JP2010195286A - Tire air pressure monitoring system and monitoring device, and portable machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire air pressure monitoring system capable of monitoring the condition of an air pressure of a tire more reliably. <P>SOLUTION: This invention relates to the tire air pressure monitoring system monitoring the air pressure of the tire of a wheel arranged in a vehicle, and it includes an air pressure detecting sensor mounted in at least one of the wheels and detecting the air pressure of the tire of the wheel, and transmitting air pressure information indicating the air pressure by radio communication, a monitoring device receiving the air pressure information, and processing and monitoring the information, and a portable machine portable by a user. The monitoring device includes a relay request means transmitting a relay request signal to the portable machine, requesting execution of relay processing for relaying the air pressure information to the monitoring device, which is transmitted by the air pressure detecting sensor to the portable machine when the air pressure information is not received normally. The portable machine includes a relay means executing the relay processing correspondingly to the receipt of the relay request signal. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a tire pressure monitoring system, a monitoring device, and a portable device, and more particularly to a tire pressure monitoring system, a monitoring device, and a portable device that monitor the tire pressure of a vehicle.

  2. Description of the Related Art Conventionally, a system for monitoring the air pressure of tires provided in a vehicle has been developed in order to ensure the safety of traveling of the vehicle.

  Such a system generally includes a sensor unit attached to each tire of a vehicle and a processing device mounted on the vehicle body. The sensor unit detects the air pressure of each tire and transmits a radio signal indicating the air pressure to the processing device. Then, the processing device determines whether or not the air pressure of each tire is reduced based on the information on the air pressure, and if the air pressure of any tire is lower than the threshold value, the processing apparatus reduces the air pressure. Notify users.

  An example of such a system is disclosed in Patent Document 1. In the air pressure monitoring system disclosed in Patent Document 1, a sensor unit attached to each tire of a vehicle detects the air pressure of each tire and transmits a radio signal indicating the air pressure to a mobile terminal such as a mobile phone. Then, the portable terminal processes the information on the air pressure to determine whether the air pressure of each tire has decreased, and when the air pressure of any tire has decreased below a threshold value, the decrease in the air pressure To the user.

JP 2005-219548 A

  However, in the conventional air pressure monitoring system disclosed in Patent Document 1 and the like, the processing device and the portable terminal are provided in each tire due to the influence of interference with objects around the vehicle and radio waves around the vehicle. There may be a case where the wireless signal from the sensor cannot be received normally. As described above, when the processing device or the portable terminal cannot normally receive the air pressure of each tire, the state of the air pressure of the tire cannot be monitored during that time. And when the said air pressure falls in the state which has not been monitoring the state of the tire air pressure, a user may not notice the fall of the said air pressure.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a tire pressure monitoring system, a monitoring device, and a portable device that can more reliably monitor the state of tire pressure.

  In order to solve the above problems, the present application adopts the following configuration. That is, the first invention is a tire air pressure monitoring system that monitors the air pressure of a wheel tire provided in a vehicle, and is mounted on at least one of the wheels to detect the air pressure of the wheel tire, and the air pressure The air pressure detection sensor that transmits air pressure information indicating the air pressure, the monitoring device that receives the air pressure information, processes and monitors the air pressure information, and the portable device that can be carried by the user. Receiving state determining means for determining whether or not information is normally received, and when not receiving air pressure information normally, the air pressure information transmitted from the air pressure detection sensor to the portable device is relayed to the monitoring device Relay request means for transmitting to the portable device a relay request signal for requesting execution of the relay processing to be performed, and the portable device determines whether or not the relay request signal has been received. A monitoring device that receives the air pressure information relayed by the relay means, processes the air pressure information, and monitors the air pressure information. This is a tire pressure monitoring system.

  According to a second invention, in the first invention, the portable device receives an input operation of a user and an instruction signal for operating an in-vehicle device mounted on the vehicle in response to the input operation to the input device. And an instruction signal communication means for executing an instruction signal communication process for transmitting and receiving.

  In a third aspect based on the second aspect, the portable device switches the operation mode of the portable device to an instruction signal communication mode for executing an instruction signal communication process when the input means accepts an input operation, and determines a relay request. It further includes mode switching means for switching the operation mode of the own apparatus to the relay mode for executing the relay processing when the means receives the relay request signal.

  In a fourth aspect based on the third aspect, when the input means accepts an input operation, the mode switching means indicates the operation mode of the portable device regardless of whether the relay request signal is received by the relay request determination means. It shifts to communication mode, It is characterized by the above-mentioned.

  In a fifth aspect based on the third aspect, the mode switching means does not receive the relay request signal and accept the input operation from the time when the operation mode of the portable device is switched to the relay mode or the instruction signal communication mode. When the state continues for a predetermined time or longer, the power saving mode is set to stop the power supply to at least some of the components provided in the portable device.

  In a sixth aspect based on the third aspect, when the monitoring device determines that the portable device is in the vehicle and the vehicle interior determination means for determining whether the portable device is in the vehicle, In-vehicle signal transmitting means for wirelessly transmitting an in-vehicle signal indicating that the portable device is present inside the vehicle to the portable device, wherein the portable device receives the in-vehicle signal for determining whether the in-vehicle signal is received or not. The mode switching unit further includes a determination unit, and the mode switching unit switches the mode of operation of the portable device to the relay mode when the portable device receives the in-vehicle signal and receives the relay request signal, and the portable device transmits the in-vehicle signal. When not received, the mode of operation of the portable device is not switched to the relay mode regardless of whether the relay request signal is received.

  In a seventh aspect based on the second aspect, the instruction signal communication means is configured to cause the unlocking instruction signal for unlocking the door of the vehicle and the door in response to an input operation to the input means. A locking instruction signal for locking the lock is wirelessly transmitted as an instruction signal.

  In an eighth aspect based on the first aspect, the portable device can relay the air pressure information to the monitoring device using at least the first communication method and a second communication method different from the first communication method. Yes, the monitoring device can receive air pressure information using at least the first communication method and the second communication method, and the monitoring device performs air pressure in relay processing using the first communication method from the portable device. When it is determined that the information is not normally received, the communication method switching signal for switching the communication method used by the relay processing to the second communication method while switching the method of receiving the pneumatic information to the second communication method. Communication means switching means for transmitting the information to the portable device, and the portable device transmits the air pressure information transmission method of the relay means according to the communication method switching signal as one of the first communication method and the second communication method. The transmission method switching means for switching to, characterized in that it comprises further.

  In a ninth aspect based on the first aspect, the air pressure detection sensor wirelessly transmits air pressure information using the first frequency band, and the relay requesting means uses a second frequency band different from the first frequency band. And a relay request signal is transmitted by radio.

  In a tenth aspect based on the first aspect, the monitoring device determines whether or not the tire air pressure is smaller than a predetermined value based on the tire air pressure information, and the tire air pressure. And a warning means for issuing a warning to a user in the vehicle when the value is smaller than a predetermined value.

  An eleventh aspect of the invention is a portable device that can be carried by a user, wirelessly transmitted from an air pressure detection sensor mounted on at least one of the wheels of the vehicle, and receiving air pressure information indicating the tire air pressure of the wheel, A relay means for performing relay processing for relay transmission to the monitoring device for monitoring the air pressure information, and a relay processing start request transmitted from the monitoring device when the monitoring device does not normally receive the air pressure information. Relay request determining means for determining whether or not a relay request signal is received, and the relay means is a portable device that executes a relay process in response to reception of the relay request signal.

  A twelfth aspect of the invention is a monitoring device that receives air pressure information indicating the air pressure of a tire of a wheel that is wirelessly transmitted from an air pressure detection sensor mounted on at least one of the wheels of the vehicle, and processes and monitors the air pressure information. And a reception state determination unit that determines whether or not the air pressure information is normally received, and a portable that executes a relay process that relays the air pressure information to the monitoring device when the air pressure information is not normally received. Relay request means for transmitting a relay request signal for requesting the start of the relay processing to the machine, receiving the air pressure information relayed by the relay means, processing and monitoring the air pressure information, It is a monitoring device.

  According to the first invention, when the tire pressure information is not normally received, the pressure information can be received not only from the normal transmission route but also from the route through the relay unit. That is, it is possible to increase the number of communication paths for air pressure information and to reliably receive and monitor the air pressure information.

