JP2015131510A - tire valve ID registration system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tire valve ID registration system that can quickly complete a tire valve ID registration of own vehicle to a receiver.SOLUTION: Upon a change in a determination result of vehicle 1's travel or stop based on detection signals in a gravity detection part 9, tire valves 4 send radio waves Sva within a fixed time (within "16 s" that is a gravity monitoring interval). By utilizing operations of the tire valves 4, a travel determination of the vehicle 1 is also carried out in a TPMS (Tire Pressure Monitoring System) receiver 12 on the basis of a vehicle information Sv. Valve IDs, that can be received by the TPMS receiver 12 within a fixed time (e.g. equivalent to "16 s" ) after the determination result that a travel determination has shifted, are treated as IDs that have a high possibility of being the valve IDs of own vehicle. In this way, the valve IDs of own vehicle's tires are determined.

Description

  The present invention relates to a tire valve ID registration system for registering a tire valve ID in a receiver as an ID of a vehicle tire.

  Conventionally, as one function of a tire pressure monitoring system, a tire valve ID registration system for automatically registering a tire valve ID (valve ID) as a vehicle tire ID in a receiver without using a trigger generator such as an initiator. Is well known (see Patent Document 1). If the initiator is not required for registering the valve ID in the receiver, the number of components mounted on the vehicle can be reduced.

Special table 2011-527971 gazette

  In this type of tire valve ID registration system, for example, when the determination of the valve ID is started after the vehicle starts running, if the valve ID cannot be determined as early as possible, the monitoring of the tire air pressure is hindered. Therefore, there was a need to complete the valve ID early in the receiver.

  An object of the present invention is to provide a tire valve ID registration system capable of completing the registration of a tire valve ID of a host vehicle in a receiver at an early stage.

  A tire valve ID registration system that solves the above problems is necessary for transmitting a radio wave including tire air pressure data from the tire valve of each tire, and for monitoring the air pressure of each tire by receiving the radio wave by a receiver of a vehicle body. In the configuration in which the ID of the tire valve is registered in the receiver, whether the tire valve is running or stopped based on a detection signal of a gravity detection unit provided in the tire valve. When the determination result is switched, the radio wave is transmitted within a certain time shorter than the normal transmission interval, and the receiver is based on vehicle speed information acquired by the vehicle body. A state determination unit that determines whether the vehicle is traveling or stopped, and whether or not the radio wave is received within a predetermined time after the determination result of the state determination unit is switched. Thus, a validity determination unit that determines whether or not the received radio wave is from a tire valve of the own vehicle, and an ID registration unit that performs registration of the valve ID based on the determination result of the validity determination unit Prepared.

  According to the present configuration, when the determination result of running or stopping at the tire valve changes, radio waves are transmitted within a certain time from the tire valve, and the vehicle traveling determination is similarly performed based on the vehicle speed information at the receiver. The valve ID that can be received within a predetermined time after the determination result of the traveling determination is switched by the receiver is handled as an ID having a high possibility of the valve ID of the vehicle. Therefore, it is possible to narrow down candidate valve IDs of the vehicle tires at an early stage, so that the valve IDs can be registered in the receiver at an early stage.

  In the tire valve ID registration system, the gravity detection unit detects gravity generated in the tire valve by repeating a predetermined gravity monitoring interval, and the tire valve can transmit radio waves at the timing of gravity monitoring. Preferably, the normal transmission interval is set to a time length corresponding to the specified number of times of the gravity monitoring interval, and the certain time is set to a time length corresponding to one of the gravity monitoring intervals. . According to this configuration, when the determination result of running or stopping in the tire valve changes, the valve ID is transmitted from the tire valve within a short period of time within the gravity monitoring interval. Therefore, since it becomes possible to select valve IDs at an early stage, it is further advantageous to register the valve IDs in the receiver early.

