JP2012101704A - Onboard communication instrument - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an onboard communication instrument that can integrate functional parts of a remote keyless system and a tire pneumatic pressure monitoring system and can perform switching of functions based on a vehicle condition.SOLUTION: The onboard communication instrument 20 is used in common by a remote keyless system 3 and a tire pneumatic pressure monitoring system 4, and can operate as one functional part among these systems. The onboard communication instrument 20 includes: a vehicle condition determination part 21c which determines an operation state of a shift lever and a parking brake 52; and a control function switching part 21b which performs switching to functions of a tire pneumatic pressure monitoring system 4 when a shift lever and a parking brake 52 are operating according to a traveling condition of the vehicle 2, and performs switching to functions of a remote keyless system 3 when the shift lever and the parking brake 52 are operating according to a stopping condition of the vehicle 2.

Description

  The present invention relates to an in-vehicle communication device shared by a remote keyless system and a tire pressure monitoring system.

  Conventionally, a remote keyless system and a tire pressure monitoring system (TPMS: Tire Pressure Monitoring System) are known as devices mounted on a vehicle. The remote keyless system is a system that locks or unlocks a vehicle door lock by wireless communication by operating an electronic key carried by a user of the vehicle. On the other hand, the tire pressure monitoring system is a system that obtains tire pressure and temperature from a sensor mounted on a tire of a vehicle during traveling by wireless communication and notifies the driver of the tire abnormality.

  The remote keyless system obtains a receiver capable of receiving a radio signal of locking or unlocking transmitted from an electronic key, operation information included in the received signal and an ID code unique to the key, and performs ID verification, The vehicle is provided with a door lock control device that controls the door lock when the ID verification is established. In addition, the tire pressure monitoring system displays a receiver that can receive a wireless signal including air pressure and temperature transmitted from a sensor mounted on the tire, and displays the air pressure and temperature from the received signal, and warns when there is an abnormality. A tire pressure monitoring control device is provided in the vehicle.

  In recent years, since many electric components other than the above are mounted on a vehicle, an in-vehicle device (in-vehicle communication device) in which those control devices and receivers are integrated has been devised (for example, see Patent Document 1). In the in-vehicle device described in Patent Document 1, since the members are shared by switching the control of the remote keyless system and the control of the tire pressure monitoring system with one control unit (CPU), only one of the controls can be executed. . Therefore, this in-vehicle device controls the remote keyless system when the ignition is off, and controls the tire pressure monitoring system when the ignition is on, so that the control is switched by the ignition switch.

Japanese Patent No. 3789335

  By the way, in the above vehicle-mounted device, for example, in a vehicle equipped with a remote engine starter, when the engine is started by wireless communication from the outside of the vehicle, the ignition is turned on, and the control of the remote keyless system is switched to the control of the tire pressure monitoring system. End up. For this reason, in order for the user to unlock the door lock of the vehicle with the remote keyless system, even if the radio signal is transmitted by operating the electronic key, the on-vehicle device does not react, and the door lock is unlocked by the remote keyless system. There was a problem of being unable to lock.

  Further, when the vehicle is started and the engine is started, the ignition is turned on, and the control of the remote keyless system is switched to the control of the tire pressure monitoring system. Here, for example, if the tire sensor to be used is a type that transmits a signal by itself when it detects acceleration, a wireless signal will not be transmitted unless the vehicle starts running. There was a fear that it was judged that there was, and an abnormality was warned. Therefore, a vehicle-mounted device that switches functions according to the state of the vehicle has been demanded.

  The present invention has been made in view of such circumstances, and an object of the present invention is to integrate the functional units of the remote keyless system and the tire pressure monitoring system, and to switch the functions in accordance with the vehicle state. It is in providing the vehicle-mounted communication apparatus which can be performed.

In the following, means for achieving the above object and its operational effects will be described.
The invention according to claim 1 is a remote keyless system that operates a vehicle by using a radio signal from a communication terminal as a trigger, and a tire pressure monitoring system that receives a radio signal including air pressure information of the tire from a tire and monitors the air pressure. In an in-vehicle communication device that can be operated as one of the functional units of these systems, the operating state of the traveling system operated from when the engine is started until the vehicle actually starts traveling Based on the determining means for determining whether the vehicle is in a stopped state or a traveling state, and when the determining means determines that the vehicle is in a stopped state by an operation in accordance with the vehicle stop of the traveling system equipment, The function unit is a function of the remote keyless system, and the determination is made that the vehicle is in a traveling state by an operation according to the traveling system device according to vehicle traveling. When stage is determined, in that the functional unit and a switching means for switching the function of the tire pressure monitoring system has its gist.

  According to this configuration, when the vehicle is in a stop state based on the determination result of the determination means, the function unit of the in-vehicle communication device is set to the remote keyless system, and when the vehicle enters the running state, the function unit of the in-vehicle communication device Switched to a tire pressure monitoring system. Therefore, since the function part of one vehicle-mounted communication apparatus is shared by two systems, it becomes possible to reduce the number of parts. Further, since the function switching condition is the operating state of the traveling system device, it is possible to switch the function appropriately in accordance with the vehicle state.

  According to a second aspect of the present invention, in the in-vehicle communication device according to the first aspect, the traveling system device is a shift operation device, and the switching unit is configured such that when the operation position of the shift operation device is a parking position, The gist of the present invention is to process as a vehicle stop and to process as a vehicle running when the operation position of the shift operating device is other than parking.

  According to this configuration, the function is switched based on the shift position where the vehicle is not parked when the vehicle is traveling and the parking is always performed when the vehicle is stopped. Therefore, the system can be switched with appropriate information in accordance with the vehicle state.

