JP2012250685A - Tire pneumatic pressure monitoring system and tire valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tire pneumatic pressure monitoring system and a tire valve, by which a valve signal is obtained from all tire valves installed in an own vehicle in a short period of time.SOLUTION: The tire pneumatic pressure monitoring system monitors pneumatic pressure of a tire by receiving a detected signal, transmitted from a tire valve installed in the tire of the vehicle, by a TPMS/RKE receiver set up in a vehicle body. The tire pneumatic pressure monitoring system includes: an acceleration acquisition part where rotation of the tire, in which the tire valve is installed, is acquired; and a transmission frequency setting part which sets a transmission frequency of the detection signal to a second transmission frequency F2, which is higher than normal first transmission frequency F1, during a fixed period T1 after the tire starts rotation.

Description

  The present invention relates to a tire pressure monitoring system and a tire valve for monitoring tire pressure.

  Conventionally, a tire pressure monitoring system (TPMS: Tire Pressure Monitoring System) is known as an apparatus mounted on a vehicle. The valve ID registration system is a system that acquires tire pressure and temperature from a sensor attached to a tire of a vehicle during traveling by wireless communication and monitors a tire abnormality. The sensor is integrally mounted on the tire valve (see, for example, Patent Document 1).

  The tire valve of the tire pressure monitoring system as described above is provided with a transmitter that transmits detection information such as air pressure and temperature detected by a mounted sensor using a radio signal. In addition, the vehicle is provided with a receiver that can receive a wireless signal including detection information transmitted from the transmitter, and a control device that displays air pressure, temperature, and the like from the received signal and warns when there is an abnormality. Most transmitters are built in tire valves.

  In the tire pressure monitoring system, a radio signal including valve identification information (valve ID) is transmitted from a tire valve transmitter in order to determine whether the radio signal is transmitted from a tire valve corresponding to the host vehicle. . Then, the control device of the tire pressure monitoring system authenticates whether or not the valve ID is registered in advance, and on the condition that the authentication is established, the air pressure and temperature based on the detection information included in the radio signal. Is displayed, and a warning is given when an abnormality occurs.

JP 2003-335115 A Japanese Patent Laid-Open No. 2004-5060

  By the way, in the tire pressure monitoring system, it is necessary for the receiver to acquire only valve identification information from a tire valve attached to the tire of the own vehicle. Therefore, for example, there is an automatic ID confirmation function as a valve ID confirmation function during traveling of the vehicle. For this function, for example, by checking whether changes in tire temperature and pressure coincide with the running state such as the speed of the vehicle, it is determined whether it is the valve ID of the tire of the host vehicle, and the valve ID is set to the vehicle body side. There is a valve ID registration system for registration (see, for example, Patent Document 2).

  In the registration of the valve ID based on such changes in temperature and pressure, it is difficult to determine whether or not the change in the vehicle state matches the change in temperature and pressure, and it cannot be determined unless the running and the stop are repeated. It takes time. Therefore, there is a need for a tire pressure monitoring system and a tire valve that can easily determine and register the valve ID of a tire mounted on the host vehicle in a short time.

  Note that the desire to shorten the processing time is not limited to the automatic ID confirmation function, but is also applicable to other functions. For example, in a tire air pressure monitoring system, it is necessary to collect tire air pressure from all tires within a predetermined time from the start of vehicle travel, so there is a demand for acquiring tire air pressure immediately. The tire pressure monitoring system also has an initialization function that sets a low pressure threshold based on the detected tire pressure. If the initialization is executed after the tire temperature has risen, the temperature rise Therefore, there is a demand for collecting the tire pressure immediately even with the initialization function.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a tire pressure monitoring system and a tire valve that can acquire valve signals in a short time from all the tire valves mounted on the host vehicle. There is to do.

Hereinafter, means for achieving the above-described object and its operation and effects will be described.
The invention according to claim 1 is a tire air pressure monitoring system that receives a valve signal transmitted from a tire valve attached to a tire of a vehicle by a receiving means installed in a vehicle body and monitors the air pressure of the tire. Rotation acquisition means for acquiring rotation of the tire to which the tire valve is attached, and transmission for setting the transmission frequency of the valve signal to a frequency higher than normal for a certain time after the tire starts rotating. The gist is that the frequency setting means is provided.

  According to this configuration, the tire valve transmits the valve signal at a frequency higher than usual for a certain time from the start of rotation of the tire. For this reason, when the transmission frequency of the valve signal from the tire valve is higher than usual, the probability that the receiving means receives the valve signal is increased, and the valve signal is transmitted from all tire valves mounted on the host vehicle from the start of traveling. It is possible to get in time.

  According to a second aspect of the present invention, in the tire pressure monitoring system according to the first aspect, the tire valve periodically and repeatedly transmits the valve signal, and the transmission frequency setting means is configured to transmit the valve during vehicle travel. The gist of the invention is to set the signal transmission frequency higher than when the vehicle is stopped, and to set the valve signal transmission frequency higher than when the vehicle is running for a predetermined time after the tire starts rotating. Yes.

