Door control device

Abstract

To provide a door control device that is highly convenient for a driver and allows prospective passengers to board quickly.SOLUTION: An ECU of a vehicle executes processing including: a step (S406) of determining an unlocking target door when first information and second information are received (YES in S400 and YES in S402) and it is determined that a first terminal in a cabin and a second terminal is in the vicinity of the vehicle outside (YES in S404); a step (S408) of unlocking the target door; and a step (S416) of initializing the unlocking target door when the first information and the second information are received (YES in S410 and YES in S412) and it is determined that the first terminal and the second terminal are in the cabin (YES in S414).SELECTED DRAWING: Figure 5

Description

Technical Field

[0003]

[0001] The present disclosure relates to a door control device.

Background Art

[0002] A technique using an electronic key stored in a terminal or the like as a key for locking / unlocking a vehicle door or driving the vehicle is known. Since such an electronic key can be stored in a plurality of terminals or the like, it can be used when a plurality of users jointly use a vehicle.

[0003] As such an electronic key, for example, Japanese Patent Application Laid-Open No. 2004-326292 (Patent Document 1) discloses a technique for invalidating the electronic keys of only some persons when a plurality of users jointly use a service with a shared electronic key.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] When using the vehicle as described above for pick-up and drop-off, etc., the vehicle driver needs to move to the destination to pick up the scheduled co-riders, and after arriving at the destination, let the scheduled co-riders board the vehicle. In this case, if each door of the vehicle is locked, it is necessary to unlock the door for the scheduled co-riders to board. Therefore, for the driver of the vehicle, an operation of unlocking the door near the scheduled co-riders after arriving at the destination is required, which makes the operation complicated and there may be a case where the scheduled co-riders cannot be boarded promptly and the vehicle cannot depart.

[0006] This disclosure was made to solve the aforementioned problems, and its purpose is to provide a door control device that allows the driver to board passengers quickly and conveniently. [Means for solving the problem]

[0007] A door control device according to one aspect of this disclosure further comprises an actuator used for locking each of a plurality of doors of a vehicle, a communication device capable of communicating with a terminal to which a digital key has been pre-assigned that authorizes control of the actuator, a detection device for detecting the position of the terminal holding the digital key, and a control device for controlling the actuator. When the position of the terminal is detected by the detection device, the control device controls the actuator so that the door closest to the position of the terminal among the plurality of doors is unlocked.

[0008] This allows passengers carrying the device to board the vehicle quickly without the driver having to operate it. As a result, the vehicle can be started quickly. Furthermore, the device only needs to be equipped with a digital key that allows control over the opening and closing of the doors, thus preventing the unnecessary issuance of a digital key that allows driving to users who do not have the necessary driving qualifications. This helps to mitigate a decrease in security. In addition, since control is performed on the door closest to the device, unnecessary control is prevented from being performed on other doors.

[0009] In one embodiment, when the vehicle is in motion, the control device delays the timing of locking the device if the detection device detects that the terminal is outside the vehicle.

[0010] This allows the vehicle to start moving from a standstill and approach the passenger in an unlocked state, enabling the passenger, who is carrying the device, to quickly board the vehicle without the driver having to operate it.

[0011] Furthermore, in one embodiment, when the vehicle is in motion, if the detection device detects that the terminal is outside the vehicle, the control device increases the speed threshold at which locking is performed during vehicle operation from an initial value.

[0012] This allows the vehicle to start moving from a standstill and approach the passenger in an unlocked state, enabling the passenger, who is carrying the device, to quickly board the vehicle without the driver having to operate it.

[0013] In one further embodiment, when the vehicle is in motion, the control device resets the threshold value to its initial value when the detection device detects that the terminal is located inside the vehicle.

[0014] In this way, if a user carrying a device is inside the vehicle while it is in motion, the doors will be locked according to the vehicle's speed based on the default settings, thus preventing the vehicle from driving with the doors unnecessarily unlocked. [Effects of the Invention]

[0015] According to this disclosure, it is possible to provide a door control device that is convenient for the driver and allows passengers to board quickly. [Brief explanation of the drawing]

[0016] [Figure 1] This diagram schematically shows the overall configuration of the electronic key system in this embodiment. [Figure 2] This is a diagram showing an example of a vehicle configuration. [Figure 3] This diagram illustrates an example of a method for detecting the location of authenticated devices. [Figure 4] This flowchart shows an example of the processes executed on the management server, the first terminal, and the second terminal. [Figure 5] This flowchart shows an example of the processes performed in the ECU, the first terminal, and the second terminal. [Figure 6] This is a flowchart showing an example of the processing executed in each of the ECU, the first terminal, and the second terminal in a modified example.

Embodiments for Carrying Out the Invention

[0017] <了 Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0018] FIG. 1 is a diagram schematically showing the overall configuration of an electronic key system 1 in the present embodiment. The electronic key system 1 manages electronic keys (specifically, digital keys) of a plurality of vehicles. In reality, digital keys of a large number of vehicles can be managed by the electronic key system 1. Hereinafter, for convenience of explanation, the electronic key of a specific vehicle 100 will be described as an example.