  In the tire valve ID registration system, when the determination result of whether the vehicle is running or stopped is switched, the tire valve transmits a radio wave including vehicle state information according to the determination result within a predetermined time. The validity determination unit preferably determines whether or not the received radio wave is that of the own vehicle based on the vehicle state information included in the radio wave. According to this configuration, when determining whether or not the valve ID is the ID of the vehicle tire, vehicle state information included in the valve ID is also used as a determination parameter. Therefore, it is advantageous to more correctly determine whether or not the received valve ID is that of the own vehicle tire.

  In the tire valve ID registration system, the legitimacy determination unit can receive a radio wave within a predetermined time after the determination result of the state determination unit is switched, and when the vehicle status information in the radio wave is received last time. If the contents are different, it is preferable to handle this as a radio wave having a high possibility of being transmitted from the tire valve of the own vehicle. According to this configuration, when the valve ID is received, the vehicle state information that is different between the previous time and the current time is handled as the valve ID of the own vehicle. This is advantageous for correct judgment.

  In the tire valve ID registration system, the stop preferably includes a speed “0” at which the vehicle is not traveling and a low speed at which the vehicle is traveling slowly. According to this configuration, since the output of the gravity detecting unit is unstable in the tire valve at low speed, the tire valve may not be able to correctly determine traveling. Therefore, since the low speed is included in the stop in the travel determination, it is advantageous to obtain the travel or stop determination result more correctly.

  In the tire valve ID registration system, the ID registration unit collects candidate IDs that are candidates for registration in an initial phase, and specifies valve IDs by narrowing down the candidate IDs to a required number in subsequent phases. It is preferable to do. According to this configuration, all valve IDs that can be candidates for the valve ID of the vehicle are first collected. Then, by narrowing down these candidate IDs in subsequent phases, the valve IDs of the own vehicle are identified and registered in the receiver. Therefore, it is advantageous to register the valve ID of the own vehicle without omission.

  According to the present invention, it is possible to complete the registration of the tire valve ID of the vehicle in the receiver at an early stage.

The lineblock diagram of the tire valve ID registration system of one embodiment. The sequence diagram which shows the operation | movement logic of a gravity detection part. The sequence diagram which shows the transmission mode of a tire valve. Explanatory drawing which shows the operation logic when registering valve ID of the own vehicle into a receiver. Explanatory drawing of the operation | movement which a tire valve takes when a vehicle switches from a stop to driving | running | working. Explanatory drawing of the operation | movement which a tire valve takes when a vehicle switches from driving | running | working to a stop. Explanatory drawing which shows the mode of reception of valve ID when a vehicle repeats low speed and high speed.

Hereinafter, an embodiment of a tire valve ID registration system will be described with reference to FIGS.
As shown in FIG. 1, the vehicle 1 includes a tire pressure monitoring system (TPMS) 3 that monitors the air pressure and the like of each tire 2 (2 a to 2 d). The tire pressure monitoring system 3 includes tire valves 4 (4a to 4d) attached to the tires 2a to 2d of the traveling tire. The tire valve 4 is a tire valve sensor in which a tire plug is provided with a sensor and a communication function. The tire pressure monitoring system 3 transmits a radio wave (valve radio wave) Sva associated with at least the pressure data and ID of the tire 2 from the tire valve 4 to the vehicle body 5, and the air pressure of each tire 2 a to 2 d in the vehicle body 5 is transmitted. Monitor.

  The tire valve 4 detects a controller 6 that controls the operation of the tire valve 4, a pressure detection unit 7 that detects tire air pressure, a temperature detection unit 8 that detects the temperature of the tire 2, and gravity that occurs in the tire valve 4. And a transmission antenna 10 that enables radio wave transmission from the tire valve 4. A valve ID is written and stored in the memory 11 of the controller 6 as a unique ID of each tire valve 4. The pressure detector 7 is preferably a pressure sensor, for example. The temperature detector 8 is preferably a temperature sensor, for example. The gravity detector 9 is preferably an acceleration sensor (G sensor), for example. The transmission antenna 10 is preferably capable of transmitting a radio wave of, for example, a UHF (Ultra High Frequency) band.

