JP5364133B2 - In-vehicle device for vehicle equipped with smart key system and tire pressure monitoring system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle monitoring device of a vehicle with a smart key system and a TPMS which control not to cause radio wave interference of a transmission from a keyless unit with a transmission from a TPMS sensor started automatically at the TPMS after IG ON. <P>SOLUTION: While initial checking of each TPMS sensor 21 by a TPMS-ECU 15 of the TPMS just after IG ON, in the case when a smart key ECU 16 becomes a necessary condition for the communication with the keyless unit 18, after the control of processing TPMS sensor 21 is ended, the TPMS-ECU 15 once interrupts the initial checking of the residual TPMS sensor 21. The smart key ECU 16 makes a communication to determine that the keyless unit 18 is present in a vehicle interior, and after that, the TPMS-ECU 15 restarts the initial checking of the residual TPMS sensor 21. Accordingly, the TPMS-ECU 15 and the smart key ECU 16 make timing adjustment with a CAN communication line 17. <P>COPYRIGHT: (C)2013,JPO&amp;INPIT

Description

  The present invention relates to an in-vehicle device for a vehicle including a smart key system and a tire pressure monitoring system.

  2. Description of the Related Art Conventionally, in the field of automobile-related technology, various systems have been put into practical use in which an in-vehicle device mounted on a vehicle performs information transmission by wireless communication with other devices and executes various controls. A typical example is, for example, a smart key system including an in-vehicle device mounted on a vehicle and a keyless unit (corresponding to the “portable communication device” of the present invention) possessed by a user of the vehicle. be able to. This type of smart key system can be used to lock / unlock doors and start engines even if the passenger does not need to perform mechanical key operations if authentication via wireless communication is established between the in-vehicle device and the keyless unit. Etc. can be executed.

  As another example, for example, an in-vehicle device mounted on a vehicle and a tire pressure sensor unit for detecting the tire pressure and temperature of each wheel of the vehicle {corresponding to the “tire pressure detecting device” of the present invention] In the following, a tire pressure monitoring system (hereinafter referred to as “TPMS”) constituted by “TPMS (TPMS: Tire Pressure Monitoring System) sensor”} may be cited. In this TPMS, for example, the TPMS sensor provided on the tire of each wheel of the vehicle detects the tire pressure and temperature, transmits the data by radio waves, and the in-vehicle device receives the radio waves from the TPMS sensor. The tire air pressure is monitored, and if there is an abnormality in the tire air pressure, the driver is warned of the abnormality.

  In Patent Document 1, the keyless unit transmits the first trigger signal before transmitting the door lock signal to the in-vehicle device, and causes the TPMS sensor to receive the first trigger signal and from the transmittable mode (active mode). A technique for shifting to a sleep mode (pause mode) is described. The keyless unit transmits the second trigger signal before transmitting the door unlock signal to the in-vehicle device, causes the TPMS sensor to receive the second trigger signal, and after the in-vehicle device receives the door unlock signal. Describes a technique for shifting from the sleep mode to the transmittable mode at the timing shown in FIG.

Patent Document 2 discloses, for example, keyless unit ID information for identifying, for example, a keyless unit from a radio frequency in an RF band used for transmission data from a TPMS sensor in TPMS and a keyless unit of a smart key system. The technology of the in-vehicle device is described in which the radio frequency of the RF band used for transmitting the “vehicle unique information” of the invention from the keyless unit is different.
In the technology described in Patent Document 2, the vehicle-mounted device performs keyless unit ID information necessary for permitting execution of various controls in the vehicle by performing wireless communication with the keyless unit possessed by the vehicle user. The first control means (the microcomputer 21 in Patent Document 2) that verifies and authenticates, the second control means (TPMS microcomputer 33 in the Patent Document 2) that acquires transmission data from the TPMS sensor, and the first control means are effective. Receiving means (RF receiver 31 in Patent Document 2) for switching to either the first operation mode to be in the state or the second operation mode to enable the second control means, and the receiving means is an ignition switch The output from the first control means (the output from the voltage signal terminal RCO in Patent Document 2) is off regardless of whether the signal is on or off. For the the first operation mode, in the ignition switch is on condition of the vehicle, and the output from the first control means when it is off, a technique for the second operation mode is described.

  An example of a detailed configuration of the TPMS sensor is described in Patent Document 3.

Japanese Patent No. 4285211 (see FIGS. 1 to 4) Japanese Patent No. 4552959 (see FIGS. 1 to 4) JP 2010-241384 A (see FIGS. 1 and 2)

  However, RF band radio frequency used for wireless transmission of keyless unit ID information etc. from keyless unit in smart key system, sensor ID information for identifying sensor from TPMS sensor in TPMS, data such as air pressure and temperature The radio frequency of the RF band used for wireless transmission adopts the radio wave law compliant with R & TTE (Radio equipment and Telecommunications Terminal Equipment) which is one of EC directives for radio and telecommunication terminal equipment in Europe. In those countries, only the same radio frequency can be used for transmission from the keyless unit and for transmission from the TPMS sensor. For example, 433.92 MHz is used.

  Therefore, when the keyless unit and the TPMS sensor perform wireless transmission simultaneously, the radio waves in the RF band can reach about 100 m, so that the wireless data transmitted by each is physically destroyed by interference, and the smart key system mounted on the vehicle. Both the control device and the control device of TPMS cannot receive wireless data, and control in the smart key system and TPMS is hindered.

Further, in the technique described in Patent Document 1, in order to correspond only to commands (first trigger signal, second trigger signal) with keyless unit ID information transmitted from the keyless unit of the host vehicle, The operation of registering the keyless unit ID information of the own vehicle in the TPMS sensor of the wheel is necessary, and the manufacturing process of the vehicle equipped with TPMS becomes complicated.
In general, a vehicle user generally owns a plurality of keyless units for the purpose of spare use or family use, and each of the plurality of keyless units has individual keyless unit ID information. Thus, keyless unit ID information of a plurality of keyless units is registered in the TPMS sensor of each wheel, which is further complicated work.

  Incidentally, in the smart key system, the individual keyless unit ID information of each of the plurality of keyless units possessed by the user is registered in advance in the control device of the smart key system, so that the user can easily possess it. Authentication is possible for multiple keyless units.

Since the technique described in Patent Document 2 is based on the premise that the radio frequency for transmission from the keyless unit and the radio frequency for transmission from the TPMS sensor are different, the transmission signal from the TPMS sensor and the transmission signal from the keyless unit Does not cause the problem of radio wave interference.
However, immediately after the ignition switch of the vehicle is turned on, during the learning or registration of the sensor ID information of the TPMS sensor of each wheel and the control of the tire pressure check (recognition processing control in TPMS) performed in the TPMS, the smart key system When the control device detects the switching of the door on the driver's seat side from the open state to the closed state, the recognition process control in the TPMS is suddenly stopped. The control device of the smart key system outputs an LF band radio signal instructing the keyless unit to transmit keyless unit ID information preferentially in order to confirm the location of the keyless unit, and the keyless unit responds accordingly. The keyless unit ID information is transmitted a predetermined number of times at the radio frequency of the RF band.
As a result, the tire pressure check of each wheel in the TPMS immediately after the ignition switch on operation of the vehicle is suddenly stopped, and the control process for quickly determining whether there is an abnormality in the tire pressure before the vehicle starts running is delayed. It will be.

In addition, the vehicle engine is already activated, all the TPMS sensors of each wheel are in operation, a time difference is provided between the TPMS sensors of each wheel, and the TPMS sensors of each wheel together with the sensor ID information of the TPMS sensor When air pressure and temperature data is transmitted at a predetermined time period, for example, every minute, the driver gets off the vehicle when the vehicle is stopped, then gets on again, and the smart key system control device LF band radio signal instructing the keyless unit to transmit keyless unit ID information preferentially in order to confirm the location of the keyless unit when the switch from the open state to the closed state is detected And the control which receives the data of the air pressure and temperature of each tire in the above-mentioned TPMS at a predetermined time period is suddenly stopped. The control device of the smart key system outputs an LF band radio signal instructing the keyless unit to transmit keyless unit ID information preferentially in order to confirm the location of the keyless unit, and the keyless unit responds accordingly. The keyless unit ID information is transmitted a predetermined number of times at the radio frequency of the RF band.
As a result, the tire pressure check on each wheel is suddenly stopped, and a considerable delay time of 1 minute or more occurs to determine whether there is an abnormality in the tire pressure immediately before the vehicle starts running. Therefore, if there is an abnormality in the tire pressure, there is a possibility that the function of promptly alerting the driver cannot be executed before the start of traveling.

  In view of such a problem, the present invention can control the transmission from the portable communication device transmitted by the radio signal of the same frequency and the transmission from the TPMS sensor so as not to cause radio wave interference, and each wheel before the vehicle starts running. It is an object of the present invention to provide an on-vehicle apparatus for a vehicle including a smart key system and a tire pressure monitoring system that can quickly determine whether there is an abnormality in tire pressure.

