JP2011084246A - Communication system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a communication system for a vehicle properly operating the keyless entry function (or the smart entry function) even in a state of turning on an IG power source by the remote control function. <P>SOLUTION: The communication system 1 for the vehicle has the keyless entry function or the smart entry function and the tire pressure monitoring function of monitoring tire air pressure, and includes a communication means 40 arranged in common to both the keyless entry function or the smart entry function and the tire pressure monitoring function, and an arbitration means for selectively restricting any one function of the keyless entry function or the smart entry function and the tire pressure monitoring function. The tire pressure monitoring function is constituted to operate in an ON state of the IG power source of the vehicle and stop in an OFF state of the IG power source, and is characterized in that the arbitration means restricts the tire pressure monitoring function when the IG power source of the vehicle is turned on by receiving indication from a remote control device 22. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle communication system having a keyless entry function or a smart entry function and a tire pressure monitoring function for monitoring tire pressure.

  2. Description of the Related Art Conventionally, a technique for sharing components necessary for realizing a keyless entry function and a tire pressure monitoring function is known (see, for example, Patent Document 1). The keyless entry device also serving as a tire pressure monitor described in Patent Document 1 has a common high-frequency receiving unit, and enters the operation mode of the keyless entry function when the ignition key of the automobile is turned off. When the key is turned on, the operation mode of the tire pressure monitoring function is set.

Japanese Patent No. 3789335

  By the way, the keyless entry function is a function that should be realized when the user exists outside the vehicle, while the tire pressure monitoring function is a function that should be realized while the vehicle is running (including during a temporary stop). is there. Therefore, if the operation mode of the keyless entry function and the tire pressure monitoring function is switched in conjunction with the ignition key as in the invention described in Patent Document 1, no particular problem occurs.

  However, the following inconvenience occurs in a vehicle having a remote control function. The remote operation function is a function that allows the user to turn on the engine of the vehicle, turn on the air conditioner of the vehicle, or the like by remote operation. Such a remote control function is advantageous in that the time until the user gets into the vehicle can be used in advance to warm up the engine, cool and heat the interior of the vehicle (or defrost the window glass by heating), etc. Is a function that provides the user with

  In a vehicle having such a remote operation function, the ignition power supply (IG power supply) is turned on by the remote operation function even when the user is outside the vehicle. Therefore, as in the invention described in Patent Document 1, when the operation mode of the keyless entry function and the tire pressure monitoring function is switched in conjunction with the ignition key, when the IG power source is turned on by the remote operation function, the tire pressure monitoring function This mode of operation is realized, resulting in inconvenience. That is, the user needs to release the door lock using the keyless entry function after turning on the engine of the vehicle by the remote operation function (after turning on the IG power supply accordingly) During the operation mode of the pressure monitoring function, since the keyless entry function does not work properly, there arises a disadvantage that the door lock cannot be released.

  Therefore, an object of the present invention is to provide a vehicle communication system capable of appropriately operating a keyless entry function (or smart entry function) even when an IG power source is turned on by a remote operation function.

To achieve the above object, according to one aspect of the present invention, a vehicle communication system having a keyless entry function or a smart entry function (which may have both) and a tire pressure monitoring function for monitoring tire pressure. Because
A communication means provided in common for both the keyless entry function or the smart entry function and the tire pressure monitoring function;
An arbitration means for selectively restricting one of the keyless entry function or the smart entry function and the tire pressure monitoring function;
The tire pressure monitoring function is configured to operate when the IG power source of the vehicle is on and to stop when the IG power source is off.
The arbitration means limits a tire pressure monitoring function when an IG power supply of the vehicle is turned on in response to an instruction from a remote control device, and a vehicle communication system is provided.

  ADVANTAGE OF THE INVENTION According to this invention, the communication system for vehicles which can operate a keyless entry function (or smart entry function) appropriately also in the state in which the IG power supply was turned on by the remote operation function is obtained.