  The vehicle body 5 includes a receiver (hereinafter referred to as a TPMS receiver 12) that monitors the air pressure of each tire 2 by receiving the radio wave Sva transmitted from each tire valve 4. The TPMS receiver 12 includes a tire pressure monitoring ECU (Electronic Control Unit) 13 that controls the operation of the TPMS receiver 12 and a receiving antenna 14 that enables radio waves to be received by the TPMS receiver 12. The valve ID acquired from each tire valve 4 is written and stored in the memory 15 of the tire pressure monitoring ECU 13. The TPMS receiver 12 is connected to a display unit 16 that displays the monitoring result of the air pressure. It is preferable that the display part 16 is installed in the instrument panel in a vehicle, for example.

  When the reception antenna 14 receives the radio wave Sva transmitted from the tire valves 4a to 4d at a certain timing, the TPMS receiver 12 collates the valve ID in the radio wave Sva, and if the valve ID collation is established, Check the pressure data (air pressure data). If the air pressure is equal to or lower than the low pressure threshold, the TPMS receiver 12 displays on the display unit 16 that the tire air pressure is low. The TPMS receiver 12 performs the tire air pressure determination for each received radio wave Sva, and sequentially monitors the air pressure of the tires 2a to 2d.

  The tire pressure monitoring system 3 includes a tire valve ID registration function (tire valve ID registration system 17) that automatically registers the ID of each tire valve 4 in the TPMS receiver 12 as the ID of the vehicle tire. The tire valve ID registration system 17 can register each valve ID of the tire 2 in the TPMS receiver 12 without using a predetermined tool. The tire valve ID registration system 17 also registers the TPMS receiver 12 with only the valve ID without identifying the mounting position of the tire 2. The tire 2 to be registered is not limited to a traveling tire (tires 2a to 2d) but may include a spare tire. The traveling tire is a tire that is connected to the front, rear, left, and right axles 18 of the vehicle body 5 and rotates during traveling.

  FIG. 2 illustrates the operation logic of the gravity detection unit 9. The gravity detection unit 9 detects gravity (gravity acceleration) according to the rotation of the tire 2 and detects acceleration based on centrifugal force generated mainly in the tire valve 4 when the tire rotates. The tire valve 4 detects whether the vehicle 1 is “running” or “stopped” based on the gravity signal detected by the gravity detector 9 and the rotational speed of the tire 2, that is, the vehicle speed. Is possible.

  The gravity detection unit 9 repeatedly detects the gravity generated in the tire valve 4 at a certain monitoring timing. The gravity monitoring interval Ta is preferably “16 s”, for example. When the tire valve 4 is running, the gravity monitoring timing is set to the radio wave transmission timing, and when the vehicle is running, the transmission interval “Ta × K1” obtained by multiplying the gravity monitoring interval Ta by K1 is set to the radio wave transmission timing and is stopped. The transmission interval “Ta × K2” obtained by multiplying the gravity monitoring interval Ta by K2 (> K1) is set as the radio wave transmission timing. That is, the transmission cycle of the radio wave Sva is set to be short during traveling, and the transmission cycle of the radio wave Sva is set to be long while the vehicle is stopped. The coefficients K1 and K2 may be variable according to, for example, the vehicle speed, the stop time of the vehicle 1, and the like.

  FIG. 3 shows a specific example of the operation mode that the tire valve 4 takes. The tire valve 4 takes a plurality of operation modes according to the situation. Moreover, it is preferable that the tire valve 4 operates in an operation mode corresponding to the stop time until the tire 2 is switched from the stop to the rotation. The “stop” of the vehicle 1 here means “parking” in which the engine 1 is stopped by stopping the engine, “stop” in which the vehicle 1 is stopped while the engine is turned on, “low speed running (for example, less than 5 km / h) ) ”.