  According to this configuration, the valve signal transmission frequency is set to be higher when the vehicle is traveling than when the vehicle is stopped, and the valve signal transmission frequency is set to be higher during a certain time from the start of tire rotation than when the vehicle is traveling. To do. For this reason, it is possible for the receiving means to receive a valve signal having a high transmission frequency in the order of when the vehicle is stopped, when the vehicle is running, and when the vehicle starts rotating for a certain time. Further, it is possible to acquire the valve signal in the shortest time within a fixed time from the start of tire rotation.

  According to a third aspect of the present invention, in the tire air pressure monitoring system according to the first or second aspect, the transmission frequency setting means only when the rotation of the tire has not been performed for a predetermined time or more before the rotation of the tire starts. The gist of the invention is that the transmission frequency of the valve signal is set higher than usual for a certain time after the tire starts rotating.

  According to this configuration, the valve signal is transmitted at a high transmission frequency only when the tire has not rotated for a predetermined time or more before the tire starts rotating. For this reason, it is not necessary to transmit every time with a high transmission frequency every time the tire rotates, and battery consumption due to an increase in the transmission of the valve signal can be suppressed.

  According to a fourth aspect of the present invention, in the tire pressure monitoring system according to any one of the first to third aspects, when the valve signal is provided in the vehicle and receives the valve signal from the tire valve, it is included in the valve signal. The gist of the present invention is that it includes registration means for registering the valve ID to be registered in the receiving means.

  According to this configuration, since the valve ID included in the valve signal is registered in the receiving means, the valve signal is received at a frequency higher than usual within a certain time from the start of rotation of the tire, and the valve ID is set for a short time. It is possible to register with.

  According to a fifth aspect of the present invention, in the tire pressure monitoring system according to the fourth aspect, the registration means is included in the valve signal having a short reception interval for a predetermined time after the vehicle starts traveling. The gist is to register the valve ID to be registered in the receiving means.

  According to this configuration, the valve ID included in the valve signal is registered on the condition that the valve signal is received at a high frequency during a predetermined time from the start of traveling of the vehicle. That is, the valve ID is registered only when the rotation of the tire coincides with the traveling of the vehicle. For this reason, even if another vehicle is nearby, even if a valve signal is frequently received from the tire valve of the other vehicle, it is not registered if the host vehicle is not running, and is attached to the host vehicle. It is possible to securely register the valve ID of the tire.

  According to a sixth aspect of the present invention, in the tire pressure monitoring system according to the fourth or fifth aspect, when the registration means receives the valve signal having a high transmission frequency when its own operation mode is the registration mode, Alternatively, when the same valve signal is received at a short time interval, the gist is to register the valve ID included in the valve signal as the valve ID of the host vehicle.

  According to this configuration, the valve ID included in the valve signal is registered as the valve ID of the host vehicle on condition that the valve signal is received more frequently than usual. For this reason, it is possible to determine whether or not the valve signal includes a valve ID to be registered by checking the reception frequency of the valve signal.

  According to a seventh aspect of the present invention, in the tire pressure monitoring system according to any one of the fourth to sixth aspects, the registration unit is configured to park the vehicle for a predetermined time or more before the tire starts to rotate. The gist of the invention is to switch its own operation mode to a registration mode when the ignition of the vehicle is turned on.

  According to the configuration, when the vehicle is parked for a predetermined time or when the ignition is turned on, the registration mode for registering the valve ID is set. Therefore, even if the tire is replaced for a long time, the registration is performed again. Therefore, it is possible to monitor the tire of the own vehicle as usual. Further, every time the engine is started, it is possible to reliably register the valve ID of the tire mounted on the host vehicle. Therefore, even if the registered valve ID is deleted over a long period of time, it is possible to automatically register a new valve ID.

  In the tire pressure monitoring system according to any one of claims 4 to 7, in the tire pressure monitoring system according to claim 8, by confirming whether or not the registered valve ID is received during normal operation, The gist of the invention is that it includes a registration re-execution unit that determines whether or not the valve ID is erroneously registered, and causes the registration unit to re-execute the registration when the erroneous registration occurs.

  If it is in the running state, it should receive the registered valve ID, but if the registered valve ID cannot be received, there is a possibility that tires with different valve IDs are mounted on the vehicle. Therefore, according to the above configuration, when the registered valve ID cannot be received despite being in the running state, the registration mode is set, so that the valve ID of the tire mounted on the host vehicle is surely registered. Is possible.

  The invention according to claim 9 is attached to a tire of a vehicle, transmits a valve signal including the air pressure of the tire, and a receiving means installed on a vehicle body monitors the air pressure of the tire by receiving the valve signal. In a tire valve used for a tire pressure monitoring system, a rotation acquisition means for acquiring that the tire to which the tire is attached has rotated, and the valve signal for a certain period of time after the tire starts rotating. The gist of the invention is that it includes transmission frequency setting means for setting the transmission frequency to a higher frequency than usual.

  According to this configuration, the tire valve transmits the valve signal at a frequency higher than usual for a certain time from the start of rotation of the tire. For this reason, when the transmission frequency of the valve signal from the tire valve is higher than usual, the reception means is highly likely to receive the valve signal, and the valve signal is shortened from the start of travel from all the tire valves mounted on the host vehicle. It is possible to get in time.