1 is a system diagram showing a main configuration of a vehicle communication system 1 according to an embodiment of the present invention. It is a flowchart which shows an example of the arbitration bit production | generation process performed by body ECU10. It is a figure which shows an example of the structure of the transmission frame produced | generated in body ECU10. It is a flowchart which shows an example of the control performed by TPMS * ECU34 in order to implement | achieve a tire pressure monitoring function. FIG. 5A is a timing chart when the IG power is turned on due to the execution of the remote operation function, and FIG. 5B is a case where the IG power is turned on by a normal operation that is not remote operation. It is a timing chart.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system diagram showing a main configuration of a vehicle communication system 1 according to an embodiment of the present invention.

  The vehicle communication system 1 includes a body ECU 10 that controls body electrical components such as a door lock, a room lamp, and a power window (not shown). The body ECU 10 includes a microcomputer 12, and includes, for example, a CPU, a ROM that stores a control program, a readable / writable RAM that stores calculation results, a timer, a counter, an input interface, an output interface, and the like. As shown in FIG. 1, the input interface and the output interface include a CAN • I / F circuit 14 and UART • I / F circuits 16 and 18.

  Various ECUs such as a verification ECU 50 and a meter ECU 52 are connected to the CAN / I / F circuit 14 of the body ECU 10 through a high-speed multiplex communication line 42 based on a CAN (controller area network). The high-speed multiplex communication line 42 may have a communication speed of 500 Kbps, for example.

  The verification ECU 50 realizes a smart entry function in cooperation with the portable key 36 and the body ECU 10. The verification ECU 50 forms a detection region for detecting the portable key 36 by transmitting a request signal from the transmitter (not shown) toward the outside of the vehicle. The portable key 36 is configured to transmit a response signal when receiving the request signal. When the verification ECU 50 receives a response signal from a receiver (not shown), the verification ECU 50 compares the encryption code included in the response signal received from the portable key 36 with the encryption code stored in a predetermined memory (not shown). If they match, the collation result (authentication result indicating that key authentication has been obtained) is output to the body ECU 10 as being a legitimate key (user). For example, when the body ECU 10 detects a touch operation on the door outside handle in a state where the collation result is obtained, the body ECU 10 controls the door lock actuator (not shown) to bring the door lock into an unlocked state. In this way, the smart entry function is realized.

  The verification ECU 50 also realizes a pre-air conditioning function (an example of a remote operation function) in cooperation with the remote operation device 22 and the body ECU 10. The remote operation device 22 is set with a pre-air conditioning switch (not shown), and is configured to transmit a corresponding remote control command (wireless signal) in response to a user operation on the pre-air conditioning switch. When receiving the remote control command by a receiver (not shown), the verification ECU 50 transmits a pre-air conditioning signal that instructs the air conditioning ECU or the air conditioner (not shown) to start the air conditioning operation. The pre-air conditioning signal may be transmitted via the body ECU 10 (gateway) as illustrated, or may be transmitted directly to the air conditioning ECU or the air conditioner. Note that the pre-air conditioning switch of the remote control device 22 may be an input interface that can instruct the type of cooling and heating, the set temperature, and the like. In this case, the remote control command and the corresponding pre-air conditioning signal correspond to the pre-air conditioning switch. Depending on the operation mode, an instruction such as a type of air conditioning or a set temperature may be included. The verification ECU 50 transmits a remote start signal that instructs an EFI / ECU (not shown) for engine control to start the engine simultaneously with the transmission of the pre-air conditioning signal. This remote start signal may be transmitted via the body ECU 10 (gateway) or directly to the EFI / ECU. In either case, the engine is started, the IG power supply is turned on, and the air conditioner operates with the IG power supply turned on. In this way, the pre-air conditioning function is realized.

  The body ECU 10 needs to recognize whether or not the IG power source is turned on by operating the remote control device 22 in order to realize the arbitration described later (remote start / pre-air conditioning control recognition unit 12a). Therefore, when the pre-air conditioning signal is transmitted to the air conditioning ECU or the air conditioner without passing through the body ECU 10, information indicating that the pre air conditioning signal has been generated (that is, the IG power supply is operated by the operation of the remote control device 22). A signal indicating that it is turned on) is separately transmitted to the body ECU 10.