In order to solve the above-described problem, an in-vehicle device including a smart key system and a tire pressure monitoring system according to the first aspect of the present invention is a vehicle wirelessly transmitted from a portable communication device possessed by a user of the vehicle. A smart key system control device that verifies unique information, authenticates the execution of various controls in the vehicle, and confirms the location of the portable communication device, and each of a plurality of wheels of the vehicle. A tire pressure monitoring system control device for acquiring information data related to tire pressure wirelessly transmitted from a tire pressure detection device, and a vehicle-mounted device including a smart key system and a tire pressure monitoring system.
The vehicle further includes an in-vehicle communication line that connects at least the control device of the smart key system and the control device of the tire pressure monitoring system so that they can communicate with each other, and the control device of the smart key system checks the unique information of the vehicle. The control device of the tire pressure monitoring system includes a transmission instruction unit that wirelessly transmits a transmission instruction signal that causes the portable communication device to transmit vehicle specific information to the portable communication device when a condition for execution is satisfied. It has a transmission control unit that wirelessly transmits a transmission control signal for controlling transmission of information data related to tire air pressure from the device to the tire pressure detection device, and includes vehicle specific information wirelessly transmitted from the portable communication device and tire pressure detection. Information on tire air pressure transmitted wirelessly from the device is transmitted by a wireless signal of the same frequency and is used as a smart key. Before transmitting the transmission instruction signal, the system control device determines the time from the start of transmission of the transmission instruction signal until the transmission of the vehicle specific information performed by the portable communication device after the transmission instruction signal is received. The tire pressure monitoring system transmits the information to the tire pressure monitoring system through the in-vehicle communication line. The tire air pressure detecting device is controlled by a transmission control signal so that the device does not transmit information data relating to tire air pressure.

According to the first aspect of the present invention, for example, during the recognition process control of the tire pressure detecting device in the control device of the tire pressure monitoring system immediately after the ignition switch of the vehicle is turned on, the door of the vehicle is open. When switching from the closed state to the closed state, the control device of the smart key system determines that the condition for executing the collation of the specific information of the vehicle to confirm that the portable communication device is in the passenger compartment is satisfied, and the transmission instruction signal Before transmitting the transmission instruction signal, the time from the reception of the transmission instruction signal to the completion of the transmission of the vehicle specific information performed by the portable communication device is transmitted to the control device of the tire pressure monitoring system. Send through the in-vehicle communication line.
The transmission control unit of the control device of the tire pressure monitoring system receives the transmission instruction signal after the transmission of the transmission instruction signal transmitted through the in-vehicle communication line and completes the transmission of the vehicle specific information performed by the portable communication device The tire air pressure detecting device does not transmit information data related to tire air pressure until transmission of vehicle specific information performed by the portable communication device is completed after transmission of the transmission instruction signal is started based on the time until The tire pressure detecting device can be controlled by the transmission control signal.
As a result, it is possible to prevent radio wave interference between wireless transmission of vehicle specific information from the portable communication device and wireless transmission of information data related to tire air pressure from the tire air pressure detection device. Further, immediately after the confirmation of the location of the portable communication device is completed, the transmission control unit of the control device of the tire pressure monitoring system transmits a transmission control signal to the tire pressure detection device for which the recognition processing of the tire pressure detection device is not completed. Thus, it is possible to transmit information data related to tire air pressure, restart the recognition process, and check the air pressure of each wheel immediately after the ignition switch is turned on, for example, in a time shorter than 1 minute.

  According to a second aspect of the present invention, there is provided an in-vehicle device having the smart key system and the tire pressure monitoring system according to the second aspect of the present invention, wherein the transmission control unit starts transmission of the transmission instruction signal. Until the transmission of the vehicle specific information performed by the portable communication device is completed, the tire air pressure detection device is controlled by the transmission control signal so that the tire air pressure detection device does not transmit the information data regarding the tire air pressure. The control unit is configured to control so as to delay transmission of information data related to tire air pressure from the tire air pressure detection device.

According to the second aspect of the present invention, the transmission control unit of the control device of the tire pressure monitoring system includes the vehicle unique information that the portable communication device performs after the transmission of the transmission instruction signal is started by the control device of the smart key system. When the tire pressure detecting device is controlled by the transmission control signal so that the tire pressure detecting device does not transmit the information data regarding the tire pressure until the transmission of the tire is completed, the smart key system control device to the portable communication device. The tire pressure detecting device delays the transmission of information data related to the tire pressure from the tire pressure detecting device until the transmission of the vehicle-specific information performed by the portable communication device is completed after the transmission of the transmission instruction signal is started. To control.
As a result, it is possible to prevent radio wave interference between wireless transmission of vehicle specific information from the portable communication device and wireless transmission of information data related to tire air pressure from the tire air pressure detection device. In addition, immediately after the confirmation of the location of the portable communication device by the control device of the smart key system is completed, the tire pressure detection device for which the recognition processing of the tire pressure detection device by the control device of the tire pressure monitoring system has not been completed. The transmission control unit of the control device of the air pressure monitoring system can transmit the information data related to the tire air pressure by the transmission control signal, can restart the recognition process, and check the air pressure of each wheel immediately after the ignition switch is turned on from 1 minute. Can be done in a very short time.

  According to a third aspect of the present invention, there is provided an in-vehicle device having the smart key system and the tire pressure monitoring system according to the third aspect of the present invention, wherein the transmission control unit starts transmission of the transmission instruction signal. Until the transmission of the vehicle specific information performed by the portable communication device is completed, the tire air pressure detection device is controlled by the transmission control signal so that the tire air pressure detection device does not transmit the information data related to the tire air pressure. A transmission control unit for transmitting information data related to tire air pressure from a tire air pressure detecting device provided on each of a plurality of wheels of the vehicle; The first half transmission part is divided into two parts to be transmitted from the tire pressure detecting device of the tire, and the transmission of the first half transmission part is performed before the transmission of the transmission instruction signal is started. Allowed, wherein the transmission of the unique information of the vehicle by the portable communication device performs transmission of the second half transmission portion is thereby performed after completion.

According to the third aspect of the present invention, the transmission control unit of the control device of the tire pressure monitoring system includes the vehicle-specific information performed by the portable communication device after the transmission of the transmission instruction signal is started by the control device of the smart key system. When the tire pressure detecting device is controlled by the transmission control signal so that the tire pressure detecting device does not transmit the information data regarding the tire pressure until the transmission of the tire pressure is completed, the tire pressure detecting device relates to the tire pressure from the plurality of pressure detecting devices. The transmission of the information data is divided into two parts, a first half transmission part that is transmission from some tire pressure detection devices and a second half transmission part that is transmission from the remaining tire pressure detection devices, and transmission of the first half transmission part is performed. The transmission is performed before the transmission of the transmission instruction signal is started, and the transmission of the second half transmission portion is performed by the portable communication device. To.
As a result, it is possible to prevent radio wave interference between wireless transmission of vehicle specific information from the portable communication device and wireless transmission of information data related to tire air pressure from the tire air pressure detection device. In addition, immediately after the confirmation of the location of the portable communication device by the control device of the smart key system is completed, the tire pressure detection device for which the recognition processing of the tire pressure detection device by the control device of the tire pressure monitoring system has not been completed. The transmission control unit of the control device of the air pressure monitoring system can transmit the second half transmission part including the transmission of the information data regarding the tire air pressure from the remaining tire air pressure detection device by the transmission control signal, and can restart the recognition process. Immediately after the switch is turned on, the air pressure of each wheel can be checked in a time shorter than 1 minute.

An in-vehicle device for a vehicle comprising the smart key system and the tire pressure monitoring system according to the invention according to claim 4 collates specific information of the vehicle wirelessly transmitted from a portable communication device possessed by the user of the vehicle. Is transmitted wirelessly from the control device of the smart key system that performs authentication for permitting the execution of various controls and the confirmation of the location of the portable communication device, and the tire pressure detection device provided on each of the plurality of wheels of the vehicle. A tire pressure monitoring system control device for acquiring information data relating to tire pressure, and a vehicle equipped with a smart key system and a tire pressure monitoring system.
The vehicle further includes an in-vehicle communication line that connects at least the control device of the smart key system and the control device of the tire pressure monitoring system so that they can communicate with each other, and the control device of the smart key system checks the unique information of the vehicle. The control device of the tire pressure monitoring system includes a transmission instruction unit that wirelessly transmits a transmission instruction signal that causes the portable communication device to transmit vehicle specific information to the portable communication device when a condition for execution is satisfied. It has a transmission control unit that wirelessly transmits a transmission control signal for controlling transmission of information data related to tire air pressure from the device to the tire pressure detection device, and includes vehicle specific information wirelessly transmitted from the portable communication device and tire pressure detection. Information on tire air pressure transmitted wirelessly from the device is transmitted by a wireless signal of the same frequency and is used as a smart key. Before transmitting the transmission instruction signal, the system control device sends a prediction signal for performing verification of vehicle specific information to confirm the location of the portable communication device to the control device of the tire pressure monitoring system. The transmission control unit is one of the tire pressure detection devices provided on each of the plurality of wheels of the vehicle, and the transmission from the tire pressure detection device that is already transmitting information data on the tire pressure is transmitted. After the completion of the transmission, transmission of the transmission instruction signal based on the transmitted forecast signal until the transmission of the vehicle-specific information performed by the portable communication device is completed, the other tire pressure detection devices provide information on the tire pressure. The tire air pressure detecting device is controlled by a transmission control signal so as not to transmit data.

