JP2006021717A - Tire air pressure monitoring device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire air pressure monitoring device capable of jointly attaining an increase of tire air pressure monitoring executing time and the suppression of an erroneous registration possibility of an own vehicle tire identification code by making reregistrations proper by reducing frequencies of the registrations. <P>SOLUTION: This device is provided with tire air pressure sensors A, B, C and D mounted on each of tires 1, 2, 3 and 4, a receiver mounted on a vehicle side, and a tire identification code registration means for registering IDs. The tire identification code registration means monitors timing for transmitting data from transmitters of the tire air pressure sensors A, B, C and D and timing for receiving the data, and starts the reregistration of the own vehicle ID when a state in which all the own vehicle IDs are not received within receiving timing for allowing dispersion is continuous till the lapse of prescribed time after starting data reception. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention belongs to a technical field of a tire pressure monitoring device that determines a mounting position of each tire and individually registers a tire identification code (ID) corresponding to the tire mounting position.

Conventionally, in the automatic ID registration logic of a tire pressure monitoring device having a receiving antenna or a tuner at each wheel position, it is described that when registering automatic ID, the ID is registered according to the reception sensitivity received by each receiver of the own vehicle. (For example, refer to Patent Document 1).
JP 2003-321511 A

  However, in the conventional tire pressure monitoring device, when the speed of the vehicle fluctuates from 0 km / h to the vehicle speed threshold value or more, a new ID registration work is performed every time, so the tire is clearly replaced. Even when it has not been done, ID re-registration will be performed unnecessarily, and there is a high possibility that the ID of an adjacent vehicle running side by side with the own vehicle will be erroneously registered as the ID of the in-vehicle tire. was there.

  The present invention has been made paying attention to the above-mentioned problem, and by reducing the frequency of re-registration and optimizing it, it is possible to increase the tire air pressure monitor execution time and to suppress the possibility of erroneous registration of the vehicle tire identification code. An object of the present invention is to provide a tire pressure monitoring device that can achieve the above.

In order to achieve the above object, according to the present invention, a pressure sensor that is attached to each of a plurality of tires mounted on a vehicle and detects each tire pressure, and at least the detected tire pressure is wirelessly transmitted together with a tire identification code for each tire. A tire pressure detecting means having a transmitter for transmitting a signal; a receiver mounted on the vehicle side for receiving a radio signal transmitted from the tire pressure detecting means; and a tire identification code of each tire In a tire pressure monitoring device provided with a tire identification code registration means for registering by memory update,
The tire identification code registration means monitors the timing at which data is transmitted from the transmitter of the tire air pressure detection means and the timing at which the data is received, and the reception that allows variation until a predetermined time has elapsed from the start of data reception. When a state in which all of the vehicle tire identification codes are not received within the timing continues, re-registration of the vehicle tire identification codes is started.

  In the tire pressure monitoring device of the present invention, the tire identification code registration means does not receive all of the vehicle tire identification codes within a reception timing that allows variation until a predetermined time has elapsed from the start of data reception. If it continues, re-registration of the own vehicle tire identification code is started. Therefore, re-registration of the vehicle tire identification code is started only when the possibility of tire replacement is high. For example, when the state of receiving all the vehicle tire identification codes continues, re-registration of the vehicle tire identification code is started. There is nothing to do. Thus, by reducing the frequency of re-registration and optimizing, it is possible to achieve both an increase in the tire air pressure monitor execution time and a suppression of the possibility of erroneous registration of the vehicle tire identification code.

  Hereinafter, the best mode for carrying out the tire pressure monitoring apparatus of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall view showing a vehicle to which the tire pressure monitoring device of the first embodiment is applied. As shown in FIG. 1, a left front wheel tire 1, a right front wheel tire 2, a left rear wheel tire 3, and a right Rear wheel tire 4, tire pressure sensors A, B, C, D (tire pressure detection means), tuner with antenna (1), (2), (3), (4) (receiver), tire pressure An alarm controller 5, a display 6, and a low air pressure warning lamp 7 are provided.