  Meter ECU52 controls the display of the meter mounted in an instrument panel. For example, the meter ECU 52 determines whether or not the tire pressure is equal to or higher than a predetermined level based on tire pressure data periodically transmitted from a TPMS / ECU 34 described later. A warning to that effect is displayed on the meter.

  A remote start ECU 20 is connected to the UART / I / F circuit 16 of the body ECU 10. The remote start ECU 20 receives a remote control command transmitted from the remote operation device 22 and realizes a remote start function (an example of a remote operation function) of the engine. The remote operation device 22 is set with an engine start switch (not shown), and is configured to transmit a corresponding remote control command (wireless signal) in response to a user operation on the engine start switch. When this remote control command is received by a receiver (not shown), the remote start ECU 20 transmits a remote start signal instructing the EFI • ECU (not shown) to start the engine. As shown in the figure, this remote start signal may be transmitted via the body ECU 10 (as a gateway) or may be transmitted directly to the EFI / ECU. In either case, the engine is started and the IG power supply is turned on. In this way, the remote start function is realized.

  The body ECU 10 needs to recognize whether or not the IG power source is turned on by operating the remote control device 22 in order to realize the arbitration described later (remote start / pre-air conditioning control recognition unit 12a). Therefore, when the remote start signal is transmitted to the EFI / ECU without passing through the body ECU 10, information indicating that the remote start signal has been generated (that is, the IG power supply is turned on by operating the remote control device 22). A signal indicating that this has been done) is separately transmitted to the body ECU 10.

  An integrated tuner 30 is connected to the UART / I / F circuit 18 of the body ECU 10 through a multiplex communication line 40. The multiplex communication line 40 is a low-speed (cheap) multiplex communication line compared to the high-speed multiplex communication line 42, and is configured by, for example, a UART communication line with a communication speed of 2.4 Kbps. In the following description, the multiplex communication line 40 is referred to as a UART communication line 40, and the uplink (in the direction of the body ECU 10) of the UART communication line 40 is indicated as “RDA”, and the downlink is indicated as PRG.

  The integrated tuner 30 is a tuner in which components for realizing a keyless entry function and a tire pressure monitoring function are integrated and incorporated. The integrated tuner 30 includes a wireless ECU 32 and a TPMS / ECU 34. The integrated tuner 30 includes a circuit configuration for receiving and processing various wireless signals (described later) necessary for realizing a keyless entry function and a tire pressure monitoring function.

  Each of the wireless ECU 32 and the TPMS / ECU 34 is constituted by a microcomputer. For example, a CPU, a ROM for storing a control program, a readable / writable RAM for storing calculation results, a timer, a counter, an input interface, and the like It has an output interface. The wireless ECU 32 and the TPMS / ECU 34 are shown separately in the illustrated example, but may be realized by a common ECU or a part of hardware may be shared.

  The wireless ECU 32 receives the wireless signal from the portable key 36 possessed by the user and executes various controls. For example, the portable key 36 is configured to transmit a corresponding wireless signal in response to a user operation on various operation switches (for example, a lock switch and an unlock switch). When the integrated tuner 30 receives this wireless signal, the wireless ECU 32 transmits a control signal (wireless data) for performing control corresponding to the wireless signal to the body ECU 10 via the UART communication line 40 (RDA). In this way, the wireless entry function is realized.

  The TPMS • ECU 34 receives tire pressure data (wireless signal) from the transmitter 35 disposed on each wheel of the vehicle and monitors the tire pressure. A sensor for detecting the tire pressure of each wheel is connected to the transmitter 35, and the transmitter 35 periodically transmits tire pressure data to the integrated tuner 30 in response to a request from the integrated tuner 30 or actively. To do. The body ECU 10 receives tire pressure data from the TPMS • ECU 34 via the UART communication line 40 (RDA), and transmits tire pressure data to the meter ECU 52 via the high-speed multiplex communication line 42. That is, the body ECU 10 gateways tire pressure data from the TPMS • ECU 34 and transmits it to the meter ECU 52.