According to the fourth aspect of the present invention, for example, during the recognition processing control of the tire pressure detecting device in the control device of the tire pressure monitoring system immediately after the ignition switch of the vehicle is turned on, the door of the vehicle is open. When switching from the closed state to the closed state, the control device of the smart key system determines that the condition for executing the verification of the specific information of the vehicle to confirm that the portable communication device is in the passenger compartment is satisfied, and A forecast signal for performing information verification is transmitted to the control device of the tire pressure monitoring system through the in-vehicle communication line.
The transmission control unit of the control device of the tire pressure monitoring system uses a transmission control signal to send a forecast signal transmitted through the in-vehicle communication line after transmission from the tire pressure detection device that is already transmitting information data on tire pressure is completed. From the start of transmission of the transmission instruction signal based on the tire until the transmission of the vehicle-specific information performed by the portable communication device is completed, the tire pressure is determined so that the other tire air pressure detection device does not transmit the information data on the tire air pressure. The air pressure detection device can be controlled.
As a result, it is possible to prevent radio wave interference between wireless transmission of vehicle specific information from the portable communication device and wireless transmission of information data related to tire air pressure from the tire air pressure detection device. Further, immediately after the confirmation of the location of the portable communication device is completed, the transmission control unit of the control device of the tire pressure monitoring system transmits a transmission control signal to the tire pressure detection device for which the recognition processing of the tire pressure detection device is not completed. Thus, it is possible to transmit information data related to tire air pressure, restart the recognition process, and check the air pressure of each wheel immediately after the ignition switch is turned on, for example, in a time shorter than 1 minute.

  According to a fifth aspect of the present invention, there is provided a vehicle-mounted apparatus including the smart key system and the tire pressure monitoring system according to the fifth aspect, wherein the transmission control unit is provided in each of the plurality of wheels of the vehicle. After the transmission from the tire pressure detecting device that is already transmitting information data related to the tire pressure is completed, a transmission instruction signal is transmitted based on the transmitted forecast signal. The tire pressure detection device is controlled by a transmission control signal so that the other tire pressure detection devices do not transmit information data related to tire pressure until the transmission of the vehicle specific information performed by the portable communication device is completed after the start. The control means that the transmission control unit delays transmission of information data related to tire air pressure from other tire air pressure detection devices. Wherein there between.

According to the fifth aspect of the present invention, the transmission control unit of the control device of the tire pressure monitoring system has completed transmission from the tire pressure detection device that is already transmitting information data related to tire pressure by the transmission control signal. Later, the transmission of the vehicle-specific information performed by the portable communication device is completed after the transmission of the transmission instruction signal from the control device of the smart key system to the portable communication device is started based on the forecast signal transmitted through the in-vehicle communication line. Until then, the tire pressure detecting device is controlled so as to delay the transmission of the information data relating to the tire pressure from the other tire pressure detecting devices.
As a result, it is possible to prevent radio wave interference between wireless transmission of vehicle specific information from the portable communication device and wireless transmission of information data related to tire air pressure from the tire air pressure detection device. Also, immediately after the confirmation of the location of the portable communication device by the control device of the smart key system is completed, transmission to the tire pressure detection device for which the recognition processing of the tire pressure detection device by the control device of the tire pressure monitoring system has not been completed. The transmission control part of the control device of the tire pressure monitoring system can transmit the information data on the tire pressure by the control signal, can restart the recognition process, and check the pressure of each wheel immediately after turning on the ignition switch from 1 minute Can be done in a very short time.

  According to a sixth aspect of the present invention, there is provided an in-vehicle device for a vehicle including the smart key system and the tire pressure monitoring system according to the sixth aspect, wherein the transmission control unit is provided for each of a plurality of wheels of the vehicle. After the transmission from the tire pressure detecting device that is already transmitting information data related to the tire pressure is completed, a transmission instruction signal is transmitted based on the transmitted forecast signal. The tire pressure detection device is controlled by the transmission control signal so that other tire pressure detection devices do not transmit information data related to tire pressure until the transmission of the vehicle specific information performed by the portable communication device is completed after the start. Then, the transmission control unit transmits the information data regarding the tire air pressure from the tire air pressure detecting device provided in each of the plurality of wheels of the vehicle. The first half transmission part including the transmission from the one tire pressure detection device and the second half transmission part which is the transmission from the other tire pressure detection device are divided into two, and the transmission of the first half transmission part is transmitted by the transmission instruction signal. The transmission of the second half transmission part including the transmission of the information data on the tire pressure from other tire pressure detection devices is performed after the transmission of the vehicle specific information performed by the portable communication device is completed. It is characterized by that.

According to the sixth aspect of the present invention, the transmission control unit of the control device of the tire pressure monitoring system finishes transmission from the tire pressure detection device that is already transmitting information data related to tire pressure by the transmission control signal. Later, transmission of information data related to tire air pressure from a plurality of air pressure detection devices is made the first half transmission part up to that point, and from the control device of the smart key system to the portable communication device based on the forecast signal transmitted through the in-vehicle communication line The tire air pressure detection device is controlled so that the tire air pressure detection device does not transmit information data related to tire air pressure until the transmission of the vehicle specific information performed by the portable communication device is completed after the transmission of the transmission instruction signal is started. Control. And the transmission control part of the control apparatus of a tire pressure monitoring system performs transmission of the latter half transmission part which is the transmission of the information data regarding the tire pressure from the other tire pressure detection device by the transmission control signal. This is performed after transmission of the vehicle specific information is completed.
As a result, it is possible to prevent radio wave interference between wireless transmission of vehicle specific information from the portable communication device and wireless transmission of information data related to tire air pressure from the tire air pressure detection device. In addition, immediately after the confirmation of the location of the portable communication device by the control device of the smart key system is completed, the tire pressure detection device for which the recognition processing of the tire pressure detection device by the control device of the tire pressure monitoring system has not been completed. The transmission control unit of the control device of the air pressure monitoring system can transmit the information data related to the tire air pressure by the transmission control signal, can restart the recognition process, and check the air pressure of each wheel immediately after the ignition switch is turned on from 1 minute. Can be done in a very short time.

An in-vehicle device for a vehicle comprising the smart key system and the tire pressure monitoring system according to the invention according to claim 7 collates specific information of the vehicle wirelessly transmitted from a portable communication device possessed by a user of the vehicle. Is transmitted wirelessly from the control device of the smart key system that performs authentication for permitting the execution of various controls and the confirmation of the location of the portable communication device, and the tire pressure detection device provided on each of the plurality of wheels of the vehicle. A tire pressure monitoring system control device for acquiring information data relating to tire pressure, and a vehicle equipped with a smart key system and a tire pressure monitoring system.
The vehicle further includes an in-vehicle communication line that connects at least the control device of the smart key system and the control device of the tire pressure monitoring system so that they can communicate with each other, and the control device of the smart key system checks the unique information of the vehicle. The control device of the tire pressure monitoring system includes a transmission instruction unit that wirelessly transmits a transmission instruction signal that causes the portable communication device to transmit vehicle specific information to the portable communication device when a condition for execution is satisfied. It has a transmission control unit that wirelessly transmits a transmission control signal for controlling transmission of information data related to tire air pressure from the device to the tire pressure detection device, and includes vehicle specific information wirelessly transmitted from the portable communication device and tire pressure detection. Information on tire air pressure transmitted wirelessly from the device is transmitted by a wireless signal of the same frequency and is used as a smart key. The system control device has completed recognition processing control of a plurality of tire air pressure detection devices in the control device of the tire air pressure monitoring system immediately after the ignition switch of the vehicle is turned on. When the control process for transmitting the tire pressure data from the tire pressure detection device is performed at a predetermined time interval, or after the control process for transmitting the data at a predetermined time interval is completed, the vehicle door Is switched from the open state to the closed state, and the condition for executing the verification of the specific information of the vehicle for confirming the location of the mobile communication device is established,
Before transmitting the transmission instruction signal, control the tire air pressure monitoring system from the start of transmission of the transmission instruction signal until the transmission of the vehicle specific information performed by the portable communication device upon receipt of the transmission instruction signal. Is transmitted to the apparatus through the in-vehicle communication line, and the transmission apparatus receives the transmission instruction signal after the transmission of the transmission instruction signal is started in the control device of the tire pressure monitoring system, and the transmission of the vehicle specific information performed by the portable communication device is completed. Is determined to exist in a time zone during which no tire pressure data is transmitted from any tire pressure detection device, and a permission signal as a result of the determination is received from the control device of the tire pressure monitoring system. In some cases, the vehicle unique information is collated in order to confirm the location of the portable communication device.

According to the seventh aspect of the present invention, the recognition processing control of the plurality of tire pressure detection devices in the control device of the tire pressure monitoring system immediately after the ignition switch of the vehicle is turned on is completed, and the plurality of tire pressures In the case of a control process in which transmission of information data related to tire air pressure from the detection device is transmitted at a predetermined time interval, or after a control process in which transmission is performed at a predetermined time interval is completed, the vehicle door is opened from the open state. From the tire pressure detection device, the smart key system control device switches to the closed state and causes the mobile communication device to transmit vehicle specific information in order to check whether or not the mobile communication device is in the passenger compartment. Control can be performed so that information data related to tire air pressure does not overlap with the timing of wireless transmission.
As a result, the controller of the smart key system cannot receive the vehicle-specific information from the portable communication device due to radio wave interference even though the portable communication device is located in the vehicle interior, and the mobile communication device is not in the vehicle interior. The alarm can be prevented from being generated by the control device of the smart key system.