  More specifically, the tire valve 4 can take three modes: a “first transmission mode” for high frequency transmission, a “second transmission mode” for medium frequency transmission, and a “third transmission mode” for low frequency transmission. preferable. The first transmission mode is a mode that enters a condition that the stop time up to that time is equal to or longer than a predetermined time when shifting from stop to running, and the number of transmissions of the radio wave Sva is “high frequency”. The second transmission mode is a mode that enters a condition that the stop time up to that time is less than a predetermined time when shifting from stop to running, and the number of transmissions of the radio wave Sva is “medium frequency”. The third transmission mode is a mode that is entered when the vehicle 1 is stopped, and the number of transmissions of the radio wave Sva is “low frequency”. For example, when the vehicle 1 frequently repeats running and stopping, low frequency transmission and medium frequency transmission are repeated. When the vehicle 1 starts running after a long time stop, the tire valve 4 is set to high-frequency transmission.

  The tire valve 4 transmits the vehicle state information Dcr determined based on the gravity signal of the gravity detector 9 in the radio wave Sva and transmits it from the transmission antenna 10. The vehicle state information Dcr is information indicating the rotation state of the tire 2 now. Therefore, each radio wave Sva is preferably a signal including a valve ID, vehicle state information Dcr, pressure data, and the like. The vehicle state information Dcr includes, for example, travel information Ddr indicating that the vehicle 1 is traveling, stop information Dst indicating that the vehicle 1 is stopped, and the like. The travel information Ddr and the stop information Dst are preferably constructed from, for example, several bits of data. The travel information Ddr may be a “travel bit” and the stop information Dst may be a “stop bit”.

  The tire valve 4 can determine whether the vehicle 1 is running or stopped based on the detection signal of the gravity detector 9, and is shorter than the normal transmission interval Wx when the determination result is switched. It is possible to transmit the radio wave Sva within a certain time Wk. The stop of the vehicle 1 includes a speed “0” at which the vehicle 1 is not traveling and a “low speed” at which the vehicle 1 travels slowly (an example is less than 5 km / h). The normal transmission interval Wx is, for example, a time length (“Ta × K1”, “Ta × K2”, etc.) for a specified number of times of the gravity monitoring interval Ta. The fixed time Wk is, for example, a time length corresponding to one gravity monitoring interval Ta.

  As shown in FIG. 1, the tire valve ID registration system 17 includes a state determination unit 19 that determines whether the vehicle 1 is running or stopped based on vehicle speed information Sv acquired by the vehicle body 5. The state determination unit 19 is preferably provided, for example, in the tire air pressure monitoring ECU 13. The vehicle speed information Sv is preferably speed data acquired from a meter ECU that monitors the vehicle speed, a detection signal output from the axle rotation detection unit 20 that detects the rotational position (rotation amount) of the axle 18, and the like. The axle rotation detection unit 20 may be, for example, an ABS (Antilock Brake System) sensor.

  The tire valve ID registration system 17 confirms whether or not the received radio wave Sva is the tire valve of the own vehicle by checking whether or not the radio wave Sva can be received within a predetermined time Wk after the determination result of the state determination unit 19 is switched. 4 includes a legitimacy determination unit 21 that determines whether the number is from 4 or not. The correctness determination unit 21 is preferably provided, for example, in the tire pressure monitoring ECU 13. That the determination result of the state determination unit 19 is switched means, for example, that the determination result is switched from running to stop, or the determination result is switched from stop to running.

  It is preferable that the legitimacy determination unit 21 treats the radio wave Sva received within a certain time Wk after the determination result of the state determination unit 19 is switched as the radio wave Sva transmitted from the tire valve 4 of the own vehicle. For example, when the state determination unit 19 determines “running” when the state determination unit 19 determines that the legitimacy determination unit 21 receives the radio wave Sva including the travel information Ddr within a certain period of time Wk, the legitimacy determination unit 21 can handle this as the vehicle's own. preferable. When the state determining unit 19 determines “stop”, the validity determining unit 21 preferably receives the radio wave Sva including the stop information Dst within a certain period of time Wk and treats it as that of the own vehicle.

