JP6365250B2 - Auto lock system - Google Patents

Description

  The present invention relates to an auto-lock system that automatically locks a door provided on a vehicle when a passenger gets off.

  Conventionally, a smart key system (registered trademark) that automatically opens and closes a vehicle door using an electronic key called a smart key (registered trademark) without using a mechanical key as an automatic lock system when the vehicle gets off the vehicle. ). In the smart key system, it is detected whether the user holding the smart key is in the vehicle interior or within a predetermined distance outside the vehicle. Based on the detection result of the smart key system, the automatic lock system automatically locks the door when the user gets off the vehicle.

  Specifically, in the smart key system, a signal including identification information between the recognition system on the vehicle side and the smart key is exchanged to recognize where the user who owns the smart key exists. . That is, it recognizes whether the user is in the passenger compartment, gets off and is within a predetermined distance from the vehicle, or has moved out of the predetermined distance from the vehicle. Based on this, in the auto-lock system, when information is acquired from the electronic control device (hereinafter referred to as smart ECU) of the smart key system and it is recognized that the user has moved out of a predetermined distance from the vehicle, The door is automatically locked (for example, refer to Patent Document 1).

Japanese Patent Application Laid-Open No. 07-329639

  However, when the user moves out of the predetermined distance from the vehicle, other occupants may still remain in the passenger compartment, and it is not preferable to auto-lock the door until this time.

  In this case, the occupant detection system is combined with the auto-lock system, the presence or absence of other occupants is determined when the user gets off, and if there are any remaining occupants, the user is notified that there are passengers remaining. It is conceivable to prompt the user to release the automatic lock when getting off. Alternatively, when there are occupants left, it is also conceivable that control for automatically releasing the automatic lock by the automatic lock system is performed.

  In general, as a method for detecting an occupant, there is a method of providing a seating sensor for detecting the weight of the occupant, but basically a seating sensor is installed in the front seat (driver's seat and front passenger seat) in order to encourage the seat belt. Although it is mounted, it is not mounted in the rear seat. For this reason, the method of providing seating sensors in all the seats of the vehicle so that it can detect that passengers are left requires equipment for that purpose, resulting in high costs.

  It is also conceivable to detect the presence of a passenger in the rear seat using a seat belt switch, but since there are few vehicles with a seat belt switch installed in the rear seat, the same problem as described above occurs. Arise. Furthermore, in the rear seat, the passenger may not be wearing a seat belt, and it is not always possible to accurately detect the passenger remaining in the rear seat.

  In view of the above points, the present invention can accurately detect the remaining passengers without providing equipment used only for passenger detection, and does not automatically lock the door when there are remaining passengers. An object of the present invention is to provide an auto-lock system that can be used.

  In order to achieve the above object, the invention according to claim 1 performs collation between the vehicle and the electronic key, and the electronic key is out of the predetermined distance from the state where the electronic key is within the predetermined distance from the vehicle. An auto-lock system that automatically locks a door of a vehicle when moved is characterized by having the following configuration.

  That is, the pressure sensor (11) provided on each wheel of the vehicle and outputting a detection signal corresponding to the tire air pressure of each wheel, and attached to the back surface of the tread (31) in the tire (3) of each wheel, A vibration detection section (11) that outputs a detection signal corresponding to the magnitude of vibration, and outputs data related to tire air pressure based on the detection signal of the pressure sensor, and one rotation of the tire based on the detection signal of the vibration detection section A first signal processing unit (13) that outputs data representing the contact time of the portion corresponding to the location of the vibration detection unit in the tread in the inside, and a transmitter that transmits data relating to tire air pressure and data representing the contact time (14) and a tire side device (1).

  Further, the tire pressure data received from the transmitter and the data representing the contact time are received, and the tire contact length is calculated based on the contact time data and the vehicle speed. And a receiver (21) for calculating a wheel load, which is a load applied to the vehicle, and based on a detection signal of a door opening / closing switch (23) of the rear seat door in the vehicle, History determination means (S220) for determining presence / absence of door opening history, storage means (S230) for storing wheel load when the determination means determines that there is no rear seat door opening history, and determination means for rear When it is determined that there is a seat door opening history, the wheel load at that time is weighted from the wheel load stored when it is determined that there is no rear seat door opening history, and the tire pressure is If it is within the range, when the rear seat passenger determination unit (S250) and the rear seat passenger determination unit determine that there is a rear seat passenger, the electronic key is set. A vehicle side device (2) having a control unit (22) provided with an automatic lock releasing means (S300, S310) that does not automatically lock the door of the vehicle even when moving outside the range of the predetermined distance. .