  According to the present invention, the transmission from the portable communication device transmitted by the radio signal of the same frequency and the transmission from the TPMS sensor can be controlled so as not to interfere with radio waves, and the tire pressure abnormality of each wheel before the vehicle starts running It is possible to provide an in-vehicle device for a vehicle including a smart key system that can quickly determine whether or not there is a tire pressure and a tire pressure monitoring system.

It is a schematic block diagram of the vehicle-mounted apparatus provided with the smart key system and TPMS which concern on this embodiment. It is explanatory drawing of the tire pressure display, TPMS alarm display, and smart alarm display which are displayed on an indicator display screen. It is explanatory drawing of the case where the electromagnetic wave interference with the radio transmission from a smart key unit and the radio transmission from a TPMS sensor conventionally made into the solution object in this embodiment occurs. It is a flowchart which shows the flow of control in each of smart key ECU and TPMS_ECU in this embodiment. It is a continuation of the flowchart of FIG. It is a continuation of the flowchart of FIG. It is a continuation of the flowchart of FIG. It is a continuation of the flowchart of FIG. It is a continuation of the flowchart of FIG. FIG. 10 is a continuation of the flowchart of FIG. 9. It is a continuation of the flowchart of FIG. Immediately after the ignition switch is turned on, during the initial check (learning process) of the TPMS sensor, the TPMS prevents the radio wave interference when the smart key ECU detects that the door is opened from the open state to the closed state. It is a time chart of the initial check of a sensor. After the TPMS_ECU completes the initial check (learning process) of the TPMS sensor, the smart key ECU detects that the door has changed from the open state to the closed state while the vehicle is stopped, and causes radio wave interference between the keyless unit and the TPMS sensor. It is a time chart of explanation which performs control which prevents this. Immediately after the ignition switch is turned on, during the initial check (learning process) of the TPMS sensor, the smart key ECU detects that the door has been opened from the open state and immediately communicates with the keyless unit. It is a time chart of the comparative example explaining that a radio wave interference will be produced if it starts.

Hereinafter, an in-vehicle device of a vehicle including a smart key system and a tire pressure monitoring system {hereinafter referred to as “TPMS (Tire Pressure Monitoring System)” according to an embodiment of the present invention will be described in detail with reference to the drawings. To do.
With reference to FIG. 1, the vehicle-mounted apparatus provided with the smart key system and TPMS in this embodiment is demonstrated. FIG. 1 is a schematic configuration diagram of a vehicle-mounted device including a smart key system and a TPMS according to the present embodiment.

The vehicle 1 is a four-wheel vehicle including a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel. Tires 7FR, 7FL, 7RR, and 7RL are attached to the respective wheels.
In the present embodiment, with reference to the traveling direction of the vehicle 1, “FR” is used for the right front component, “FL” is used for the left front component, “RR” is used for the right rear component, The character string “RL” is placed after the component to indicate the arrangement position of the component. When these components are collectively referred to, and when these components are not distinguished by their arrangement positions, they should be indicated by the main body part (numerical part) of the code without attaching the letters FR, FL, RR, RL. To do. In this case, for example, it is expressed as a tire 7 or the like.
Similarly, in the present embodiment, with reference to the traveling direction of the vehicle 1, the letter “R” is placed on the right side component and the letter “L” is placed on the left side component, for example, as shown in FIG. Shows the arrangement positions of the right door mirror 5R, the left door mirror 5L, and the components thereof. When these constituent elements are collectively referred to, and when these constituent elements are not distinguished according to the arrangement position, they are indicated by the main body part (numerical part) of the code without adding the letters R and L. In this case, for example, it is expressed as a door mirror 5 or the like.

  As shown in FIG. 1, an in-vehicle device of a vehicle including a smart key system and a TPMS is, for example, an engine / AT_ECU (Electric Control Unit) 10 mounted on the vehicle 1, an indicator ECU 13, and a TPMS_ECU (control of a tire air monitoring system). Device) 15, smart key ECU (control device for smart key system) 16, etc., and these ECUs 10, 13, 15, 16 can communicate with each other via an in-vehicle communication line, for example, a CAN (Controller Area Network) communication line 17. It is connected to the.

(Engine / AT_ECU)
The engine / AT_ECU 10 is a control device that controls start, stop, and output of the engine 8, and controls an automatic transmission 9 (hereinafter referred to as "AT (Automatic Transmission) 9"). It is connected to an ignition switch 11 provided on the panel.
The AT 9 is provided with a vehicle speed sensor 12 that detects the rotational speed of the final gear of the drive shaft that is the output shaft, and a signal indicating the vehicle speed of the vehicle speed sensor 12 is input to the engine / AT_ECU 10. Incidentally, signals from an engine speed sensor, an engine coolant temperature sensor, an engine oil temperature sensor, a fuel tank liquid level sensor, etc. (not shown) are input to the engine / AT_ECU 10, and the vehicle speed, engine Information such as the rotation speed, engine coolant temperature, engine oil temperature, and fuel amount is sent to the indicator ECU 13.
The signal indicating the vehicle speed of the vehicle speed sensor 12 does not indicate the vehicle body speed in a strict sense, but may be a wheel speed or the like.

<< TPMS >>
Next, TPMS will be described. The TPMS is constructed in the vehicle 1 and promptly notifies the driver when the tire 7 has a decrease in air pressure. The TPMS includes components on the vehicle body side of the vehicle 1 and components on the wheel side. . The components on the wheel side include a tire pressure sensor unit (tire pressure detection device) 21 (21FR, 21FL, 21RR, 21RL). Hereinafter, the tire pressure sensor unit 21 is referred to as a “TPMS sensor 21”.
The components on the vehicle body side include a TPMS_ECU 15, a TPMS initiator 22 (22FR, 22FL, 22RR, 22RL), an indicator 14, and the like.

  In order to directly measure the air pressure of the four tires 7FR, 7FL, 7RR, 7RL, each wheel is provided with a TPMS sensor 21FR, 21FL, 21RR, 21RL. The TPMS sensors 21FR, 21FL, 21RR, and 21RL may be provided in the tires 7FR, 7FL, 7RR, and 7RL.

  The TPMS sensor 21 is, for example, as described in Patent Document 3 (see a balloon diagram at the upper right in FIG. 1 and FIG. 2). This TPMS sensor 21 is a valve-integrated type, but a separate type can also be used. A sensor hole is formed in the main body portion of the TPMS sensor 21, and a pressure sensor and a temperature sensor built in the main body portion can measure the environment (pressure, temperature, etc.) in the tire 7. The TPMS sensor 21 includes a battery, a microcomputer, an LF wireless reception circuit, and an RF wireless transmission circuit (not shown).

The TPMS_ECU 15 corresponds to a microcomputer (transmission control unit) 15b, an interface circuit (not shown), a CAN communication unit (not shown), and each TPMS initiator 22 (22FR, 22FL, 22RR, 22RL) which is an LF antenna. An LF wireless transmission circuit (not shown) provided individually, an RF wireless reception circuit (not shown) including the RF antenna 15a, and the like are configured.
The microcomputer 15b includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a writable nonvolatile memory such as a flash memory, a bus, and the like. The ROM of the microcomputer 15b stores a program for causing the CPU to execute the function of TPMS. Sensor ID information of each TPMS sensor can be registered in a writable nonvolatile memory. The microcomputer 15b controls the LF radio transmission circuit provided individually corresponding to each TPMS initiator 22 (22FR, 22FL, 22RR, 22RL), and “start command (wake-up command) to be described later with a radio signal in the LF band. ) ”And“ pause command (sleep command) ”can be transmitted.

The TPMS_ECU 15 is connected to the engine / AT_ECU 10, the indicator ECU 13, the smart key ECU 16, and the like through the CAN communication line 17 so as to communicate with each other.
The TPMS_ECU 15 receives an ignition on (hereinafter referred to as “IG ON”) signal and an ignition off (hereinafter referred to as “IG OFF”) signal from the engine / AT_ECU 10. The TPMS_ECU 15 transmits the tire air pressure, tire air temperature, and abnormality alarm detected by each TPMS sensor 21 to the indicator ECU 13.

The TPMS initiators 22FR, 22FL, 22RR, and 22RL are respectively installed in a tire house that contains the tires 7FR, 7FL, 7RR, and 7RL. The TPMS sensor 21 has a function of transmitting a TPMS sensor control signal (transmission control signal) to the corresponding TPMS sensor 21 by using, for example, an amplitude modulation magnetic field of 125 kHz in the LF band.
In the present embodiment, there are two TPMS sensor control signals transmitted from the TPMS_ECU 15 to the TPMS sensor 21 through the TPMS initiator 22, “activation command (wake-up command)” and “pause command (sleep command)”. These two command signals can be used by a general-purpose TPMS sensor.

  The “start command” is a command signal for starting the dormant TPMS sensor 21 into an operating state (also referred to as “active state”). The “pause command” is a command signal for pausing the TPMS sensor 21 in the operating state. Incidentally, even when the TPMS sensor 21 is in a dormant state, the TPMS sensor 21 is in a state where it can receive radio waves of the above-mentioned frequency from the TPMS initiator 22 with a frequency of a predetermined millisecond at a frequency of once per second. It is activated when a command signal of “activation command” is received within the predetermined millisecond time width. When the command control signal of “startup command” is not received within the predetermined millisecond, the radio wave is not received until the next 1 second.