  The tire pressure sensors A, B, C, and D are respectively attached to the load valve positions of the road wheels of the tires 1, 2, 3, and 4 of the front and rear wheels, and detect the tire pressure of each tire individually. The ID (tire identification code) for each tire, detected pressure data (tire pressure information), and the like are transmitted to the tuners (1), (2), (3), (4) with antennas by radio signals.

  The antenna-equipped tuners (1), (2), (3), and (4) receive information transmitted from the tire pressure sensors A, B, C, and D and input them to the tire pressure alarm controller 5.

  The tire pressure alarm controller 5 performs ID registration for each tire, displays tire pressure information of the respective tires 1, 2, 3, and 4 of the front and rear wheels specified by the ID registration on the display 6, and front and rear wheels. When it is determined that at least one of the tire air pressures of the tires 1, 2, 3 and 4 has decreased, a lamp lighting command is output to the air pressure decrease warning lamp 6.

  FIG. 2 is a detailed view showing the tire pressure monitoring device of the first embodiment. The tire pressure sensors A, B, C, and D are a pressure sensor 10a that detects tire pressure and a centrifugal force that is open (OFF) in a region where the acting centrifugal force is small and closed (ON) in a region where the centrifugal force is large. The switch 10b, an ASIC 10c that is an application specific integrated circuit, a transmitter 10d, and a transmission antenna 10e (transmitter) are respectively configured. Then, with the opening / closing of the centrifugal force switch 10b installed to ensure the battery life as a trigger, a long transmission interval (for example, 1 hour) in a region where the vehicle speed including stop is low, and a short in a region where the vehicle speed is higher than that, The transmission cycle is changed into two stages such as a transmission interval (for example, 1 minute).

  As shown in FIG. 2, the tuners with antennas (1), (2), (3), and (4) include a receiving antenna 11a that receives transmission data from the tire pressure sensors A, B, C, and D. And a tuner 11b which is a receiving circuit. Note that one-time transmission data from the tire pressure sensors A, B, C, and D includes information such as a start bit, function code, ID, pressure data, and checksum.

  As shown in FIG. 2, the tire pressure alarm controller 5 receives a 5V power supply circuit 5a, data received from the tuners 11b, performs various information processing, and performs ID registration. EEPROM 5c, which is a memory that can electrically erase stored information, and display drive circuit 5d that outputs a display drive command for displaying tire air pressure information of each tire 1, 2, 3, 4 to display 6 based on the received data; , A warning lamp output circuit 5e for judging the pressure value of the tire mounted in the received data and outputting a tire air pressure warning command to the air pressure lowering warning lamp 7 when the pressure drops, and entry information necessary for the ID registration processing to the buffer And a RAM (random access memory) 5f for temporarily storing.

  Next, the operation will be described.

  [Automatic ID registration process]

  FIG. 3 is a flowchart showing the flow of the automatic ID registration process for each tire executed by the tire pressure alarm controller 5 of the first embodiment. Each step will be described below (tire identification code registration means).

  In step S1, it is determined whether or not the vehicle speed = 0 (stop). If YES, the process proceeds to step S2, and if NO, the determination of whether the vehicle speed = 0 is repeated. This is a step for waiting until the vehicle stops once in order to align the timing when the centrifugal switch 10b is turned ON when the vehicle is already running.

  In step S2, it is determined whether or not the vehicle speed is equal to or higher than the set vehicle speed V based on the determination in step S1 that the vehicle speed = 0 (stop). If YES, the process proceeds to step S3. If NO, The determination as to whether the vehicle speed is equal to or higher than the set vehicle speed V is repeated. That is, step S2 is a step of confirming whether or not the vehicle speed is a speed at which the centrifugal force switch 10b is turned on. As the set vehicle speed V, for example, 30 km / h at which the centrifugal force switch 10b is reliably turned on. Set to

  In step S3, based on the determination that the vehicle speed in step S2 is equal to or higher than the set vehicle speed V, the process proceeds to step S3, waits for reception of an ID, and then proceeds to step S4. That is, while traveling at the set vehicle speed V or higher, data including ID information is transmitted from the tire pressure sensors A, B, C, and D of the own vehicle at intervals of 1 minute. Wait for the tuner with antenna (1), (2), (3), (4) to receive.