[0019] As shown in FIG. 1, the electronic key system 1 in the present embodiment includes a communication network 6, a wireless base station 7, a management server 8, a vehicle 100, a first terminal 400, and a second terminal 402.

[0020] In the present embodiment, the vehicle 100 will be described as an example where, for example, the vehicle has an engine as a drive source. However, the vehicle 100 may be an electric vehicle having an electric motor as a drive source, or a hybrid vehicle equipped with an engine and an electric motor and having at least one of them as a drive source.

[0021] The electronic key system 1 is configured to manage the issuance of a digital key for using the vehicle 100, such as receiving a request from a first terminal 400 configured to be communicable with the management server 8 and providing information regarding the digital key for using the vehicle 100 to the second terminal 402.

[0022] The management server 8 includes a control device 11, a communication device 13, and a storage device 15. The control device 11, the communication device 13, and the storage device 15 are connected to each other via a communication bus 14 so that they can communicate with one another.

[0023] The control device 11 includes a processor 11a that executes programs such as a CPU (Central Processing Unit), memory (ROM (Read Only Memory) and RAM (Random Access Memory)) 11b, and input / output ports (not shown) for inputting and outputting various signals. The program stored in memory 11b is read by the processor 11a and software processing is executed. Various controls by the control device 11 can also be realized by having a general-purpose computer (not shown) execute a program stored in the storage device 15. Various controls by the control device 11 are not limited to software processing and may also be processed by dedicated hardware (electronic circuits).

[0024] The storage device 15 stores predetermined information relating to the vehicle 100, which is configured to communicate with the management server 8. This predetermined information includes, for example, information relating to the control program of the vehicle 100 (described later), information for identifying the vehicle 100 (hereinafter referred to as the vehicle ID), information for identifying the first terminal 400 and the second terminal 402 (hereinafter referred to as the terminal ID), and information relating to the digital key of the vehicle 100. The vehicle ID is unique information set for each vehicle. The management server 8 can identify the source or destination vehicle 100 by the vehicle ID. Furthermore, the management server 8 can identify the source or destination terminal by the terminal ID.

[0025] The communication device 13 is configured to wirelessly communicate with the first terminal 400 and the second terminal 402 via the communication network 6 and the wireless base station 7 in a predetermined communication format. The predetermined communication format includes, for example, wireless communication in accordance with communication standards used in wireless LANs (Local Area Networks) or communication standards used in fourth-generation or fifth-generation mobile communication systems (mobile phone communication networks).

[0026] The first terminal 400 is a portable mobile terminal such as a smartphone, tablet, or wearable device. The first terminal 400 includes a control device 400a, a communication device 400b, a storage device 400c, a position detection device 400d, and a user interface (hereinafter referred to as UI) 400e. The control device 400a, the communication device 400b, the storage device 400c, the position detection device 400d, and the UI 400e are connected to each other via a communication bus (not shown).

[0027] The control device 400a includes a processor such as a CPU that executes programs, memory, and input / output ports (none of which are shown) that input and output various signals. The operation and functions of the control device are the same as those of the control device 11 of the management server 8, so a detailed explanation will not be repeated.

[0028] The communication device 400b is configured to communicate directly with the second terminal 402 using a predetermined communication format (for example, short-range wireless communication), or to communicate with the management server 8 via the communication network 6 and the wireless base station 7 using a predetermined communication format (for example, a mobile phone network).

[0029] The storage device 400c stores information about unlocking or locking the passenger doors (see Figure 3) of the vehicle 100, and about the digital key used to operate the vehicle 100.

[0030] The position detection device 400d detects the location information of the first terminal 400, for example. The position detection device 400d detects the location of the first terminal 400 using, for example, GPS (Global Positioning System) satellites or wireless LAN.

[0031] The UI400e includes, for example, a display device for displaying various information and an input device for receiving user input. The UI400e may be configured, for example, by a touch panel display.

[0032] The second terminal 402 has the same configuration as the first terminal 400. Therefore, a detailed explanation will not be repeated.

[0033] Figure 2 shows an example of the configuration of vehicle 100. As shown in Figure 2, vehicle 100 includes a door lock device 120, a communication device 130, a vehicle speed sensor 150, a door lock operating device 160, and an ECU (Electronic Control Unit) 170.

[0034] The door lock device 120 is configured to switch between a locked state, which restricts the opening and closing of the closed passenger door, and an unlocked state, which allows the closed passenger door to be opened and closed, using an actuator driven in response to a control signal from the ECU 170. The actuator of the door lock device 120 is controlled to enter the locked state, for example, when it receives a control signal indicating a lock command from the ECU 170. The actuator of the door lock device 120 is also controlled to enter the unlocked state, for example, when it receives a control signal indicating an unlock command from the ECU 170.