  When the ignition switch 11 of the vehicle 1 is turned on, the TPMS_ECU 15 receives an IG ON signal from the engine / AT_ECU 10 via the CAN communication line 17, and the “start command” is sent to each wheel via the TPMS initiator 22. It is transmitted to the TPMS sensor 21 at different times. Similarly, when the ignition switch 11 of the vehicle 1 is turned off, the “pause command” is transmitted simultaneously to the TPMS sensors 21 of the respective wheels through the TPMS initiator 22.

The TPMS sensor 21 is activated when it receives an “activation command” by the LF wireless reception circuit, and enters an operating state. During the operating state, every time the built-in transmission timer counts a predetermined time, for example, 1 minute, the TPMS sensor 21 transmits sensor tire pressure and tire air temperature monitoring data together with sensor ID information for identifying the TPMS sensor 21. The signal is transmitted from the RF wireless transmission circuit at a band frequency, for example, a frequency of 433.92 MHz.
Incidentally, in the operating state, the TPMS sensor 21 transmits tire air pressure and temperature from the RF wireless transmission circuit at a frequency of once per minute. In the built-in microcomputer, for example, once per second. When the tire air pressure or temperature is detected at a high frequency and the tire air pressure changes to a predetermined threshold value or more within a predetermined short time, it is determined that there is an abnormality, and an abnormality alarm signal is sent together with the sensor ID information to the RF wireless transmission circuit. To TPMS_ECU15.

《Smart Key System》
Next, the smart key system will be described. The smart key system is basically for a smart key ECU 16 mounted on the vehicle 1, and a smart key system for transmitting a command signal for wirelessly locking and unlocking a door and a trunk lid to the smart key ECU 16. A portable keyless unit (portable communication device) 18, a door lock unit (not shown) provided by connecting the smart key ECU 16 and the CAN communication line 17, an ignition switch 11, a sensor, an initiator, and the like. Has been. Wireless door / trunk lid locking / unlocking includes a keyless lock and a keyless unlock by operating a lock button 18a and an unlock button 18b provided on the keyless unit 18. In addition, the door sensor 31 (31FR, 31FL, 31RR, 31RL) provided on the outer door handle (not shown) of each of the left and right front doors and the left and right rear doors, and the handle portion of the trunk lid Unlocking of the trunk lid by the trunk lid sensor 33 provided on (not shown), door lock switches 32 (32FR, 32FL, 32F, 32FL,. 32RR, 32RL), a door lock, a trunk lid lock by a trunk lock switch 34 provided in the vicinity of the trunk handle portion, an automatic lock, and the like.

In this case, the keyless unit 18 transmits keyless unit ID information (vehicle specific information) by the LF signal from the smart key ECU 16 to the smart key ECU 16 when the lock button 18a and the unlock button 18b are not operated. The instruction signal is received, keyless unit ID information is transmitted from the keyless unit 18 by an RF signal, and the keyless unit ID information is authenticated on the smart key ECU 16 side.
When the lock button 18a and the unlock button 18b of the keyless unit 18 are operated, the identification signal (Identification Signal) of the unlock / lock command content and the keyless unit ID information are transmitted from the keyless unit 18 to the smart key ECU 16. Then, the smart key ECU 16 of the keyless unit 18 is authenticated, and an unlock or lock command is accepted for the correct keyless unit ID.

The keyless unit 18 includes a microcomputer (not shown), an LF wireless reception circuit including an LF antenna, a control unit including an RF wireless transmission circuit including an RF antenna, and a battery such as a replaceable button battery. The lock button 18a and the unlock button 18b are connected to the microcomputer described above. Power is supplied from the battery described above to the control unit.
The keyless unit 18 is about the size of a credit card with a built-in IC (integrated circuit) chip.

  An LF band radio signal of a transmission request signal (transmission instruction signal) is transmitted from the smart key ECU 16 to the keyless unit 18, and the control unit of the keyless unit 18 that is normally in a dormant state is transmitted by this LF band radio signal. Is configured to start, and power saving is achieved. The LF band radio signal of the transmission request signal from the smart key ECU 16 is the same as the radio frequency used by the TPMS initiator 22 for transmission, for example, 125 kHz.

  On the other hand, in one-way communication from the keyless unit 18 to the smart key ECU 16, an identification signal (Unification signal) for unlocking and locking command contents and an RF signal used for transmitting keyless unit ID information are TPMS sensors of TPMS. 21 is the same as the radio frequency used for transmission, for example, M433.92 Hz.

  The effective transmission range of the low-frequency LF signal is within about 1 m, and the effective transmission range of the high-frequency RF signal is several times to a maximum of about 100 m.

On the other hand, on the vehicle 1 side, for the smart key system, a door sensor 31 that is operated when unlocking the door is provided inside an outer door handle (not shown) of each door, and the door is locked. A door lock switch 32 is provided in the vicinity of the outer door handle of each door. Similarly, for the smart key system, a trunk lid sensor 33 that is operated when unlocking the lock is provided inside a handle portion (not shown) of the trunk lid, and is operated when the trunk is locked. A trunk clock switch 34 is provided in the vicinity of the handle portion.
The door sensor 31, the door lock switch 32, the trunk lid sensor 33, and the trunk lock switch 34 are connected to the smart key ECU 16.

  As the door sensor 31 and the trunk lid sensor 33, for example, a capacitance change type touch sensor is used. The door sensor 31 and the trunk lid sensor 33 are normally off, and are turned on when a person (man's finger) is operating (contacting the inside of the outer door handle or the inside of the handle portion of the trunk lid). . The door lock switch 32 and the trunk lock switch 34 are configured in such a manner that a mechanical switch such as a micro switch having a push button shape is built in the vicinity of the outer door handle or the handle portion of the trunk lid. The door lock switch 32 and the trunk lock switch 34 are normally turned off, and are turned on when a person (human finger) operates (presses a button).

The door can be locked or unlocked by rotating an electrically driven door lock actuator, for example, a lock motor (not shown) provided for each door by the door lock unit (not shown). This is done by rotating a locking lever (not shown) connected by a gear / link mechanism or the like by a certain angle.
The trunk lid is locked or unlocked by, for example, rotating a trunk lock actuator electrically driven by the door lock unit, for example, a rotation of a lock motor (not shown) by a cam / gear / link mechanism or the like. This is done by rotating a locking lever (not shown) by a certain angle.

  Incidentally, each door is provided with a door open / closed state detection sensor 35 (35FR, 35FL, 35RR, 35RL) for detecting whether the door is in an open state or a closed state, and a signal indicating the open / closed state of each door is provided. It is sent to the smart key ECU 16. Similarly, a trunk open / close state detection sensor 37 for detecting whether the trunk lid is in an open state or a closed state is provided, and a signal indicating the open / close state of the trunk is sent to the smart key ECU 16.

Although not shown, each door lock actuator and the trunk lock actuator has a lock state detection sensor for detecting whether the door is locked or unlocked, and outputs a signal to the door lock unit. Information indicating whether each door and trunk is locked or unlocked is transmitted to the indicator ECU 13.
Thereby, when a user starts driving | running | working of the vehicle 1, it can be made to display and confirm whether the locked state is completed on the indicator 14. FIG.

The ignition switch 11 is started when the ignition switch 11 is rotated from the ignition on position to the start position after the authentication communication between the keyless unit 18 and the smart key ECU 16 is successful. That is, the ignition switch 11 is turned on.
Note that the ignition switch 11 can rotate in the order of an off position, an ACC (accessory) position, an ignition on position, and a start position, as in the known ignition cylinder.

The vehicle 1 is further provided with smart key initiators 23, 24, 25, 26R, 26L, and 27 which are LF antennas for the smart key system. The smart key initiator 23 is provided below the surface of the instrument panel so that the LF band radio signal can reach the space in the front seat portion 2, and the smart key initiator 24 is in the LF band wireless space in the space of the rear seat portion 3. The smart key initiator 25 is provided in the upper part of the trunk room 4 so as to reach the LF band radio signal in the trunk room 4.
Further, the smart key initiator 26R is provided in the right door mirror 5R so that an LF band radio signal can reach the vicinity of the right side of the vehicle outside, for example, the arm width in the vehicle width direction outside the right front door. Is provided. The smart key initiator 26L is provided in the left door mirror 5L so that a radio signal in the LF band reaches the vicinity of the left side surface on the outside of the vehicle, for example, the length of the arm on the outside of the door in the vehicle width direction of the left and right front doors. It has been. The smart key initiator 27 is provided in or below the synthetic resin rear bumper 6 so that a radio signal in the LF band reaches the vicinity of the handle portion of the trunk lid, for example, the range of the arm length.
If the vehicle 1 is a wagon or the like and the rear seat portion 3 and the luggage compartment behind the rear seat portion 3 are not partitioned by a steel plate or the like that shields radio waves in the LF band, the smart key initiator 24 is The smart key initiator 25 can also function, and the smart key initiator 25 can be omitted. In that case, the smart key initiator 24 detects the confinement of the keyless unit 18 in the trunk room 14.