  In step S4, after waiting for the ID in step S3 to start the ID waiting timer, the IDs received by the tuners with antennas (1), (2), (3), (4) are already registered. It is determined whether or not the ID of the current vehicle is included. If YES, the process proceeds to step S5. If NO, the process proceeds to step S18. In step S18, the vehicle speed reaches the set vehicle speed V. The time until the ID is received is counted, and if 3 minutes have not elapsed, the process returns to step S3. That is, in step S4, when the ID of the own vehicle already registered is not included, it is determined that the received ID is an ID from another vehicle, and is removed from the ID re-registration start condition. If YES in step S18, that is, if the vehicle ID cannot be received even after the predetermined time has elapsed even though the vehicle speed has reached the set vehicle speed V, there is a possibility that the tire has been replaced. It is determined that there is, and the process proceeds to step S15 in the automatic ID registration mode.

  In step S5, based on the determination that the ID of the vehicle already registered among the IDs received in step S4 is included, the ID waiting timer is reset and the timer is started. In step S6, the process waits for 10 seconds to proceed to step S7. That is, each tire pressure sensor A, B, C, D attached to each tire 1, 2, 3, 4 has a maximum transmission interval of 0.84 sec per minute in order to prevent radio wave batting in the vehicle. Contains logic to delay at random. Therefore, in consideration of variations in transmission timing from each tire pressure sensor A, B, C, D, an allowable time of 10 seconds is set as a waiting time sufficient to receive all of the IDs of the host vehicle.

  In step S7, it is determined whether or not all the vehicle IDs have been received within 10 seconds based on the elapse of 10 seconds from the start of ID reception in step S6. If YES, the process proceeds to step S8, and NO is determined. In this case, the process proceeds to step S12.

  In step S8, based on the determination that all the vehicle IDs have been received within 10 seconds in step S7, the positions of the tires in the vehicle are changed to the tuners (1), (2), (3), ( 4) is detected based on whether or not the received signal strength is the strongest among the received levels, and the process proceeds to step S9.

  In step S9, the tire position detection in step S8 is compared with the relationship between the already registered ID and the tire position, and the presence or absence of tire rotation is determined based on whether or not they match, and if YES, step S14 is determined. If NO, the process proceeds to step S10. That is, if the tire position detection in step S8 does not match the relationship between the already registered ID and the tire position, it is determined that there is tire rotation.

  In step S10, based on the determination that there is no tire rotation in step S9, it is determined whether or not the timer operating time exceeds 10 min. If YES, the process proceeds to step S11. If NO, the process returns to step S2. That is, the tire pressure sensors A, B, C, and D attached to the tires 1, 2, 3, and 4 are transmitted at intervals of 1 minute in order to prevent radio wave batting in the vehicle as described above. Contains logic to delay at random up to 0.84 seconds. Therefore, in order to avoid the malfunction of the start determination of the vehicle ID re-registration due to the delay time of the batting prevention logic, the data monitoring time is set to 10 min per ON of the centrifugal switch 10b at a maximum. .

  In step S11, it is determined whether or not the door opening / closing of the host vehicle has been confirmed. If YES, the process returns to step S1. If NO, the door opening / closing confirmation of the host vehicle is repeated. In other words, since it is considered that the tires will not be changed without the passenger getting off, when the vehicle ID cannot be confirmed after re-registration of the vehicle ID for 10 minutes during travel with the door closed. The transition to the re-registration determination of the vehicle ID (returning to step S1) is prohibited.

  In step S12, whether or not the ID of the transmitter is stopped immediately after transmission is stopped (= immediately after turning on the centrifugal force switch 10b) based on the determination that all the vehicle IDs are not received within 10 sec in step S7. If YES, the process proceeds to step S13. If NO, the process proceeds to step S16. That is, in the case of tire replacement, ID reception is interrupted immediately after transmission, whereas in the case of a tire pressure sensor failure, ID reception is often interrupted during transmission. Therefore, it is possible to determine whether the cause of non-reception of the vehicle ID is due to tire replacement or a failure of the tire air pressure sensor by the determination in step S12.