  According to the second aspect of the invention, a relay terminal that relays air pressure information and an instruction terminal that enables an operation instruction to the in-vehicle device can be used in one portable device. Therefore, in a vehicle to which an instruction terminal as described above is attached in advance, if a relay function for air pressure information is added to the instruction terminal, it is not necessary to separately prepare a relay device for relaying air pressure information. Therefore, it is possible to implement a tire pressure monitoring system that can reliably monitor the pressure information at a low cost. In addition, since the instruction terminal and the relay terminal are integrally configured, the user does not need to carry the relay device separately from the smart key, and does not have to carry a plurality of devices. For example, a smart key used in a so-called smart entry system can be used as a relay means for air pressure information.

  According to the third invention, the portable device operates by switching the mode of operation to either the relay mode for relaying air pressure information or the instruction signal communication mode for controlling the in-vehicle device. Therefore, while the portable device is operating in one mode, the processing in the other mode can be stopped to reduce the processing amount and power consumption.

  According to the fourth invention, the relay process can be executed only in a situation where the relay process is necessary. In addition, when the user performs an input operation on the portable device, the operation as the instruction signal communication mode is performed with priority over the relay processing of the air pressure information, and the in-vehicle device operates. There is no.

  According to the fifth aspect, in a situation where neither the relay mode nor the in-vehicle device control mode is required, the operation mode of the portable device can be shifted to the power saving mode for reducing power consumption. Therefore, the battery consumption of the portable device can be reduced.

  According to the sixth aspect of the present invention, in a situation where the portable device is outside the vehicle, that is, in a situation where relay processing is not required, the processing amount and power consumption of the portable device are not executed without executing unnecessary mode switching processing. Can be reduced.

  According to the seventh aspect of the invention, a general smart key having a vehicle door unlocking function can be used as a relay means.

  According to the eighth invention, even if the air pressure information is not normally received by the monitoring device via the portable device, the communication method for relaying and transmitting the tire air pressure information is switched. Is likely to be normally received by the monitoring device.

  According to the ninth aspect, the air pressure information and the relay request signal do not interfere with each other and can be easily separated at the time of reception, so that the reception processing of each signal can be reduced.

  According to the tenth invention, when the air pressure of any tire falls below a predetermined value, it is possible to notify the user of the drop and prompt maintenance of the tire.

  According to the portable device and the monitoring device of the present invention, the same effect can be obtained by serving as one end of the tire pressure monitoring system described above.

1 is a block diagram showing a tire pressure monitoring system according to a first embodiment and a configuration of a vehicle equipped with the system. Mounting diagram showing the air pressure detector mounted on the vehicle The flowchart which shows an example of the monitoring control process which monitoring ECU which concerns on 1st Embodiment performs Flow chart showing an example of reception status determination processing Flow chart showing an example of air pressure determination processing The flowchart which shows an example of the vehicle-mounted apparatus control process which vehicle-mounted control ECU performs Flow chart showing an example of in-vehicle determination processing The flowchart which shows an example of the portable device control processing which a microcomputer performs The flowchart which shows an example of the relay mode process which concerns on 1st Embodiment The flowchart which shows an example of the monitoring control process which monitoring ECU which concerns on 2nd Embodiment performs Flow chart showing an example of communication method setting processing The flowchart which shows an example of the relay mode process which concerns on 2nd Embodiment

(First embodiment)
Hereinafter, a tire pressure monitoring system according to a first embodiment of the present invention will be described.

  First, with reference to FIG. 1, the structure of the tire pressure monitoring system 100 which concerns on 1st Embodiment, and the vehicle 200 carrying the said system is demonstrated. FIG. 1 is a block diagram showing a configuration of a tire pressure monitoring system 100 according to the first embodiment and a vehicle 200 on which the system is mounted.

  As shown in FIG. 1, a vehicle 200 includes an air pressure detector 1, an air pressure monitoring device 2, an in-vehicle device controller 4, and an in-vehicle device 5. The tire pressure monitoring system 100 is configured by the air pressure detector 1, the air pressure monitoring device 2, and the portable device 3.

  The air pressure detector 1 is a device that detects the air pressure of each mounted tire and wirelessly transmits it. The air pressure detector 1 includes a pressure sensitive sensor 11 and a detector RF antenna 12.

  The pressure-sensitive sensor 11 is a sensor device that detects tire air pressure. The pressure sensor 11 outputs data indicating the detected tire air pressure (hereinafter referred to as air pressure data) to the detector RF antenna 12.

  The detector RF antenna 12 is an antenna device that transmits a radio signal in a high frequency band (for example, 315 MHz). The detector RF antenna 12 transmits the air pressure data received from the pressure sensor 11 as a radio signal.

  The air pressure detector 1 is mounted on each tire of the vehicle 200. For example, when the vehicle 200 is a four-wheeled vehicle, as shown in FIG. 2, the air pressure detectors 1a, 1b, 1c, 1d are applied to the tires of the right front wheel, the right rear wheel, the left front wheel, and the left rear wheel of the vehicle 200, respectively. Are each installed. FIG. 2 is a mounting diagram illustrating a state in which the air pressure detector 1 is mounted on the vehicle 200. FIG. 2 shows a side view and a plan view of the vehicle 200 shown through the air pressure detectors 1a, 1b, 1c, and 1d.

  The air pressure monitoring device 2 is a device that receives a wireless signal indicating air pressure data and monitors the air pressure data. The air pressure monitoring device 2 includes a monitoring RF antenna 21, a monitoring ECU 22, an alarm device 23, and a monitoring LF antenna 24.

  The monitoring RF antenna 21 is an antenna device that receives a radio signal in the same high frequency band (for example, 315 MHz) as the detector RF antenna 12. The monitoring RF antenna 21 receives a radio signal indicating the air pressure data of each tire, and outputs a signal indicating the air pressure data to the monitoring ECU 22 by wired communication.

  The monitoring ECU 22 is typically a control device including an information processing device such as a CPU (Central Processing Unit), a storage device such as a memory, an interface circuit, and the like. The monitoring ECU 22 performs control processing based on the received tire pressure data.

  Alarm device 23 is, for example, an LED lamp provided in a meter panel of vehicle 200. The alarm device 23 is turned on when an alarm signal output from the monitoring ECU 22 is received.

  The monitoring LF antenna 24 is an antenna device that transmits a radio signal in a low frequency band (for example, 15 kHz) that does not overlap with the high frequency band. The monitoring LF antenna 24 wirelessly transmits a relay mode transition signal in response to an instruction from the monitoring ECU 22. The relay mode transition signal is an instruction signal for changing the operation mode of the portable device 3.

  The portable device 3 is an electronic terminal device that remotely controls the vehicle-mounted device 5 mounted on the vehicle 200, and is a so-called smart entry system smart key. The portable device 3 includes a switch 31, a microcomputer 32, a portable LF antenna 33, and a portable RF antenna 34.

  The switch 31 is, for example, a push-down switch. When the switch 31 is pressed by the user, the switch 31 transmits an input signal indicating that the pressing operation has been performed to the microcomputer 32.

  The microcomputer 32 is a control device including an information processing device such as a CPU, a storage device such as a memory, and an interface circuit. Details of the processing of the microcomputer 32 will be described later with reference to FIG.

  The portable LF antenna 33 is an antenna device that transmits and receives radio signals in the same low frequency band (for example, 15 kHz) as the monitoring LF antenna 24. The portable LF antenna 33 receives the relay mode transition signal transmitted from the monitoring LF antenna 24 and the radio signal transmitted from the in-vehicle device controller 4, and transmits each signal to the microcomputer 32 by wire. The portable LF antenna 33 wirelessly transmits a signal input from the microcomputer 32.

  The portable RF antenna 34 is an antenna device that transmits and receives radio signals in the same high frequency band (for example, 315 MHz) as the detector RF antenna 12. The portable RF antenna 34 receives a radio signal indicating the air pressure data of each tire transmitted from the detector RF antenna 12 and outputs a signal indicating the air pressure data to the microcomputer 32 by wired communication. The portable RF antenna 34 wirelessly transmits a signal indicating the received air pressure data in response to an instruction from the microcomputer 32.