  According to a third aspect of the present invention, in the in-vehicle communication device according to the first aspect, the traveling system device is a parking brake, and the switching means is treated as a vehicle stop when the parking brake is operated. And when the said parking brake is not operated, it is set as the summary to process as vehicle travel.

  According to this configuration, since the function is switched based on the state of the parking brake that is not operated when the vehicle is running but is activated when the vehicle is stopped, the system can be switched with appropriate information in accordance with the vehicle state.

  According to a fourth aspect of the present invention, in the in-vehicle communication device according to the first aspect, the travel system device is a shift operation device and a parking brake, and the switching means is configured such that an operation position of the shift operation device is a parking position. Or when the parking brake is operated, processing as a vehicle stop, and when the operation position of the shift operating device is other than parking and the parking brake is not operated, processing as vehicle traveling. This is the gist.

  According to this configuration, since the system switching conditions are the operation position of the shift operation device and the presence / absence of operation of the parking brake, it is more appropriately determined whether the vehicle is in the stopped state or the traveling state. It becomes possible. Therefore, it is possible to improve the accuracy of function switching of the in-vehicle communication device.

  According to a fifth aspect of the present invention, in the on-vehicle communication device according to any one of the first to fourth aspects, the switching means includes an operation state of an ignition switch of the vehicle as a function switching condition, and the ignition The gist is to process the vehicle as a vehicle stop when the switch is off, and to process the vehicle as a vehicle when the ignition switch is on.

According to the configuration, since the operation state of the ignition switch is added to the condition for switching the function of the in-vehicle communication device, the accuracy of the function switching can be further increased.
According to a sixth aspect of the present invention, in the in-vehicle communication device according to any one of the first to fifth aspects, the functional unit is a control unit shared by the remote keyless system and the tire pressure monitoring system. The gist of the switching means is to switch the function of the control section so that either the remote keyless system or the tire pressure monitoring system can be controlled.

According to this configuration, the control unit shared by both systems can be switched to control according to the system.
The invention according to claim 7 is the in-vehicle communication device according to any one of claims 1 to 6, wherein the functional unit is a receiver shared by the remote keyless system and the tire pressure monitoring system. The gist of the switching means is to switch the function of the receiver so that either the remote keyless system or the tire pressure monitoring system can be controlled.

  According to this configuration, it is possible to switch the receiver shared by both systems to a reception function corresponding to the system.

  ADVANTAGE OF THE INVENTION According to this invention, in the vehicle-mounted communication apparatus which integrated the function part of the remote keyless system and the tire pressure monitoring system, a function can be switched according to a vehicle state.

The block diagram which shows schematic structure of a remote keyless system and a tire pressure monitoring system. The flowchart which shows the switching process from a remote keyless system to a tire pressure monitoring system. The flowchart which shows the switching process from a tire pressure monitoring system to a remote keyless system. The block diagram which shows schematic structure of a remote keyless system and a tire pressure monitoring system.

Hereinafter, an embodiment of an in-vehicle communication device embodying the present invention in a vehicle will be described with reference to FIGS.
As shown in FIG. 1, the vehicle 2 is remote keyless in which the door lock is unlocked or locked by wirelessly transmitting the locking signal S1 or the unlocking signal Sul to the vehicle 2 by operating the button of the electronic key 1. A system 3 is provided. Further, the vehicle 2 is provided with a tire pressure monitoring system (TPMS: Tire Pressure Monitoring System) 4 for monitoring the tire pressure. In this embodiment, the control device and the receiver, which are functional parts of the remote keyless system 3 and the tire pressure monitoring system 4, are integrated. The electronic key 1 corresponds to a communication terminal.

  The vehicle 2 is provided with an integrated ECU (Electronic Control Unit) 21 that controls both the remote keyless system 3 and the tire pressure monitoring system 4, and a main body ECU 22 that manages the power supply system of the vehicle 2. Connected to the integrated ECU 21 is a UHF receiver 23 embedded in a vehicle body or the like and capable of receiving a radio wave (about 312 MHz) in a UHF (Ultra High Frequency) band. For example, a main body ECU 22 that manages door lock locking / unlocking and the like and an engine ECU 24 are connected to the integrated ECU 21 via an in-vehicle LAN (Local Area Network) 30. The integrated ECU 21 performs wireless communication with the electronic key 1 and compares the ID code registered in its own memory 21a with the ID collation. The integrated ECU 21 corresponds to a control unit.

  On the other hand, the electronic key 1 used in the remote keyless system 3 is provided with a communication control unit 11 as a control unit. The communication control unit 11 is provided with a memory 11 a in which an ID code is registered as a unique key code of the electronic key 1. The communication control unit 11 is connected to a UHF transmission unit 12 capable of transmitting a UHF band radio wave (about 312 MHz) in accordance with a command from the communication control unit 11. The electronic key 1 is provided with a locking button 13 for transmitting a push button type locking signal Sl and an unlocking button 14 for transmitting an unlocking signal Sul. The lock button 13 and the unlock button 14 are connected to the communication control unit 11. The UHF transmission unit 12 modulates the communication data obtained from the communication control unit 11 and transmits the UHF band locking signal S1 or the unlocking signal Sul including the unique ID code of the electronic key 1.