  In step S13, based on the determination that the reception of the ID in step S12 is immediately after the transmission of the transmitter was interrupted, whether or not the timer is 3 min or more, that is, the experience of receiving data transmitted at 1-minute intervals Is determined three times or more. If YES, the process proceeds to step S14. If NO, the process returns to step S3. That is, for example, there is a possibility that one ID cannot be received due to radio wave batting in the own vehicle even though the tire is not changed. In such a case, it is erroneously detected that the tire is changed. In order to prevent such a situation, the vehicle shifts to the vehicle ID recognition mode after experiencing ID reception a plurality of times. Here, in step S5, it is determined whether or not the timer has already been started. If the timer has been started, the count of the 10 sec timer is continued as it is.

  In step S14, based on the tire rotation determination in step S9 or in step S13, it is determined that the reception of the ID has been stopped for 3 minutes or more, and the vehicle ID recognition mode is entered, and the process proceeds to step S15. Here, the “own vehicle ID recognition mode” is, for example, all received from the initial reception of the radio wave transmitted from the transmitter of the tire pressure sensor, regardless of whether the vehicle is a vehicle or another vehicle. This is an entry mode that stores the ID of the vehicle, and after that, it is clearly an ID other than the own vehicle, such as an ID received out of the specified timing or an ID that was not received at the specified timing from the entered ID This is a mode in which the ID determined to be removed from the registration candidates, and when the ID that matches the number of tires remains, the remaining ID is recognized as the ID of the own wheel.

  In step S15, the vehicle ID recognition mode in step S14 has elapsed, and the ID recognized as that of the own wheel shifts to the vehicle ID registration mode. Here, in the “own vehicle ID registration mode”, the relationship between the ID recognized as that of the own wheel and the position of the tire in the own vehicle indicates the strongest radio wave intensity among the reception levels received by each receiver. After that, the new ID is registered as the ID of the position where each receiver is set.

  In step S16, based on the determination that the reception of the ID in step S12 is not immediately after transmission of the transmitter, whether or not the timer is 3 minutes or more, that is, the experience of receiving data transmitted at 1-minute intervals Is determined three times or more. If YES, the process proceeds to step S17. If NO, the process returns to step S2. That is, for example, there is a possibility that one ID cannot be received due to radio wave batting in the own vehicle even though it is not a failure of the tire pressure sensor. In such a case, it is erroneously detected that the sensor is faulty. In order to prevent this, when the transmission condition of the vehicle speed equal to or higher than the set vehicle speed V is satisfied, the system shifts to the alarm mode after experiencing ID reception a plurality of times.

  In step S17, the warning lamp 7 is turned on based on the determination that the reception of ID is interrupted and 3 minutes or more have passed during the travel in step S16.

[ID re-registration judgment action]
First, the tire pressure sensors A, B, C, and D attached to the tires 1, 2, 3, and 4 count the time during which the centrifugal switch 10b is ON. This count is reset when the centrifugal force switch 10b is turned off, and starts again from 0 when the centrifugal force switch 10b is turned on again. This elapsed time count is transmitted together with other data to a tuner (1), (2), (3), (4) with an antenna which is a receiver on the vehicle side.

  On the other hand, the vehicle side has a timer separately from the tire air pressure sensor side, whereby the elapsed time can be read from the counts of the tire air pressure sensors A, B, C, and D.

  In the first embodiment, the timing at which the centrifugal force switch 10b is turned on and the timing at which the data is received are viewed, and are used as a start trigger when entering the vehicle ID recognition mode in comparison with the vehicle speed of the vehicle. In the following, the operation will be described with respect to tire non-change, tire rotation, tire change, and tire pressure sensor failure.