  According to a tenth aspect of the present invention, in the tire valve according to the ninth aspect, the transmission frequency setting means rotates the tire only when the rotation of the tire has not occurred for a predetermined time or more before the start of the rotation of the tire. The gist of the invention is to set the transmission frequency of the valve signal higher than usual for a certain period of time after starting the operation.

  According to this configuration, the valve signal is transmitted at a high transmission frequency only when the tire has not rotated for a predetermined time or more before the tire starts rotating. For this reason, it is not necessary to transmit every time with a high transmission frequency every time the tire rotates, and battery consumption due to an increase in the transmission of the valve signal can be suppressed.

  According to the present invention, valve signals can be acquired in a short time from all tire valves mounted on the host vehicle.

The block diagram which shows schematic structure of a tire pressure monitoring system. The figure which shows the operation state of a vehicle, and the transmission state of the detection signal of a tire valve. The flowchart which shows the transmission operation | movement of a tire valve. The flowchart which shows the registration operation | movement of a control apparatus.

  Hereinafter, an embodiment in which the present invention is embodied in a tire pressure monitoring system will be described with reference to FIGS. The vehicle 1 includes a tire pressure monitoring system (TPMS: Tire Pressure Monitoring System) that detects tire pressure by monitoring tire pressure and the like, and a remote keyless entry that locks and unlocks the door by remote control of the electronic key 10. (RKE: Remote Keyless Entry) is provided.

  As shown in FIG. 1, each tire 2 (a total of 4) of the vehicle 1 has an air inlet and tire valves 3 (a total of 4) that detect and transmit the air pressure of the tire 2. Is provided. The tire valve 3 is equipped with a valve control unit 31 that controls the operation of the tire valve 3. Connected to the valve control unit 31 is a UHF transmission unit 32 that transmits a detection signal Stp including the air pressure of the tire 2 by radio waves (about 315 MHz) in a UHF (Ultra High Frequency) band in Japan. The valve control unit 31 is provided with a memory 31a that stores a valve ID. The detection signal Stp corresponds to a valve signal.

  The tire valve 3 includes a pressure sensor 33 that detects the pressure of the tire 2, a temperature sensor 34 that detects the temperature of the tire 2, an acceleration sensor 35 that detects acceleration applied in the radial direction of the tire 2, and the like. . The acceleration sensor 35 detects the rotation of the tire 2 by detecting the acceleration applied in the radial direction of the tire 2. These sensors output detection signals to the valve control unit 31.

  The detection signal Stp transmitted by the UHF transmitter 32 includes the air pressure and temperature of the tire 2, the unique ID (valve ID) of the tire 2, and the like. That is, the detection signal Stp includes ID information as well as air pressure information. When the acceleration sensor 35 detects acceleration, the tire valve 3 transmits the detection signal Stp from the tire valve 3 in order from the tire valve 3. The tire valve 3 switches the transmission frequency (transmission interval) of the detection signal Stp based on the acceleration signal input from the acceleration sensor 35. For example, the tire valve 3 transmits the detection signal Stp at an interval of 1 time / minute when the vehicle travels, and transmits the detection signal Stp at an interval of 1 time / 5 minutes when the vehicle stops.

  A control device 4 for controlling the tire pressure monitoring system is mounted on the vehicle body of the vehicle 1. The control device 4 is provided with a memory 4a in which the key ID of the electronic key 10 and the valve ID of the tire valve 3 are registered. The control device 4 is provided with an ID verification unit 4b that performs key ID verification and valve ID verification. The control device 4 constitutes a receiving unit.

  Connected to the control device 4 is a TPMS / RKE receiver 5 that receives a detection signal Stp including the air pressure of the tire 2 transmitted from the tire valve 3 of each tire 2 by a UHF band radio wave (about 315 MHz) in Japan. Has been. The TPMS / RKE receiver 5 is installed on the vehicle body. The TPMS / RKE receiver 5 constitutes a receiving means. The control device 4 is connected with a display device 6 for displaying the air pressure of the tire 2 to the driver. The display device 6 is installed in the driver's seat of the vehicle 1.

  The TPMS / RKE receiver 5 is always activated so that radio waves can be received when the detection signal Stp is transmitted while the vehicle is running or the vehicle is stopped. In addition, the vehicle being stopped means a state in which the vehicle 1 is not running but the ignition is on. The TPMS / RKE receiver 5 is activated at a predetermined intermittent period while the vehicle is parked. This is because the radio wave from the electronic key 10 is mainly searched while the vehicle is parked. However, since the radio wave from the electronic key 10 is transmitted only when the user gets on the vehicle 1, TPMS / RKE. This is because it is sufficient if the receiver 5 is intermittently started, and as a result, dark current can be suppressed. It should be noted that during vehicle parking, the vehicle 1 is not running and the ignition is off.

  When receiving the detection signal Stp, the TPMS / RKE receiver 5 outputs the valve ID and the detection information included in the detection signal Stp to the control device 4. The control device 4 executes ID collation with the valve ID in the detection signal Stp, and recognizes that the signal is from the tire valve 3 registered in the vehicle 1 if the ID collation is established. And the control apparatus 4 performs the low pressure determination of a tire by comparing the air pressure of the tire 2 contained in the detection signal Stp with a low pressure threshold value.