  Incidentally, the wireless entry function realized by the wireless ECU 32 is, in principle, realized by the user operating the portable key 36 from the outside of the vehicle, while the tire pressure monitoring function (tire pressure) realized by the TPMS • ECU 34 is realized. The data supply function) is realized in a state where the IG power source of the vehicle is turned on. Therefore, even when the wireless ECU 32 and the TPMS • ECU 34 share the UART communication line 40 as shown in FIG.

  However, in the configuration in which the remote operation function is realized by the remote start ECU 20 as shown in FIG. 1, the IG power supply may be turned on in a situation where the user exists outside the vehicle. In such a situation, there is a possibility that the wireless entry function realized by the wireless ECU 32 and the tire pressure monitoring function realized by the TPMS • ECU 34 may compete with each other.

  Therefore, in this embodiment, the case where the IG power is turned on by the operation of an ordinary ignition switch (engine switch) or the like in the vehicle compartment is distinguished from the case where the IG power is turned on by the remote operation function. When the IG power supply is turned on by the operation function, the tire pressure monitoring function by the TPMS • ECU 34 is limited (typically stopped). This restriction mode may be realized by an arbitrary method. For example, as described in detail later, use (occupation) of the UART communication line 40 by the TPMS • ECU 34 may be restricted, or the tire by the TPMS • ECU 34 The air pressure data acquisition operation may be limited.

  Therefore, according to the present embodiment, the IG power supply is turned on by the remote operation function in the configuration using the common communication means (the UART communication line 40 in the illustrated example) to realize the keyless entry function and the tire pressure monitoring function. Even in this state, the keyless entry function can be appropriately operated.

  Hereinafter, more specific examples will be described.

  As shown in FIG. 1, the microcomputer 12 of the body ECU 10 includes a remote start / pre-air conditioning control recognition unit 12a and an arbitration signal generation unit 12b. The remote start / pre-air conditioning control recognition unit 12a recognizes the execution status of the remote start control and the pre-air conditioning control based on the above-described remote start signal (or information instead) or the pre-air conditioning signal (or information instead). The function of the arbitration signal generator 12b will be described with reference to the flowchart of FIG.

  FIG. 2 is a flowchart illustrating an example of arbitration bit generation processing executed by the body ECU 10.

  In step 200, it is determined whether or not the IG power source has been turned on. This determination may be realized by monitoring an IG power line connected to the body ECU 10 itself, or may be realized using IG power information acquired from another electronic device. When the IG power source is turned on, the process proceeds to step 202.

  In step 202, based on the recognition result of the remote start / pre-air-conditioning control recognition unit 12a, it is determined whether or not the current IG power on is caused by the execution of the remote operation function. That is, it is determined whether or not the IG power supply detected in step 200 is linked to the execution of the remote operation function. This determination is realized based on a remote start signal (or information substituted for it) or a pre-air conditioning signal (or information substituted for it) input to the body ECU 10. If the current IG power is on due to the execution of the remote control function, the process proceeds to step 204; otherwise, the process proceeds to step 206. Therefore, when the user turns on the IG power by operating an ignition switch (engine switch) or the like in the vehicle interior, the process proceeds to step 206.

  In step 204, the arbitration signal generation unit 12b generates a transmission frame with the IG bit (described later) set to “1” and the arbitration bit set to “1”. The arbitration bit of “1” indicates that the remote control function is being executed, and is maintained while the IG power source is turned on by the remote control function.