  In the case of this example, the validity determination unit 21 receives the radio wave Sva within a certain time Wk after the determination result of the state determination unit 19 is switched, and when the vehicle state information Dcr in the radio wave Sva is received last time. If the contents are different, this may be handled as a radio wave Sva that has a high possibility of being transmitted from the tire valve 4 of the own vehicle. For example, when the state determination unit 19 determines “running”, the legitimacy determination unit 21 includes the “travel information Ddr” when the radio wave Sva received within a certain time Wk includes “stop information”. “Dst” is treated as having a high probability of the vehicle's radio wave Sva. When the state determining unit 19 determines that the state is determined to be “stopped”, the validity determining unit 21 includes the “stop information Dst” when the radio wave Sva received within the predetermined time Wk, and the content at the previous reception is “travel information Ddr”. If so, it is assumed that the probability of the radio wave Sva of the vehicle is high.

  The tire valve ID registration system 17 includes an ID registration unit 22 that performs valve ID registration based on the determination result of the validity determination unit 21. The ID registration unit 22 is preferably provided, for example, in the tire pressure monitoring ECU 13. It is preferable that the ID registration unit 22 determines whether the valve ID is correct or not by collecting candidate IDs that are candidates for registration in the first phase and narrowing down the candidate IDs to the required number in subsequent phases.

  The ID registration unit 22 preferably includes a tire ID collection unit 23 that collects valve ID candidates to be registered by receiving the valve IDs transmitted from the respective tire valves 4a to 4d. The tire ID collection unit 23 divides a certain time zone, for example, and acquires a valve ID that can be received during the predetermined time as a candidate ID. The ID registration unit 22 narrows down the IDs by confirming whether or not the collected valve ID candidate IDs can be continuously received, and thereby determines the tire ID determination unit 24 that determines the valve IDs to be registered. It is preferable to provide. In the case of this example, it is assumed that the tires to be registered are both running tires and spare tires. When the tire ID determination unit 24 narrows down the candidate IDs to the required number, the tire ID determination unit 24 determines these IDs as the valve ID of the vehicle.

Next, operation | movement of the tire valve ID registration system 17 is demonstrated using FIGS.
FIG. 4 illustrates the operation logic executed when registering the ID of the vehicle tire in the TPMS receiver 12. When the registration mode switching operation is executed, the TPMS receiver 12 enters a “registration mode” and starts a valve ID registration operation. At this time, first, the tire ID collection unit 23 monitors the radio wave Sva that can be received by the reception antenna 14 of the TPMS receiver 12 in a temporary registration period (for example, 2 minutes) N of a predetermined time width, and collects the valve ID. That is, the tire ID collection unit 23 temporarily registers a valve ID that can be received in the memory 15 of the TPMS receiver 12 during the temporary registration period N that is the “first phase” of the ID registration operation.

  FIG. 5 illustrates the operation of the tire valve 4 when the vehicle 1 changes from stopping to running. In this case, the tire valve 4 recognizes that the vehicle 1 has been switched to traveling based on the change in the output of the gravity detection unit 9 at the first gravity monitoring timing after switching to traveling. Send Sva. That is, the tire valve 4 transmits a radio wave within a certain time corresponding to the gravity monitoring interval Ta when the vehicle 1 is switched from the stop to the travel. In this example, the radio wave transmission timing of the tire valve 4 is set to the gravity monitoring timing, and the gravity monitoring interval Ta is set to “16 s”. Therefore, when the vehicle 1 is switched from the stop to the running, at least “16 s”. The tire valve 4 transmits the radio wave Sva.

  On the other hand, when the vehicle 1 is switched from the stop to the travel, the state determination unit 19 determines that the vehicle 1 is “traveling” based on the change in the vehicle speed information Sv. By the way, as described above, when the vehicle 1 is switched from being stopped to running, the radio wave Sva is transmitted from the tire valve 4 within “16 s” which is one unit time width of the gravity monitoring interval Ta. Therefore, if it is determined that the vehicle 1 has been switched to traveling, the validity determination unit 21 receives the radio wave Sva within a certain period of time Wk, that is, “within 16 s”, and acquires this as that of the vehicle tire. More preferably, when the “travel information Ddr” is included in the radio wave Sva received within the predetermined time Wk and the “stop information Dst” was received at the previous reception, it may be handled as that of the own tire.