  The control device 4 sets a low pressure threshold based on the tire temperature in the detection signal Stp when determining the low pressure of the tire. This is because when the tire temperature increases, the tire air pressure also increases, so that an appropriate low pressure threshold value is set according to the tire temperature. The control device 4 causes the display device 6 to display the determination result of the tire pressure and the low pressure threshold. Further, if the air pressure or temperature of the tire 2 is abnormal, the control device 4 notifies that fact by the display device 6 or an alarm (not shown). The control device 4 repeatedly executes this operation every time it receives the detection signal Stp from the tire valve 3.

  The electronic key 10 is a vehicle key for remote keyless entry mounted on the vehicle 1. The remote keyless entry is a kind of key system in which key verification is performed in response to communication from the electronic key 10. The electronic key 10 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 a key ID is registered as a unique key code of the electronic key 10. The communication control unit 11 is connected to a UHF transmission unit 12 that can transmit a radio wave in the UHF band in accordance with a command from the communication control unit 11.

  The electronic key 10 is provided with operation buttons such as a lock button 13 and an unlock button 14 for performing a lock operation of the door lock of the push button type vehicle 1. 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 a UHF band operation signal Ssa including a unique key ID of the electronic key 10 and operation information.

  The communication control unit 11 transmits an operation signal Ssa including door lock locking information from the UHF transmission unit 12 when the locking button 13 is operated with a single press. When the control device 4 receives the operation signal Ssa including the door lock locking information by the TPMS / RKE receiver 5, the control device 4 compares the key ID registered in its own memory 4a with the key ID of the electronic key 10 and performs ID verification. Do. And if the control apparatus 4 confirms establishment of ID collation, it will output the door lock locking command to the door lock apparatus 7, and will lock a door lock. On the other hand, when the unlock button 14 is single-pressed, the communication control unit 11 similarly transmits an operation signal Ssa including door lock unlocking information from the UHF transmission unit 12. When the control device 4 performs ID collation and confirms that ID collation is established, the control device 4 outputs a door lock unlock command to the door lock device 7 to unlock the door lock. The TPMS / RKE receiver 5 is an integrated receiver that receives a signal from the tire valve 3 and a signal from the electronic key 10.

  The tire pressure monitoring system of this embodiment is provided with a valve ID registration system that automatically registers the valve ID of the tire valve 3 provided in each tire 2 in the control device 4 during traveling. When the tire 2 starts rotating, the tire valve 3 of the present example increases the transmission frequency of the detection signal Stp from the normal time for a predetermined time T1 from the start of rotation. Further, in the control device 4 of the vehicle 1 of this example, if the vehicle 1 is parked for a certain period of time before the vehicle 1 starts running, the operation mode is switched from the normal mode to the ID registration mode. At this time, the valve ID included in the detection signal Stp is set to the valve ID of the tire 2 attached to the host vehicle 1 based on the fact that the reception frequency of the detection signal Stp transmitted from each tire valve 3 matches the state of the vehicle 1. Register as

  The valve control unit 31 of the tire valve 3 is provided with an acceleration acquisition unit 31b that acquires the acceleration detected by the acceleration sensor 35. The acceleration acquisition unit 31b grasps the presence or absence of radial acceleration generated by the rotation of the tire 2, that is, when the vehicle 1 starts running, from a signal from the acceleration sensor 35. The acceleration acquisition unit 31b functions as a rotation acquisition unit.

  The valve control unit 31 is provided with a transmission frequency setting unit 31c that sets the transmission frequency of the detection signal Stp transmitted from the UHF transmission unit 32. When the transmission frequency setting unit 31c acquires the acceleration by the acceleration acquisition unit 31b, the transmission frequency setting unit 31c sets the transmission interval of the detection signal Stp to the normal transmission frequency (first transmission frequency F1). Here, the transmission frequency setting unit 31c sets the transmission interval of the detection signal Stp from the normal first transmission frequency F1 during a predetermined time T1 from the start of acceleration acquisition by the acceleration acquisition unit 31b, that is, from the start of rotation of the tire 2. Is set to a higher transmission frequency (second transmission frequency F2). Here, the predetermined time T1 is counted by the counter 31d. The transmission frequency setting unit 31c functions as a transmission frequency setting unit.

  The control device 4 is provided with a reception frequency determination unit 4c that determines the reception frequency of the detection signal Stp transmitted from each tire valve 3. In the ID registration mode, the reception frequency determination unit 4c receives the detection signal Stp received from the tire valve 3 at a normal interval (first reception frequency F1) or shorter than normal (second reception). It is determined whether the frequency is F2). Here, the first reception frequency F1 is higher than the second reception frequency F2 (see FIG. 2). The reception frequency determining unit 4c constitutes a registration unit.

