the seating position of each user based on the reception status of wireless signals from multiple portable devices carried by multiple users of the vehicle, comprising: The vehicle communication unit is used to communicate with a plurality of external communication units and at least one internal communication unit. The plurality of external communication units are disposed on the exterior surface of the vehicle and configured to communicate wirelessly with the aforementioned portable device. The at least one internal communication unit is disposed inside the vehicle and configured to communicate wirelessly with the aforementioned portable device. The portable device detection unit, based on the communication results between the external communication device and the portable device, detects the portable device located outside the vehicle and within a specified distance from the door of the vehicle as a target device, and determines the location of the target device. The vehicle status acquisition unit acquires a ride signal from designated on-board sensors, indicating the possibility that any one of the aforementioned users may be riding in the vehicle. Upon entering the determination unit, based on the vehicle status acquisition unit's acquisition of the boarding signal, the in-car communication unit communicates with the target device to determine whether the target device has entered the car; and The seating position determination unit, based on the determination by the entry determination unit that the target device exists inside the carriage, determines the target seat, which corresponds to the position of the target device outside the carriage detected by the portable device detection unit, as the seating position of the user corresponding to the target device. have: The user settings storage unit stores vehicle settings data for each user, representing the unique settings for the aforementioned vehicles. The personal settings response unit automatically adjusts the environmental settings of the target seat based on the vehicle settings data of the user, as determined by the seating position determination unit to be the occupant of the target seat; and The lock-picker identification unit, based on the identification information of the portable device used to unlock the door among multiple portable devices, identifies the user who unlocked the door, i.e., the lock-picker. If the person sitting in the driver's seat is unknown at the time the door was unlocked, the seating position determination unit determines that the person unlocking the door is sitting in the driver's seat. The aforementioned personal setting response unit is configured to automatically adjust the environmental settings of the driver's seat based on the vehicle setting data of the unlocker.

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