  As described above, the tire air pressure and the wheel load are acquired based on the pressure sensor provided in the tire side device and the detection signal of the vibration detection unit, and the presence / absence of a passenger is determined based on these. And when there is a passenger, the auto-lock is not applied when getting off.

  Tire side devices and receivers are basically used for tire pressure detection, and the presence / absence of passengers in auto-lock control when getting off the vehicle using each component for tire pressure detection Can be determined. Therefore, it is possible to make equipment common, and even if there is no equipment used only to detect passengers, it is possible to accurately detect the remaining passengers, and when there are remaining passengers, the door is automatically It becomes possible not to lock.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows an example of a corresponding relationship with the specific means as described in embodiment mentioned later.

1 is a diagram showing a schematic configuration of an auto-lock system 100 according to a first embodiment of the present invention. 1 is a block diagram showing details of a tire side device 1 and a vehicle side device 2 constituting an auto-lock system 100. FIG. It is a cross-sectional schematic diagram of the tire 3 with which the tire side apparatus 1 was attached. It is an output voltage waveform figure of vibration detection element 12 at the time of tire rotation. It is a flowchart of the wheel load and tire air pressure measurement process which the arithmetic processing part 21b of the receiver 21 performs. It is a flowchart of the passenger determination process which smart ECU22 performs. It is a flowchart of the auto-lock process at the time of getting off performed by smart ECU22.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other will be described with the same reference numerals.

(First embodiment)
With reference to FIGS. 1-7, the auto-lock system 100 concerning this embodiment is demonstrated. The auto-lock system 100 according to the present embodiment applies a load applied to the front and rear wheels based on a ground contact length of a tire provided on each wheel of the vehicle, that is, a length of the ground contact surface in the tire traveling direction. It is used to detect and auto-lock when getting off according to the detection result.

  As shown in FIG. 1, the auto-lock system 100 includes a tire-side device 1 corresponding to a tire mount sensor provided on the tire side, and a vehicle-side device 2 provided on the vehicle body side. The automatic lock system 100 transmits ground contact time data as data relating to wheel load from the tire side device 1, and the vehicle side device 2 receives data transmitted from the tire side device 1, and the wheel load is based on the data. Is detected. Then, the auto-lock system 100 determines the presence or absence of a passenger in the rear seat of the vehicle based on the wheel load, and determines whether or not to auto-lock based on the result. Specifically, the tire side device 1 and the vehicle side device 2 are configured as follows.

  As shown in FIG. 2, the tire side device 1 is configured to include a pressure sensor 11, a vibration detection element 12, a signal processing unit 13, and a transmitter 14. As illustrated in FIG. 3, the tire side device 1 is provided in each wheel. Provided on the back side of the tread 31 of the tire 3 to be manufactured.

  The pressure sensor 11 is, for example, a diaphragm type, and outputs a detection signal corresponding to the tire pressure to the signal processing unit 13.

  The vibration detection element 12 generates an output signal corresponding to the vibration in the direction in contact with the circular orbit drawn by the tire side device 1 when the tire 3 rotates, that is, the tire tangential direction (direction of arrow X in FIG. 3). The vibration detection unit to be configured is configured. In the case of the present embodiment, the vibration detection element 12 generates an output signal corresponding to the vibration in the tire tangential direction. As the vibration detecting element 12, for example, an acceleration sensor can be used.

  Further, the vibration detection element 12 can convert vibration energy into electric energy and generate a power source for the tire-side device 1 based on the vibration energy. In this case, the vibration detection element 12 is disposed so as to generate power with respect to vibration in the tire tangential direction. As such a vibration detection element 12, for example, an electrostatic induction type power generation element (electret), a piezoelectric element, a friction type, a magnetostriction type, or an electromagnetic induction type element can be applied.

  Specifically, when a vehicle equipped with the auto-lock system 100 travels, vibrations occur in the tread 31 of the tire 3 due to various factors such as rotational movement of the tire 3 and unevenness of the road surface. Since this vibration is transmitted to the vibration detection element 12, the output signal of the vibration detection element 12 changes in accordance with the magnitude of the vibration. Therefore, the output signal of the vibration detection element 12 represents the magnitude of the vibration in the tire tangential direction. The vibration data is transmitted to the signal processing unit 13.