  The control device 4 is provided with an ID registration unit 4d that registers a key ID and a valve ID in the memory 4a. When the ID registration unit 4d determines that the received detection signal Stp is the valve ID of the tire 2 attached to the host vehicle 1, the ID registration unit 4d registers the valve ID included in the detection signal Stp in the memory 4a. That is, when the vehicle 1 is in a traveling state and the detection signal Stp is received at the second reception frequency F2 within a predetermined time T1 from the start of traveling, the ID registration unit 4d determines the valve ID included in the detection signal Stp. Register in the memory 4a. That is, the ID registration unit 4d registers an ID having a high reception frequency as the ID of the host vehicle 1 among the valve IDs received within a certain time from the start of traveling. If the registered ID is not received, that is, if there is a possibility of erroneous registration, the ID registration unit 4d performs the valve ID registration operation again. The ID registration unit 4d registers the key ID transmitted from the electronic key 10 in the memory 4a, for example, when a key ID registration operation is executed with the electronic key 10. The ID registration unit 4d constitutes a registration unit and a registration re-execution unit.

  The control device 4 is provided with a mode setting unit 4e for setting an operation mode of the tire pressure monitoring system. The mode setting unit 4e is a normal mode for acquiring tire pressure information transmitted from each tire valve 3, an ID registration mode for registering the valve ID of the tire 2 in the memory 4a, and initial information for acquiring initial information such as the air pressure of the tire 2. Or a diagnostic mode (special mode) for diagnosing the state of the tire pressure monitoring system. The mode setting unit 4e constitutes a registration unit.

  The mode setting unit 4e acquires vehicle speed information from the vehicle speed sensor 8, thereby grasping that the vehicle 1 is in a traveling state. When the vehicle 1 is in a running state, the mode setting unit 4e is in a case where the vehicle 1 is not running (parked) for a long period of time (predetermined period W1) such as several months, or the valve ID is stored in the memory. If not registered in 4a, the ID registration mode is set. Then, the mode setting unit 4e displays the normal mode when the valve IDs corresponding to the number of tires 2 mounted on the vehicle 1 are registered in the memory 4a or when a predetermined time T1 in which the detection signal Stp is the second transmission frequency has elapsed. (See FIG. 2).

Next, the registration operation of the valve ID registration system will be described with reference to FIGS.
For example, it is assumed that the vehicle 1 meets the registration conditions, such as not traveling for a long time or not registering the valve ID. In such a case, the vehicle 1 sets the ID registration mode from the normal mode and registers the valve ID.

  As shown in FIG. 2, when IG (IGnition) is turned on and the vehicle 1 starts running, the tire 2 rotates and acceleration is generated in the radial direction, so that acceleration is detected by the acceleration sensor 35.

First, the operation of the tire valve 3 will be described with reference to FIG.
As shown in FIG. 3, the valve control unit 31 first determines whether or not there is an acceleration (step S1). That is, the acceleration acquisition unit 31b determines whether or not acceleration is acquired from the acceleration sensor 35. The valve control unit 31 ends the process when the acceleration acquisition unit 31b does not acquire acceleration (step S1: NO).

  When the acceleration acquisition unit 31b acquires the acceleration, the valve control unit 31 starts transmission of the detection signal Stp including the valve ID together with the detection information such as the detected pressure and temperature. At this time, the valve control unit 31 transmits the detection signal Stp at the second transmission frequency F2 for a predetermined time T1 from the start of transmission (step S2). That is, the transmission frequency setting unit 31c sets the transmission frequency of the detection signal Stp to a second transmission frequency higher than the normal first transmission frequency F1 when transmission starts, and causes the UHF transmission unit 32 to transmit the detection signal Stp (FIG. 2).

  The valve control unit 31 determines whether or not a predetermined time T1 has elapsed from the start of transmission of the detection signal Stp (step S3). That is, the transmission frequency setting unit 31c determines whether or not the time counted by the counter 31d has reached the predetermined time T1. If the predetermined time T1 has not elapsed since the start of transmission of the detection signal Stp (step S3: NO), the transmission frequency setting unit 31c proceeds to step S1. Here, the valve control unit 31 ends the process when the acceleration is not acquired before the predetermined time T1 is reached (step S1: NO).

  When the predetermined time T1 has elapsed from the start of transmission of the detection signal Stp (step S3: YES), the valve control unit 31 transmits the detection signal Stp at the first transmission frequency F1 (step S4). That is, the transmission frequency setting unit 31c sets the transmission frequency of the detection signal Stp from the second transmission frequency F2 to the normal first transmission frequency F1, and causes the UHF transmission unit 32 to transmit the detection signal Stp (see FIG. 2).

  The valve control unit 31 determines whether or not the acceleration is lost (step S5). That is, the acceleration acquisition unit 31b determines whether or not the acceleration is not acquired from the acceleration sensor 35. When the acceleration acquisition unit 31b acquires acceleration (step S5: NO), the valve control unit 31 proceeds to step S4 and transmits the detection signal Stp at the first transmission frequency F1. On the other hand, when the acceleration acquisition unit 31b does not acquire acceleration (step S5: YES), the valve control unit 31 stops transmission of the detection signal Stp (step S6) and ends the process.

  Next, the operation of the vehicle 1 will be described with reference to FIG. The vehicle 1 receives an operation signal Ssa mainly transmitted from the electronic key 10 while the vehicle 1 is parked, and is detected from the tire valve 3 while the vehicle 1 is stopped and running. The normal mode for receiving the signal Stp is set.