  When the lock button 13 is operated, a lock signal S1 is transmitted from the UHF transmitter 12 of the electronic key 1. When the integrated ECU 21 receives the locking signal Sl by the UHF receiver 23, the integrated ECU 21 compares the ID code registered in its own memory 21a with the ID code of the electronic key 1, and confirms that ID verification is established. A door lock locking command is output to the main body ECU 22 to cause the door lock device 31 to lock the door lock. On the other hand, when the unlock button 14 is operated, the unlock signal Sul is transmitted from the UHF transmitter 12 of the electronic key 1. When ID verification of the ID code in the unlock signal Sul is established, an unlock command is output from the integrated ECU 21 to the main body ECU 22, and the door lock device 31 unlocks the door lock.

  Further, an ignition switch 34 that is operated when switching the power supply state (power supply position) of the vehicle 2 is provided in the driver's seat of the vehicle 2. The ignition switch 34 can switch the power state from ACC (Accessory) ON to IG (IGition) ON to engine start each time the mechanical key 35 is inserted and rotated from the lock position. When the ignition switch 34 is operated to the engine start position, the engine is started.

  Here, the main body ECU 22 outputs a switch signal of the ignition switch 34 to the integrated ECU 21 via the in-vehicle LAN 30. For example, when the ACC relay 33 of the ignition switch 34 is turned on, the main body ECU 22 outputs an ACC on signal Sacc to the integrated ECU 21 via the in-vehicle LAN 30. Further, the main body ECU 22 outputs signals (IG on signal Sio, IG off signal Sif) based on the IG relay 32 of the ignition switch 34 to the integrated ECU 21 via the in-vehicle LAN 30.

  Each tire of the vehicle 2 is provided with tire sensors 41, 42, 43, and 44 that detect the state of tire air pressure and the like. The tire sensors 41, 42, 43, 44 are mounted with a pressure sensor, a temperature sensor, an acceleration sensor, a UHF transmitter, a controller for controlling these components, and the like. The tire sensors 41, 42, 43, and 44 transmit the detection signal Stp in the order of each sensor by radio waves in the UHF band (about 315 MHz) when the acceleration sensor mounted therein detects the acceleration. The detection signal Stp includes tire air pressure, temperature, tire unique ID (tire ID), and the like. The acceleration sensor can detect the acceleration in the tire radial direction.

  An air pressure monitor 45 that displays tire air pressure and the like to the driver is installed in the driver's seat of the vehicle 2. When the integrated ECU 21 receives the detection signal Stp transmitted from the tire sensors 41, 42, 43, 44 by the UHF receiver 23, the integrated ECU 21 displays the air pressure and temperature of each tire on the air pressure monitor 45.

  Here, the locking signal Sl and the unlocking signal Sul (hereinafter, both are collectively referred to as a wireless signal) and the detection signal Stp of the tire pressure monitoring system 4 are set to different values. This is because the remote keyless system 3 gives priority to the establishment of reliable communication, and the tire pressure monitoring system 4 ensures communication responsiveness.

  The vehicle 2 is provided with an in-vehicle communication device 20 that uses the function of the integrated ECU 21 for the remote keyless system 3 and the tire pressure monitoring system 4. The in-vehicle communication device 20 of this example switches the function of the integrated ECU 21 based on the operation position of the shift lever of the vehicle 2 and the operation state of the parking brake 52. The shift lever corresponds to a shift operation device.

  The UHF receiver 23 of this example receives radio waves with different frequencies, that is, radio waves from the electronic key 1 (about 312 MHz) and radio waves from the tire sensors 41, 42, 43, and 44 (about 315 MHz). . Further, the remote keyless system 3 and the tire pressure monitoring system 4 have different modulation methods and transmission speeds. Therefore, the UHF receiver 23 is provided with a reception function switching unit 27 that switches a reception function in accordance with a switching command from the integrated ECU 21. The reception function switching unit 27 sets the function of the UHF receiver 23 to a function corresponding to either the wireless signal or the detection signal Stp according to the switching signal from the integrated ECU 21. The reception function switching unit 27 functions as reception function switching means.

  Further, the integrated ECU 21 cannot control both the remote keyless system 3 and the tire pressure monitoring system 4 simultaneously, and controls only one by switching the control function. For this reason, the integrated ECU 21 is provided with a control function switching unit 21b that switches the control function of the integrated ECU 21 to one of the functions of the remote keyless system 3 and the tire pressure monitoring system 4. Here, switching the control function of the integrated ECU 21 refers to an operation of switching a program used by the CPU of the integrated ECU 21 and switching the reception function of the UHF receiver 23.

  The control function switching unit 21b switches functions based on the determination result of the vehicle state determination unit 21c that determines whether or not the vehicle 2 is in the traveling state. Specifically, the control function switching unit 21b switches from the remote keyless system 3 to the tire air pressure monitoring system 4 when the vehicle state determination unit 21c determines that the vehicle is in the traveling state, and the vehicle state determination unit 21c is not in the traveling state, in other words, stopped. If the state is determined, the tire pressure monitoring system 4 is switched to the remote keyless system 3. The vehicle state determination unit 21c functions as a determination unit, and the control function switching unit 21b functions as a switching unit.

  In the present embodiment, the vehicle state determination unit 21c determines whether or not the vehicle 2 is based on whether or not the operation position of the shift lever is other than parking, whether or not the parking brake is operating, and whether or not the ignition is on. Whether or not is in a running state is periodically determined. The shift lever and the parking brake correspond to the traveling system equipment. Therefore, the integrated ECU 21 includes a shift position acquisition unit 21d that acquires the operation position of the shift lever from the shift device 51, a parking brake state acquisition unit 21e that acquires the operating state of the parking brake 52, and an ignition that acquires the ignition state. A state acquisition unit 21f is provided. Shift device 51 detects the operating position of the shift lever and outputs a detection signal to main body ECU 22. The shift position acquisition unit 21d acquires information on the shift position output from the shift device 51 to the in-vehicle LAN 30 via the main body ECU 22, and outputs the information to the control function switching unit 21b. The parking brake state acquisition unit 21e acquires the parking brake operation information output from the parking brake 52 to the in-vehicle LAN 30 via the main body ECU 22, and outputs the information to the control function switching unit 21b.