When the tire is not replaced When the tire is not replaced and the stopped vehicle starts traveling and the vehicle speed is traveling at the set vehicle speed V or higher, step S1 → step S2 → The process proceeds from step S3 to step S4 to step S5 to step S6 to step S7. In step S7, the process proceeds to step S8 to step S9 based on the determination that all the vehicle IDs within 10 seconds have been received. In S10, it is determined whether or not the timer operating time has exceeded 10 seconds. If the timer operating time has not exceeded 10 seconds, the process returns to step S2 and the same processing is repeated (see FIG. 4A). In step S10b, if it is determined that the timer operating time has exceeded 10 seconds, the process proceeds to step S11, where it is determined whether the opening / closing of the door of the host vehicle has been confirmed, and running and stopping are repeated without opening the door. As long as the ID re-registration determination in steps S1 to S10 is prohibited.

  That is, when the tire is most frequently not replaced, the ID re-registration determination is made for about 10 minutes from the start of travel, and if it is determined that the tire is not replaced, then it arrives at the destination and opens and closes the door. Unless it is performed, the ID re-registration determination is prohibited, so that the execution time of the tire pressure monitor is sufficiently secured.

  If a situation occurs in which one ID cannot be received due to radio wave batting within the vehicle at the start of ID re-registration determination, the process proceeds from step S7 to step S12 to step S13, but returns from step S13 to step S3. When four IDs are received in step S4 of the second ID re-registration determination, the process returns from step S7 to step S8 → step S9 → step S10, and may erroneously shift to the own vehicle ID recognition mode. Is prevented.

  Further, after the start of the ID re-registration determination, if a situation occurs in which one ID cannot be received due to radio wave batting in the vehicle for the second or third time, the process proceeds from step S7 to step S12 to step S16. When S16 returns to Step S2 and four IDs are received in Step S4 of the next ID re-registration determination, the flow returns from Step S7 to Step S8 → Step S9 → Step S10, and erroneously shifts to the alarm mode. Is prevented.

-After tire rotation at the time of tire rotation, if the own vehicle that has stopped starts traveling and the vehicle speed is traveling at a set vehicle speed V or higher, step S1 → step S2 in the flowchart of FIG. → Step S3 → Step S4 → Step S5 → Step S6 → Step S7. In Step S7, based on the determination that all the vehicle IDs within 10 seconds have been received, the process proceeds to Step S8, where there are four tire positions. Detected based on the strength of the received signal received by the tuner with antenna (1), (2), (3), (4), and the tire position for each ID detected in the next step S9 and already registered If the relationship with the tire position for each ID does not match, it is determined that the tire is rotating, and the process proceeds from step S9 to step S14. In step S14, Moves the vehicle ID recognition mode, so that the re-registration process of the vehicle ID at next step S15 is executed.

  That is, in the tire pressure monitoring device, it is displayed which tire is the tire whose tire pressure has decreased, but in order to accurately display, it is necessary to specify the position and ID of each tire. On the other hand, if tire rotation is performed, re-registration of the vehicle ID can be surely executed during traveling immediately after that.

When the own vehicle that has stopped after starting tire replacement at the time of tire replacement starts traveling and the vehicle speed is traveling at or above the set vehicle speed V, step S1 → step S2 in the flowchart of FIG. -> Step S3-> Step S4-> Step S5-> Step S6-> Step S7 It progresses to Step S7 from Step S7 to Step S12 based on the judgment that not all the vehicle ID within 10 sec is received by tire replacement in Step S7. In step S12, the process proceeds to step S13 based on the determination that the ID has been lost due to the tire replacement immediately after the transmission of the transmitter, and in step S13, the timer operation time is 3 min or more based on the first determination. If it is determined that the time has not elapsed, the process returns to step S3.

  At the time of the second determination, in the flowchart of FIG. 3, the process proceeds from step S3 → step S4 → step S5 → step S6 → step S7 → step S12 → step S13. If it is determined that the time has not exceeded 3 minutes, the process returns to step S3.

  At the time of the third determination, in the flowchart of FIG. 3, the process proceeds from step S3 → step S4 → step S5 → step S6 → step S7 → step S12 → step S13. If it is determined that the time has passed for 3 minutes or more, the process proceeds from step S13 to step S14 to step S15, the mode is changed to the vehicle ID recognition mode in step S14 (see FIG. 4B), and the vehicle ID registration in step S15 is performed. Depending on the mode, re-registration of the ID of the vehicle is executed.