  As shown in FIG. 4, the vehicle 1 first determines whether or not it is traveling (step S11). That is, the mode setting unit 4e determines whether or not the vehicle speed is acquired from the vehicle speed sensor 8. When the vehicle speed is not acquired from the vehicle speed sensor 8 (step S11: NO), the control device 4 ends the process.

  When acquiring the vehicle speed from the vehicle speed sensor 8, the control device 4 determines whether or not the registration condition is satisfied (step S12). In other words, the mode setting unit 4e does not match any registration condition in which the valve ID is not registered in the memory 4a, the vehicle has not traveled for a long time, or the valve ID needs to be registered again (step S12: NO), the process is terminated.

  If the mode setting unit 4e matches any registration condition (step S12: YES), the mode setting unit 4e sets the normal mode to the ID registration mode (step S13). That is, the mode setting unit 4e changes from the normal mode to the ID registration mode when it is in the running state and the registration condition is met.

  The control device 4 starts the valve ID registration process by setting the ID registration mode. In this embodiment, since the valve IDs of the four tires 2 mounted on the vehicle 1 are acquired and registered, the process is repeated four times to acquire each valve ID.

  When the control device 4 receives the detection signal Stp transmitted from the tire valve 3 because the vehicle 1 has started running (step S14), whether or not the reception frequency of the detection signal Stp is the second reception frequency F2. Is determined (step S15). That is, since the reception frequency determination unit 4c should receive the detection signal Stp transmitted from the tire valve 3 of the tire 2 of the host vehicle 1 at the second reception frequency F2 if the predetermined time T1 from the start of traveling, By determining whether or not the reception frequency is F2, it is possible to confirm whether or not the valve ID of the host vehicle 1 is present. When the control device 4 receives the detection signal Stp at a reception frequency that is not the second reception frequency F2 such as the first reception frequency F1 (step S15: NO), the control device 4 proceeds to step S18.

  When receiving the detection signal Stp at the second reception frequency F2 (step S15: YES), the control device 4 determines whether or not the time from the start of traveling is within the predetermined time T1 (step S16). That is, since the ID registration unit 4d receives the detection signal Stp at the second reception frequency F2 within the predetermined time T1 from the start of traveling, it confirms whether or not it is within the predetermined time T1. If the ID registration unit 4d is not within the predetermined time T1 from the start of travel (step S16: NO), the process proceeds to step S18.

  On the other hand, if the ID registration unit 4d is within the predetermined time T1 from the start of travel (step S16: YES), the valve ID included in the received detection signal Stp is registered (step S18). The above registration process is repeated for the number of tires 2 that are mounted.

  When the valve ID registration process ends, the control device 4 sets the ID registration mode to the normal mode (step S18). If the ID registration unit 4d is not within the predetermined time T1 from the start of traveling, the process proceeds to step S18. That is, the mode setting unit 4e changes from the ID registration mode to the normal mode when the valve ID is registered by the ID registration unit 4d.

  The tire valve 3 sets the transmission frequency of the detection signal Stp to the second transmission frequency F2 that is higher than the normal first transmission frequency F1 during a certain time T1 from the start of rotation. Further, the control device 4 registers the valve ID included in the detection signal Stp in the memory 4a on the condition that the detection signal Stp is received at the second reception frequency F2 at a predetermined time T1 from the start of traveling of the vehicle 1. For this reason, even if a detection signal transmitted from another nearby vehicle is received due to a difference in transmission frequency of the detection signal Stp transmitted from the tire valve 3, it is transmitted from the tire valve 3 of the host vehicle 1. The detection signal Stp can be distinguished. Therefore, the valve ID of the tire 2 attached to the host vehicle 1 can be easily registered in a short time.

  Moreover, since the control device 4 performs registration of the valve ID at the time of travel and stop, it can continuously receive a signal transmitted from the electronic key 10 of the remote keyless entry system during parking, affecting other systems. Valve ID can be registered without giving

  Further, when the initialization mode is set, if the air pressure of the detection signal Stp received at the second reception frequency F2 is acquired, the detection information is obtained during a predetermined time T1 from the start of the rotation of the tire 2. The air pressure before warming can be distinguished and acquired.

As described above, according to the embodiment described above, the following effects can be obtained.
(1) The tire valve 3 transmits the detection signal Stp at a second transmission frequency F2 higher than normal for a predetermined time T1 from the start of rotation of the tire 2. For this reason, when the transmission frequency of the detection signal Stp from the tire valve 3 is higher than usual, the probability that the TPMS / RKE receiver 5 receives the detection signal Stp increases, and all the tire valves attached to the host vehicle 1 are increased. 3, the detection signal Stp can be acquired in a short time from the start of traveling.

  (2) The transmission frequency of the detection signal Stp is set higher when the vehicle travels than when the vehicle is stopped, and the transmission frequency of the detection signal Stp is higher during the predetermined time T1 from the start of rotation of the tire 2 than when the vehicle travels. Set. Therefore, the TPMS / RKE receiver 5 can receive the detection signal Stp having a high transmission frequency in the order of the predetermined time T1 from the start of rotation when the vehicle is stopped, when the vehicle is traveling, and so on. Further, the detection signal Stp can be acquired in the shortest time between the start of rotation of the tire 2 and the predetermined time T1.