  The signal processing unit 13 obtains data related to tire air pressure from the detection signal of the pressure sensor 11, and uses the output signal of the vibration detection element 12 as vibration data to process the output signal to obtain data related to the wheel load. And it plays the role which transmits the data regarding the tire pressure and the data regarding the wheel load to the transmitter 14. That is, the signal processing unit 13 detects the tire air pressure from the detection signal of the pressure sensor 11 and grounds the vibration detection element 12 during rotation of the tire 3 based on the time change of the output signal of the vibration detection element 12. Time is measured. The contact time means the time during which the portion of the tread 31 of the tire 3 corresponding to the location where the vibration detection element 12 is disposed is in contact with the ground. Since the contact time of the vibration detecting element 12 is data relating to the contact length on the contact surface of the tire 3 and data representing wheel load, data representing the contact time is transmitted to the transmitter 14 in addition to data relating to tire air pressure. ing.

  Specifically, the signal processing unit 13 is configured by a known microcomputer including a CPU, a ROM, a RAM, an I / O, and the like, and performs the above processing according to a program stored in the ROM. And the signal processing part 13 is provided with the pressure measurement part 13a, the peak detection part 13b, and the contact time measurement part 13c as a function part which performs the said process.

  The pressure measurement unit 13a measures the tire air pressure based on the detection signal of the pressure sensor 11, and transmits the measurement result to the transmitter 14 as data related to the tire air pressure. Although not shown here, if the temperature in the tire is measured by a temperature sensor and the tire pressure indicated by the detection signal of the pressure sensor 11 is corrected by the temperature in the tire, a more accurate tire pressure can be measured. .

  The peak detection unit 13 b detects the peak value of the output signal of the vibration detection element 12. The output signal waveform of the vibration detection element 12 at the time of tire rotation is, for example, the waveform shown in FIG. As shown in this figure, the output signal of the vibration detecting element 12 has a maximum value at the start of grounding when the portion corresponding to the arrangement position of the vibration detecting element 12 in the tread 31 starts to ground as the tire 3 rotates. Take. The peak detector 13b detects when the ground contact starts when the output signal of the vibration detecting element 12 takes a maximum value as the timing of the first peak value. Further, as shown in FIG. 4, when the tire 3 rotates, the vibration detection element 12 at the end of the grounding in which the portion corresponding to the location of the vibration detection element 12 in the tread 31 is grounded from the grounded state. Output signal takes a minimum value. The peak detector 13b detects the end of grounding when the output signal of the vibration detection element 12 takes a minimum value as the timing of the second peak value.

  The reason why the vibration detecting element 12 takes the peak value at the above timing is as follows. That is, when the portion of the tread 31 corresponding to the position where the vibration detection element 12 is disposed comes into contact with the rotation of the tire 3, the portion of the tire 3 that has been substantially cylindrical in the vicinity of the vibration detection element 12 is It is pressed and deformed into a flat shape. By receiving the impact at this time, the output signal of the vibration detecting element 12 takes the first peak value. Further, when the portion of the tread 31 corresponding to the position where the vibration detection element 12 is disposed moves away from the grounding surface as the tire 3 rotates, the tire 3 is released from pressing in the vicinity of the vibration detection element 12 and is flat. To return to a substantially cylindrical shape. By receiving an impact when the shape of the tire 3 returns to the original shape, the output signal of the vibration detecting element 12 takes the second peak value. In this way, the vibration detecting element 12 takes the first and second peak values when the grounding starts and when the grounding ends, respectively. Further, since the direction of the impact when the tire 3 is pressed and the direction of the impact when released from the press are opposite directions, the sign of the output signal is also opposite.

  Then, the peak detector 13b extracts the output signal data including the timings of the first and second peak values and transmits the data to the contact time measuring unit 13c. Here, the output signal data including the timing of the first and second peak values indicates the output signal itself during a predetermined period including the period from the first peak value to the second peak value. . At this time, the time setting for a predetermined period including the period from the first peak value to the second peak value can be set to, for example, one rotation of the tire. Further, it may be from the timing when the first peak value is reached to the timing when the first peak value is next set. Here, the peak detection unit 13b extracts the output signal data including the timings of the first and second peak values and transmits them to the contact time measuring unit 13c. However, the first and second peak values are obtained. Only the data relating to the timing may be transmitted to the contact time measuring unit 13c.