[0035] The communication device 130 is composed of, for example, a DCM (Data Communication Module). The communication device 130 is configured to enable bidirectional communication with the management server 8 via the communication network 6 and the wireless base station 7. Furthermore, the communication device 130 is configured to communicate with each of the first terminal 400 and the second terminal 402 either via the communication network 6 and the wireless base station 7 or directly.

[0036] The vehicle speed sensor 150 detects the speed of the vehicle 100 (hereinafter also referred to as vehicle speed). The vehicle speed sensor 150 may include, for example, a wheel speed sensor that detects the rotational speed of the wheels of the vehicle 100. The vehicle speed sensor 150 transmits the detected vehicle speed to the ECU 170.

[0037] The ECU170 is a computer having a processor that executes programs such as a CPU, memory, and an input / output interface. The ECU170 includes various control programs for controlling various actuators mounted on the vehicle 100. These various control programs include, for example, at least one of steering control, drive control, and braking control programs. In this embodiment, the various control programs further include a control program for controlling the door lock device 120.

[0038] The door lock operating device 160 receives an operation to lock the door lock device 120 from the unlocked state, or to unlock the door lock device 120 from the locked state. The door lock operating device 160 is, for example, located in a position accessible to the driver. The door lock operating device 160 may be configured, for example, by switches corresponding to each passenger door, or by a touch panel display. When the door lock operating device 160 receives an operation, it transmits a signal to the ECU 170 indicating that the operation has been received.

[0039] When the ECU 170 receives a signal from the door lock operating device 160 indicating that an operation has been received, if the door lock device 120 of the corresponding passenger door is in the locked state, it controls the door lock device 120 to unlock it, and if the door lock device 120 of the corresponding passenger door is in the unlocked state, it controls the actuator of the door lock device 120 to lock it.

[0040] Alternatively, the ECU 170 may control the door lock device 120 so that, for example, when the door lock device 120 is in the unlocked state, the door lock device 120 locks when the vehicle speed detected by the vehicle speed sensor 150 exceeds a threshold (hereinafter referred to as the speed threshold).

[0041] Furthermore, when the ECU 170 can communicate with a device (for example, a first terminal 400 or a second terminal 402) for locking or unlocking the external door locks of the vehicle 100 via the communication device 130, it authenticates whether the device is a legitimate device capable of locking or unlocking the door locks using authentication information (digital key) received from the device. For example, the ECU 170 authenticates that the device being communicated with is a legitimate device capable of locking or unlocking the door locks if the received authentication information matches the authentication information stored in memory. In this case, when the ECU 170 receives an unlock command from the device to the door lock device 120, it controls the door lock device 120 to enter the unlocked state. A similar authentication process is performed when making the vehicle 100 available for use, but a detailed explanation will not be repeated.

[0042] In this embodiment, a second terminal 402 may be included as a legitimate device capable of locking or unlocking the passenger doors. For example, if the second terminal 402 receives authentication information from the management server 8 that enables the unlocking of the vehicle 100's door lock device 120 and stores it in the second terminal 402's memory, it becomes possible to lock or unlock the passenger doors using the second terminal 402. For example, the second terminal 402 can lock or unlock the passenger doors by launching an application. When the second terminal 402 receives a lock or unlock operation, it communicates with the ECU 170 and performs an authentication process. After authentication, if the second terminal 402 sends a lock command or unlock command to the ECU 170, it becomes possible to lock or unlock the passenger doors.

[0043] The ECU170 can detect the location of an authenticated device (for example, the first terminal 400 or the second terminal 402) using information received from the authenticated device. The method for detecting the location of an authenticated device will be described below with reference to Figure 3.

[0044] Figure 3 is a diagram illustrating an example of a method for detecting the location of an authenticated device. As shown in Figure 3, the passenger doors of the vehicle 100 include a left front door 2L, a left rear door 3L, a right front door 2R, and a right rear door 3R. The door locking device 120 includes a first locking mechanism 61, a second locking mechanism 62, a third locking mechanism 63, a fourth locking mechanism 64, a first actuator 71, a second actuator 72, a third actuator 73, and a fourth actuator 74.

[0045] The first locking mechanism 61 is provided on the left front door 2L and suppresses the opening of the closed left front door 2L (locks it) or releases the suppression of opening (unlocks it). The first actuator 71 operates the first locking mechanism 61 in response to a control signal from the ECU 170.

[0046] The second locking mechanism 62 is provided on the right front door 2R and locks or unlocks the closed right front door 2R. The second actuator 72 operates the second locking mechanism 62 in response to a control signal from the ECU 170.

[0047] The third locking mechanism 63 is located on the left rear door 3L and locks or unlocks the left rear door 3L when it is closed. The third actuator 73 operates the third locking mechanism 63 in response to a control signal from the ECU 170.

[0048] The fourth locking mechanism 64 is provided on the right rear door 3R and locks or unlocks the closed right rear door 3R. The fourth actuator 74 operates the fourth locking mechanism 64 in response to a control signal from the ECU 170.