  (3) Since the valve ID included in the detection signal Stp is registered in the control device 4, the detection signal Stp is received at a second reception frequency F2 higher than normal during a predetermined time T1 from the start of rotation of the tire 2. The valve ID can be registered in a short time.

  (4) The valve ID included in the detection signal Stp is registered on condition that the detection signal Stp is received at a high frequency during the predetermined time T1 from the start of traveling of the vehicle 1. That is, the valve ID is registered only when the rotation of the tire 2 and the traveling of the vehicle 1 coincide. For this reason, even if another vehicle is nearby, even if the detection signal Stp is received from the tire valve 3 of the other vehicle at a high frequency, it is not registered unless the host vehicle 1 is traveling. The valve ID of the tire 2 attached to 1 can be reliably registered.

  (5) The valve ID included in the detection signal Stp is registered as the valve ID of the host vehicle 1 on condition that the detection signal Stp is received at the second reception frequency F2 higher than usual. Therefore, it is possible to determine whether or not the detection signal Stp includes the valve ID to be registered by confirming the reception frequency of the detection signal Stp.

  (6) Since the registration mode for registering the valve ID is set when the vehicle is parked for a long period of time, even if the tire is changed over a long period of time, the tire 2 of the host vehicle 1 can be re-registered as usual. Can be monitored. Further, the valve ID of the tire 2 attached to the host vehicle 1 can be surely registered every time the engine is started. Therefore, even if the registered valve ID is deleted over a long period of time, the valve ID can be newly registered automatically.

  (7) If the registered valve ID cannot be received even though the vehicle is in the running state, the registration mode is set, so that the valve ID of the tire 2 attached to the host vehicle 1 can be registered reliably. it can.

In addition, the said embodiment can be implemented with the following forms which changed this suitably.
In the above embodiment, when the rotation of the tire 2 is detected, the transmission frequency of the detection signal Stp transmitted from the tire valve 3 is set high during the predetermined time T1 from the start of the rotation of the tire 2. However, only when a long time has elapsed until the rotation of the tire 2 is detected, even if the transmission frequency of the detection signal Stp transmitted from the tire valve 3 is set high during a predetermined time T1 from the start of the rotation of the tire 2 Good. For example, the tire valve 3 measures the time from the rotation stop using the counter 31d. At this time, it is desirable to drive the tire valve 3 in the low consumption mode. In this way, it is not necessary to transmit each time with the high transmission frequency F2 every time the tire 2 rotates, so that battery consumption due to increased transmission can be suppressed.

  -In above-mentioned embodiment, you may make it set to ID registration mode by acquiring from the IG relay 9 that the ignition of the vehicle 1 was turned on. In this way, when the ignition is turned on, that is, when the engine is started, the valve ID is set to the ID registration mode, so that the engine is mounted on the host vehicle 1 every time the engine is started. It is possible to reliably register the valve ID of the tire 2. Therefore, even if the tire 2 is replaced, the valve ID can be newly registered automatically.

  In the above embodiment, when the registered valve ID cannot be received even though the vehicle 1 is in the traveling state, the ID registration mode may be set to newly acquire the valve ID. In other words, the registered valve ID should be received in the running state, but if the registered valve ID cannot be received, the tire 2 with a different valve ID may be attached to the vehicle 1. . Thus, in this way, when the registered valve ID cannot be received despite being in the running state, the valve ID of the tire 2 attached to the host vehicle 1 is set by setting the ID registration mode. Can be registered reliably.

-In the said embodiment, you may make it set to ID registration mode, if it will be in a driving state irrespective of registration conditions.
In the above-described embodiment, the acceleration sensor 35 is used to detect the rotation of the tire 2. However, as long as the rotation can be detected, other sensors may be used regardless of the acceleration.

In the above-described embodiment, the operation mode may be provided with a failure read mode for reading a failure location, a rewrite mode for rewriting data setting values, and the like as necessary.
In the above-described embodiment, the vehicle 1 may be provided with an electronic key system for performing mutual communication and a short-range wireless communication system.

In the above embodiment, the special mode may be a mode other than the failure read mode.
-In the said embodiment, you may notify completion of switching of an operation mode by an answer back etc., for example.

In the above embodiment, the sensors mounted on the tire valve 3 are not limited to those described in the embodiment, and may be appropriately changed or added.
In the above embodiment, the tire valve 3 is not limited to the one that transmits the detection signal Stp when the acceleration sensor 35 detects the rotation of the tire 2. For example, the tire valve 3 may constantly transmit the detection signal Stp.

  In the above-described embodiment, the detection signal Stp is transmitted from the tire valve 3 using UHF band radio waves. However, the detection signal Stp is not limited to the UHF band, and other frequency bands such as the LF band and the HF (High Frequency) band are used. Also good.