  The grounding time measurement unit 13c measures the grounding time of the vibration detection element 12 based on the data transmitted from the peak detection unit 13b. Specifically, the contact time measurement unit 13c measures the time interval between the timing of the first peak value and the timing of the second peak value from the data transmitted from the peak detection unit 13b. Thereby, the grounding time of the vibration detection element 12 is measured. At this time, when a plurality of first peak values and second peak values are included in the transmitted data, for example, the timing of the maximum value of the first peak values and the second peak value immediately thereafter The time interval between the timings is measured. Conversely, when the transmitted data includes a plurality of first peak values and second peak values, the timing of the smallest one of the second peak values and the timing of the first peak value immediately before the second peak value are included. You may measure the time interval between.

  Thus, in the signal processing unit 13, the tire pressure is measured by the pressure measurement unit 13a, and the contact time of the vibration detection element 12 is measured by the peak detection unit 13b and the contact time measurement unit 13c. The signal processing unit 13 outputs the contact time data, which is data related to the contact time, to the transmitter 14 as the data related to the contact length, that is, the data representing the wheel load, in addition to the data related to the tire air pressure.

  The transmitter 14 transmits the data related to the tire air pressure and the data representing the contact time transmitted from the signal processing unit 13 to the vehicle side device 2 as an RF signal. Communication between the transmitter 14 and the receiver 21 included in the vehicle-side device 2 can be performed by a known short-range wireless communication technology such as Bluetooth (registered trademark). The timing for transmitting the data is arbitrary, but may be, for example, when the contact time per rotation of the tire 3 can be acquired. Moreover, it is good also as a structure which transmits, after accumulating the data for multiple rotations of the tire 3. FIG. In that case, since the operating rate of the transmitter 14 can be suppressed, the power consumed by the transmitter 14 can be reduced.

  Note that the tire pressure data and the contact time data are transmitted together with the unique identification information (ID information) of the wheel provided in advance for each tire 3 provided in the vehicle. The position of each wheel can be specified by a known wheel position detection device that detects at which position of the vehicle the wheel is attached. For this reason, it is possible to determine which wheel data the vehicle side device 2 is by transmitting the data related to the tire pressure and the data representing the contact time together with the ID information.

  On the other hand, the vehicle side device 2 is for receiving data from the tire side device 1 attached to the tire, and has a receiver 21, a smart ECU 22, a door opening / closing switch 23, a seating sensor 24, and an actuator 25. It is configured. The receiver 21 and the smart ECU 22 can exchange signals through an in-vehicle LAN for CAN (Controller Area Network) communication that is an in-vehicle network. Similarly, detection signals from the door opening / closing switch 23 and the seating sensor 24 are input to the smart ECU 22 through the in-vehicle LAN. Further, a command signal from the smart ECU 22 is transmitted to the actuator 25, and the door 25 is locked / unlocked by driving the actuator 25.

  Specifically, the receiver 21 includes an input unit 21a, an arithmetic processing unit 21b, and an interface (hereinafter referred to as I / F) 21c. The receiver 21 receives data relating to the tire pressure of each of the front and rear wheels and data representing the contact time, calculates the load applied to each wheel based on the data indicating the contact time, and calculates the tire pressure and the calculated load using the smart ECU 22. To tell.

  The input unit 21a is a part for inputting data relating to tire air pressure and data representing contact time transmitted from the tire-side device 1 through the receiving antenna 21d. Each time the data is input through the input unit 21a, the input unit 21a is sequentially input to the arithmetic processing unit 21b. Is output.

  The arithmetic processing unit 21b is composed of a well-known microcomputer having a CPU, ROM, RAM, I / O, etc., calculates a load applied to the front and rear wheels in accordance with a program stored in the ROM, and calculates tire pressure. The presence or absence of a passenger is determined based on the load. Then, based on the determination result, the arithmetic processing unit 21b outputs a command signal for performing automatic lock. Specifically, the arithmetic processing unit 21b is configured to include a data receiving unit, a calculating unit, and the like as functional units that perform various processes.

  A vehicle speed acquisition part acquires vehicle speed by acquiring the vehicle speed data calculated by vehicle-mounted ECU (electronic control apparatus) based on the detection signal of a vehicle speed sensor or a wheel speed sensor through CAN communication etc., for example.