[0049] Furthermore, the vehicle 100 further includes a first antenna 50 located inside the vehicle 100, near the center when viewed from above the vehicle 100; a second antenna 51 located inside the vehicle 100, near the left front door 2L; and a third antenna 52 located inside the vehicle 100, near the right front door 2R.

[0050] The first antenna 50, the second antenna 51, and the third antenna 52 are position detection antennas configured to receive signals from a device having a digital key for the vehicle 100. The signals received by the first antenna 50, the second antenna 51, and the third antenna 52 are transmitted to the ECU 170. The signals received from the device may include authentication information.

[0051] The ECU 170 uses the signal strengths received by the first antenna 50, the second antenna 51, and the third antenna 52 to determine whether the location of the device holding the vehicle's digital key is inside or outside the vehicle (hereinafter sometimes referred to as "outside the vehicle"). If the location of the device holding the vehicle's digital key is outside the vehicle, the ECU 170 further identifies which of the vehicle's passenger doors is closest to the device.

[0052] The ECU 170 may, for example, identify the location of the device as the intersection point of three concentric circles whose radii are the distance to the device estimated from the signal strengths received by the first antenna 50, the second antenna 51, and the third antenna 52 (or the position where the three concentric circles are closest to each other). The memory of the ECU 170 may store, for example, a map showing the relationship between signal strength and distance. This relationship includes, for example, a relationship in which a weaker signal strength is estimated to indicate a longer distance to the device, and a stronger signal strength is estimated to indicate a shorter distance to the device.

[0053] For example, if the identified location is the location of the first terminal 400 shown in Figure 3, the ECU 170 determines that the location of the first terminal 400 is inside the vehicle 100. For example, if the identified location is the location of the second terminal 402 shown in Figure 3, the ECU 170 may determine that the location of the second terminal 402 is outside the vehicle and near the right rear door 3R.

[0054] When using a vehicle 100 having the above-described configuration for pick-up and drop-off, the driver of vehicle 100 drives the vehicle 100 to the destination to pick up the passenger who is to be picked up. After vehicle 100 arrives at the destination, the passenger is allowed to board the vehicle 100. In this case, if each of the passenger doors of vehicle 100 is locked, the driver must unlock the door in which the passenger will board. Therefore, the driver of vehicle 100 is required to unlock the door near the passenger after arriving at the destination, which can be a cumbersome operation and may prevent the passenger from boarding and the vehicle 100 from departing quickly.

[0055] Therefore, in this embodiment, when the position of the second terminal 402 carried by the passenger is detected, the ECU 170 controls the actuator so that the lock on the door closest to the position of the second terminal 402 among the multiple passenger doors is released.

[0056] In this way, the passengers who are carrying the second terminal can be quickly allowed to board the vehicle 100 without the driver having to operate it. As a result, the vehicle 100 can be started quickly. Furthermore, the second terminal 402 only needs to be equipped with a digital key that allows control over the opening and closing of the passenger doors, thus preventing the unnecessary issuance of a drivable digital key to the terminal of a user who does not have driving qualifications. As a result, a decrease in security can be prevented. In addition, since control is performed on the passenger door located close to the second terminal 402, unnecessary control is prevented from being performed on other doors.

[0057] The following describes an example of processing performed on the management server 8, the first terminal 400, and the second terminal 402. Figure 4 is a flowchart showing an example of processing performed on the management server 8, the first terminal 400, and the second terminal 402. The series of processes shown in this flowchart are repeatedly executed at predetermined intervals on the management server 8 (specifically, the control device 11 of the management server 8), the first terminal 400 (specifically, the control device 400a of the first terminal 400), and the second terminal 402 (specifically, the control device of the second terminal 402). In this embodiment, the first terminal 400, which has a digital key α, requests the management server 8 to assign a digital key β to the second terminal 402, the management server 8 issues the requested digital key β and transmits it to the second terminal 402, and the second terminal 402 registers the received digital key β. Digital key α is a digital key that can lock and unlock the passenger doors of vehicle 100, as well as drive vehicle 100. Digital key β is a digital key that can lock and unlock the passenger doors of vehicle 100. The processes performed at the first terminal 400 will now be described with reference to Figure 4.

[0058] In step 100 (hereinafter referred to as S), the first terminal 400 determines whether or not it has received an input for a grant request. The first terminal 400 determines that it has received an input for a grant request if it has received an operation from the user of the first terminal 400 to request the granting of digital key β to the second terminal 402. The first terminal determines that it has received an input for a grant request when, for example, information identifying the terminal to be granted (for example, terminal ID, etc.) and the type of digital key to be granted (for example, whether it is digital key α or digital key β, etc.) are input and the input information is confirmed. In this embodiment, the case where the type of digital key to be granted is digital key β will be explained as an example. If it is determined that the input for a grant request has been received (YES in S100), the process moves to S102.

[0059] In S102, the first terminal 400 creates grant request information including the input grant request and sends the created grant request information to the management server 8. The process then terminates. If it is determined that the grant request has not been accepted (NO in S100), the process returns to S100. Next, referring to Figure 4, the process executed by the management server 8 will be described.