In the above embodiment, the communication between the tire valve 3 and the TPMS / RKE receiver 5 is performed using radio waves in the UHF band, but different frequency bands may be used instead of the same frequency band.
In the above embodiment, the tire air pressure monitoring system may be an initiator type that activates the tire valve 3 with an activation signal from the initiator and transmits the detection signal Stp.

In the above embodiment, the TPMS / RKE receiver 5 may be integrated into the control device 4.
In the above embodiment, a configuration in which the remote keyless entry is omitted may be adopted.

  In the above embodiment, different signals may be transmitted from the tire valve in the normal mode and the ID registration mode. That is, only the valve ID may be transmitted from the tire valve 3 in the registration mode.

-If the above configuration is used, it can also be applied during initialization and fault diagnosis.
-In above-mentioned embodiment, the determination method of valve ID of the own vehicle 1 is registered even if the thing with a short receiving interval is registered as valve ID of the own vehicle 1 among valve IDs received for a fixed time, for example from a travel start Good. The time is counted with a counter or the like.

  In the above embodiment, the registration mode may be set on condition that the registration switch 20 of the receiver is operated.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Tire, 3 ... Tire valve, 4 ... Control apparatus, 4a ... Memory, 4b ... ID collation part, 4c ... Reception frequency determination part, 4d ... ID registration part as a registration means, 4e ... Mode setting part DESCRIPTION OF SYMBOLS 5 ... TPMS / RKE receiver which comprises a receiving means, 6 ... Display apparatus, 7 ... Door lock device, 8 ... Vehicle speed sensor, 10 ... Electronic key, 11 ... Communication control part, 12 ... UHF transmission part, 13 ... Locking Buttons 14, unlocking buttons 20, registration switches, 31, valve control units, 31 a, memory, 31 b, acceleration acquisition units, 31 c, transmission frequency setting units as transmission frequency setting means, 32, UHF transmission units, 33,. Pressure sensor, 34 ... temperature sensor, 35 ... acceleration sensor, F1 ... cost 1 transmission frequency, F2 ... second transmission frequency, Ssa ... operation signal, Stp ... detection signal, T1 ... predetermined time.

Claims (10)

In a tire pressure monitoring system that receives a valve signal transmitted from a tire valve attached to a tire of a vehicle by a receiving means installed in a vehicle body and monitors the pressure of the tire,
Rotation acquisition means for acquiring rotation of the tire to which the tire valve is attached;
A tire pressure monitoring system, comprising: a transmission frequency setting unit that sets a transmission frequency of the valve signal higher than normal for a predetermined time after the tire starts rotating. In the tire pressure monitoring system according to claim 1,
The tire valve periodically transmits the valve signal repeatedly,
The transmission frequency setting means sets the transmission frequency of the valve signal when the vehicle is running higher than when the vehicle is stopped, and sets the transmission frequency of the valve signal for a certain period of time after the tire starts rotating. A tire pressure monitoring system that is set higher than when the vehicle is running. In the tire pressure monitoring system according to claim 1 or 2,
The transmission frequency setting means normally sets the transmission frequency of the valve signal for a certain period of time after the tire starts rotating only when the rotation of the tire has not exceeded a predetermined time until the tire starts rotating. Tire pressure monitoring system, characterized by being set higher than In the tire pressure monitoring system according to any one of claims 1 to 3,
A tire pressure monitoring system, comprising: a registration unit that is provided in the vehicle and that registers a valve ID included in the valve signal in the reception unit when the valve signal is received from the tire valve. In the tire pressure monitoring system according to claim 4,
The said registration means registers valve ID contained in the said valve signal with a short receiving interval in the said reception means for a fixed time after the said vehicle starts driving | running | working. The tire pressure monitoring system characterized by the above-mentioned. In the tire pressure monitoring system according to claim 4 or 5,
The registration means, when its own operation mode is the registration mode, when receiving the valve signal with high transmission frequency, or when receiving the same valve signal at a short time interval, the valve ID included in the valve signal Is registered as a valve ID of the own vehicle. In the tire pressure monitoring system according to any one of claims 4 to 6,
The registration means switches its operation mode to a registration mode when the vehicle is parked for a predetermined time or more before the tire starts to rotate, or when the ignition of the vehicle is turned on. Tire pressure monitoring system. In the tire pressure monitoring system according to any one of claims 4 to 7,
During normal operation, it is determined whether or not the registered valve ID has been received, thereby determining whether or not the valve ID is erroneously registered. When the erroneous registration has occurred, the registration is stored in the registration means. A tire air pressure monitoring system comprising registration re-execution means for re-execution. Used in a tire pressure monitoring system which is attached to a tire of a vehicle, transmits a valve signal including the tire pressure, and monitors the tire pressure by receiving a valve signal received by a receiving means installed on a vehicle body. In tire valves,
Rotation acquisition means for acquiring that the tire to which it is attached has rotated;
A tire valve comprising: a transmission frequency setting unit that sets a transmission frequency of the valve signal to a frequency higher than normal for a predetermined time after the tire starts rotating. In the tire valve according to claim 9,
The transmission frequency setting means normally sets the transmission frequency of the valve signal for a certain period of time after the tire starts rotating only when the rotation of the tire has not exceeded a predetermined time until the tire starts rotating. Tire valve characterized by being set higher than

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