  The ignition state acquisition unit 21f acquires the operation information of the parking brake output from the IG (IGition) relay 32 to the in-vehicle LAN 30 via the main body ECU 22, and outputs the information to the control function switching unit 21b.

  When it is confirmed that the shift position is other than parking, the parking brake is not activated, and the ignition is on, the vehicle state determination unit 21c determines that the vehicle 2 is in a traveling state. Then, the control function switching unit 21 b switches the control function of the integrated ECU 21 from the function of the remote keyless system 3 to the function of the tire pressure monitoring system 4.

  On the other hand, the vehicle state determination unit 21c stops the vehicle 2 when any one of the shift position is parking, the parking brake is activated, and the ignition is off. It is determined that it is in a state. Then, the control function switching unit 21b switches the control function of the integrated ECU 21 from the function of the tire pressure monitoring system 4 to the function of the remote keyless system 3.

  Further, the vehicle 2 is provided with a remote engine starter system 5 in which a start signal Ses or a stop signal Set is wirelessly transmitted to the vehicle 2 by a button operation of the remote engine starter portable device 6 to start and stop the engine. ing. A remote engine starter device 26 that controls the remote engine starter system 5 is connected to the ignition switch 34.

  On the other hand, the remote engine starter portable device 6 used in the remote engine starter system 5 is provided with a communication control unit 61 as a control unit. The communication control unit 61 is provided with a memory 61 a in which an ID code is registered as a unique code of the remote engine starter portable device 6. The communication control unit 61 is connected to a UHF transmission unit 62 that can transmit a UHF band radio wave (about 312 MHz) in accordance with a command from the communication control unit 61. The remote engine starter portable device 6 is provided with a start button 63 for transmitting a push button type start signal Ses and a stop button 64 for transmitting a stop signal Set. The start button 63 and the stop button 64 are connected to the communication control unit 61. The UHF transmission unit 62 modulates the communication data obtained from the communication control unit 61 and transmits a UHF band start signal Ses or stop signal Set including a unique ID code of the remote engine starter portable device 6.

  When the start button 63 is operated, a start signal Ses is transmitted from the UHF transmitter 62 of the remote engine starter portable device 6. When the remote engine starter device 26 receives the start signal Ses, the remote engine starter device 26 compares the ID code registered in the remote engine starter device 26 with the ID code of the remote engine starter portable device 6 and confirms that the ID verification has been established. The 34 IG relay 32 is switched on. For this reason, since the IG ON signal Sio is output to the engine ECU 24, the engine is started.

  Since the IG ON signal Sio is also output to the main body ECU 22, the main body ECU 22 recognizes that the engine is started when the door lock is locked. Then, the main body ECU 22 outputs a remote engine starter operation signal Sres indicating that the engine is started by the remote engine starter to the in-vehicle LAN 30. This is because the engine is started in a state where the engine is not normally started, such as when the door is not opened or closed, or the ID verification of the electronic key 1 is not established in the vehicle, so that the vehicle 2 is not judged to be abnormal. This is to inform various devices. Here, when the engine is started by the remote engine starter device 26, an IG ON signal Sio is output from the IG relay 32 to the in-vehicle LAN 30 via the main body ECU 22.

  On the other hand, when the stop button 64 is operated, a stop signal Set is transmitted from the UHF transmitter 62 of the remote engine starter portable device 6. When the remote engine starter device 26 confirms that ID verification of the ID code in the stop signal Set is established, the remote engine starter device 26 switches off the IG relay 32 of the ignition switch 34. For this reason, since the IG off signal Sif is output to the engine ECU 24, the engine is stopped. When the engine is stopped, an IG OFF signal Sif is output from the IG relay 32 to the in-vehicle LAN 30 via the main body ECU 22.

Next, operations of the remote keyless system 3 and the tire pressure monitoring system 4 of this example will be described with reference to FIGS.
First, the parked vehicle 2 is in a state where the function of the remote keyless system 3 can be executed. That is, since the control function of the integrated ECU 21 is set to the function of the remote keyless system in the normal state, the execution program of the integrated ECU 21 is executed for the remote keyless system, and the UHF receiver 23 is an electronic key. 1 is set to a frequency at which radio waves from 1 can be received.

  When the engine of the parked vehicle is started by the remote engine starter system 5, the start signal Ses is transmitted from the UHF transmission unit 12 by operating the start button 63 of the remote engine starter portable device 6. When the remote engine starter device 26 of the vehicle 2 receives the start signal Ses, the remote engine starter device 26 pulls the ignition switch 34 to IG on if it is a regular remote engine starter portable device 6. Therefore, the engine ECU 24 starts the engine.

  As shown in FIG. 2, the vehicle state determination unit 21c of the integrated ECU 21 determines whether or not the ignition is on (step S1). That is, it is confirmed whether or not the ignition state acquisition unit 21f has acquired the IG on signal Sio. And since the ignition state acquisition part 21f has acquired the ignition ON (step S1: YES), the vehicle state determination part 21c transfers to step S2. In addition, the vehicle state determination part 21c will complete | finish a process, unless an ignition is ON (step S1: NO).