  The in-vehicle device controller 4 is an in-vehicle device that is mounted on the main body of the vehicle 200 and performs control processing of a so-called smart entry system. The in-vehicle device controller 4 includes an in-vehicle control LF antenna 41 and an in-vehicle control ECU 42.

  The in-vehicle control LF antenna 41 is an antenna device that transmits and receives radio signals in the same low frequency band (for example, 15 kHz) as the monitoring LF antenna 24. The in-vehicle control LF antenna 41 receives a signal transmitted from the portable LF antenna 33 of the portable device 3, for example, a signal instructing to lock the door of the vehicle 200, and transmits the signal to the in-vehicle control ECU 42.

  A plurality of in-vehicle control LF antennas 41 are mounted on the vehicle 200. For example, as shown in FIG. 2, vehicle-mounted control LF antennas 41 a, 41 b, 41 c, and 41 d are mounted inside the instrument panel, left door, right door, and rear trunk floor of the vehicle 200. The mounting position of the above-described vehicle-mounted control LF antenna 41 is an example, and any number of vehicle-mounted control LF antennas 41 may be mounted at any position inside the vehicle 200.

  The in-vehicle control ECU 42 is a control device that includes an information processing device such as a CPU, a storage device such as a memory, and an interface circuit. The in-vehicle control ECU 42 outputs a control signal for operating the in-vehicle device 5 to the in-vehicle device 5 based on the result of the process of performing wireless communication with the portable device 3 via the in-vehicle control LF antenna 41.

  The in-vehicle device 5 is an in-vehicle device such as a door locking device of the vehicle 200 or an automatic door opening / closing device. The in-vehicle device 5 performs, for example, operations such as a door locking device unlocking operation and a door opening / closing operation in accordance with a control signal from the in-vehicle control ECU 42.

  As described above, the portable device 3, the in-vehicle device controller 4, and the in-vehicle device 5 constitute a conventionally known smart entry system.

  Next, a process executed by the monitoring ECU 22 (hereinafter referred to as a monitoring control process) will be described with reference to FIG. FIG. 3 is a flowchart illustrating an example of the monitoring control process executed by the monitoring ECU 22. When power is supplied to the monitoring ECU 22, the monitoring ECU 22 first executes the process of step A1 in FIG.

  In step A1, the monitoring ECU 22 executes a reception state determination process. The reception state determination process is a process for determining whether or not the air pressure data of all tires is normally received. Hereinafter, the reception state determination process will be described with reference to FIG. FIG. 4 is a flowchart illustrating an example of the reception state determination process. When the monitoring ECU 22 starts the reception state determination process, the monitoring ECU 22 first executes the process of step A11.

  In step A11, the monitoring ECU 22 determines whether or not the air pressure data Pa is normally received from the air pressure detector 1a. The air pressure data Pa is data indicating the air pressure of the tire to which the air pressure detector 1a is attached. Each of the air pressure data includes an identification code indicating which of the air pressure detectors 1a to 1d is detected. Based on the identification code, the monitoring ECU 22 determines from which of the air pressure detectors 1a to 1d the received air pressure data is data. If the monitoring ECU 22 determines that the air pressure data Pa is normally received, the monitoring ECU 22 advances the process to step A12. On the other hand, if the monitoring ECU 22 determines that the air pressure data Pa is not normally received from the air pressure detector 1a, the monitoring ECU 22 advances the process to step A16.

  In step A12, the monitoring ECU 22 determines whether or not the air pressure data Pb is normally received from the air pressure detector 1b. The air pressure data Pb is data indicating the air pressure of the tire to which the air pressure detector 1b is attached. If the monitoring ECU 22 determines that the air pressure data Pb has been normally received, the monitoring ECU 22 advances the process to step A13. On the other hand, if the monitoring ECU 22 determines that the air pressure data Pb is not normally received from the air pressure detector 1b, the monitoring ECU 22 advances the process to step A16.

  In step A13, the monitoring ECU 22 determines whether or not the air pressure data Pc is normally received from the air pressure detector 1c. The air pressure data Pc is data indicating the air pressure of the tire to which the air pressure detector 1c is attached. If the monitoring ECU 22 determines that the air pressure data Pc has been normally received, the monitoring ECU 22 advances the process to step A14. On the other hand, if the monitoring ECU 22 determines that the air pressure data Pc is not normally received from the air pressure detector 1c, the monitoring ECU 22 advances the process to step A16.

  In step A14, the monitoring ECU 22 determines whether or not the air pressure data Pd is normally received from the air pressure detector 1d. The air pressure data Pd is data indicating the air pressure of the tire to which the air pressure detector 1d is attached. If the monitoring ECU 22 determines that the air pressure data Pd has been normally received, the monitoring ECU 22 advances the process to step A15. On the other hand, if the monitoring ECU 22 determines that the air pressure data Pd is not normally received from the air pressure detector 1d, the monitoring ECU 22 advances the process to step A16.

  In step A15, the monitoring ECU 22 sets the normal reception flag to ON. The normal reception flag is a flag indicating whether or not the monitoring ECU has received each air pressure data normally. When the normal reception flag is ON, it indicates that each air pressure data has been normally received. On the other hand, when the normal reception flag is OFF, it is indicated that the air pressure data of any tire is not normally received. In step A15, the monitoring ECU 22 sets the normal reception flag to ON and stores the state of the flag in the storage device. When the normal reception flag is set to ON, the monitoring ECU 22 completes the reception state determination process, and proceeds to step A2 in FIG.

  In step A16, the monitoring ECU 22 sets the normal reception flag to OFF. Specifically, the monitoring ECU 22 sets the normal reception flag to OFF and stores the state of the flag in the storage device. When monitoring ECU 22 sets the normal reception flag to OFF, monitoring ECU 22 completes the reception state determination process and advances the process to step A2 in FIG.

  According to the reception state determination process, when the monitoring ECU 22 normally receives air pressure data of all tires provided in the vehicle 200, the normal reception flag is set to ON, and the tire provided in the vehicle 200 When the monitoring ECU 22 has not normally received any of the air pressure data, the normal reception flag is set to OFF.

  Returning to the description of FIG. 3, in step A2, the monitoring ECU 22 determines whether or not the normal reception flag is ON. Specifically, the monitoring ECU 22 reads the normal reception flag set in the above-described reception state determination process, and determines whether the state of the flag is on or off. If the normal reception flag is on, the monitoring ECU 22 advances the process to step A3. On the other hand, if the normal reception flag is off, the monitoring ECU 22 advances the process to step A5.

  In step A3, the monitoring ECU 22 executes an air pressure determination process. Hereinafter, the air pressure determination process will be described with reference to FIG. FIG. 5 is a flowchart showing an example of the air pressure determination process. When the monitoring ECU 22 starts the air pressure determination process, the monitoring ECU 22 first executes the process of step A31.

  In step A31, the monitoring ECU 22 determines whether or not the value of the air pressure data Pa is greater than the threshold value Pth. The threshold value Pth is a constant value stored in advance in the storage device of the monitoring ECU 22. The threshold value Pt may be set, for example, by experimentally measuring in advance a value of air pressure at which the possibility of tire damage is high, and so on. The monitoring ECU 22 compares the air pressure data Pa received in step A11 of the reception state determination process with the value of the threshold value Pth, and determines whether or not the value of the air pressure data Pa is greater than the threshold value Pth. If the monitoring ECU 22 determines that the value of the air pressure data Pa is greater than the threshold value Pth, the process proceeds to step A32. On the other hand, if the monitoring ECU 22 determines that the value of the air pressure data Pa is equal to or less than the threshold value Pth, the monitoring ECU 22 advances the process to step A35.

  In step A32, the monitoring ECU 22 determines whether or not the value of the air pressure data Pb is larger than the threshold value Pth. The monitoring ECU 22 compares the air pressure data Pb received in step A12 of the reception state determination process with the value of the threshold value Pth, and determines whether or not the value of the air pressure data Pb is greater than the threshold value Pth. If the monitoring ECU 22 determines that the value of the air pressure data Pb is greater than the threshold value Pth, the monitoring ECU 22 advances the process to step A33. On the other hand, if the monitoring ECU 22 determines that the value of the air pressure data Pb is equal to or less than the threshold value Pth, the monitoring ECU 22 advances the process to step A35.