The smart key ECU 16 includes a microcomputer (transmission instruction unit) 16b that controls the entire smart key system, an interface circuit (not shown), a CAN communication unit, and the like. The microcomputer 16b includes, for example, a writable nonvolatile memory such as a CPU, ROM, RAM, and flash memory, and a bus.
The ROM stores programs and data for causing the CPU to execute functions as a smart key system. In the nonvolatile memory, keyless unit ID information for authenticating that the vehicle 1 is a legitimate keyless unit 18 is stored in advance.

  The smart key ECU 16 includes an LF wireless transmission circuit (not shown), a buzzer (not shown) individually provided corresponding to each of the smart key initiators 23, 24, 25, 26R, 26L, 27 controlled by the microcomputer 16b. (Not shown), a light (not shown), an RF receiving circuit (not shown) including the RF antenna 16a, and the like. For example, the buzzer will be sounded once as a notification when the door or trunk is normally locked and unlocked, and will be sounded six times as an alarm output for “beep”. ing. Moreover, the above-mentioned light is arrange | positioned in the position which can be seen from the exterior above an instrument panel, for example. And when automatic door lock locking is performed, a buzzer is sounded as an answer back and the light blinks.

  Each door lock unit (not shown) includes a CPU, a ROM, a RAM, a bus, and the like. The CPU drives the actuator and locks and unlocks the door and trunk according to the program or data stored in the ROM.

(Unlocking and locking doors and trunks in smart key systems)
Next, door and trunk unlocking and locking in the smart key system will be briefly described.
When the user carries the keyless unit 18, approaches the vehicle 1 in a state where the engine is stopped and is locked, and touches the door sensor 31 (31FR, 31FL, 31RR, 31RL) of the outer door, the smart key ECU 16 The keyless unit 18 receives an ON signal from the touched door sensor 31 and transmits a wireless signal in the LF band from the smart key initiator in the vicinity of the door sensor 31 among the smart key initiators 23, 24, 25, 26R, and 26L. To output a keyless unit ID information transmission instruction signal.
In response to this, the keyless unit 18 transmits keyless unit ID information using an RF band radio signal.
The smart key ECU 16 receives the transmitted keyless unit ID information by the RF antenna 16a and the RF wireless reception unit (not shown), and collates with the keyless unit ID information stored in the writable nonvolatile memory in advance. When the authentication process is performed and the keyless unit ID information is correct, a command to unlock the door is issued to a door lock unit (not shown), and the door lock unit operates the door lock actuator to unlock. At that time, the smart key ECU 16 once outputs a notification sound with a buzzer to indicate to the user that the unlocking has been performed.

When the user closes the door again and presses the door lock switch 32 of the door within a predetermined time, the smart key ECU 16 changes the door open / close state detection sensor 35 from the open state to the closed state. Then, the keyless unit ID information transmission instruction signal is output from the smart key initiators 23 and 24 simultaneously to the keyless unit 18 by radio signals in the LF band.
It is to be noted that the keyless unit ID information transmission instruction signal is output from the smart key initiators 23 and 24 to the keyless unit 18 by the LF band radio signal, not the LF band radio signal from the smart key initiator 23. The transmission and the transmission of the LF band radio signal from the smart key initiator 24 may not overlap each other.
Thereafter, the smart key initiators 26R and 26L simultaneously output a keyless unit ID information transmission instruction signal to the keyless unit 18 by radio signals in the LF band.

If the keyless unit 18 is not left in the passenger compartment, the keyless unit 18 cannot receive the LF-band radio signal of the keyless unit ID information transmission instruction signal from the smart key initiators 23 and 24, and the subsequent time is not received. It receives the LF band radio signal of the transmission instruction signal of the keyless unit ID information from the shifted smart key initiators 26R and 26L, and transmits the keyless unit ID information.
The smart key ECU 16 receives the keyless unit ID information at a timing corresponding to the transmission instruction signal of the keyless unit ID information from the smart key initiators 26R and 26L, and assumes that the keyless unit 18 is not left in the passenger compartment. A command for locking the door is issued to a lock unit (not shown), and the door lock unit operates and locks the door lock actuator. At that time, the smart key ECU 16 outputs a notification sound once with a buzzer in order to indicate to the user that the lock has been made normally.
If the user forgets to press the door lock switch 32 and the keyless unit 18 is not left in the passenger compartment, the smart key ECU 16 detects the change in the door open / close state detection sensor 35 from the open state to the closed state. Then, when a predetermined time elapses, the door lock unit may be instructed to lock the door, and the door lock unit may operate the door lock actuator to automatically lock the door.

  When the keyless unit 18 is left behind in the passenger compartment, the keyless unit 18 receives the keyless unit ID information transmission instruction signal from the smart key initiators 23 and 24, and transmits the keyless unit ID information at that timing. Therefore, the smart key ECU 16 receives this and outputs an alarm sound from the buzzer, and does not output a locking command to the door lock unit to prevent the keyless unit 18 from being trapped.

  The smart key ECU 16, the keyless unit 18, the smart key initiator 27, and the trunk lid sensor 33 are similarly used to unlock and lock the locked trunk while the vehicle 1 is stopped regardless of whether the engine is stopped or the engine is running. The trunk lock switch 34 and the trunk open / close state detection sensor 37 are used to prevent the keyless unit 18 from being confined or locked after the trunk lock switch 34 is operated. If the keyless unit 18 is not confined in the trunk room 4, automatic locking may be performed after a predetermined time has elapsed after closing the trunk lid without operating the trunk lock switch 34.

(Engine start in smart key system)
Next, an authentication process of the keyless unit 18 when the engine is started in the smart key system will be described. When starting the engine of the vehicle 1 with the engine stopped, when the user carries the keyless unit 18 and enters the driver's seat and turns the ignition switch 11 to the ignition-on position, the engine / AT_ECU 10 is started and the ignition is started. An operation of the switch 11 to the ignition-on position is detected, and an IG ON operation signal is transmitted to the smart key ECU 16 through the CAN communication line 17. The smart key ECU 16 receives the IG ON operation signal and causes the smart key initiator 23 to transmit a keyless unit ID information transmission instruction signal. When the keyless unit ID information transmitted from the keyless unit 18 matches the keyless unit ID information stored in advance in the nonvolatile memory, the smart key ECU 16 is determined to be a legitimate keyless unit 18. After authentication, an IG ON permission signal is transmitted to the engine / AT_ECU 10 through the CAN communication line 17. The engine / AT_ECU 10 receives the IG ON permission signal, and starts the engine 8 when the ignition switch 11 is turned to the start position. Then, the ignition switch 11 is ready to be latched at the ignition on position. When the engine / AT_ECU 10 receives the IG ON permission signal, the engine / AT_ECU 10 outputs the IG ON signal from the OFF state to the smart key ECU 16 via the CAN communication line 17.
When the ignition switch 11 is in the above-described ignition-on position, the engine / AT_ECU 10 is also turned on. When the engine / AT_ECU 10 receives the IG ON permission signal, the switch controlled by the engine / AT_ECU 10 is turned on and the battery power supply is turned on from the switch. Various downstream ECUs, for example, TPMS_ECU 15 are also turned on.
However, the smart key ECU 15, the door lock unit, and the CAN communication line 17 are operating even when the ignition switch 11 is in the off position or the ACC position.

  On the other hand, if the smart key ECU 16 cannot detect the keyless unit 18 or authenticate with the proper keyless unit ID information even if the ignition switch 11 is turned to the ignition on position, an IG ON permission signal is sent to the engine / AT_ECU 10. There is no output, and it is not possible to latch to the ignition-on position, and turning to the start position is also locked. Also, the switch controlled by the engine / AT_ECU 10 is not turned on.

  Incidentally, when the ignition switch 11 is provided with a touch sensor and the touch sensor is also connected to the smart key ECU 16, the smart key ECU 16 is connected to the keyless unit 18 when the touch sensor of the ignition switch 11 is turned on. Until the ignition switch 11 is authenticated, the lock actuator of the ignition switch 11 may be controlled to lock the ignition switch 11 in the OFF position.

(Initial check of TPMS sensor by TPMS after IG ON (learning process) and confirmation of keyless unit)
When the ignition switch 11 is turned to the ignition on position and IG ON is permitted, the TPMS_ECU 15 is automatically activated by the power supplied with the engine AT_ECU 10 turned on in the TPMS. As shown in FIG. 14, the check, that is, the learning of sensor ID information for identifying the TPMS sensor 21 that detects the air pressure of the tire 7 attached to each wheel of the vehicle 1 and the acquisition of the tire air pressure are shown in an extremely short time. In addition, the time difference is made for each wheel.
When the ignition switch (indicated by “IG SW” in FIG. 14) 11 is turned from OFF to ON at timing t1, the TPMS_ECU 15 sends the TPMS sensor control signal (transmission control signal) for the time T3 after the time T1. (Refer to the time chart indicated by FR-LF in the upper stage in FIG. 14). Here, the time T1 is a time from when the ignition switch 11 is switched from the OFF state to the ON state until the TPMS_ECU 15 automatically starts and the TPMS initiator 22FR outputs a TPMS sensor control signal. It also includes time, and is a little longer than time T2, which will be described later.