  The vehicle state determination unit 21c determines whether or not the parking brake 52 is not operated (step S2). That is, it is confirmed whether or not the parking brake state acquisition unit 21e has acquired the parking brake operation. At this time, since the engine is started by the remote engine starter system 5 described above, the vehicle state determination unit 21c ends the process while the parking brake 52 is operated (step S2: NO). Therefore, the control function switching unit 21b of the integrated ECU 21 maintains a state in which the functions of the remote keyless system 3 can be controlled.

  Subsequently, when the driver gets in and starts the engine, the door lock is unlocked by the remote keyless system 3. The door lock may be unlocked by the mechanical key 35. At this time, although started by the remote engine starter system 5, the integrated ECU 21 controls the function of the remote keyless system 3, so that the door lock can be locked and unlocked by the electronic key 1.

  When the unlock button 14 of the electronic key 1 is operated, the unlock signal Sul is transmitted from the UHF transmitter 12. The integrated ECU 21 performs ID collation when the unlock signal Sul is received by the UHF receiver 23, and if the ID collation is established, the integrated ECU 21 causes the door lock device 31 to unlock via the main body ECU 22. Then, the door lock device 31 unlocks the door lock.

  When the driver opens the door, the driving engine stops for security purposes. At this time, the output of the IG on signal Sio is stopped and the IG off signal Sif is output to the in-vehicle LAN 30. Then, when the driver gets into the vehicle, inserts the mechanical key 35 into the ignition switch 34, and rotates the ignition switch 34 until the engine starts to start the engine, the engine starts. At this time, the IG on signal Sio and the ACC on signal Sacc are output to the in-vehicle LAN 30.

  Then, the driver releases the operation of the parking brake 52 to drive the vehicle 2 and operates a shift lever (not shown) to change the shift position of the shift device 51 to a drive other than parking. The vehicle 2 is ready to run when the accelerator is operated.

  As shown in FIG. 2, the vehicle state determination unit 21c of the integrated ECU 21 determines whether or not the ignition is on (step S1). Since the engine is started by the driver operating the ignition switch 34, the vehicle state determination unit 21c moves to step S2 because the ignition state acquisition unit 21f has acquired ignition on (step S1: YES). . In addition, the vehicle state determination part 21c will complete | finish a process, unless an ignition is ON (step S1: NO).

  The vehicle state determination unit 21c determines whether or not the parking brake 52 is not operated (step S2). That is, it is confirmed whether or not the parking brake state acquisition unit 21e has acquired the parking brake operation. And since the parking brake 52 is not act | operating (step S2: YES), the vehicle state determination part 21c transfers to step S3. In addition, if the parking brake is act | operating (step S2: NO), the vehicle state determination part 21c will complete | finish a process.

  The vehicle state determination unit 21c determines whether or not the shift position is other than parking (step S3). That is, the shift position acquisition unit 21d confirms the shift position. And since the shift position is other than parking (step S3: YES), the vehicle state determination part 21c transfers to step S4. If the shift position is parking (step S3: NO), the vehicle state determination unit 21c ends the process.

  The vehicle state determination unit 21c determines that the vehicle 2 is in a traveling state (step S4). The control function switching unit 21b of the integrated ECU 21 switches the control function of the integrated ECU 21 from the function of the remote keyless system 3 to the function of the tire pressure monitoring system 4 based on the determination that the vehicle state determination unit 21c is in the traveling state. (Step S5). In addition, the control function switching unit 21 b outputs a switching command to the reception function switching unit 27 in order to switch the reception function of the UHF receiver 23. The reception function switching unit 27 switches the reception function of the UHF receiver 23 to the function of the tire air pressure monitoring system 4 (step S5). Therefore, the vehicle 2 can execute the function of the tire pressure monitoring system 4.

  Then, when the vehicle 2 starts running, the tire starts to rotate. The tire sensors 41, 42, 43, and 44 of each tire start transmission of the detection signal Stp when detecting that the tire has started rotating by a built-in acceleration sensor (not shown). The detection signal Stp is sequentially transmitted from each tire sensor 41, 42, 43, 44, and this transmission cycle is repeatedly executed during the vehicle traveling period. When the detection signal Stp reaches the UHF receiver 23 from the tire sensors 41, 42, 43, 44, detection information is output to the integrated ECU 21, and air pressure, temperature, etc. are displayed on the air pressure monitor 45.

  The traveling vehicle 2 is in a state where the function of the tire pressure monitoring system 4 can be executed. That is, the integrated ECU 21 controls the tire pressure monitoring system 4, and the UHF receiver 23 is set to a frequency at which radio waves from the tire sensors 41, 42, 43, 44 can be received.

  On the other hand, when the traveling vehicle 2 is parked and the driver gets off, the driver operates a shift lever (not shown) to park the vehicle 2 and sets the shift position of the shift device 51 to parking. Then, the parking brake 52 is operated. Then, when the driver rotates the ignition switch 34 to the lock position in the direction opposite to that at the start in order to stop the engine, the engine stops. At this time, output of the IG on signal Sio and the ACC on signal Sacc is stopped and the IG off signal Sif is output to the in-vehicle LAN 30.

  As shown in FIG. 3, the vehicle state determination unit 21c of the integrated ECU 21 determines whether or not the ignition is off (step S11). That is, it is confirmed whether or not the ignition state acquisition unit 21f has acquired the IG off signal Sif. And since the engine was stopped by the operation to the ignition switch 34 by a driver | operator, the vehicle state determination part 21c has acquired the ignition off (step S11: YES), and it goes to step S14. Transition. If the ignition is not off (step S11: NO), the vehicle state determination unit 21c proceeds to step S12.