  The calculation unit is a part that calculates the wheel load of each wheel including the front wheels and the rear wheels. Specifically, the wheel load of each wheel is estimated and calculated from the data representing the contact time sent from the tire side device 1 and the vehicle speed data acquired by the vehicle speed acquisition unit. For example, the contact length of the tire 3 is calculated from the vehicle speed and the contact time. For example, when the vehicle speed is 60 km / h and the contact time is 6 msec, the contact length can be obtained as 10 cm by multiplying them. This contact length is a value corresponding to the wheel load, and the longer the contact length, the greater the wheel load is applied. For this reason, the wheel load can be calculated from the contact length by using the contact length as the wheel load as it is, or by multiplying by a coefficient obtained in advance through experiments or the like.

  In addition to the tire air pressure input to the input unit 21a, the I / F 21c transmits each wheel load data calculated by the calculation unit provided in the calculation processing unit 21b to the smart ECU 22 through the in-vehicle LAN for CAN communication.

  The smart ECU 22 corresponds to the control unit of the present invention and constitutes a part of the smart key system. In this embodiment, the smart ECU 22 is used to perform door lock / unlock control and the like. Specifically, the smart ECU 22 performs door lock / unlock control by performing control of the actuator 25 in accordance with a command signal transmitted from the receiver 21, and performs permission determination for engine start.

  In general, the smart ECU 22 communicates with a smart key through an antenna (not shown) provided near the driver's seat side door. When the user holding the smart key enters the range of a predetermined distance from the vehicle, the smart ECU 22 checks the ID information included in the transmission data of the smart key, and if it matches, the smart key 22 is a valid smart key corresponding to the vehicle. Authenticate as being. If the smart ECU 22 authenticates that the smart key is valid, for example, as one of door lock / unlock control, the door open / close is permitted when the open / close button provided on the driver's seat side door or the like is pressed. Take control.

  Further, the smart ECU 22 communicates with the smart key through an antenna (not shown) provided in the vehicle interior, and recognizes that the smart key is in the vehicle interior, when the push button provided on the driver's seat side is pressed. Control to allow engine start.

  Further, as one of door lock / unlock control, the smart ECU 22 performs auto lock control for automatically locking the door when it is recognized that the user holding the smart key has moved out of a predetermined distance from the vehicle. However, it is not desirable to auto-lock the door until there are other passengers remaining in the vehicle.Therefore, the presence or absence of a passenger is determined, and if the passenger remains in the passenger compartment, the auto-lock is disabled. I do not do it. The auto lock control will be described later in detail.

  The door open / close switch 23 outputs a detection signal indicating the open / closed state of the door. The detection signal of the door opening / closing switch 23 is input to the smart ECU 22, and each door provided in the vehicle by the smart ECU 22, that is, the driver side door, the passenger side door, the rear seat door, the trunk door, the back door, etc. The open / close state can be grasped. In addition, about opening and closing of each door, it may be set as the form controlled by other ECUs, such as door ECU. In this case, the open / closed state of the door may be transmitted from another ECU to the smart ECU 22 through the in-vehicle LAN for CAN communication.

  The seating sensor 24 is composed of, for example, a load sensor arranged in a driver seat or a passenger seat of a vehicle, detects that a driver or a passenger is seated on the seat, and a detection signal indicating the detection Is output. The detection signal of the seating sensor 24 is input to the smart ECU 22 so that the smart ECU 22 can grasp whether or not there are drivers and passengers in the driver's seat and the passenger seat.

  Here, the seating sensor 24 is used to determine whether or not the driver or passenger is in the vehicle, but it can also be performed using a seat belt switch or the like. Moreover, generally, when there is a person who wears a seat belt but the seat belt is not worn, an alarm display by an indicator is performed. This warning indication is based on the determination of whether there is a person on the driver's seat or passenger's seat, and whether there is a person wearing the seat belt or not. Whether or not is detected based on the detection signal of the seat belt switch. In this case, since the detection signal of the seating sensor 24 is handled by another ECU such as a meter ECU, the seating states of the driver seat and the passenger seat are transmitted from the other ECU to the smart ECU 22 through the in-vehicle LAN for CAN communication. Anyway.

  The actuator 25 is constituted by, for example, a door lock motor. In such a configuration, when the door is automatically locked, the smart ECU 22 generates an output for rotating the door lock motor in the lock direction. Thereby, when the user who possesses the smart key leaves the vehicle, the door can be automatically locked.