[0060] In S300, the management server 8 determines whether or not to receive a grant request. For example, the management server 8 determines that a grant request has been received if it receives grant request information from the first terminal 400. If it is determined that a grant request has been received (YES in S300), processing is moved to S302.

[0061] In S302, the management server 8 identifies the recipient. Specifically, the management server 8 identifies the recipient using the terminal ID to which the key will be assigned, which is included in the assignment request information. The management server 8 may, for example, permit the transmission of digital key β to the terminal ID to which the key will be assigned if the sending terminal is a terminal that possesses digital key α. The process then moves to S304.

[0062] In S304, the management server 8 generates a digital key β and sends the generated digital key β to the specified recipient. The process then terminates. If it is determined that no assignment request has been received (NO in S300), the process returns to S300. Next, referring to Figure 4, the process executed at the second terminal 402 will be described.

[0063] In S200, the second terminal 402 determines whether or not to receive the digital key β. If it is determined that the digital key β has been received (YES in S200), processing is moved to S202.

[0064] In S202, the second terminal 402 executes a process to register the received digital key β. The process of registering the digital key β is a process that enables the vehicle 100 to perform actions permitted by the digital key β by executing a predetermined process (for example, storing information corresponding to the digital key β in memory) while the application is running. The process is then terminated. If it is determined that the digital key β has not been received (NO in S200), the process returns to S200.

[0065] Next, we will describe an example of the processing performed in the ECU 170 of the vehicle 100, the first terminal 400 where the digital key α is stored, and the second terminal 402 where the digital key β is stored. Figure 5 is a flowchart showing an example of the processing performed in the ECU 170, the first terminal 400, and the second terminal 402. The processing shown in this flowchart is repeatedly performed at predetermined intervals in the ECU 170, the first terminal (specifically, the control device 400a of the first terminal 400), and the second terminal 402 (specifically, the control device of the second terminal 402). The processing performed in the first terminal 400 will now be described with reference to Figure 5.

[0066] In S110, the first terminal 400 determines whether it is time to transmit information. The first terminal 400 determines that it is time to transmit information if a predetermined amount of time has elapsed since the most recent transmission of the first information. The first information includes signals that can be received by the first antenna 50, second antenna 51, and third antenna 52 of the vehicle 100. The first information also includes, for example, authentication information. If it is determined that it is time to transmit information (YES in S110), the process moves to S112.

[0067] In S112, the first terminal 400 transmits the first piece of information. After that, processing ends. If it is determined that it is not time to transmit information (NO in S110), processing returns to S110. Next, referring to Figure 5, the processing performed in the second terminal 402 will be explained.

[0068] In S210, the second terminal 402 determines whether it is time to transmit information. The second terminal 402 determines it is time to transmit information if a predetermined amount of time has elapsed since the most recent transmission of the second information. The second information includes signals that can be received by each of the first antenna 50, second antenna 51, and third antenna 52 of the vehicle 100. The second information includes, for example, authentication information. If it is determined that it is time to transmit information (YES in S210), the process moves to S212.

[0069] In S212, the second terminal 402 transmits the second information. After that, processing ends. If it is determined that it is not time to transmit information (NO in S210), processing returns to S210. Next, referring to Figure 5, the processing performed in ECU 170 will be explained.

[0070] In S400, ECU170 determines whether or not to receive the first information. If it is determined that the first information has been received (YES in S400), processing moves to S402.

[0071] In S402, ECU170 determines whether or not to receive the second piece of information. If it is determined that the second piece of information will be received (YES in S402), processing moves to S404. If it is determined that the first piece of information will not be received (NO in S400), or if it is determined that the second piece of information will not be received (NO in S402), processing returns to S400.

[0072] In S404, the ECU 170 determines whether the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle. For example, if the location of the first terminal 400, which is identified using the signal strength of the first information received from the first terminal 400 by the first antenna 50, the second antenna 51, and the third antenna 52, is located inside the vehicle 100, the ECU 170 determines that the first terminal 400 is inside the vehicle.

[0073] Furthermore, the ECU 170 determines that the second terminal 402 is near the outside of the vehicle if, for example, the location of the second terminal 402, which is identified using the signal strength of the second information received from the second terminal 402 by the first antenna 50, the second antenna 51, and the third antenna 52, is outside the vehicle and within a predetermined distance.

[0074] If it is determined that the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle (YES in S404), the process moves to S406. If the first terminal 400 is outside the vehicle, or if the second terminal 402 is not near the outside of the vehicle (inside the vehicle or far outside the vehicle) (NO in S404), the process returns to S400.