  In step S12, the vehicle state determination unit 21c determines whether or not the parking brake 52 is operating. That is, it is confirmed whether or not the parking brake state acquisition unit 21e has acquired the parking brake non-operation. And since the parking brake 52 is not act | operating (step S12: YES), the vehicle state determination part 21c transfers to step S14. Note that if the parking brake is not operated (step S12: NO), the vehicle state determination unit 21c proceeds to step S13.

  In step S13, the vehicle state determination unit 21c determines whether or not the shift position is parking. That is, the shift position acquisition unit 21d confirms the shift position. And since the shift position is a parking position (step S13: YES), the vehicle state determination part 21c transfers to step S14. If the shift position is other than parking (step S14: NO), the vehicle state determination unit 21c ends the process.

  In step S14, the vehicle state determination unit 21c determines that the vehicle 2 is in a stopped state. The control function switching unit 21b of the integrated ECU 21 switches the control function of the integrated ECU 21 from the function of the tire pressure monitoring system 4 to the function of the remote keyless system 3 based on the determination that the vehicle state determination unit 21c is in a stopped state. (Step S15). In addition, the control function switching unit 21 b outputs a switching command to the reception function switching unit 27 in order to switch the reception function of the UHF receiver 23. The reception function switching unit 27 switches the reception function of the UHF receiver 23 to that of the remote keyless system 3 (step S15). Therefore, the vehicle 2 can execute the function of the remote keyless system 3.

  Subsequently, when the driver gets off, the door lock is locked by the remote keyless system 3. The door lock may be locked by the mechanical key 35. At this time, since the integrated ECU 21 controls the function of the remote keyless system 3, the door lock can be locked and unlocked by the electronic key 1.

  By operating the lock button 13 of the electronic key 1, a lock signal Sl is transmitted from the UHF transmitter 12. The integrated ECU 21 performs ID collation when the UHF receiver 23 receives the locking signal Sl, and locks the door lock device 31 via the main body ECU 22 when the ID collation is established. The door lock device 31 locks the door lock.

  Now, the in-vehicle communication device 20 of this example has integrated the ECU and the receiver of the remote keyless system 3 and the tire pressure monitoring system 4 respectively. For this reason, since it is not necessary to provide a plurality of ECUs and receivers for each system, the configuration can be simplified and the installation space can be reduced. Further, since whether the shift lever is at the parking position or whether the parking brake 52 is on or off is set as the determination condition, the function of the integrated ECU 21 can be switched under an optimal condition. Therefore, when the engine is started by the engine starter function, the remote keyless system 3 does not need to be operated.

As described above, according to the embodiment described above, the following effects can be obtained.
(1) The vehicle state determination unit 21c determines whether or not the vehicle 2 is traveling from the vehicle information. When the vehicle 2 is in the running state, the control function switching unit 21b switches the in-vehicle communication device 20 from the function of the remote keyless system 3 to the function of the tire pressure monitoring system 4, and when the vehicle 2 is in the stopped state. The control function switching unit 21b switches the in-vehicle communication device 20 from the function of the tire pressure monitoring system 4 to the function of the remote keyless system 3. For this reason, in the in-vehicle communication device 20 in which the function of the remote keyless system 3 and the function of the tire pressure monitoring system 4 are integrated, the appropriate function can be switched in accordance with the vehicle state.

  (2) Since the function is switched based on the shift position of the shift lever that is parked when the vehicle 2 is traveling and is always parked when the vehicle 2 is stopped, the system can be switched with appropriate information in accordance with the vehicle state. . Further, since the shift position information is usually shared among the devices via the in-vehicle LAN 30, there is no need to separately extract the shift position information from the shift device 51 for switching the function of the system. Can be adopted.

  (3) Since the function is switched based on the operating state of the parking brake 52 that is not operated when the vehicle 2 is traveling and is operated when the vehicle 2 is stopped, the system can be switched based on appropriate information according to the vehicle state. In addition, since the parking brake status information is normally shared among the devices via the in-vehicle LAN 30, there is no need to separately extract the parking brake status information from the parking brake 52 for switching the function of the system. Can be easily adopted.

  (4) Since the system switching conditions include the shift position of the shift lever whose state changes when the vehicle 2 travels and stops, the presence / absence of operation of the parking brake 52, and the ignition state, the vehicle state is appropriately determined. be able to. Therefore, the accuracy of function switching of the in-vehicle communication device 20 can be further increased.

  (5) Since the vehicle state determination unit 21c makes a determination including the ignition state that is always on when the vehicle 2 travels, it can be acquired at an early stage that the vehicle 2 is in the traveling state.

  (6) Since the vehicle state determination unit 21c makes a determination based on the shift position where the state changes when the vehicle 2 travels and stops and the state of the parking brake 52, information corresponding to the vehicle state can be acquired and determined. it can.

In addition, the said embodiment can be implemented with the following forms which changed this suitably.
In the above configuration, the tire sensors 41, 42, 43, and 44 of the tire pressure monitoring system 4 transmit the detection signal Stp when the acceleration sensor built therein detects the acceleration. However, as shown in FIG. 4, the tire sensors 41, 42, 43, 44 are provided with initiators 71, 72, 73, 74 that transmit start signals Swk to the tire sensors 41, 42, 43, 44, respectively. May generate the detection signal Stp using the activation signal Swk as a trigger. Here, also in the tire pressure monitoring system 4 provided with the initiators 71, 72, 73, 74, the tire sensors 41, 42, 43, 44 are behind the axles and start signals unless the engine is started and run. The Swk may not be received by the UHF receiver 23. In such a case, when switching to the tire pressure monitoring system 4 only on the condition that the ignition is on, the detection signal Stp cannot be received, so there is a possibility that an abnormality is reported. Therefore, similarly to the above-described embodiment, the vehicle state determination unit 21c determines whether the shift position is other than parking, whether the parking brake is not operated, and whether the ignition is on. It is determined periodically whether 2 is a driving | running | working state. In this way, as in the above-described embodiment, it is not determined that the vehicle is in the running state simply by turning on the ignition, and the remote keyless system and the tire pressure monitoring system can be switched according to the vehicle state.