  FIG. 6 illustrates the operation of the tire valve 4 when the vehicle 1 changes from running to stopping. In this case, the tire valve 4 recognizes that the vehicle 1 has been switched to the stop based on the change in the output of the gravity detector 9 at the first gravity monitoring timing after switching to the stop. Send Sva. That is, the tire valve 4 transmits the radio wave Sva within a certain time corresponding to the gravity monitoring interval Ta when the vehicle 1 is switched from running to stop. Also at this time, the tire valve 4 transmits the radio wave Sva within at least “16 s”.

  On the other hand, when the vehicle 1 is switched from running to stop, the state determination unit 19 is in a state of determining that the vehicle 1 is “stopped” based on the change in the vehicle speed information Sv. Even when the vehicle 1 is switched from running to stopping, the radio wave Sva is transmitted from the tire valve 4 within “16 s”. Therefore, if it is determined that the vehicle 1 has been switched to the stop and the radio wave Sva is received within a certain period of time Wk, that is, “within 16 seconds”, the legitimacy determination unit 21 acquires this as the vehicle tire. More preferably, when the “stop information Dst” is included in the radio wave Sva received within the predetermined time Wk and the “running information Ddr” was received at the previous reception, it may be handled as that of the own vehicle tire.

  Based on the determination logic as described above, the tire ID collection unit 23 captures the radio wave Sva while confirming whether or not the received radio wave Sva belongs to the host vehicle during the temporary registration period N. The valve ID that is a registration candidate is written in the memory 15 with a “flag as a tire ID candidate” set.

  As shown in FIG. 5, after the completion of provisional registration, the tire ID determination unit 24 starts narrowing down candidate IDs in a regular registration period M (for example, 2 minutes) having a predetermined time width. At this time, the tire ID determination unit 24 checks whether or not the temporarily registered candidate ID can be received again in the first main registration period M, which is the “second phase” of the ID registration operation. That is, the tire ID determination unit 24 narrows down the candidate IDs by excluding the temporarily registered candidate IDs that were not received again in the first main registration period M. Even during the main registration period M, the same determination as in the provisional registration period N determines whether or not the received valve ID is a self-received valve ID while determining whether or not the radio wave Sva can be received within a certain time when switching between running and stopping. Handle with checking the ID of the car or other car. The main registration period M is preferably set separately for the temporary registration period N, for example.

  The valve IDs excluded from the registration candidates are excluded from the candidates by setting a “flag not to be a tire ID candidate” although they are left in the memory 15. For example, when there is an ID that is not received in the temporary registration period N and is received for the first time in the main registration period M, such as “ID13”, this may be added to the first main candidate. If the number of valve IDs has been narrowed down to a predetermined number (for example, a total of five driving tires and spare tires) when the first main registration period M has expired, the tire ID determination unit 24 End the operation.

  On the other hand, the tire ID determination unit 24 does not narrow down the number of valve IDs to a predetermined number (for example, a total of five traveling tires and spare tires) even if the first regular registration period M is up. Re-execute this registration. That is, the tire ID determination unit 24 continues narrowing down in the second main registration period L, which is the “third phase” of the ID registration operation. For example, even if there is an ID received again in the second main registration even though it is excluded in the first main registration, such as “ID19”, this is not restored by repeated main registration. Then, the tire ID determination unit 24 repeats the main registration for each phase until the valve ID can be narrowed down to a predetermined number.

  When the tire ID determination unit 24 can narrow down the candidate IDs to a predetermined number of traveling tires (for example, a total of five traveling tires and spare tires), these valve IDs are stored as “vehicle tire IDs”. 15, the valve ID registered in the TPMS receiver 12 is updated. It is preferable that the TPMS receiver 12 executes the ID registration operation of the own vehicle tire every time the ignition switch of the vehicle 1 is turned on and the vehicle 1 starts to travel.

  As shown in FIG. 7, the ID registration unit 22 collects the valve ID by using the transmission of the radio wave Sva from the tire valve 4 triggered by the vehicle 1 being stopped or switched to running. It is also possible to round up the phase time. Specifically, the time point at which the vehicle 1 is stopped → running is set as the phase start point, and the time point at which the vehicle 1 is switched from running to stop to receive the radio wave Sva of each valve ID is set as the phase end point. By doing so, each phase time of tire determination can be shortened, which is advantageous for completing registration of the valve ID at an early stage.