  In step A33, the monitoring ECU 22 determines whether or not the value of the air pressure data Pc is larger than the threshold value Pth. The monitoring ECU 22 compares the air pressure data Pc received in step A13 of the reception state determination process with the value of the threshold value Pth, and determines whether or not the value of the air pressure data Pc is greater than the threshold value Pth. If the monitoring ECU 22 determines that the value of the air pressure data Pc is greater than the threshold value Pth, the monitoring ECU 22 advances the process to step A34. On the other hand, if the monitoring ECU 22 determines that the value of the air pressure data Pc is equal to or less than the threshold value Pth, the process proceeds to step A35.

  In step A34, the monitoring ECU 22 determines whether or not the value of the air pressure data Pd is larger than the threshold value Pth. The monitoring ECU 22 compares the air pressure data Pd received in step A13 of the reception state determination process with the value of the threshold value Pth, and determines whether or not the value of the air pressure data Pd is greater than the threshold value Pth. If the monitoring ECU 22 determines that the value of the air pressure data Pd is greater than the threshold value Pth, the monitoring ECU 22 completes the air pressure determination process and advances the process to step A4 in FIG. On the other hand, if the monitoring ECU 22 determines that the value of the air pressure data Pd is equal to or less than the threshold value Pth, the process proceeds to step A35.

  In step A35, the monitoring ECU 22 outputs an alarm signal. The alarm signal is an instruction signal for operating the alarm device 23. Specifically, the monitoring ECU 22 transmits an alarm signal to the alarm device 23. Receiving the warning signal, the warning device 23 turns on the lamp and notifies the user of a decrease in air pressure. When the process of step A35 is completed, the monitoring ECU 22 completes the air pressure determination process and advances the process to step A4 in FIG.

  According to the air pressure determination process, when the air pressure of any tire becomes equal to or less than the threshold value Pth, the user can be notified of a decrease in the air pressure by an alarm issued from the alarm device 23.

  In step A4, the monitoring ECU 22 resets the discontinuity counter N. The disconnection counter N is a variable stored in the storage device of the monitoring ECU 22. The monitoring ECU 22 performs control processing based on the value of the non-permission counter N in step A5 and step A6 described later. In step A4, the monitoring ECU 22 overwrites the value of the disconnection counter N with a predetermined initial value and stores it in the storage device. When the process of step A4 is completed, the monitoring ECU 22 returns the process to step A1.

  In step A5, the monitoring ECU 22 counts up the non-permission counter N. Specifically, for example, a predetermined constant such as 1 is added to the value of the disconnection counter N, and the value after the addition is overwritten and stored in the storage device. When the process of step A5 is completed, the monitoring ECU 22 advances the process to step A6.

  In step A6, the monitoring ECU 22 determines whether or not the value of the disconnection counter N is greater than the threshold value Nth. The threshold value Nth is a constant value stored in advance in the storage device of the monitoring ECU 22. The monitoring ECU 22 reads the value of the non-permission counter N and the threshold value Nth from the storage device and compares them, and determines whether or not the value of the non-permission counter N is larger than the threshold value Nth. If the monitoring ECU 22 determines that the value of the disconnection counter N is greater than the threshold value Nth, the process proceeds to step A7. On the other hand, monitoring ECU22 returns a process to step A1, when the value of the non-permission counter N is less than threshold value Nth.

  In step A7, the monitoring ECU 22 transmits a relay mode transition signal. As described above, the relay mode transition signal is an instruction signal for changing the mode of operation of the portable device 3. The monitoring ECU 22 transmits a relay mode transition signal to the portable device 3 as a low-frequency band radio signal via the monitoring LF antenna 24. When the process of step A7 is completed, the monitoring ECU 22 returns the process to step A1.

  According to the processing from step A1 to step A7 of the monitoring control processing, the monitoring ECU 22 waits for a predetermined time until the value of the discontinuity counter N reaches the threshold value Nth when the air pressure data of any tire cannot be received normally. Thereafter, a relay mode transition signal is transmitted. On the other hand, when the air pressure data is normally received from all the tires, the monitoring ECU 22 resets the value of the non-permission counter N and does not transmit the relay mode transition signal.

  As described above, the time until the relay mode process is started is determined according to the value of the threshold value Nth. Therefore, when it is desired to start the relay mode process earlier, the threshold value Nth is set to a relatively small value. When the start of the relay mode process is delayed, the threshold value Nth is set to a relatively large value.

  Next, the in-vehicle device control process executed by the in-vehicle control ECU 42 will be described with reference to FIG. FIG. 6 is a flowchart illustrating an example of the in-vehicle device control process executed by the in-vehicle control ECU 42. When power is supplied, the in-vehicle control ECU 42 starts the in-vehicle device control process of FIG. 6 and first executes the process of step B1.

  In step B1, the in-vehicle control ECU 42 transmits a request signal. The request signal is a signal for confirming whether or not the portable device 3 exists in a range in which the portable device 3 can communicate with the in-vehicle device controller 4. The in-vehicle control ECU 42 wirelessly transmits a request signal from each of the in-vehicle control LF antennas 41a to 41d in a low frequency band. Although details will be described later, the portable device 3 that has received the request signal returns a reply signal indicating that the request signal has been received. When the process of step B1 is completed, the process proceeds to step B2.

  In step B2, the in-vehicle control ECU 42 executes in-vehicle determination processing. The in-vehicle determination process is a process for determining whether or not the portable device 3 exists inside the vehicle 200. Hereinafter, the in-vehicle determination process will be described with reference to FIG. FIG. 7 is a flowchart showing an example of in-vehicle determination processing. When the in-vehicle control ECU 42 starts the reception state determination process, first, the in-vehicle control ECU 42 executes the process of step B21.

  In step B21, the in-vehicle control ECU 42 determines whether or not the reply signal is received by the in-vehicle control LF antenna 41a. Specifically, the in-vehicle control ECU 42 determines whether or not a reply signal is included in the signal input from the in-vehicle control LF antenna 41a. If the in-vehicle control ECU 42 determines that the reply signal is received by the in-vehicle control LF antenna 41a, the process proceeds to step B22. On the other hand, if the in-vehicle control ECU 42 determines that the reply signal is not received by the in-vehicle control LF antenna 41a, the in-vehicle control process is completed, and the process proceeds to step B3 in FIG.

  In step B22, the in-vehicle control ECU 42 determines whether or not the reply signal is received by the in-vehicle control LF antenna 41b. Specifically, the in-vehicle control ECU 42 determines whether or not a reply signal is included in the signal input from the in-vehicle control LF antenna 41b. If the in-vehicle control ECU 42 determines that the reply signal has been received by the in-vehicle control LF antenna 41b, the process proceeds to step B23. On the other hand, if the vehicle-mounted control ECU 42 determines that the reply signal is not received by the vehicle-mounted control LF antenna 41b, the vehicle-mounted control ECU 42 completes the vehicle interior determination process and advances the process to step B3 in FIG.

  In step B23, the in-vehicle control ECU 42 determines whether or not the reply signal is received by the in-vehicle control LF antenna 41c. Specifically, the in-vehicle control ECU 42 determines whether or not a reply signal is included in the signal input from the in-vehicle control LF antenna 41c. If the in-vehicle control ECU 42 determines that the reply signal is received by the in-vehicle control LF antenna 41c, the in-vehicle control ECU 42 advances the process to step B24. On the other hand, if the in-vehicle control ECU 42 determines that the reply signal is not received by the in-vehicle control LF antenna 41c, the in-vehicle control process is completed, and the process proceeds to step B3 in FIG.

  In step B24, the in-vehicle control ECU 42 determines whether or not the reply signal is received by the in-vehicle control LF antenna 41d. Specifically, the vehicle-mounted control ECU 42 determines whether or not a reply signal is included in the signal input from the vehicle-mounted control LF antenna 41d. If the in-vehicle control ECU 42 determines that the reply signal is received by the in-vehicle control LF antenna 41d, the process proceeds to step B25. On the other hand, if the in-vehicle control ECU 42 determines that the reply signal is not received by the in-vehicle control LF antenna 41d, the in-vehicle control process is completed, and the process proceeds to step B3 in FIG.