  In the above embodiment, the vehicle state determination unit 21c periodically confirms the vehicle state. However, the confirmation may be started with the ignition being on, the parking brake being activated, or the shift position being other than parking.

  In the above embodiment, when the remote keyless system 3 functions, as shown in FIG. 2, the vehicle state determination unit 21c is in the ignition state (step S1), the parking brake state (step S2), the shift position ( Step S3) was confirmed in order. However, these may be confirmed from either, and may be confirmed simultaneously.

  In the above embodiment, when the tire pressure monitoring system 4 functions, as shown in FIG. 3, the vehicle state determination unit 21c is in the ignition state (step S11), the parking brake state (step S12), and the shift position. (Step S13) was confirmed in order. However, these may be confirmed from either, and may be confirmed simultaneously.

In the above embodiment, the vehicle state determination unit 21c may omit the ignition state from the vehicle state determination conditions.
-In above-mentioned embodiment, it replaces with the ignition state changed by operation of the ignition switch 34, and the vehicle state determination part 21c also uses the state of the accessory similarly changed by operation of the ignition switch 34 as a determination condition of vehicle state. Good. When the accessory is in the on state, the vehicle 2 is determined to be in the traveling state, and when the accessory is in the off state, the vehicle 2 is determined to be in the stopped state.

In the above embodiment, the vehicle state determination unit 21c may use only one of the shift position and the parking brake state as the vehicle state determination condition.
In the above embodiment, the shift lever is a shift operation device, but the present invention is not limited to the shift lever, and other devices such as paddles and buttons may be employed.

In the above embodiment, the shift lever and the parking lever are travel system devices, but the present invention is not limited to these, and other devices may be employed.
In the above embodiment, the frequencies of the wireless signal and the detection signal Stp are made different. However, for example, the demodulation method, the encryption format, the transmission speed, etc. may be made different.

  In the above embodiment, the ECU (integrated ECU 21) and the receiver (UHF receiver 23) of the function of the remote keyless system 3 and the function of the tire pressure monitoring system 4 are integrated, but only one of them is integrated. You may integrate. That is, one ECU and two receivers may be employed, or two ECUs and one receiver may be employed.

  In the above embodiment, the frequencies of the remote keyless system 3 and the tire pressure monitoring system 4 are 312 MHz and 315 MHz, respectively, but can be arbitrarily changed according to specifications, laws, and the like.

  -In the said embodiment, the frequency of the remote keyless system 3 and the tire pressure monitoring system 4 is not limited to UHF, For example, LF (Low Frequency), HF (High Frequency), etc. may be used.

  In the above embodiment, the remote engine starter device 26 is directly connected to the ignition switch 34, but may be directly connected to other devices such as the main body ECU 22. Further, the remote engine starter device 26 may be connected to the ignition switch 34 via a bus buffer or the like.

  In the above embodiment, the remote keyless system 3 is remotely operated by the electronic key 1 and the remote engine starter system 5 is remotely operated by the remote engine starter portable device 6, but each system may be remotely operated by one communication terminal.

In the above configuration, a configuration in which the remote engine starter system 5 is omitted may be adopted.
In the above configuration, the electronic key 1 may be provided with an LF receiver capable of receiving LF band radio waves, and the vehicle 2 may be provided with an LF transmitter capable of transmitting LF band radio waves outside the vehicle. When the integrated ECU 21 confirms that the lock and unlocking of the door lock has been completed by the remote keyless system 3, the integrated ECU 21 transmits a door lock locking and unlocking completion notification signal to the electronic key 1 by radio waves in the LF band, and the door lock locking and unlocking is completed. May be answer-backed to the electronic key 1.

In the above-described configuration, a key-free system may be installed in which the electronic key 1 and the vehicle 2 communicate with each other to permit or execute door lock / unlock and engine start / stop.
In the above configuration, the communication terminal is not limited to the electronic key 1 and may be any terminal that can transmit the ID code wirelessly.

Next, a technical idea that can be grasped from the above embodiment will be described together with its effects.
(A) In the in-vehicle communication device according to claim 1, the travel system device is a shift operation device and an ignition switch, and the switching means is configured such that an operation position of the shift operation device is a parking position, or the ignition device When the switch is in an OFF state, it is processed as a vehicle stop, and when the operation position of the shift operating device is other than parking and the ignition switch is in an ON state, the vehicle-mounted communication device is processed as a vehicle running .

  According to this configuration, since the system switching conditions are the operation position of the shift operating device and the operation state of the ignition switch, it is possible to more appropriately determine whether the vehicle is in the stopped state or the traveling state. Is possible. Therefore, it is possible to improve the accuracy of function switching of the in-vehicle communication device.

  (B) In the in-vehicle communication device according to claim 1, the travel system device is a parking brake and an ignition switch, and the switching means is operated by the parking brake or the ignition switch is in an OFF state. The vehicle-mounted communication device is characterized in that the vehicle is processed as a vehicle stop, and when the operation position of the shift operating device is other than parking and the ignition switch is in an on state, the vehicle is processed as a vehicle running.

  According to this configuration, since the system switching conditions are the presence / absence of operation of the parking brake and the operation state of the ignition switch, it is possible to more appropriately determine whether the vehicle is in the stopped state or the traveling state. It becomes possible. Therefore, it is possible to improve the accuracy of function switching of the in-vehicle communication device.