[0075] In S406, the ECU170 determines which door to unlock. Specifically, the ECU170 determines the passenger door closest to the position of the second terminal 402 as the door to unlock. For example, if the position of the second terminal 402 is close to the left front door 2L, the ECU170 determines the left front door 2L as the door to unlock. Similarly, if the position of the second terminal 402 is close to the left rear door 3L, the ECU170 determines the left rear door 3L as the door to unlock. Furthermore, if the position of the second terminal 402 is close to the right front door 2R, the ECU170 determines the right front door 2R as the door to unlock. Furthermore, if the position of the second terminal 402 is close to the right rear door 3R, the ECU170 determines the right rear door 3R as the door to unlock. Furthermore, if either of the front left or right seats is the driver's seat, and the passenger door corresponding to the driver's seat is determined to be the door to be unlocked, ECU170 may change the passenger door corresponding to the seat behind the driver's seat to be the door to be unlocked. The process then proceeds to S408.

[0076] In S408, ECU170 unlocks the door to be unlocked. ECU170 operates the corresponding actuator so that the lock mechanism of the door to be unlocked, as determined in S406, is in the unlocked state. The process then moves to S410.

[0077] In S410, ECU170 determines whether or not to receive the first information. If it is determined that the first information has been received (YES in S410), processing moves to S412.

[0078] In S412, ECU170 determines whether or not to receive the second piece of information. If it is determined that the second piece of information will be received (YES in S412), processing moves to S414. If it is determined that the first piece of information will not be received (NO in S410), or if it is determined that the second piece of information will not be received (NO in S412), processing returns to S410.

[0079] In S414, the ECU170 determines whether the first terminal 400 is inside the vehicle and whether the second terminal 402 is inside the vehicle. The method for determining whether a terminal is inside the vehicle is as described above, so a detailed explanation will not be repeated. If it is determined that the first terminal 400 is inside the vehicle and the second terminal 402 is inside the vehicle (YES in S414), the process moves to S416.

[0080] In S416, ECU170 initializes the doors to be unlocked. For example, ECU170 may initially set all passenger doors to be unlocked, or it may initially set all passenger doors to be locked. The process then terminates.

[0081] An example of the operation of the management server 8, ECU 170, first terminal 400, and second terminal 402, based on the structure and flowchart described above, will now be explained.

[0082] For example, suppose the user of the first terminal 400 is the owner of vehicle 100, and the first terminal 400 has a digital key α stored in it.

[0083] In this state, if the user launches an application or the like on the first terminal 400 and inputs various information for granting the digital key β to the second terminal 402 as a grant request (YES in S100), the first terminal 400 sends grant request information, including the grant request, to the management server 8 (S102).

[0084] When the management server 8 receives a grant request from the first terminal 400 (YES in S300), the destination is identified based on the terminal ID of the second terminal 402 included in the grant request information (S302), and the digital key β is sent to the second terminal 402 (S304).

[0085] When the second terminal 402 receives the digital key β from the management server 8 (YES in S200), a process to register the digital key β is executed (S202). This makes it possible for the second terminal 402 to lock and unlock the vehicle 100.

[0086] Next, let's consider a scenario where the user of terminal 1 400 is driving vehicle 100 with terminal 1 400 in hand, in order to pick up the user of terminal 2 402 (a passenger) at their destination.

[0087] When it is time to transmit information at the first terminal 400 (YES in S110), the first piece of information is transmitted (S112). Also, when it is time to transmit information at the second terminal 402 (YES in S210), the second piece of information is transmitted (S212).

[0088] In the ECU170, even if the first information is received from the first terminal 400 (YES in S400), if the vehicle 100 is far from its destination and the second information cannot be received (NO in S402), the determination of whether or not the first and second information has been received is repeated (S400 and S402).

[0089] When vehicle 100 approaches the user to a position where it can receive the second information transmitted from the second terminal 402, the ECU 170 determines whether the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle in order to receive the first information (YES in S400) and the second information (YES in S402) (S404).

[0090] Then, when vehicle 100 stops and the user of the second terminal 402 approaches, for example, the left rear door 3L of vehicle 100, it is determined that the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle (YES in S404). Subsequently, the left rear door 3L of vehicle 100 is determined to be the door to be unlocked (S406), and the third actuator 73 that drives the third locking mechanism 63 of the left rear door 3L of vehicle 100 is controlled so that the left rear door 3L is unlocked.

[0091] As a result, the user of the second terminal 402 can open the left rear door 3L and enter the interior of the vehicle 100.

[0092] When a user of the second terminal 402 enters the vehicle through the left rear door 3L and takes a seat, the ECU 170 receives first information from the first terminal 400 (YES in S410) and second information from the second terminal 402 (YES in S412), and then determines whether or not both the first terminal 400 and the second terminal 402 are inside the vehicle (S414).

[0093] If both the first terminal 400 and the second terminal 402 are determined to be inside the vehicle (YES in S414), the door to be unlocked will be initialized (S416).