According to the configuration of the present embodiment, the following effects can be obtained.
(1) When the determination result of running or stopping at the tire valve 4 changes, the TPMS receiver 12 uses the fact that the radio wave Sva is transmitted from the tire valve 4 within a certain time ("16 s" of the gravity monitoring interval Ta). In the same manner, the travel determination of the vehicle 1 is performed based on the vehicle speed information Sv, and a valve ID that can be received within a certain time Wk (equivalent to “16 s”) after the determination result of the travel determination is switched by the TPMS receiver 12 is It is treated as an ID with a high possibility of valve ID. Therefore, it is possible to narrow down candidate valve IDs for the vehicle tires at an early stage, so that the time required for registering the valve ID can be shortened.

  (2) The fixed time Wk used for determining the reception timing of the valve ID is set to a time length corresponding to one gravity monitoring interval Ta. For this reason, when the determination result of running or stopping in the tire valve 4 changes, the valve ID is transmitted from the tire valve 4 within a short time within the time of the gravity monitoring interval Ta. Therefore, since it becomes possible to select valve IDs at an early stage, it is further advantageous to register the valve IDs in the TPMS receiver 12 at an early stage.

  (3) The validity determination unit 21 determines whether or not the received valve ID is the ID of the vehicle tire based on the vehicle state information Dcr included in the radio wave Sva. For this reason, in determining whether or not the valve ID is the ID of the vehicle tire, the vehicle state information Dcr linked to the valve ID is also a determination parameter. Therefore, it is advantageous to more correctly determine whether or not the received valve ID is that of the own vehicle tire.

  (4) The legitimacy determination unit 21 receives the radio wave Sva (valve ID) within a predetermined time after the determination result of the state determination unit 19 is switched, and when the vehicle state information Dcr in the radio wave Sva is received last time. If the contents are different from each other, this is treated as a radio wave Sva having a high possibility of being transmitted from the tire valve 4 of the own vehicle. For this reason, conditions for obtaining the valve ID become strict, which is advantageous for more correctly determining whether or not the received valve ID is for the vehicle tire.

  (5) Since this type of tire valve 4 has an unstable output from the gravity detector 9 at a low speed, there is a possibility that a correct determination result may not be obtained when determining whether to run or stop. Therefore, in the case of this example, since the low speed is included in the stop in the travel determination, it is advantageous to obtain the travel or stop determination result more correctly.

  (6) First, all valve IDs that can be candidates for the valve ID of the host vehicle are collected in the phase of the temporary registration period N, and then the candidate IDs are narrowed down by repeating the phases of the main registration periods M and L. Identify the valve ID of the car. Therefore, the valve ID of the host vehicle can be registered in the TPMS receiver 12 without omission.

Note that the embodiment is not limited to the configuration described so far, and may be modified as follows.
The trigger for switching the TPMS receiver 12 to the registration mode can employ various modes, whether directly or indirectly.

-The time of each phase may be the same fixed time length.
The first phase of tire determination (temporary registration period N) is, for example, various traveling conditions such that the first time is 0 to 10 km / h and the second time is 10 to 20 km / h. The phase time may be variable according to the above.

The first phase of tire determination (temporary registration period N) may be terminated when the total number of candidate IDs reaches a predetermined number, for example.
The first phase and the second phase are not limited to separate phases, and the first phase and the second phase may be set as one processing period. That is, a certain valve ID may be acquired as a candidate ID, and the candidate ID may be narrowed down when the ID can be received again in the same phase.

  The main registration process is not limited to the process of narrowing down candidate IDs by repeating phases. For example, the valve ID that can be initially received a predetermined number of times in one phase may be determined as the valve ID of the vehicle.

In the main registration process, for example, when these IDs have been received a predetermined number of times from the stage where the valve IDs are narrowed down to the required number, these may be determined as the valve IDs of the own vehicle.
The determination of the valve ID may impose re-reception after the ignition switch is switched from OFF to ON. In this case, a plurality of re-receptions may be imposed.