  (C) In the in-vehicle communication device according to claim 1, the traveling system device is a shift operation device, a parking brake, and an ignition switch, and the switching means is such that the operation position of the shift operation device is a parking position. When the parking brake is operated or the ignition switch is in an off state, it is processed as a vehicle stop, the operation position of the shift operating device is other than parking, and the parking brake is not operated, and An in-vehicle communication device characterized in that when an ignition switch is in an ON state, the vehicle is processed as a vehicle running.

  According to this configuration, since the system switching conditions are the operation position of the shift operation device, the presence / absence of operation of the parking brake, and the operation state of the ignition switch, it is determined whether the vehicle is in the stopped state or the traveling state. It becomes possible to determine more appropriately. Therefore, it is possible to improve the accuracy of function switching of the in-vehicle communication device.

  (D) In the in-vehicle communication device according to any one of claims 1 to 4, the switching unit includes an operation state of an accessory switch of the vehicle as a function switching condition, and the accessory switch is in an off state. The vehicle-mounted communication device is processed as vehicle stop, and when the accessory switch is in the ON state, the vehicle is processed as vehicle travel.

  According to the configuration, since the function is switched including the state of the accessory that is always turned on when the vehicle travels, it is possible to acquire and switch that the vehicle is in the traveling state at an early stage. By adding to this information, it is possible to further enhance the function switching system in accordance with the vehicle state.

  DESCRIPTION OF SYMBOLS 1 ... Electronic key as a communication terminal, 2 ... Vehicle, 3 ... Remote keyless system, 4 ... Tire pressure monitoring system, 5 ... Remote engine starter system, 11 ... Communication control part, 12 ... UHF transmission part, 13 ... Lock button, DESCRIPTION OF SYMBOLS 14 ... Unlock button, 20 ... Vehicle-mounted communication apparatus, 21 ... Integrated ECU as a control part, 21b ... Control function switching part as a switching means, 21c ... Vehicle state determination part as a determination means, 21d ... Shift position acquisition part, 21e ... parking brake state acquisition unit, 21f ... ignition state acquisition unit, 22 ... main body ECU, 23 ... UHF receiver, 24 ... engine ECU, 26 ... remote engine starter device, 27 ... reception function switching as reception function switching means 30: In-vehicle LAN, 31: Door lock device, 32 ... IG relay, 33 ... ACC relay 34 ... Ignition switch as travel system device, 35 ... Mechanical key, 41, 42, 43, 44 ... Tire sensor, 45 ... Air pressure monitor, 51 ... Shift device as travel system device, 52 ... Parking brake as travel system device , 61 ... Communication control unit, 62 ... UHF transmitter, 63 ... Start button, 64 ... Stop button, Sacc ... ACC on signal, Ses ... Start signal, Set ... Stop signal, Sig ... IG on signal, Sif ... IG off signal , S1 ... lock signal, Sul ... unlock signal, Sres ... remote engine starter operation signal.

Claims (7)

A remote keyless system that operates a vehicle with a radio signal from a communication terminal as a trigger, and a tire pressure monitoring system that receives a radio signal including tire pressure information from the tire and monitors the air pressure. In the in-vehicle communication device that can operate as one functional unit,
A determination means for determining whether the vehicle is in a stopped state or a traveling state based on an operation state of a traveling system device that is operated from when the engine is started until the vehicle actually starts traveling;
When the determination unit determines that the vehicle is in a stopped state by an operation according to the vehicle stop operation, the function unit is used as a function of the remote keyless system, and the travel system device conforms to the vehicle drive. An in-vehicle communication device comprising: a switching unit that switches the functional unit to a function of the tire pressure monitoring system when the determination unit determines that the vehicle is in a running state by operation. The in-vehicle communication device according to claim 1,
The traveling system device is a shift operation device, and the switching means treats the vehicle as a stop when the operation position of the shift operation device is a parking position, and when the operation position of the shift operation device is other than parking, An in-vehicle communication device characterized by processing as traveling. The in-vehicle communication device according to claim 1,
The travel system device is a parking brake, and the switching means processes as a vehicle stop when the parking brake is operated, and processes as a vehicle travel when the parking brake is not operated. An in-vehicle communication device. The in-vehicle communication device according to claim 1,
The travel system device is a shift operation device and a parking brake, and the switching means treats the vehicle as a vehicle stop when the operation position of the shift operation device is a parking position or when the parking brake is operated, When the operation position of the shift operation device is other than parking and the parking brake is not operated, the vehicle-mounted communication device is processed as vehicle travel. In the in-vehicle communication device according to any one of claims 1 to 4,
The switching means includes an operation state of the ignition switch of the vehicle as a function switching condition, and when the ignition switch is in an off state, the vehicle is treated as a vehicle stop, and when the ignition switch is in an on state, the vehicle is treated as a vehicle running. An in-vehicle communication device characterized by that. In the in-vehicle communication device according to any one of claims 1 to 5,
The function unit is a control unit that is shared by the remote keyless system and the tire pressure monitoring system, and the switching unit has a function of the control unit that is one of the remote keyless system and the tire pressure monitoring system. An in-vehicle communication device characterized in that the control is switched to be controllable. In the vehicle-mounted communication apparatus as described in any one of Claims 1-6,
The function unit is a receiver shared by the remote keyless system and the tire pressure monitoring system, and the switching unit is configured to change the function of the receiver to either the remote keyless system or the tire pressure monitoring system. An in-vehicle communication device characterized by switching to be controllable.

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