  In step B25, the in-vehicle control ECU 42 transmits an in-vehicle flag signal. The in-vehicle flag signal is a signal indicating that the portable device 3 is present in the vehicle. The in-vehicle control ECU 42 transmits the in-vehicle flag signal to the portable device 3 as a low frequency band radio signal. When the process of step B25 is completed, the in-vehicle control ECU 42 completes the in-vehicle determination process and advances the process to step B3 of FIG.

  According to the in-vehicle determination process, when all the in-vehicle control LF antennas receive the reply signal, that is, when the portable device 3 exists at a position where it can communicate with all the in-vehicle control LF antennas, the portable device becomes the vehicle 200. It is determined that it exists inside the. Note that the in-vehicle determination process is an example, and if it can be determined whether or not the portable device 3 exists in the vehicle, whether or not the portable device 3 exists in the vehicle using any conventionally known method. You can judge.

  Returning to the description of FIG. 6, in step B <b> 3, the in-vehicle control ECU 42 determines whether or not an input instruction signal is received. The input instruction signal is a signal transmitted from the portable device 3 in response to an input operation to the switch 31 by the user, and is an instruction signal for instructing the operation of the in-vehicle device 5. The in-vehicle control ECU 42 determines whether an input instruction signal is received from any of the in-vehicle control LF antennas 41a to 41d. If the in-vehicle control ECU 42 determines that the input instruction signal has been received, the in-vehicle control ECU 42 proceeds to step B4. On the other hand, if the in-vehicle control ECU 42 determines that the input instruction signal has not been received, the in-vehicle control ECU 42 proceeds to step B5.

  In step B4, the in-vehicle control ECU 42 outputs an in-vehicle device control signal. The in-vehicle device control signal is a signal for controlling the operation of the in-vehicle device 5 in accordance with the input instruction signal. The in-vehicle control ECU 42 outputs an in-vehicle device control signal to the in-vehicle device 5. For example, when the vehicle 200 is equipped with an electronically controlled door locking device as the in-vehicle device 5, the user presses the switch 31 of the portable device 3 to perform the unlocking operation of the locking device, thereby unlocking the locking device. The in-vehicle device control signal indicating the instruction is output to the lock device. When the process of step B4 is completed, the in-vehicle control ECU 42 advances the process to step B5.

  In step B5, the vehicle-mounted control ECU 42 counts up the timer value TS. The timer value TS is a variable stored in the storage device of the in-vehicle control ECU 42. The in-vehicle control ECU 42 adds a predetermined constant such as 1 to the timer value TS, and overwrites and stores the value after the addition in the storage device. When the process of step B5 is completed, the in-vehicle control ECU 42 advances the process to step B6.

  In step B6, the in-vehicle control ECU 42 determines whether or not the timer value TS is greater than the threshold value TSth. The threshold value TSth is a constant value stored in advance in the storage device of the in-vehicle control ECU 42. The in-vehicle control ECU 42 reads out the value of the timer value TS and the threshold value TSth from the storage device and compares them, and determines whether or not the timer value TS is greater than the threshold value TSth. If the in-vehicle control ECU 42 determines that the value of the timer value TS is greater than the threshold value TSth, the in-vehicle control ECU 42 advances the process to step B2. On the other hand, when the timer value TS is less than the threshold value TSth, the in-vehicle control ECU 42 returns the process to step B1.

  According to the processing from step B5 to step B6, the request signal is periodically transmitted while power is supplied to the in-vehicle control ECU 42.

  Next, a portable device control process executed by the microcomputer 32 of the portable device 3 will be described with reference to FIG. FIG. 8 is a flowchart illustrating an example of portable device control processing executed by the microcomputer 32. When supplied with power, the microcomputer 32 starts the portable device control process of FIG. 8 and first executes the process of step C1.

  In step C1, the microcomputer 32 determines whether a request signal is received. Specifically, the microcomputer 32 determines whether a request signal transmitted from the in-vehicle control ECU is received via the portable LF antenna 33. If the microcomputer 32 determines that it has received the request signal, it proceeds to step C2 and returns a reply signal. On the other hand, if the microcomputer 32 determines that the request signal has not been received, the microcomputer 32 skips the process of step C2 and advances the process to step C3.

  In step C2, the microcomputer 32 transmits a reply signal. Specifically, the microcomputer 32 transmits a reply signal in the low frequency band via the portable LF antenna 33. When the process of step C2 is completed, the microcomputer 32 advances the process to step C3.

  In step C3, the microcomputer 32 determines whether a switch input is detected. Specifically, the microcomputer 32 determines whether or not a signal is input from the switch 31. If the microcomputer 32 determines that the switch input has been detected, the microcomputer 32 proceeds with the process to step C4. On the other hand, when the microcomputer 32 determines that the switch input is not detected, the microcomputer 32 proceeds with the process to step C6.

  In step C4, the microcomputer 32 transmits an input instruction signal. Specifically, the microcomputer 32 wirelessly transmits an input instruction signal, which is an instruction signal for instructing the operation of the in-vehicle device 5, via the portable LF antenna 33 according to the input signal from the switch 31. When the process of step C4 is completed, the microcomputer 32 advances the process to step C5.

  According to the process of the said step C3 and step C4, the vehicle-mounted apparatus 5 is operated according to the input operation to the switch 31 of a user. That is, when the user performs an input operation to the switch 31, the portable device 3 operates in a smart mode that executes processing as a smart key. For example, when the user presses the switch 31 of the portable device 3 and performs an unlocking operation of the locking device of the door of the vehicle 200, an input instruction signal instructing unlocking of the locking device is transmitted. In addition, although the example which the locking device of the door of the vehicle 200 operate | moves by the input operation to the switch 31 of a user was demonstrated above, you may operate | move in-vehicle apparatuses other than a locking device. For example, the user may perform operations such as opening / closing a window mounted on the vehicle 200 and rotating an electric door mirror by an input operation to the switch 31.

  Note that the above-described smart mode processing is merely an example, and the microcomputer 32 outputs an instruction signal for operating the in-vehicle device 5 according to the communication result with the in-vehicle control ECU 42 as well as a user input operation to the switch 31. It doesn't matter. For example, when the portable device 3 approaches the vehicle 200, a process such as unlocking the door of the vehicle 200 may be performed.

  In step C5, the microcomputer 32 resets the timer value TK. The timer value TK is a variable stored in the storage device of the microcomputer 32. The microcomputer 32 overwrites the value of the timer value TK with a predetermined initial value and stores it in the storage device. When the process of step C5 is completed, the microcomputer 32 advances the process to step C10.

  In step C6, the microcomputer 32 determines whether or not an in-vehicle flag signal has been received. As described above, the in-vehicle flag signal is a signal indicating that the portable device 3 exists inside the vehicle 200 and is wirelessly transmitted by the in-vehicle control ECU 42 via the in-vehicle control LF antenna 41. If the microcomputer 32 determines that the in-vehicle flag signal has been received, the microcomputer 32 advances the process to step C7. On the other hand, if the microcomputer 32 determines that the in-vehicle flag signal has not been received, the microcomputer 32 advances the process to step C10.

  In step C7, the microcomputer 32 determines whether a relay mode transition signal is received. If the microcomputer 32 has received the relay mode transition signal, the microcomputer 32 proceeds to step C8. On the other hand, if the microcomputer 32 has not received the relay mode transition signal, the microcomputer 32 proceeds to step C10.

  According to the processing of step C6 and step C7, the microcomputer 32 performs step C8 described below only when the portable device 3 exists inside the vehicle 200 and receives the relay mode transition signal. The relay mode processing is executed.

  In step C8, the microcomputer 32 executes relay mode processing. The relay mode process is a process for receiving the air pressure data transmitted from the air pressure detector 1 and relaying it to the air pressure monitoring device 2. FIG. 9 is a flowchart illustrating an example of the relay mode process according to the first embodiment. When starting the relay mode process, the microcomputer 32 first executes the process of step C81 in FIG. If power supply to a circuit necessary for the relay mode process is stopped by the process in step C12 described later, the microcomputer 32 starts power supply to the circuit before starting the process in step C81.