  Here, the transmission frame is arbitrary, but may have a structure as shown in FIG. The transmission frame has a data part for storing a plurality of information data, and the data part stores, for example, vehicle speed data necessary for realizing the tire pressure monitoring function. Furthermore, a bit (IG bit) representing the state of the IG power supply is incorporated in the spare area (information data 10) of the data portion. The IG bit is set to “1” when the IG power supply is on, and is set to “0” when the IG power supply is off. Further, in this embodiment, an arbitration bit is incorporated in the spare area (information data 11) of the data portion. In the example shown in FIG. 3, different bits for the arbitration bit are prepared for the remote start function and the pre-air conditioning function. The arbitration bit related to the remote start function (remote start control in-progress bit) is set to “1” when the control is being executed, and is set to “0” when the control is not being executed. Similarly, the arbitration bit related to the pre-air conditioning function (pre-air conditioning control in-progress bit) is set to “1” when the control is being performed, and is set to “0” when the control is not being performed. Hereinafter, the remote start control bit and the pre-air conditioning control bit are not distinguished from each other and are collectively referred to as “arbitration bits”.

  In step 206, the arbitration signal generator 12b generates a transmission frame with the IG bit set to “1” and the arbitration bit set to “0” (see FIG. 3). The arbitration bit of “0” indicates that the remote operation function is not being executed, and is maintained while the IG power supply is turned on by a normal operation that does not depend on the remote operation.

  In step 208, the transmission frame generated in step 204 or 206 is transmitted to the UART communication line 40 (PRG). The transmission frame is received by the integrated tuner 30 and the arbitration bit in the transmission frame is used for controlling the tire pressure monitoring function by the TPMS • ECU 34.

  Thereafter, the transmission operation of the transmission frame may be periodically repeated until the IG power source is turned off (until the determination at step 210 is YES). However, the second and subsequent repeated transmission frame transmission operations may be executed only when the arbitration bit is “0”. This is because when the arbitration bit is “1”, the tire pressure monitoring function by the TPMS • ECU 34 is limited, and during that time, the TPMS • ECU 34 does not need information on the transmission frame (for example, vehicle speed data). It is.

  When the IG power supply is turned off (YES determination at step 210), the body ECU 10 generates a transmission frame with the IG bit set to “0” at that time (for example, only once), and sends it to the UART communication line 40 (PRG). You may send it.

  When the transmission frame is transmitted to the UART communication line 40 (PRG) by the body ECU 10, the transmission frame is received by the integrated tuner 30. The TPMS / ECU 34 of the integrated tuner 30 holds the state of the arbitration bit and the IG bit in the transmission frame, for example, in its own memory, and updates it appropriately each time a transmission frame is received.

  FIG. 4 is a flowchart showing an example of control executed by the TPMS / ECU 34 in order to realize the tire pressure monitoring function.

  In step 400, it is determined whether or not the IG power source has been turned on. This determination may be realized by monitoring an IG power line connected to the TPMS • ECU 34 itself, or IG power information acquired from another electronic device (for example, IG bit from the body ECU 10). It may be realized using. If the IG power supply is turned on, the process proceeds to step 402.

  In step 402, it is determined whether or not the arbitration bit is “1”. If the arbitration bit is “1”, the process proceeds to step 404. If the arbitration bit is not “1”, that is, if the arbitration bit is “0”, the process proceeds to step 406.

  In step 404, the tire pressure monitoring function is stopped (off). In this example, the tire pressure monitoring function is stopped when the TPMS • ECU 34 does not use (occupy) the UART communication line 40 (RDA). In other words, the TPMS • ECU 34 does not transmit tire pressure data or the like via the UART communication line 40 (RDA). As a result, the UART communication line 40 (RDA) becomes a state occupied by the wireless ECU 32 (that is, a state where the wireless ECU 32 can be used without restriction), and the wireless ECU 32 receives a wireless signal (for example, an unlock instruction) from the portable key 36. When received, a control signal (wireless data) for performing control corresponding to the wireless signal can be promptly transmitted to the body ECU 10 via the UART communication line 40 (RDA). Thus, in the IG power-on state resulting from the execution of the remote operation function, a state in which the wireless entry function can be appropriately realized is formed.