  That is, a state in which all of the vehicle IDs are not received within a reception timing (within 10 seconds) that allows variation (a state in which one or more of the vehicle IDs are not received) continues for 3 minutes (three times ID re-registration determination) Experience) to start the ID re-registration mode of the vehicle, so if the tire is changed while preventing erroneous detection of the tire change, the vehicle ID is surely re-registered at the time of driving immediately after that. can do.

When the tire pressure sensor fails For example, a case where the tire pressure sensor fails at the timing between the second and third times of the vehicle ID re-registration determination is taken as an example. When each tire pressure sensor is normal, the stopped vehicle starts traveling, and the vehicle speed is traveling at the set vehicle speed V or higher, at the time of the first determination, step S1 → step S2 in the flowchart of FIG. → Step S3 → Step S4 → Step S5 → Step S6 → Step S7. In Step S7, based on the determination that all the vehicle IDs within 10 seconds have been received, Step S7 to Step S8 → Step S9 → Step S10 In step S10, based on the determination that the timer operating time has not passed 10 minutes, the process returns to step S2.

  At the time of the second determination, in the flowchart of FIG. 3, the process proceeds from step S2 → step S3 → step S4 → step S5 → step S6 → step S7 → step S8 → step S9 → step S10. The process returns to step S2 based on the determination that has not passed.

  At the time of the third determination, the tire air pressure sensor has failed at the timing between the second time and the third time. Therefore, in the flowchart of FIG. 3, step S2, step S3, step S4, step S5, step S6, step S7. In step S7, the process proceeds from step S7 to step S12 based on the determination that all the vehicle IDs within 10 seconds have not been received due to the failure of the tire pressure sensor. In step S12, ID reception is interrupted. Based on the determination that is not immediately after transmission from the transmitter, the process proceeds from step S12 to step S16, and the process returns to step S2 when it is determined that the timer operating time has not elapsed for 3 minutes or more.

  At the time of the fourth determination, as in the third determination, in the flowchart of FIG. 3, the process proceeds from step S 2 → step S 3 → step S 4 → step S 5 → step S 6 → step S 7. Based on the determination that all the vehicle IDs within 10 seconds have not been received, the process proceeds from step S7 to step S12. In step S12, based on the determination that the ID reception is not stopped immediately after the transmitter is transmitted. The process proceeds from step S12 to step S16, and returns to step S2 when it is determined that the timer operating time has not elapsed for 3 minutes or longer.

  At the time of the fifth determination, in the flowchart of FIG. 3, the process proceeds from step S2, step S3, step S4, step S5, step S6, and step S7. In step S7, the vehicle ID within 10 sec is set due to the failure of the tire air pressure sensor. Based on the determination that all have not been received, the process proceeds from step S7 to step S12. In step S12, based on the determination that the ID reception is not stopped immediately after the transmitter transmission, the process proceeds from step S12 to step S16. If it is determined in step S16 that the timer operating time has elapsed for 3 minutes or more, the process proceeds from step S16 to step S17, and in step S17, the warning lamp 7 is turned on (see FIG. 4C).

  In other words, while the transmission condition from the transmitter (vehicle speed ≧ V) is satisfied, the reception timing allows the variation until 3 minutes (three ID re-registration judgment experiences) have elapsed from the middle of data reception ( Within 10 seconds, if a state in which all of the vehicle IDs are not received (a state in which one or more of the vehicle IDs are not received) continues, an alarm mode is started. In about 3 minutes), the passenger including the driver can be informed that the tire pressure sensor has failed.

  Next, the effect will be described.