  In step C81, the microcomputer 32 determines whether air pressure data is received. Specifically, the microcomputer 32 determines whether or not the portable RF antenna 34 has received air pressure data transmitted from the air pressure detector 1. If the microcomputer 32 determines that air pressure data has been received, the microcomputer 32 advances the process to step C82. On the other hand, if the microcomputer 32 determines that the air pressure data has not been received, the microcomputer 32 ends the relay mode process and advances the process to step C9 in FIG.

  In step C82, the microcomputer 32 relays the air pressure data. Specifically, the air pressure data received in step C81 is wirelessly transmitted from the portable RF antenna 34 in a high frequency band. When the process of step C82 is completed, the microcomputer 32 ends the relay mode process and advances the process to step C9.

  According to the processing from step C6 to step C8, when the portable device 3 exists inside the vehicle 200 and the relay mode transition signal is transmitted, that is, the vehicle 200 is likely to be traveling. When the air pressure data cannot be monitored, the portable device 3 operates in a relay mode in which the air pressure data transmitted from the air pressure detector 1 is relayed to the air pressure monitoring device 2.

  In step C9, the microcomputer 32 resets the timer value TK in the same manner as in step C5. When the process of step C4 is completed, the microcomputer 32 advances the process to step C10.

  According to the processing from Step C3 to Step C9, the portable device 3 executes only the processing in either the relay mode or the smart mode in response to the monitoring ECU 22 and the user's request. Therefore, the processing amount and power consumption of the microcomputer 32 can be reduced without performing the processing of the unnecessary mode under the situation where the function of each mode is unnecessary.

  Further, according to the processing from step C3 to step C9, even when the relay mode processing of step C8 is being executed, if the input to the switch 31 by the user is detected, the smart mode of step C4 is detected. Processing is preferentially executed. Therefore, the operation of the portable device 3 as a smart key is not hindered, and the convenience for the user is not impaired.

  In step C10, the microcomputer 32 counts up the timer value TK. The microcomputer 32 adds a predetermined constant such as 1, for example, to the timer value TK, and overwrites and stores the value after the addition in the storage device. When the process of step C10 is completed, the microcomputer 32 advances the process to step C11.

  In step C11, the microcomputer 32 determines whether or not the timer value TK is greater than the threshold value TKth. The threshold value TKth is a constant value stored in advance in the storage device of the microcomputer 32. The microcomputer 32 reads the timer value TK and the threshold value TKth from the storage device and compares them to determine whether or not the timer value TK is larger than the threshold value TKth. If the microcomputer 32 determines that the value of the timer value TK is greater than the threshold value TKth, the microcomputer 32 advances the process to step C12. On the other hand, when the value of the timer value TK is less than the threshold value TKth, the microcomputer 32 returns the process to step C1.

  In step C12, the microcomputer 32 executes a power saving mode process. The power saving mode process is a process of stopping power supply to some electronic components mounted on the portable device 3. For example, the microcomputer 32 stops the power supply to the portable RF antenna 34 and the electric circuit required for driving the portable RF antenna 34. Note that the microcomputer 32 does not stop the power supply to the portable LF antenna 33 in the power saving mode process of step C12, and the relay mode transition signal transmitted from the vehicle-mounted control LF antenna 41 and the monitoring LF antenna 24, the request Signals such as signals are always maintained in a receivable state. Hereinafter, the operation state of the portable device 3 whose power consumption is reduced by the power saving mode process is referred to as a power saving mode. When the process of step C12 is completed, the microcomputer 32 returns the process to step C1.

  According to the processing of Step C11 and Step C12 above, when a predetermined time has elapsed since the relay mode processing was performed and when the predetermined time has elapsed since the switch input by the user was performed, The mode of operation shifts to a power saving mode for performing power saving mode processing. As described above, the battery of the portable device 3 can be prevented from being consumed by shifting the portable device 3 to the power saving mode.

  According to the portable device control process and the configuration of the portable device 3 described above, the portable device 3 that is a smart key of a so-called smart entry system can also be used as a relay device for pneumatic data. Therefore, in a vehicle equipped with a smart entry system and pre-attached with a smart key, it is not necessary to prepare a separate device for executing the relay mode process. Therefore, it is possible to construct a system that can reliably monitor air pressure information at low cost. In addition, the user does not have to carry a device for executing the relay mode process separately from the smart key, and does not have to carry a plurality of devices.

  Next, how air pressure data is transmitted and received will be described with reference to FIG. Normally, tire pressure data provided in the vehicle 200 is always wirelessly transmitted from the detector RF antenna 12 to the monitoring RF antenna 21 via the route R1. Here, when the transmission of the air pressure data on the route R1 is obstructed by the influence of surrounding objects, radio wave interference, etc., that is, when the monitoring ECU 22 cannot receive the air pressure data on the route R1, the monitoring ECU 22 The transition signal is wirelessly transmitted from the monitoring LF antenna 24 to the portable LF antenna 33 through the route R2 (step A7). When the relay mode transition signal is received, the microcomputer 32 of the portable device 3 executes the relay mode process (from step C7 to step C8). By the relay mode process, the air pressure data is once received by the portable RF antenna 34 from the detector RF antenna via the route R3 and then relayed from the portable RF antenna 34 to the monitoring RF antenna 21 via the route R4.

  As described above, according to the tire pressure monitoring system 100, when the monitoring ECU 22 cannot directly receive the air pressure data from the detector RF antenna 12 via the route R1, the monitoring ECU 22 can also receive the air pressure data from the route R4 via the portable RF antenna 34. Can do. That is, even if the air pressure data cannot be directly received from the air pressure detector 1, the monitoring ECU 22 can accurately receive the air pressure data using the portable device 3 as a relay device and monitor the air pressure of the tire of the vehicle 200. .

  Further, according to the configuration of the tire pressure monitoring system 100, the relay mode transition signal is transmitted and received in the low frequency band, and the air pressure data is transmitted and received in the high frequency band. That is, since the relay mode transition signal and the air pressure data are transmitted and received in different frequency bands, they do not interfere with each other. Therefore, the portable LF antenna 33 and the portable RF antenna 34 can receive each signal separately without performing the process of separating the relay mode transition signal and the air pressure data.

  In the first embodiment, the example in which the air pressure data is transmitted / received in the high frequency band and the relay mode transition signal is transmitted / received in the low frequency band has been described. However, the monitoring ECU 22 and the microcomputer 32 perform the air pressure data and the relay mode. As long as the transition signals can be distinguished and transmitted / received, the air pressure data and the relay mode transition signal may be transmitted / received in the overlapping frequency band.

(Second Embodiment)
In the tire pressure monitoring system of the present invention, when the monitoring ECU 22 transmits the relay mode transition signal and still cannot receive the air pressure data, the monitoring ECU 22 communicates the air pressure data between the monitoring RF antenna 21 and the portable RF antenna 34. The method may be switched. Hereinafter, the tire pressure monitoring system according to the second embodiment will be described.

  In the tire pressure monitoring system according to the second embodiment, the monitoring RF antenna 21 and the portable RF antenna 34 are each configured to be able to switch between a plurality of communication methods. For example, the monitoring RF antenna 21 is configured to be able to switch the reception method of a signal indicating air pressure data to an amplitude modulation method or a frequency modulation method. Specifically, the monitoring RF antenna 21 includes an AM tuner including an antenna device and a composite circuit capable of receiving amplitude modulation radio waves, and an FM including an antenna device and a composite circuit capable of receiving frequency modulation radio waves. A tuner is included, and air pressure data is received by any of the tuners. Further, the portable RF antenna 34 is configured to be able to switch the transmission method of the signal indicating the air pressure data to either the amplitude modulation method or the frequency modulation method. Since the other configuration is the same as that of the tire pressure monitoring system according to the first embodiment, the description thereof is omitted.

  A monitoring control process executed by the monitoring ECU 22 according to the second embodiment will be described with reference to FIG. FIG. 10 is a flowchart illustrating an example of the monitoring control process executed by the monitoring ECU 22 according to the second embodiment. When power is supplied to the monitoring ECU 22, the monitoring ECU 22 first executes the process of step D1 in FIG.