  Thereafter, the TPMS sensor 21FR is activated once, and sensor ID information, tire air pressure and tire air temperature data (the “tire air pressure” in the time chart indicated by FR-TPS in FIG. 14) is repeated a predetermined number of times during a predetermined time T4. The information is collectively displayed as “information” and is repeatedly transmitted at the frequency of the RF band (see the time chart shown by FR-TPS in the upper part of FIG. 14). The TPMS_ECU 15 receives it by the RF antenna 15a, outputs a sleep command at the end of the TPMS sensor control signal over the time T3 from the TPMS initiator 22FR, and pauses the TPMS sensor 21FR once. Here, “tire pressure information” corresponds to “information data relating to tire pressure” recited in the claims.

Thereafter, the TPMS_ECU 15 outputs a TPMS sensor control signal during the time T3 after the lapse of time T2 as the control switching time from the TPMS initiators 22FL, 22RR, 22RL to the TPMS sensors 21FL, 21RR, 21RL in this order (FIG. 14). (See the time charts indicated by FL-LF, RR-LF, and RL-LF in the upper stage), and “tire pressure information” in the order of the TPMS sensors 21FL, 21RR, and 21RL during each time T3 (the upper FL in FIG. 14). -TPS, RR-TPS, and RL-TPS) are received by the RF antenna 15a, a sleep command is output at the end of the TPMS sensor control signal over each time T3, and each TPMS sensor 21 is output. To pause.
By controlling the initial check of the TPMS sensor 21 as described above, the “tire pressure information” based on the RF band radio signal transmitted from the TPMS sensor 21 is reliably acquired by the TPMS_ECU 15 without causing radio wave interference with each other.

  Incidentally, the timing of starting transmission of the “tire pressure information” from the TPMS sensor 21 with respect to the output of the TPMS sensor control signal over the time T3 from the TPMS initiator 22 is uneven because the TPMS sensor 21 is 1 per second. This is because the LF band radio signal from the TPMS initiator 22 can be received from the TPMS initiator 22 for a predetermined millisecond time width, and the timing for receiving the LF band radio signal from the TPMS initiator 22 varies. Therefore, the time T3 is preferably a time obtained by adding a slight control margin time of milliseconds to the value obtained by adding 1 second to the time T4.

  However, in the conventional smart key system and TPMS, the smart key ECU 16 switches the driver's seat door from the open state to the closed state by the door open / close state detection sensor 35FR after the ignition switch 11 is switched from OFF to ON. When it is detected, in order to ensure that the driver carries the keyless unit 18 and starts the vehicle 1, that is, to confirm that the keyless unit 18 is in the vehicle interior, After time T5, a keyless unit control signal (transmission instruction signal) for transmitting the keyless unit ID information of the keyless unit 18 from the smart key initiators 23 and 24 is transmitted a predetermined number of times over a predetermined time T6.

If the keyless unit 18 is carried by the driver, or if the driver is in clothes or a bag placed in the passenger compartment such as the front seat 2 and the rear seat 3 in the passenger compartment, the keyless unit 18 is Over a period of time T7, keyless unit ID information is transmitted by a radio signal in the RF band for a predetermined number of times.
Therefore, for example, during the initial check process of the TPMS sensor 21 in the TPMS_ECU 15, if the smart key ECU 16 detects a closing operation of the driver's seat door, an RF band radio signal from the TPMS sensor 21 and an RF signal from the keyless unit 18 are detected. The wireless signals of the band keyless unit ID information interfere with each other, and the smart key ECU 16 cannot authenticate the keyless unit ID information, that is, the location of the keyless unit 18 in the vehicle interior cannot be confirmed. Thus, when the smart key ECU 16 cannot confirm that the keyless unit 18 is in the vehicle interior, the indicator 14 is connected to the indicator 14 via the CAN communication line 17 and the indicator ECU 13 even though the keyless unit 18 exists in the vehicle interior. An alarm that the keyless unit 18 cannot be detected in the passenger compartment is displayed, or the smart key ECU 16 outputs a buzzer sound.
Further, the TPMS_ECU 15 fails to acquire “tire pressure information” for one of the four TPMS sensors 21, and the “tire pressure information” from the TPMS sensor 21 is only obtained after one minute or more has elapsed. Since it is not known, it is delayed that the driver confirms that the tire pressures of all the wheels are normal before starting the vehicle 1 and displays it on the indicator 14.

<Indicator display>
FIG. 2 is an explanatory diagram of a tire pressure display, a TPMS alarm display, and a smart alarm display displayed on the indicator display screen. When the ignition switch 11 is operated to the ignition on position, the display of the indicator display screen 14a of the indicator 14 is controlled by the indicator ECU 13 (see FIG. 1) to be in a power-on state, and a speed meter, a fuel meter, When the engine speed meter and the engine temperature meter are displayed and the TPMS_ECU 15 acquires the “tire pressure information” of the four wheels, the current pressure display 141 of each wheel is obtained via the CAN communication line 17 and the indicator ECU 13 as shown in the current pressure display 141. The tire pressure is displayed as a specific value. When the tire pressure is equal to or lower than a predetermined threshold value, the TPMS alarm display 142 is displayed on the indicator display screen 14a, for example, blinking, and the tire pressure value is blinked.
When the driver door is switched from the open state to the closed state after the ignition switch 11 is operated to the ignition on position, the smart key ECU 16 has the keyless unit ID information previously registered in the vehicle 1. When the keyless unit ID information cannot be obtained by the radio signal in the RF band of the keyless unit ID information transmitted from the keyless unit 18, the smart key is displayed on the indicator display screen 14a. For example, the alarm display 143 is blinked and notified by a predetermined number of buzzer sounds.

<< Radio wave interference prevention control of radio signal of RF band of TPMS sensor and keyless unit at the time of closing operation of door while stopped after IG ON in this embodiment >>
FIG. 3 is an explanatory diagram of a case where radio wave interference occurs between the wireless transmission from the smart key unit and the wireless transmission from the TPMS sensor, which is a target to be solved in the present embodiment.
In the horizontal column of the table of FIG. 3, a “communication purpose” and a display column indicating communication purpose from the left side, a “communication timing” and display column indicating timing are described, and the “communication timing” column further includes “IG” It is divided into a column indicating the engine stop state indicated as “OFF” and a column indicating the engine operation state indicated as “IG ON”. The column labeled “IG ON” is further subdivided into a column for the stopped state of the vehicle 1 labeled “stopped” and a column for the traveled state of the vehicle 1 labeled “running”.

The vertical column in the table of FIG. 3 is roughly divided into a “TPMS” display column and a “smart key system” display column to show the operation of the TPMS and smart key system. The column of “TPMS” is further divided into two fields of “TPMS sensor learning” and display, and “Receiving tire pressure information” and display according to the purpose of communication.
According to the purpose of communication, the “Smart Key System” column is further divided into a “Door Lock / Unlock” column, a “Engine Start” column, a “Keyless Unit Carry Out Alarm” column, and a display column. “Keyless unit containment prevention” is divided into four columns, “Keyless unit containment prevention” is further subdivided into “Vehicle interior” display column and “Trunk” display column. ing.
In the table of FIG. 3, which communication purpose function operates in the TPMS and the smart key system at each communication timing is indicated by a circle, and a horizontal line “−” indicates a function that does not operate or a function that is not targeted in this embodiment. Is described.

  As shown in FIG. 3, when the ignition switch 11 (see FIG. 1) is off (“IG OFF” is displayed at the communication timing in FIG. 3), the TPMS is not operating and the TPMS_ECU 15 (see FIG. 1) is , An initial check of the TPMS sensor 21 (see FIG. 1) immediately after the IG ON (shown as “TPMS sensor learning” in FIG. 3), and a “tire” in which time is shifted between the TPMS sensors 21 after the initial check of the TPMS sensor 21 The function is not operating at the time of reception of “air pressure information” (indicated as “reception of tire pressure information” in FIG. 3).

  Even when the ignition switch 11 is off, the smart key system, that is, the smart key ECU 16 is operating, and the smart key ECU 16 (see FIG. 1) includes a lock button 18a and an unlock button from the keyless unit 18 (see FIG. 1). When receiving radio transmission of the RF band by the operation of 18b, an authentication operation for confirming that the keyless unit 18 having keyless unit ID information registered in advance in the smart key ECU 16 is carried is performed, and the door is locked. And unlock control, trunk lock and unlock control.

Further, when the door sensor 31 (reference numeral 31FR, 31FL, 31RR, 31RL in FIG. 1) of the outer door handle of the vehicle 1 (see FIG. 1) detects the door opening operation, the keyless unit registered in the smart key ECU 16 in advance. An authentication operation for confirming that the user is carrying the keyless unit 18 having the ID information is performed, and unlock control of the door is performed.
Similarly, when a door closing operation by a door lock switch 32 (32FR, 32FL, 32RR, 32RL) (see FIG. 1) provided in the vicinity of the outer door handle of the vehicle 1 is detected, it is registered in the smart key ECU 16 in advance. The keyless unit 18 having the keyless unit ID information is subjected to authentication work for confirming that a user outside the vehicle is carrying it, and it is confirmed that the keyless unit 18 is not confined in the vehicle interior. Lock control is performed. Specific control for confirming that the keyless unit 18 is not confined will be described later.
Even if the door lock switch 32 is not operated, if the door open / close state detection sensor 35 (35FR, 35FL, 35RR, 35RL) (see FIG. 1) detects that the door is switched from the open state to the closed state, the smart key It is confirmed that the keyless unit 18 having the keyless unit ID information registered in advance in the ECU 16 is authenticated by a user outside the vehicle and the keyless unit 18 is not confined in the vehicle interior. It is also possible to perform automatic door lock control after confirmation.