  Next, the operation of the auto-lock system 100 configured as described above will be described with reference to FIGS. 5 is a flowchart of processing executed by the arithmetic processing unit 21b of the receiver 21, and FIGS. 6 and 7 are flowcharts of processing executed by the smart ECU 22. The processing shown in FIG. 5 is executed at predetermined control cycles when the vehicle start switch such as an ignition switch is turned on, for example, when the vehicle is traveling. The processes shown in FIGS. 6 and 7 are executed every predetermined control period regardless of whether or not the start switch is turned on.

  First, in the tire side apparatus 1, the tire pressure data and the contact time data are output from the transmitter 14 as RF signals for each predetermined transmission cycle. Based on this, the receiver 21 executes the wheel load and tire air pressure measurement process shown in FIG.

  Specifically, as shown in step 100, an RF signal is received through the input unit 21a, and when this is received, the process proceeds to step 110. Then, the contact length of each wheel is calculated based on the received contact time data and the vehicle speed data acquired by the vehicle speed acquisition unit, and each wheel load is calculated from the calculation result of the contact length of each wheel. Further, the tire pressure is obtained from the data relating to the tire pressure. Thereafter, the process proceeds to step 120, and data of each wheel load in addition to the tire air pressure is transmitted to the smart ECU 22 through the in-vehicle LAN for CAN communication.

  On the other hand, the smart ECU 22 executes a passenger determination process shown in FIG. First, as shown in step 200, it is determined whether there is a passenger in the passenger seat. This determination is made based on the detection signal of the seating sensor 24. If an affirmative determination is made here, the process proceeds to step 210 to store that there is a passenger and the process is terminated.

  If a negative determination is made in step 200, the presence / absence of a rear seat door opening history is confirmed. For example, when it is detected that the rear seat door is opened based on the detection signal of the door opening / closing switch 23, the rear seat door opening history is stored and stored as the history. The rear seat door opening history is cleared when the door is locked, for example, when the door is automatically locked, when the user uses a door switch on the door knob, or by using the door close button provided on the smart key. Is done. After that, when the door lock is released and the rear seat door is opened again, the rear seat door opening history is left.

  Here, if there is no rear seat door opening history, there is almost no possibility of passengers getting into the rear seat, so the routine proceeds to step 230, and each wheel load obtained in the process shown in FIG. The tire pressure is stored as no passenger data. Then, since it is determined in step 200 that there is no passenger in the front passenger seat and it is determined in step 220 that there is no passenger in the rear seat, the process proceeds to step 240, where no passenger is stored and processing is performed. finish.

  On the other hand, if it is determined in step 220 that there is a rear seat door opening history, the process proceeds to step 250 to determine whether there is a weight. In the weighted presence / absence determination, it is determined whether or not there is a weight that is assumed to be on the rear seat based on the wheel load. That is, when a passenger rides on the rear seat, the wheel load increases, so that it can be determined that the passenger has got on the rear seat. When a passenger rides on the rear seat, the wheel load increases more on the rear wheel side than on the front wheel side. For this reason, if there is a rear seat door opening history and the wheel load is increasing, but the condition that the wheel load on the rear wheel side is increasing than the front wheel side is satisfied, the passenger gets on the rear seat It is assumed. However, it can be determined that the wheel load has increased even when the ground contact length is increased due to a decrease in tire air pressure. For this reason, in the case where the change in tire air pressure is within a predetermined range that is assumed to be substantially constant, it is determined that there is a load as if a passenger has boarded the rear seat if the above condition is satisfied.

  Therefore, if it is determined that there is a weight as described above, the process proceeds to step 210 to store that there is a passenger and the process is terminated. On the contrary, if it is determined that there is no weighting, the process proceeds to step 240, where no passenger is stored, and the process is terminated.

  Here, it is determined whether there is a passenger in the rear seat when there is no passenger in the passenger seat. However, if there is a passenger in the passenger seat, there is an additional passenger in the rear seat. You may make it determine. In addition, the comparison result of the wheel load increase on the front wheel side and the rear wheel side is used as a material for determining whether or not the load is applied. However, when a person is on the driver's seat or passenger seat, the increase or decrease in the wheel load is switched. There is a case. Therefore, it is preferable to examine the change in wheel load when a person is seated in each seat, and to determine which seat the person is seated based on the result.

  In addition, the wheel load on the rear wheel side can also increase when a load is placed on the rear seat rear storage part such as a trunk room. For this reason, it is preferable to distinguish between an increase in wheel load in this case and a case where a passenger rides on the rear seat. For example, when a load is placed on the rear seat rear storage part, there is almost no increase in the wheel load on the front wheel side, and only an increase in the wheel load on the rear wheel side. Accordingly, when there is a door opening history of the door opening / closing switch 23 of the trunk door or the back door, if the wheel load increases only on the rear wheel side, the passenger does not get on the rear seat but the rear seat It can be determined that the luggage is loaded in the storage unit, and it can be determined that there is no passenger.