  In step D1, the monitoring ECU 22 executes a reception state determination process in the same manner as the process in FIG. When monitoring ECU 22 completes the process of step D1, the process proceeds to step D2.

  In step D2, the monitoring ECU 22 determines whether or not the normal reception flag is on in the same manner as in step A2. If the normal reception flag is on, monitoring ECU 22 advances the process to step D3. On the other hand, when the normal reception flag is off, the monitoring ECU 22 advances the process to step D5.

  In step D3, the monitoring ECU 22 executes the air pressure determination process in the same manner as the process in FIG. Monitoring ECU22 will advance a process to step D4, if the process of step D3 is completed.

  In step D4, the monitoring ECU 22 resets the non-permission counter N in the same manner as in step A4. Monitoring ECU22 will return a process to step D1, if the process of step D4 is completed.

  In step D5, the monitoring ECU 22 counts up the non-permission counter N in the same manner as in step A5. When the monitoring ECU 22 completes the process of step D5, the process proceeds to step D6.

  In step D6, the monitoring ECU 22 determines whether or not the value of the non-permission counter N is larger than the threshold value Nth in the same manner as in step A6. If the monitoring ECU 22 determines that the value of the disconnection counter N is greater than the threshold value Nth, the process proceeds to step D7. On the other hand, monitoring ECU22 returns a process to step D1, when the value of the interruption counter N is less than the threshold value Nth.

  In step D7, the monitoring ECU 22 transmits a relay mode transition signal in the same manner as in step A7. When the process of step D7 is completed, the monitoring ECU 22 advances the process to step D8.

  In step D8, the monitoring ECU 22 executes a communication method setting process. Hereinafter, an example of the communication method setting process will be described with reference to FIG. FIG. 11 is a flowchart illustrating an example of the communication method setting process. When the monitoring ECU 22 starts the communication system setting process, the monitoring ECU 22 first executes the process of step D81.

  In step D81, the monitoring ECU 22 sets the reception method of the monitoring RF antenna 21 to the amplitude modulation method. Specifically, the monitoring ECU 22 sets so that only the amplitude modulation signal received by the AM tuner is transmitted to the monitoring ECU 22. When the process of step D81 is completed, the monitoring ECU 22 advances the process to step D82.

  In step D82, the monitoring ECU 22 transmits an AM communication setting signal. The AM communication setting signal is an instruction signal that instructs to set the transmission method of the portable RF antenna 34 to the amplitude modulation method. The monitoring ECU 22 wirelessly transmits an AM communication setting signal from the monitoring LF antenna 24. When the process of step D82 is completed, the monitoring ECU 22 advances the process to step D83.

  According to the processing of Step D81 and Step D82, the communication method of the air pressure data transmitted and received between the air pressure monitoring device 2 and the portable device 3 is set to the amplitude modulation method.

  In step D83, the monitoring ECU 22 executes a reception state determination process in the same manner as the process in FIG. When monitoring ECU 22 completes the process of step D83, monitoring ECU 22 advances the process to step D84.

  In step D84, the monitoring ECU 22 determines whether or not the normal reception flag is on in the same manner as in step A2. If the normal reception flag is on, the monitoring ECU 22 completes the communication system switching process and returns the process to step D1 in FIG. On the other hand, if the normal reception flag is off, the monitoring ECU 22 advances the process to step D85.

  According to the processing of Step D83 and Step D84, when the transmission / reception of air pressure data is normally performed by the amplitude modulation method, the communication method of the air pressure data is maintained in the amplitude modulation method. On the other hand, when the air pressure data transmission / reception is not normally performed by the amplitude modulation method, the communication method of the air pressure data is changed to the frequency modulation method by the processing of the following steps D85 and D86.

  In step D85, the monitoring ECU 22 sets the reception method of the monitoring RF antenna 21 to the frequency modulation method. Specifically, the monitoring ECU 22 sets the reception method of the monitoring RF antenna 21 so that only the frequency modulation signal received by the FM tuner is transmitted to the monitoring ECU 22. When the process of step D85 is completed, the monitoring ECU 22 advances the process to step D86.

  In step D86, the monitoring ECU 22 transmits an FM communication setting signal. The FM communication setting signal is an instruction signal that instructs to set the transmission method of the portable RF antenna 34 to the frequency modulation method. The monitoring ECU 22 wirelessly transmits an FM communication setting signal from the monitoring LF antenna 24. When the process of step D86 is completed, the monitoring ECU 22 advances the process to step D87.

  In step D87, the monitoring ECU 22 executes a reception state determination process in the same manner as the process in FIG. When the monitoring ECU 22 completes the process of step D87, the process proceeds to step D88.

  In step D88, the monitoring ECU 22 determines whether or not the normal reception flag is on in the same manner as in step A2. If the normal reception flag is on, the monitoring ECU 22 completes the communication system switching process and returns the process to step D1 in FIG. On the other hand, monitoring ECU22 returns a process to step D81, when a normal reception flag is OFF.

  According to the processing of Step D87 and Step D88, when the transmission / reception of air pressure data is normally performed by the frequency modulation method, the communication method of the air pressure data is maintained in the frequency modulation method. On the other hand, when the air pressure data transmission / reception is not normally performed by the frequency modulation method, the communication method of the air pressure data is switched again to the amplitude modulation method.

  Next, processing executed by the microcomputer 32 according to the second embodiment will be described. The processing of the microcomputer 32 according to the second embodiment is the same as the portable device control processing of the microcomputer 32 according to the first embodiment shown in FIG. 8 except for the relay mode processing at step C8. Hereinafter, only the relay mode processing according to the second embodiment will be described, and description of the processing of other steps will be omitted. FIG. 12 is a flowchart illustrating an example of the relay mode process according to the second embodiment. When the microcomputer 32 according to the second embodiment starts the relay mode process of FIG. 12 in step C8 of FIG. 8, the microcomputer 32 first executes the process of step E11.

  In step E11, the microcomputer 32 determines whether an AM communication setting signal is received. Specifically, it is determined whether or not the AM communication setting signal transmitted from the monitoring ECU 22 via the monitoring LF antenna 24 in the process of step D82 is received via the portable LF antenna 33. If the microcomputer 32 determines that the AM communication setting signal has been received, the microcomputer 32 advances the process to step E12. On the other hand, if the microcomputer 32 determines that the AM communication setting signal has not been received, the microcomputer 32 advances the process to step E13.

  In step E12, the microcomputer 32 switches the transmission method of the portable RF antenna 34 to the amplitude modulation method. Specifically, the microcomputer 32 outputs to the portable RF antenna 34 an instruction signal for wirelessly transmitting the air pressure data after amplitude modulation. When the process of step E12 is completed, the microcomputer 32 advances the process to step E15.

  According to step E11 and step E12, the microcomputer 32 transmits the air pressure data by the amplitude modulation method in response to a request from the monitoring ECU 22.

  In step E13, the microcomputer 32 determines whether an FM communication setting signal is received. Specifically, it is determined whether or not the FM communication setting signal transmitted from the monitoring ECU 22 via the monitoring LF antenna 24 in the process of step D86 is received via the portable LF antenna 33. If the microcomputer 32 determines that the FM communication setting signal has been received, the microcomputer 32 advances the process to step E14. On the other hand, if the microcomputer 32 determines that the FM communication setting signal has not been received, the microcomputer 32 advances the process to step E15.

  In step E14, the microcomputer 32 switches the transmission method of the portable RF antenna 34 to the frequency modulation method. Specifically, the microcomputer 32 outputs to the portable RF antenna 34 an instruction signal for frequency-modulating the air pressure data and wirelessly transmitting the data. When the process of step E14 is completed, the microcomputer 32 advances the process to step E15.

  According to step E13 and step E14, the microcomputer 32 transmits the air pressure data by the frequency modulation method in response to a request from the monitoring ECU 22.

  In step E15, the microcomputer 32 determines whether or not air pressure data has been received in the same manner as in step C81 described above. If the microcomputer 32 determines that air pressure data has been received, the microcomputer 32 advances the process to step E16. On the other hand, if the microcomputer 32 determines that the air pressure data has not been received, the microcomputer 32 ends the relay mode process and advances the process to step C9 in FIG.