  (1) A pressure sensor 10a that is attached to each of a plurality of tires 1, 2, 3, and 4 mounted on a vehicle and detects each tire air pressure, and at least the detected tire air pressure is converted into a radio signal together with the ID of each tire. Tire pressure sensors A, B, C, and D having a transmitter 10 and a transmission antenna 10e for transmission, and are attached to the vehicle side and receive radio signals from the tire pressure sensors A, B, C, and D. In the tire pressure monitoring device comprising a receiver and tire identification code registration means for registering the ID of each tire 1, 2, 3, 4 by storing and updating in the EEPROM 5c, the tire identification code registration means includes the tire pressure code registration means. Monitor the timing at which data is transmitted from the transmitters of sensors A, B, C, and D and the timing at which the data is received. Until the predetermined time elapses, if the state of not receiving all of the vehicle IDs continues within the reception timing that allows variation, the re-registration of the vehicle ID is started, so the frequency of re-registration is reduced and optimized. Thus, it is possible to achieve both an increase in the tire air pressure monitor execution time and a suppression of the possibility of erroneous registration of the vehicle tire identification code.

  (2) The receiver is a tuner with antennas (1), (2), (3), (4) set in the vicinity of each of a plurality of tires by the number of tires, and the tire identification code registration means is When the data is transmitted from the transmitters of the tire pressure sensors A, B, C, and D and the timing of receiving the data is monitored, and all the vehicle IDs are received within the reception timing that allows variation, When the position of the tire in the vehicle is detected based on the received signal strength and tire rotation is detected, re-registration of the vehicle ID is started. Re-registration can be started.

  (3) The transmitters of the tire pressure sensors A, B, C, and D have a delay logic for delaying a transmission interval in order to prevent radio wave batting in the own vehicle. In order to make the vehicle ID re-registration start determination based on the reception of the vehicle ID from the start of the data until the set time when the reception timing deviation due to the delay logic is within the variation range from the start of data reception, the radio wave batting in the vehicle While preventing, it can prevent starting own vehicle ID re-registration mode by malfunction.

  (4) When the tire identification code registration means finishes the re-registration start determination of the vehicle ID based on the reception of the vehicle ID once, the tire ID code registration means re-sets the next vehicle ID unless the door opening / closing of the vehicle is confirmed. In order to prohibit transition to registration start judgment, passengers get off by opening and closing the door, and when it is certain that there will be no tire replacement, prohibit the judgment of re-registration start of own vehicle ID and effectively execute tire pressure monitor The time can be increased.

  (5) The re-registration of the self-vehicle tire identification code includes a self-vehicle ID recognition mode for recognizing whether or not the received ID is a self-wheel ID, and the ID recognized as the self-vehicle ID for each tire position. For example, even if a strong radio wave is received from a tire of a vehicle adjacent to the own vehicle, the received data from the own vehicle or the received data from another vehicle is used. The vehicle ID can be re-registered with high accuracy after tire replacement or tire rotation.

  (6) The tire identification code registration means monitors the timing at which data is transmitted from the transmitters of the tire pressure sensors A, B, C, D and the timing at which the data is received, and the data transmission conditions from the transmitter Even if the condition is established, if a state in which all of the vehicle tire identification codes are not received within the reception timing allowing variation until the predetermined time elapses from the middle of data reception, an alarm is generated by turning on the warning lamp 7 In order to start, when any of the tire pressure sensors A, B, C, and D fails during traveling, the occupant can be notified of the sensor failure at an early timing.

  As described above, the tire pressure monitoring device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and is described in each claim of the claims. Design changes and additions are allowed without departing from the scope of the present invention.

  For example, in the first embodiment, an example in which the duration of the re-registration start determination of the vehicle ID based on the reception of the vehicle ID once is set to 10 minutes, but by setting the performance time in the delay logic, It may be set to a time exceeding 10 minutes or a time shorter than 10 minutes.

  In the first embodiment, an example in which the duration in the tire replacement determination and the duration in the tire air pressure sensor failure determination are both 3 minutes is shown, but the transmission cycle during traveling at the set vehicle speed or higher is performed. In the case where the time is set different from 1 minute in Example 1, the duration may be freely set according to the transmission cycle or the like.

  In the first embodiment, when re-registering the vehicle ID, an example is shown in which the vehicle ID recognition mode is changed to the vehicle ID registration mode. However, the vehicle ID recognition mode is omitted, and the vehicle ID is deleted. You may make it transfer to re-registration mode directly.