  Further, the smart ECU 22 executes an auto-lock process when getting off as shown in FIG. 7 based on the result of the passenger determination process.

  First, in step 300, passenger determination, that is, whether or not there is a passenger is determined. This determination is made based on the result of the passenger determination process shown in FIG. 6, and if it is stored in step 210 that there is a passenger, the process proceeds to step 310, and since there is a passenger for the user, the automatic lock is performed. Notify what will not happen. On the other hand, if it is stored in step 240 that there is no passenger, the processing after step 320 is performed.

  Specifically, in step 320, it is determined whether or not the ignition switch has been switched from ON to OFF. In this case, there is a possibility that the user gets off the vehicle, leaves the vehicle, and performs auto-locking. If the ignition switch remains on, auto-locking is not necessary. Therefore, if a positive determination is made in this step, the process proceeds to step 330, and if a negative determination is made, the process returns to step 300.

  In step 330, it is determined whether or not the door on the driver's seat side has been opened. If the determination is affirmative, in step 340, it is determined whether or not all the doors are in the closed state. In other words, the automatic lock is applied under the condition that the user in the driver's seat gets off and all the doors are closed. Whether or not this state is present is determined in steps 330 and 340. Then, if an affirmative determination is made at each of these steps, the process proceeds to step 350, and if a negative determination is made at any step, the same processing is repeated until an affirmative determination is made.

  Subsequently, in step 350, after collating the smart key, the process proceeds to step 360, and it is determined whether or not the collation of the smart key matches. If the collation matches, the process proceeds to step 370. Next, in step 370, after the smart key is collated, the process proceeds to step 380, and if the smart key collation does not match, the process proceeds to step 390.

  Smart key collation here refers to authenticating whether or not there is a valid smart key corresponding to the vehicle within a predetermined distance from the vehicle. The collation is not consistent.

  When the automatic lock is applied, it is necessary to detect that the user holding the smart key opens the door, goes out of the passenger compartment, and then moves out of a predetermined distance from the vehicle. For this reason, it is detected in step 350 that the user matches the smart key collation to open the door and go out of the passenger compartment. Furthermore, by determining that the collation of the smart key does not match at step 370, it is detected that the user has moved out of the predetermined distance from the vehicle. In this way, since the condition that there is no passenger and the user holding the smart key has moved out of the predetermined distance from the vehicle is satisfied, the routine proceeds to step 390 and the automatic lock at the time of getting off is applied. A command signal instructing this is output to the actuator 25. Thereby, the actuator 25 is driven, and the auto-lock control at the time of getting off that all doors are automatically locked is completed.

  As described above, tire air pressure and wheel load are acquired based on detection signals from the pressure sensor 11 and the vibration detection element 12 provided in the tire side device 1, and the presence or absence of a passenger is determined based on these. . And when there is a passenger, the auto-lock is not applied when getting off.

  The tire side device 1 and the receiver 21 are basically used for detecting the tire air pressure, and the passengers in the auto-lock control when getting off the vehicle by using the respective components for detecting the tire air pressure. The presence / absence of the presence or absence can be determined. Therefore, it is possible to make equipment common, and even if there is no equipment used only to detect passengers, it is possible to accurately detect the remaining passengers, and when there are remaining passengers, the door is automatically It becomes possible not to lock.

(Other embodiments)
The present invention is not limited to the embodiment described above, and can be appropriately changed within the scope described in the claims.

  For example, although it is determined in step 200 in FIG. 6 whether there is a passenger in the passenger seat, this step may be omitted and it may be determined whether there is a passenger in the rear seat. .

  Moreover, in the said embodiment, when there existed the passenger, the case where it cancels | releases so that an automatic lock may not be applied at the time of alighting was mentioned as an example. However, this is also an example. In all cases, it is not necessary to release the auto-lock, and if the passenger in the rear seat or passenger seat gets off after the release, the user who has the smart key Auto-lock may be applied when moving out of a predetermined distance. For example, when it is detected by the rear seat door opening / closing switch 23 that the rear seat door is opened from the closed state and then closed again, it can be determined that the passenger in the rear seat has got off the vehicle. Further, based on the detection signal of the passenger seat seating sensor 24, it can be determined that the passenger in the passenger seat has got off when no load is detected by the passenger in the passenger seat. Therefore, the release of the auto lock may be terminated based on such determination, and the auto lock may be applied when the user holding the smart key moves out of a predetermined distance from the vehicle.