  In step 406, the tire pressure monitoring function is executed (turned on). In this example, the UART communication line 40 (RDA) is used (occupied) by the TPMS • ECU 34, and the TPMS • ECU 34 transmits tire pressure data and the like via the UART communication line 40 (RDA). Thus, in a normal IG power-on state that does not result from the execution of the remote operation function, a state in which the tire pressure monitoring function can be appropriately realized is formed. During this time, the restriction of the UART communication line 40 (RDA) may be positively restricted with respect to the wireless ECU 32, but such restriction is arbitrary. This is a situation in which the process of step 406 is executed when the user turns on the IG power by operating an ignition switch, an engine switch, or the like in the vehicle interior. This is because it is usually impossible to receive a valid wireless signal from the portable key 36.

  The process in step 406 is maintained until the ON state of the IG power source detected in step 400 is turned off (until the determination in step 408 is YES). During this time, the TPMS • ECU 34 can periodically transmit tire pressure data and the like via the UART communication line 40 (RDA).

  When the IG power supply is turned off (YES determination at step 408), the process proceeds to step 404 and the tire pressure monitoring function is stopped. As a result, when the IG power source is off, the UART communication line 40 (RDA) is occupied by the wireless ECU 32. When the wireless ECU 32 receives a wireless signal (for example, a lock instruction) from the portable key 36, the wireless ECU 32 A control signal (wireless data) for performing control corresponding to the signal can be transmitted to the body ECU 10 via the UART communication line 40 (RDA). Thus, in the IG power off state, a state in which the wireless entry function can be appropriately realized is formed as usual.

  In addition, regarding the processing of step 404 and step 406 shown in FIG. 4, switching between the wireless ECU 32 and the TPMS / ECU 34 as the main body that can occupy the UART communication line 40 (RDA) is the operation / processing of the TPMS / ECU 34 as described above. May be realized by software (in software) or may be realized in hardware. For example, when realized by hardware, a switch is provided between the UART communication line 40 (RDA) and the TPMS • ECU 34, and the switch is opened / closed according to the arbitration bit (and the IG bit). The occupation of the UART communication line 40 (RDA) may be limited.

  FIG. 5A shows a timing chart when the IG power source is turned on due to execution of the remote operation function, and FIG. 5B shows a case where the IG power source is turned on by a normal operation that is not remote operation. The timing chart of is shown.

  FIG. 5 (A) shows a time series of four state quantities. Specifically, in order from the top, how the remote operation function (remote start / pre-air conditioning control) is activated / not activated is changed. The time series of the state of the IG power supply, the time series of the state of the arbitration bit, and the time series of the occupied state of the UART communication line 40 (RDA) are shown. Regarding the occupation state of the UART communication line 40 (RDA), the “RTK bus occupation area” refers to a state in which the wireless ECU 32 occupies the UART communication line 40 (RDA).

  In the example shown in FIG. 5A, the remote operation function (remote start / pre-air conditioning control) is activated at time t1 from the off state (ie, the parking state) of the IG power source, and the IG power source is turned on in conjunction with this. become. Accordingly, an arbitration bit of “1” is generated in the transmission frame from the body ECU 10 (see step 204 in FIG. 2). Although these events do not occur completely at the same time in relation to the processing time or the like, since such a small time difference is not essential, it is assumed here that it occurs at the same time for convenience. Prior to time t1, since the IG power supply is off, the UART communication line 40 (RDA) is occupied by the wireless ECU 32 (see YES determination in step 408 and step 404 in FIG. 4). This occupied state is maintained even when the IG power supply is turned on as described above at time t1. This is because the arbitration bit is “1” in the IG power-on state resulting from the execution of the remote operation function (see step 204 in FIG. 2 and steps 402 and 404 in FIG. 4). Thus, in the IG power-on state resulting from the execution of the remote operation function, a state in which the wireless entry function can be appropriately realized is formed.

  In the example shown in FIG. 5A, for example, the user arrives at the vehicle from time t1 to time t2, and the door lock is unlocked by the wireless entry function, so that the user can get into the vehicle. When the user gets into the vehicle, when the door switch (typically the door on the driver's seat side) is detected by the door switch at time t2, the IG power supply is automatically turned off using that as a trigger. Thereafter, when the user is willing to drive, the user will start the engine with a normal operation that is not a remote operation (the IG power supply will be turned on with a normal operation). That is, the timing chart shown in FIG.