  In step E16, the microcomputer 32 relays the air pressure data in the same manner as in step C82 described above. Specifically, the air pressure data received in step E15 is wirelessly transmitted from the portable RF antenna 34 in a high frequency band. When the process of step C82 is completed, the microcomputer 32 ends the relay mode process and advances the process to step C9 of FIG.

  As described above, according to the tire air pressure monitoring system according to the second embodiment, even if the relay mode transition signal is transmitted and the air pressure data cannot be received, communication is performed between the monitoring RF antenna 21 and the portable RF antenna 34. The air pressure data transmission / reception method is sequentially switched until the air pressure data is normally received. Therefore, the monitoring ECU 22 can reliably receive the air pressure data even in a situation where a radio wave that hinders communication is generated for the predetermined communication method.

  In the communication method setting process described above, an example in which the monitoring ECU 22 changes the reception method of the monitoring RF antenna 21 to either the amplitude modulation method or the frequency modulation method has been described. It does not matter if it can be switched to. Similarly, the transmission method of the portable RF antenna 34 is not limited to the amplitude modulation method or the frequency modulation method, and may be switched to a plurality of other different methods.

  In the first embodiment and the second embodiment, the example in which the portable device 3 is configured by adding the processing function of the relay mode described above to the conventional smart key is shown, but the present invention is not limited to the smart key. Alternatively, the portable device 3 may be configured such that any portable device that can be carried by the user includes the processing function of the relay mode described above, the portable LF antenna 33, and the portable RF antenna 34.

  In the first embodiment and the second embodiment, the example in which the portable device 3 operates in any one of the smart mode, the relay mode, and the power saving mode has been described. Each process may be executed independently and in parallel without switching between the relay mode process and the smart mode process.

  In the first embodiment and the second embodiment, the example in which the alarm device 23 is an LED lamp has been described. However, the alarm device 23 may be a device that can notify the user of a decrease in tire air pressure. For example, another output device may be used. For example, an image indicating the decrease in air pressure may be displayed on a display device such as a liquid crystal display as the alarm device 23, or a sound indicating the decrease in air pressure may be output by an audio output device. Further, the LED lamp may be used in combination with the display device and the audio output device, and the alarm may be notified simultaneously by different methods.

  The tire pressure monitoring system, the monitoring device, and the portable device according to the present invention are useful as a tire pressure monitoring system, a monitoring device, and a portable device that can more reliably monitor the tire pressure state.

DESCRIPTION OF SYMBOLS 1 Air pressure detector 2 Air pressure monitoring device 3 Portable machine 4 In-vehicle device controller 5 In-vehicle device 11 Pressure sensor 12 Detector RF antenna 21 Monitoring RF antenna 22 Monitoring ECU
23 alarm device 24 monitoring LF antenna 31 switch 32 microcomputer 33 portable LF antenna 34 portable RF antenna 41 vehicle-mounted control LF antenna 42 vehicle-mounted control ECU
100 Tire pressure monitoring system 200 Vehicle

Claims (12)

A tire pressure monitoring system for monitoring a tire pressure of a wheel provided in a vehicle,
An air pressure detection sensor that is mounted on at least one of the wheels, detects the air pressure of the tire of the wheel, and transmits air pressure information indicating the air pressure by wireless communication;
A monitoring device that receives the air pressure information and processes and monitors the air pressure information;
With a portable device that the user can carry,
The monitoring device
Receiving state determining means for determining whether or not the air pressure information is normally received;
When the air pressure information is not normally received, a relay request signal for requesting execution of relay processing for relaying the air pressure information transmitted from the air pressure detection sensor to the monitoring device is transmitted to the portable device. Relay request means for transmitting to the machine,
The portable device is
Relay request determining means for determining whether or not the relay request signal is received;
Relay means for executing the relay processing in response to reception of the relay request signal,
The tire pressure monitoring system, wherein the monitoring device receives the air pressure information relayed by the relay means, and processes and monitors the air pressure information. The portable device is
Input means for accepting user input operations;
The apparatus further comprises instruction signal communication means for executing instruction signal communication processing for transmitting and receiving an instruction signal for operating an in-vehicle device mounted on the vehicle in response to an input operation to the input means. The tire pressure monitoring system described.   The portable device switches the operation mode of its own to an instruction signal communication mode for executing the instruction signal communication process when the input means accepts the input operation, and the relay request determination means outputs the relay request signal. The tire pressure monitoring system according to claim 2, further comprising mode switching means for switching a mode of operation of the own apparatus to a relay mode for executing the relay processing when received.   When the input unit accepts the input operation, the mode switching unit shifts the operation mode of the portable device to the instruction signal communication mode regardless of whether or not the relay request determination unit receives the relay request signal. The tire pressure monitoring system according to claim 3.   The mode switching means has a predetermined state in which neither the reception of the relay request signal nor the reception of the input operation is performed since the operation mode of the portable device is switched to the relay mode or the instruction signal communication mode. The tire pressure monitoring system according to claim 3, wherein when the operation continues for more than a time, the tire pressure monitoring system shifts to a power saving mode in which power supply to at least some of the components provided in the portable device is stopped. The monitoring device
In-vehicle determination means for determining whether or not the portable device is present inside the vehicle;
In-vehicle signal transmission means for wirelessly transmitting an in-vehicle signal indicating that the portable device is present in the vehicle to the portable device when it is determined that the portable device is present in the vehicle;
The portable device further includes in-vehicle signal reception determination means for determining whether the in-vehicle signal is received,
The mode switching means is
When the portable device receives the in-vehicle signal and receives the relay request signal, switch the mode of operation of the portable device to the relay mode,
The tire pressure monitoring system according to claim 3, wherein when the portable device does not receive the in-vehicle signal, the mode of operation of the portable device is not switched to the relay mode regardless of whether the relay request signal is received. .   The instruction signal communication means, in response to an input operation to the input means, an unlocking instruction signal for unlocking a door provided in the vehicle and a locking instruction signal for locking the door. The tire pressure monitoring system according to claim 2, wherein each is transmitted wirelessly as the instruction signal. The portable device can relay the air pressure information to the monitoring device using at least a first communication method and a second communication method different from the first communication method,
The monitoring device is capable of receiving the air pressure information using at least the first communication method and the second communication method.
When the monitoring device determines that the air pressure information is not normally received from the portable device in the relay process using the first communication method, the monitoring device sets the second method for the air device to receive the air pressure information. A communication method switching means for transmitting a communication method switching signal for switching the communication method used in the relay process to the second communication method to the portable device.
The portable device further includes transmission method switching means for switching the transmission method of the air pressure information of the relay means to one of the first communication method and the second communication method in response to the communication method switching signal. The tire pressure monitoring system according to claim 1, comprising: The air pressure detection sensor wirelessly transmits the air pressure information using a first frequency band,
The tire pressure monitoring system according to claim 1, wherein the relay request unit wirelessly transmits the relay request signal using a second frequency band different from the first frequency band. The monitoring device
Air pressure determining means for determining whether or not the tire air pressure is smaller than a predetermined value based on the tire air pressure information;
The tire pressure monitoring system according to claim 1, further comprising warning means for issuing a warning to a user in the vehicle when the tire pressure is smaller than a predetermined value. A portable device that the user can carry,
Performs a relay process that is wirelessly transmitted from an air pressure detection sensor mounted on at least one of the wheels of the vehicle, receives air pressure information indicating the tire air pressure of the wheel, and relays it to a monitoring device that monitors the air pressure information. Relay means;
Relay request determination means for determining whether or not a relay request signal indicating a request to start the relay processing is received from the monitoring device when the monitoring device has not normally received the air pressure information. And
The said relay means is a portable machine which performs the said relay process according to reception of the said relay request signal. A monitoring device that receives air pressure information indicating the air pressure of the tire of the wheel wirelessly transmitted from an air pressure detection sensor mounted on at least one of the wheels of the vehicle, processes and monitors the air pressure information,
Receiving state determining means for determining whether or not the air pressure information is normally received;
When the air pressure information is not normally received, a relay that transmits a relay request signal for requesting the start of the relay process to a portable device that executes the relay process of relaying the air pressure information to the monitoring device A request means,
A monitoring device that receives the air pressure information relayed by the relay means and processes and monitors the air pressure information.

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