  The steps shown in each figure correspond to means for executing various processes. That is, the part that executes the process of step 200 is the passenger seat passenger determination means, the part that executes the process of step 220 is the history determination means, the part that executes the process of step 230 is the storage means, and the process of step 250 is executed. The portion corresponds to the rear seat passenger determination means. Further, the part that executes the processes of steps 300 and 310 corresponds to the auto-lock releasing means, and the part that executes the processes of steps 320 to 390 corresponds to the auto-locking means.

DESCRIPTION OF SYMBOLS 1 Tire side apparatus 2 Vehicle side apparatus 3 Tire 11 Pressure sensor 12 Vibration detection element 13 Signal processing part 14 Transmitter 21 Receiver 23 Door opening / closing switch 24 Seating sensor

Claims (5)

Auto-lock that collates between the vehicle and the electronic key and automatically locks the door of the vehicle when the electronic key moves out of the predetermined distance from a state within the predetermined distance from the vehicle A system,
A pressure sensor (11) that is provided on each wheel of the vehicle and outputs a detection signal corresponding to the tire pressure of each wheel, and is attached to the back surface of the tread (31) in the tire (3) of each wheel, A vibration detector (11) that outputs a detection signal corresponding to the magnitude of tire vibration, and outputs data related to the tire air pressure based on the detection signal of the pressure sensor, and based on the detection signal of the vibration detector A first signal processing unit (13) that outputs data representing a contact time of a portion of the tread corresponding to an arrangement position of the vibration detection unit during one rotation of the tire, data on the tire pressure, and the A tire side device (1) having a transmitter (14) for transmitting data representing a contact time;
By receiving data related to the tire air pressure and data representing the contact time transmitted from the transmitter, and calculating the contact length of the tire based on the data representing the contact time and the vehicle speed, the contact length And having a receiver (21) for calculating a wheel load which is a load applied to each wheel.
History determination means (S220) for determining the presence or absence of a rear seat door opening history, which is a history of opening of the rear seat door, based on a detection signal of a door opening / closing switch (23) of the rear seat door in the vehicle;
Storage means (S230) for storing the wheel load when the determination means determines that there is no rear seat door opening history;
When it is determined by the determination means that the rear seat door opening history is present, the wheel load at that time is weighted from the wheel load stored when it is determined that there is no rear seat door opening history. And if the tire pressure is within a predetermined range, rear seat passenger determination means (S250) for determining that there is a passenger in the rear seat;
If the rear seat passenger determination unit determines that there is a passenger in the rear seat, the automatic lock that does not automatically lock the door of the vehicle even if the electronic key moves out of the predetermined distance range. An auto-lock system comprising: a vehicle side device (2) having a control unit (22) including release means (S300, S310). The rear seat passenger determination means stores the wheel load at that time when it is determined by the determination means that the rear seat door opening history exists, and when the wheel load at that time is determined not to exist. If it is not weighted from the wheel load, or if the tire pressure is not within the predetermined range, it is determined that there is no passenger in the rear seat,
When the rear seat passenger determination unit determines that there is no passenger in the rear seat, the electronic key moves out of the predetermined distance without releasing the auto lock by the auto lock release unit. The auto-lock system according to claim 1, further comprising auto-locking means (S320 to S390) for performing the auto-lock when it is performed.   After the automatic lock is released by the automatic lock release means, it is detected based on the detection signal of the door opening / closing switch that the rear seat door is opened from the closed state and is again closed. Then, the release of the auto-lock by the auto-lock release means is terminated, and the auto-lock is performed when the electronic key moves out of the range of the predetermined distance. Auto lock system as described in. Passenger seat passenger determination means (S200) for determining the presence or absence of a passenger in the passenger seat of the vehicle based on a detection signal of a seating sensor (24) or a seat belt switch,
4. The automatic lock release by the automatic lock release means is also performed when the passenger seat passenger determination means determines that there is a passenger in the passenger seat. The auto-lock system as described in one.
  5. The auto according to claim 1, wherein the determination by the history determination unit is performed only when the passenger seat passenger determination unit determines that there is no passenger in the passenger seat. 6. Lock system.

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