  In FIG. 5 (B), as in FIG. 5 (A), in order from the top, the time series of the operating / non-operating state change state of the remote operation function (remote start / pre-air conditioning control), the state of the IG power supply The time series of the change mode, the time series of the state of the arbitration bit, and the time series of the occupied state of the UART communication line 40 (RDA) are shown. Regarding the occupation state of the UART communication line 40 (RDA), the “TPMS bus occupation area” indicates a state in which the TPMS • ECU 34 occupies the UART communication line 40 (RDA).

  In the example shown in FIG. 5B, the engine is started by a normal operation that is not a remote operation at time t3 after the IG power is off. In conjunction with this, the IG power supply is turned on. Accordingly, an arbitration bit of “0” is generated in the transmission frame from the body ECU 10 (see step 206 in FIG. 2). As a result, at time t3, the UART communication line 40 (RDA) changes from the occupied state of the wireless ECU 32 to the occupied state of the TPMS / ECU 34 (see step 406 in FIG. 4). Thereafter, the user uses the vehicle until time t4. During this time, the tire pressure monitoring function works properly. When the user who has finished using the vehicle turns off the IG power supply at time t4, the UART communication line 40 (RDA) returns to the state occupied by the wireless ECU 32 (see YES determination in step 408 of FIG. 4 and step 404).

  According to the vehicle communication system 1 according to the present embodiment described above, the following excellent effects can be obtained.

  In a configuration in which the wireless ECU 32 and the TPMS / ECU 34 are integrated into the integrated tuner 30 and the UART communication line 40 common to the wireless ECU 32 and the TPMS / ECU 34 is associated therewith, even when the IG power supply is turned on by the remote operation function Thus, the tire pressure monitoring function of the TPMS • ECU 34 can be appropriately limited to appropriately operate the keyless entry function of the wireless ECU 32.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, the embodiment described above relates to the case where the wireless ECU 32 and the TPMS / ECU 34 are integrated into the integrated tuner 30, but the wireless ECU 32 and the verification ECU 50 (ECU that manages the smart entry system) may be interchanged. That is, the present invention can be similarly applied to the case where the verification ECU 50 and the TPMS • ECU 34 are integrated into an integrated tuner.

  Moreover, although the above-mentioned Example was related to the arbitration with respect to the UART communication line 40 as a communication means, the same arbitration can be useful also in another communication means. For example, when the wireless ECU 32 and the TPMS / ECU 34 substantially share a high-frequency receiving unit and an antenna (including sharing that involves switching of the frequency, etc.), the present invention is similarly applied to the arbitration mode of use (occupation). can do.

  In the above-described embodiment, since the UART communication line 40 (RDA) is relatively low speed, the limitation of the tire pressure monitoring function is that the TPMS / ECU 34 completely stops using the UART communication line 40 (RDA). However, if a higher-speed communication line can be used instead of the UART communication line 40 (RDA), the use of the communication line by the TPMS / ECU 34 is partially limited (for example, by time division multiplexing). You may adjust the usage ratio.

  In the above-described embodiment, the meter ECU 52 determines whether the tire air pressure is equal to or higher than a predetermined level based on the tire air pressure data periodically transmitted from the TPMS • ECU 34. Oneself may determine whether or not the tire pressure is equal to or higher than a predetermined level based on the tire pressure data. In this case, the TPMS • ECU 34 may transmit the determination result to the meter ECU 52 instead of the tire pressure data. Alternatively, the TPMS • ECU 34 may transmit a signal instructing to output an alarm to the meter ECU 52 only when the tire air pressure is less than a predetermined level.

  In the above-described embodiment, the body ECU 10 implements the main arbitration function (arbitration signal generation unit 12b). However, such a function may be transferred to the integrated tuner 30 side (particularly, the TPMS / ECU 34). . For example, information that is used for arbitration (that is, information indicating whether or not the IG power supply is turned on by the remote operation function) is remotely started directly in the integrated tuner 30 without using another ECU such as the body ECU 10. By inputting from the ECU 20 or the like, the TPMS • ECU 34 can execute the processing shown in FIG. 4 using the information in the same manner as the arbitration bit.