[0094] As described above, with the door control device according to this embodiment, when a driver drives vehicle 100 to pick up a passenger who is holding a second terminal 402, the lock on the passenger's entrance / exit door near the passenger's entrance / exit door is unlocked after vehicle 100 arrives at its destination without any operation by the driver. Therefore, the passenger can be quickly boarded into vehicle 100, and the vehicle 100 can be quickly started. Furthermore, the second terminal 402 only needs to be equipped with a digital key β that permits control over the opening and closing of the entrance / exit doors, thus preventing the unnecessary issuance of a digital key that allows driving to users who do not have driving qualifications. Therefore, a decrease in security can be suppressed. In addition, since control is performed on the door closest to the second terminal 402, unnecessary control is prevented from being performed on other doors. Thus, a door control device can be provided that is convenient for the driver and allows passengers to board quickly.

[0095] The following describes variations. In the above-described embodiment, when it is determined that the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle, the lock on the passenger door closest to the second terminal 402 is controlled to be in the unlocked state. However, in addition to this control, when the parked vehicle 100 starts moving and approaches the user of the second terminal 402, the timing of switching the passenger door from the unlocked state to the locked state while the vehicle 100 is moving may be delayed.

[0096] The following describes an example of the processing performed in the ECU170, the first terminal 400, and the second terminal 402 in this modified example. Figure 6 is a flowchart showing an example of the processing performed in the ECU170, the first terminal 400, and the second terminal 402 in this modified example.

[0097] The processes executed at the first terminal 400 and the second terminal 402 shown in Figure 6 are the same processes as those executed at the first terminal 400 and the second terminal 402 shown in Figure 5, and are assigned the same step numbers. Therefore, a detailed explanation of those processes will not be repeated. The processes executed at the ECU 170 will now be explained with reference to Figure 6.

[0098] In S450, ECU170 determines whether or not the engine has just been started. ECU170 may determine that the engine has just been started if, for example, it is within a predetermined time from the moment the engine is started by accepting a start operation from the user. If it is determined that the engine has just been started (YES in S450), the process moves to S452. If it is determined that the engine has not just been started (NO in S450), the process returns to S450.

[0099] In S452, ECU170 determines whether or not to receive the first information. As the first information is as described above, a detailed explanation will not be repeated. If it is determined that the first information has been received (YES in S452), processing moves to S454.

[0100] In S454, ECU170 determines whether or not to receive the second information. As the second information is as described above, a detailed explanation will not be repeated. If it is determined that the second information has been received (YES in S454), processing moves to S456. If it is determined that the first information has not been received (NO in S452), or if it is determined that the second information has not been received (NO in S454), processing returns to S452.

[0101] In S456, the ECU 170 determines whether the first terminal 400 is inside the vehicle and whether the second terminal 402 is near the outside of the vehicle. The specific method for determining whether a terminal is inside the vehicle is the same as the method used in the S404 process described above, so a detailed explanation will not be repeated. If it is determined that the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle (YES in S456), the process moves to S458. If it is determined that the first terminal 400 is not inside the vehicle, or that the second terminal 402 is inside the vehicle or far outside the vehicle (NO in S456), the process returns to S452.

[0102] In S458, ECU170 increases the speed threshold for locking the doors. ECU170 increases the speed threshold by, for example, adding a predetermined value to the initial speed threshold and setting that value as the modified speed threshold. The modified speed threshold is set to a value higher than the speed range corresponding to slow driving. In this way, the timing of locking the doors when the vehicle 100 starts moving can be delayed compared to when the speed threshold is at its initial value. The process then moves to S460.

[0103] In S460, ECU170 determines whether or not to receive the first information. If it is determined that the first information has been received (YES in S460), processing moves to S462.

[0104] In S462, ECU170 determines whether or not to receive the second piece of information. If it is determined that the second piece of information has been received (YES in S462), processing moves to S464. If it is determined that the first piece of information has not been received (NO in S460), or if it is determined that the second piece of information has not been received (NO in S462), processing returns to S460.

[0105] In S464, the ECU170 determines whether the first terminal 400 is inside the vehicle and whether the second terminal 402 is inside the vehicle. The method for determining whether a terminal is inside the vehicle is as described above, so a detailed explanation will not be repeated. If it is determined that the first terminal 400 is inside the vehicle and the second terminal 402 is inside the vehicle (YES in S464), the process moves to S466.

[0106] In S466, ECU170 initializes the speed threshold. That is, ECU170 resets the speed threshold to its initial value. After that, the process is terminated. If it is determined that the first terminal 400 is outside the vehicle, or if it is determined that the second terminal 402 is outside the vehicle (NO in S464), the process moves to S468.

[0107] In S468, ECU170 determines whether a predetermined amount of time has elapsed since the speed threshold was increased. If it is determined that the predetermined amount of time has elapsed since the speed threshold was increased (YES in S468), the process moves to S466. If it is determined that the predetermined amount of time has not elapsed since the speed threshold was increased (NO in S468), the process returns to S460.

[0108] An example of the operation of the ECU 170, the first terminal 400, and the second terminal 402 in this modified example based on the flowchart described above will now be explained.

[0109] For example, consider a scenario where the user of the first terminal 400 has the first terminal 400, which stores the digital key α, in their possession, and the vehicle 100 is parked with its engine off. The second terminal 402 is assumed to have been assigned the digital key β. The specific method of assignment is as described above, so a detailed explanation will not be repeated.