  -Radio waves Sva transmitted multiple times in high-frequency transmission and medium-frequency transmission are not limited to having the same signal content. For example, signal information differs between the first radio wave Sva and the second and subsequent radio waves Sva. , May be changed as appropriate.

  The tire valve 4 may switch the transmission interval of the radio wave Sva in each transmission mode. For example, the transmission interval before and after the radio wave Sva may be shortened during high-frequency transmission, and the transmission interval before and after the radio wave Sva may be increased during medium-frequency transmission.

-The operation mode which the tire valve 4 takes is not limited to three types, but may be two types or four or more types.
The normal transmission interval Wx is not limited to the time length of the specified number of times of the gravity monitoring interval Ta, and can be set to various time widths.

-Within the fixed time Wk is not limited to the gravity monitoring interval Ta, but may be a time width shorter than the normal transmission interval Wx.
The running tire ID registration operation and the spare tire ID registration operation may be executed by different logics.

The registration of the valve ID can be changed to various modes as long as it is a process consisting of a plurality of phase breaks.
-The registration of the valve ID is not limited to the processing method consisting of phase breaks, and other methods can be adopted as appropriate.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 (2a-2d) ... Tire, 4 (4a-4d) ... Tire valve, 5 ... Vehicle body, 9 ... Gravity detection part, 17 ... Tire valve ID registration system, 19 ... State determination part, 21 ... Right Sex determination unit, 22 ... ID registration unit, Sva ... radio wave, Wx ... normal transmission interval, Wk ... fixed time, Sv ... vehicle speed information, Ta ... gravity monitoring interval, Dcr ... vehicle state information.

Claims (6)

It is necessary to transmit a radio wave including tire pressure data from the tire valve of each tire, and to monitor the air pressure of each tire by receiving the radio wave with a receiver of the vehicle body. In the tire valve ID registration system to be registered,
The tire valve can determine whether the vehicle is running or stopped based on a detection signal of a gravity detection unit provided on the tire valve, and when the determination result is switched, a normal transmission is performed. Transmitting radio waves within a certain time shorter than the interval,
The receiver
A state determination unit that determines whether the vehicle is running or stopped based on vehicle speed information acquired by the vehicle body; and
A legitimacy determination unit that determines whether or not the received radio wave is from the tire valve of the own vehicle by checking whether or not the radio wave is received within a predetermined time after the determination result of the state determination unit is switched. When,
A tire valve ID registration system comprising: an ID registration unit that performs registration of a valve ID based on a determination result of the validity determination unit. The gravity detection unit detects gravity generated in the tire valve by repeating a predetermined gravity monitoring interval,
In the tire valve, the timing of gravity monitoring is set to a timing at which radio waves can be transmitted,
The normal transmission interval is set to a predetermined length of time of the gravity monitoring interval,
The tire valve ID registration system according to claim 1, wherein the predetermined time is set to a time length corresponding to one of the gravity monitoring intervals. When the determination result of whether the vehicle is running or stopped is switched, the tire valve transmits a radio wave including vehicle state information according to the determination result within a certain time,
3. The tire valve ID registration according to claim 1, wherein the legitimacy determination unit determines whether or not the received radio wave is for the own vehicle based on the vehicle state information included in the radio wave. system. If the contents of the vehicle state information in the radio wave are different from the last time when the radio wave can be received within a predetermined time after the determination result of the state determination unit is switched, The tire valve ID registration system according to claim 3, wherein the vehicle is treated as a radio wave having a high possibility of being transmitted from a tire valve of the own vehicle. The tire valve according to any one of claims 1 to 4, wherein the stop includes a speed "0" at which the vehicle is not traveling and a low speed at which the vehicle is traveling slowly. ID registration system. The ID registration unit collects candidate IDs that are candidates for registration in a first phase, and specifies valve IDs by narrowing down the candidate IDs to a required number in subsequent phases. The tire valve ID registration system according to any one of 1 to 5.