  In the above-described embodiment, two remote start functions and a pre-air conditioning function are illustrated as remote operation functions, but only one of them may be used. For example, in the case of a hybrid vehicle or an electric vehicle, a setting in which only the pre-air conditioning function is realized can be considered. In the above-described embodiment, two remote start functions and a pre-air conditioning function are illustrated as remote operation functions. However, other remote operation functions may be added. Also in this case, the present invention can be similarly applied as long as it is a remote operation function that involves turning on the IG power source of the vehicle at the time of execution. In the above-described embodiment, each switch for transmitting each remote control command for realizing the remote start function and the pre-air-conditioning function is set in the same remote operation device 22, but each remote operation is performed separately. It may be set in the device. In addition, the remote control device 22 may be configured integrally with the portable key 36.

  Moreover, in the above-mentioned Example, although collation ECU50 has implement | achieved the pre air conditioning function, other ECUs may implement | achieve the same function. For example, the wireless ECU 32 may realize both a remote start function and a pre-air conditioning function. In this case, various signals (remote control commands related to the remote start function and the pre-air conditioning function) received from the remote control device 22 may be received in common by the same receiver built in or connected to the wireless ECU 32. .

1 Vehicle Communication System 10 Body ECU
12 Microcomputer 12a Remote start / pre-air conditioning control recognition unit 12b Arbitration signal generation unit 14 CAN / I / F circuit 16 UART / I / F circuit 18 UART / I / F circuit 20 Remote start ECU
22 Remote control device 30 Integrated tuner 32 Wireless ECU
34 TPMS / ECU
35 Transmitter 36 Mobile Key 40 UART Communication Line 42 High-Speed Multiplex Communication Line 50 Verification ECU
52 Meter ECU

Claims (6)

A vehicle communication system having a keyless entry function or a smart entry function and a tire pressure monitoring function for monitoring tire pressure,
A communication means provided in common for both the keyless entry function or the smart entry function and the tire pressure monitoring function;
An arbitration means for selectively restricting one of the keyless entry function or the smart entry function and the tire pressure monitoring function;
The tire pressure monitoring function is configured to operate when the IG power source of the vehicle is on and to stop when the IG power source is off.
The vehicle arbitration unit restricts a tire pressure monitoring function when an IG power supply of the vehicle is turned on in response to an instruction from a remote control device.   2. The vehicle communication system according to claim 1, wherein the arbitration unit limits the tire pressure monitoring function by disabling the communication unit from using the tire pressure monitoring function. 3.   The vehicle communication system according to claim 1, wherein the arbitration unit limits the tire pressure monitoring function by limiting data transmission via the communication unit by a tire pressure monitoring function. A first ECU constituting a keyless entry system or a smart entry system;
A second ECU constituting a tire pressure monitoring system for monitoring tire pressure;
A vehicle communication system comprising a third ECU connected to the first ECU and the second ECU through a common communication line,
Comprising arbitration means for arbitrating use of the multiple communication line between the first ECU and the second ECU;
When the IG power source is turned on in response to a user instruction from the inside of the vehicle, the arbitration means arbitrates the multiplex communication line so that the second ECU can preferentially use it, and the user from outside the vehicle When the IG power supply is turned on according to an instruction, the vehicle communication system is arranged so that the first ECU can preferentially use the multiple communication line. The arbitration means is provided in the third ECU,
The mediation means is information indicating whether the IG power is turned on in response to a user instruction from inside the vehicle or the IG power is turned on in response to a user instruction from outside the vehicle when the IG power is turned on. Is transmitted to the second ECU through the multiplex communication line,
5. The vehicle communication system according to claim 4, wherein the second ECU controls a transmission operation of a transmission signal to the multiplex communication line based on a reception result of the information.   The second ECU stops the transmission operation of its own transmission signal to the multiplex communication line when receiving information indicating that the IG power source is turned on in response to a user instruction from outside the vehicle. 5. The vehicle communication system according to 5.

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