[0110] When it is time to transmit information at the first terminal 400 (YES in S110), the first piece of information is transmitted (S112). Also, when it is time to transmit information at the second terminal 402 (YES in S210), the second piece of information is transmitted (S212).

[0111] When the user of the first terminal 400 starts the engine to move the vehicle 100 (YES in S450), it is determined whether or not to receive the first information (S452). If it is determined that the first information will be received from the first terminal 400 (YES in S452), it is determined whether or not to receive the second information (S454). If the second terminal 402 is in the vicinity of the vehicle 100, it will receive the second information (YES in S454). Therefore, it is determined whether the first terminal 400 is inside the vehicle and the second terminal 402 is in the vicinity outside the vehicle (S456).

[0112] At this time, if it is determined that the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle (YES in S456), the door lock speed threshold is increased (S458). As a result, the door lock device 120 is prevented from becoming locked while the vehicle 100 is moving slowly, and the unlocked state is maintained.

[0113] Therefore, when vehicle 100 is stopped and the user of the second terminal 402 boards vehicle 100, the door lock device 120 is in an unlocked state, allowing the user of the second terminal 402 to board vehicle 100 without having to perform an unlocking operation.

[0114] Then, after the user of the second terminal 402 has boarded the vehicle, the system receives first information from the first terminal 400 (YES in S460) and second information from the second terminal 402 (YES in S462), and determines whether or not both the first terminal 400 and the second terminal 402 are inside the vehicle (S464).

[0115] If it is determined that both the first terminal 400 and the second terminal 402 are inside the vehicle (YES in S464), the speed threshold is initialized (S466). Therefore, the door lock device 120 is quickly switched to the locked state according to the speed of the vehicle 100.

[0116] In this way, immediately after engine startup, the door lock timing is delayed by increasing the speed threshold for door locking when moving vehicle 100 to approach the passenger holding the second terminal 402. Therefore, the passenger doors can be kept unlocked when moving vehicle 100 to the passenger, allowing the passenger to board quickly. Furthermore, after the passenger has boarded, it is detected that both the first terminal 400 and the second terminal 402 are inside the vehicle, so the speed threshold is returned to its initial value, thus preventing the passenger doors from being unnecessarily kept unlocked.

[0117] In the above-described modification, an example was given where the passenger doors are locked when the vehicle speed exceeds a speed threshold. However, instead of vehicle speed, the passenger doors may be locked when the elapsed time since the start of driving exceeds a threshold. In this case, the timing of the door locking may be delayed by increasing the threshold.

[0118] Furthermore, in the above-described modification, an example was given of determining whether the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle immediately after engine start. However, if the vehicle 100 is an electric vehicle or a hybrid vehicle, the determination of whether the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle may be made immediately after system startup instead of immediately after engine start, or the determination of whether the first terminal 400 is inside the vehicle and the second terminal 402 is near the outside of the vehicle may be made immediately after starting to drive.

[0119] Furthermore, the above-mentioned modifications may be implemented by combining all or part of them as appropriate. The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the foregoing description, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0120] 1 Electronic key system, 2L left front door, 2R right front door, 3L left rear door, 3R right rear door, 6 Communication network, 7 Wireless base station, 8 Management server, 11,400a Control device, 11a Processor, 11b Memory, 13,130,400b Communication device, 14 Communication bus, 15,400c Storage device, 50 First antenna, 51 Second antenna, 52 Third antenna, 61 First locking mechanism, 62 Second locking mechanism, 63 Third locking mechanism, 64 Fourth locking mechanism, 71 First actuator, 72 Second actuator, 73 Third actuator, 74 Fourth actuator, 100 Vehicle, 120 Door lock device, 150 Vehicle speed sensor, 160 Door lock operating device, 170 ECU, 400 First terminal, 400d Position detection device, 402 Second terminal.

Claims

1. Actuators used for locking each of the multiple doors of a vehicle, A communication device capable of communicating with a terminal to which a digital key has been pre-assigned that authorizes the control of the actuator, A detection device for detecting the position of the terminal holding the digital key, The device further comprises a control device for controlling the actuator, The terminal includes a first terminal located within the vehicle and a second terminal different from the first terminal. The control device controls the actuator such that, when the detection device detects that the position of the first terminal is inside the vehicle and the position of the second terminal is outside the vehicle, the lock of the door closest to the position of the second terminal among the plurality of doors is released.

2. The door control device according to claim 1, wherein when the vehicle is in motion, the control device delays the timing of locking the door while the vehicle is in motion if the detection device detects that the position of the second terminal is outside the vehicle.

3. The door control device according to claim 2, wherein when the vehicle is in motion, the detection device detects that the position of the second terminal is outside the vehicle, and the control device raises the threshold speed at which the lock is performed during the vehicle's motion above an initial value.

4. The door control device according to claim 3, wherein when the vehicle is in motion, the detection device detects that the position of the second terminal is inside the vehicle, and the threshold value is returned to the initial value.

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