  In the embodiment, the tire pressure monitoring device in a vehicle equipped with four tires such as a passenger car is shown, but the tire pressure monitoring device in a small vehicle equipped with three tires or a large vehicle equipped with five or more tires may be used. Can be applied.

1 is an overall view showing a vehicle to which a tire pressure monitoring device according to a first embodiment is applied. 1 is a detailed view showing a tire pressure monitoring device of Example 1. FIG. It is a flowchart which shows the flow of the automatic ID registration process of each tire performed with the tire pressure warning controller of Example 1. FIG. 5 is a time chart showing an example of a reception ID when a tire is not replaced, an example of a reception ID when a tire is replaced, and an example of a reception ID when a tire pressure sensor is broken in the vehicle ID re-registration operation of the first embodiment. .

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Left front wheel tire 2 Right front wheel tire 3 Left rear wheel tire 4 Right rear wheel tire A, B, C, D Tire pressure sensor (tire pressure detection means)
(1), (2), (3), (4) Tuner with antenna (receiver)
5 Tire pressure alarm controller 5c EEPROM
5f RAM
6 Display 7 Low air pressure warning lamp 10a Pressure sensor 10b Centrifugal switch 10c ASIC
10d Transmitter (transmitter)
10e Transmitting antenna (transmitter)
11a receiving antenna 11b tuner

Claims (6)

A pressure sensor that is attached to each of a plurality of tires mounted on a vehicle and detects each tire air pressure, and a transmitter that transmits at least the detected tire air pressure together with a tire identification code for each tire by a radio signal. Tire pressure detecting means;
A receiver attached to the vehicle side for receiving a radio signal transmitted from the tire pressure detecting means;
Tire identification code registration means for registering the tire identification code of each tire by storage update to a memory;
In a tire pressure monitoring device equipped with
The tire identification code registration means monitors the timing at which data is transmitted from the transmitter of the tire air pressure detection means and the timing at which the data is received, and the reception that allows variation until a predetermined time has elapsed from the start of data reception. A tire pressure monitoring device, which starts re-registration of a vehicle tire identification code when a state in which all of the vehicle tire identification code is not received within a timing is continued. In the tire pressure monitoring device according to claim 1,
The receiver is set in the vicinity of each of a plurality of tires by the number of tires,
The tire identification code registration means monitors the timing at which data is transmitted from the transmitter of the tire air pressure detection means and the timing at which the data is received, and all the vehicle tire identification codes are received within the reception timing that allows variation. When the tire pressure is received, the tire position in the own vehicle is detected based on the received radio wave intensity, and when the tire rotation is detected, re-registration of the own vehicle tire identification code is started. In the tire pressure monitoring device according to claim 1 or 2,
The transmitter of the tire pressure detecting means has a delay logic for delaying the transmission interval to prevent batting of radio waves in the vehicle,
The tire identification code registration means performs a re-registration start determination of the vehicle tire identification code based on one reception of the vehicle ID from a data reception start to a set time in which a reception timing shift by the delay logic is within a variation range. A tire pressure monitoring device characterized by comprising: In the tire pressure monitoring device according to claim 3,
When the tire identification code registration means finishes the re-registration start determination of the vehicle tire identification code based on the reception of the vehicle ID of one time, the tire identification code registration means A tire pressure monitoring device that prohibits transition to a re-registration start determination. In the tire pressure monitoring device according to any one of claims 1 to 4,
The re-registration of the vehicle tire identification code includes a vehicle tire identification code recognition mode for recognizing whether or not the received tire identification code is a tire identification code of the vehicle wheel, and a tire recognized as the vehicle tire identification code. A tire pressure monitoring device, which is performed in a vehicle tire identification code registration mode in which an identification code is registered in accordance with each tire position. In the tire pressure monitoring device according to any one of claims 1 to 5,
The tire identification code registration means monitors the timing at which data is transmitted from the transmitter of the tire pressure detection means and the timing at which the data is received, and the data reception condition is satisfied even if the data transmission condition from the transmitter is satisfied. The tire pressure monitoring device is characterized in that an alarm is started when a state in which all of the vehicle tire identification codes are not received within a reception timing allowing variation until a predetermined time elapses from the middle of the vehicle.

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