Further, when the trunk lid sensor 33 (see FIG. 1) of the handle portion of the trunk lid of the vehicle 1 (see FIG. 1) detects the opening operation of the trunk lid, the keyless unit ID information registered in advance in the smart key ECU 16 is present. An authentication operation for confirming that the user is carrying the keyless unit 18 is performed, and trunk unlock control is performed.
Similarly, when the trunk lid closing operation by the trunk lock switch 34 (see FIG. 1) provided in the vicinity of the handle portion of the trunk lid of the vehicle 1 is detected, the keyless unit ID information registered in advance in the smart key ECU 16 is obtained. An authentication operation for confirming that a user outside the vehicle carries the keyless unit 18 is carried, and confirms that the keyless unit 18 is not confined in the trunk room 4 (see FIG. 1). Performs lid lock control. Specific control for confirming that the keyless unit 18 is not confined will be described later.
Even if the lock switch 32 is not operated, if the trunk open / close state detection sensor 37 (see FIG. 1) detects that the trunk lid is switched from the open state to the closed state, the keyless unit ID registered in the smart key ECU 16 in advance. The keyless unit 18 having information is authenticated to confirm that a user outside the vehicle is carrying it, and it is confirmed that the keyless unit 18 is not confined in the trunk room 4 to automatically lock the door. Control may be performed.
The above cases are summarized and simply displayed as “door lock / unlock” and “keyless unit confinement prevention” in the communication purpose column of FIG.

  When the ignition switch 11 is operated from the OFF state to the ignition ON position, the smart key ECU 16 indicates that the driver has previously registered keyless unit ID information in the smart key ECU 16 corresponding to the vehicle 1 (see FIG. 1). An authentication operation for confirming that the keyless unit 18 (see FIG. 1) having the key is carried is performed. When authenticating with correct keyless unit ID information, the smart key ECU 16 outputs an IG ON permission signal to the engine ECU 10 (see FIG. 1). In response to the IG ON permission signal from the smart key ECU 16, the engine ECU 10 starts the engine 8 when the ignition switch 11 is turned to the start position. In this sense, when the communication timing of FIG. 3 is “IG OFF”, the smart key system is described so that “engine start” in the communication purpose column operates.

In the smart key ECU 16 of the smart key system, when the communication timing is “IG OFF” as shown in the column of “Keyless unit confinement prevention” in the communication purpose column, the passenger compartment of the keyless unit 18 (front seat portion 2 and In order to prevent forgetting to put in the rear seat part 3), when the switching from the open state to the closed state is detected, a keyless unit ID information transmission instruction signal is wirelessly transmitted from the smart key initiators 23 and 24. When the keyless unit ID information is not transmitted from the keyless unit 18, it is confirmed that the keyless unit 18 is not in the passenger compartment. Even when the door lock switch 32 (reference numerals 32FR, 32FL, 32RR, 33RL in FIG. 1) is pressed, if the keyless unit 18 is in the passenger compartment, the alarm is displayed as described above without locking the door. And buzzer output. Further, even when the keyless unit 18 is in the passenger compartment even if it has a function of automatically locking when a predetermined time has elapsed after the door is closed, the alarm display and buzzer output are performed as described above without locking the door. .
The same applies to the case where the smart key ECU 16 detects that the trunk room 4 is switched from the open state to the closed state in the IG OFF state.

  When the communication timing is “IG ON” and the vehicle 1 is stopped, as shown in FIG. 3, the ignition switch 11 (see FIG. 1) immediately after IG ON is permitted by the smart key ECU 16 (FIG. 3). TPMS is activated at “(immediately after IG ON)” and the TPMS_ECU 15 (see FIG. 1) performs an initial check (see FIG. 3) of the TPMS sensor 21 (see FIG. 1) immediately after IG ON. "TPMS sensor learning" is displayed). Then, after the “TPMS sensor learning” of the TPMS sensor 21 is finished, reception of “tire pressure information” (indicated as “reception of tire pressure information” in FIG. 3) with a time shift between the TPMS sensors 21 is started. The operation is continued while the vehicle 1 is traveling. The reception of the “tire pressure information” in the TPMS_ECU 15 is such that the TPMS sensor 21 receives a TPMS sensor control signal (transmission control signal) so that the TPMS sensor 21 enters a resting state when the “IG ON” state is switched to the “IG OFF” state. ) Is output, and then the TPMS_ECU 15 is also turned off to end the operation.

When the vehicle 1 is stopped when the communication timing is “IG ON”, the smart key ECU 16 of the smart key system detects at least switching from the open state of the door on the driver's seat side to the closed state of the door. The keyless unit ID information transmission instruction signal can be wirelessly transmitted from the smart key initiators 23 and 24 using the LF band wireless signal, and the keyless unit ID information registered in advance can be received from the keyless unit 18 using the RF band wireless signal. Occasionally, the driver confirms that the proper keyless unit 18 is carried in the vehicle, and the keyless unit takeout alarm is not displayed on the indicator 14 or an alarm sound is output from the buzzer. However, if it is not possible to confirm that the regular keyless unit 18 is carried in the vehicle, a keyless unit takeout alarm is displayed on the indicator 14 or an alarm sound is output from the buzzer to alert the driver.
This is because when the driver is getting on and off the vehicle 1 while the vehicle is stopped with the engine 8 started, the vehicle 1 travels with the keyless unit 18 dropped or misplaced outside the vehicle. This is to prevent the start.

  By the way, as shown by a thick square frame line in FIG. 3, the communication between the smart key ECU 16 and the keyless unit 18 for this keyless unit take-out alarm is the “TPMS sensor learning” immediately after the IG ON when the TPMS is stopped. ”Or subsequent timing of“ tire pressure information reception ”, the smart key ECU 16 may not be able to acquire keyless unit ID information from the keyless unit 18.

(Radio interference prevention control of radio signals in the RF band of the TPMS sensor 21 and the keyless unit 18 when the door closing operation occurs when the TPMS_ECU 15 performs an initial check of the TPMS sensor 21 immediately after IG ON)
Next, the details of the radio wave interference prevention control of the RF signal of the RF band of the TPMS sensor 21 and the keyless unit 18 at the time of closing the door while the vehicle is stopped after IG ON will be described with reference to FIGS. To do. FIGS. 4 to 11 are flowcharts showing the flow of control in each of the smart key ECU and the TPMS_ECU in the present embodiment. In particular, FIGS. 4 to 7 show that the TPMS_ECU 15 performs an initial check of the TPMS sensor 21 immediately after IG ON. 5 is a flowchart showing a flow of radio wave interference prevention control of radio signals in the RF band of the TPMS sensor 21 and the keyless unit 18 when a door closing operation occurs. FIG. 12 shows the radio wave interference when the smart key ECU detects that the door has changed from the open state to the closed state immediately after the ignition switch is turned on and during the initial check (learning process) of the TPMS sensor. It is a time chart of the initial check of the TPMS sensor which prevents.

The initial state is a state where the engine 8 (see FIG. 1) is stopped.
In step S01, the smart key ECU 16 (see FIG. 1) checks whether a response condition occurs on the smart key system side in the IG OFF state. The occurrence of a response condition in the IG OFF state on the smart key system side means that the lock button 18a (see FIG. 1) or the unlock button 18b (see FIG. 1) is operated from the keyless unit 18 (see FIG. 1) in the IG OFF state. When a radio signal in the RF band is received, the door sensor 31 (reference numeral 31FR, 31FL, 31RR, 31RL in FIG. 1) of the outer door handle of the vehicle 1 (see FIG. 1) detects a door opening operation. When the door is switched from the open state to the closed state and an operation accompanied by the door locking operation is detected, the trunk lid sensor 33 (see FIG. 1) of the handle portion of the trunk lid of the vehicle 1 (see FIG. 1) is detected. ) Detects a trunk lid opening operation, it detects the switching of the trunk from the open state to the closed state and locks the trunk. When detecting the operation with a case of detecting that the occupant is turned the ignition switch 11 (see FIG. 1) to the ignition ON position.

If the response condition occurs in the IG OFF state on the smart key system side (Yes), the process proceeds to step S02, and if not (No), step S01 is repeated.
In step S02, the smart key ECU 16 determines whether the door unlock / lock operation or the trunk unlock / lock operation (this is the “door lock / unlock” and “keyless unit” for communication purposes in the above description of FIG. 3). In this case (Yes), the process proceeds to step S03. If not (No), the process proceeds to step S04.
In step S03, the smart key ECU 16 communicates with the keyless unit, confirms that the keyless unit ID information is correct, and performs corresponding control. Specifically, the communication purpose in the smart key system at the communication timing “IG OFF” as described above in the description of FIG. 3 is described in the “Door lock / unlock” column and the “Keyless unit containment prevention” column. Control. After step S03, the process returns to step S01.

In step S04, the smart key ECU 16 checks whether or not the ignition switch 11 (see FIG. 1) is an IG ON request that has been turned to the ignition on position. If the request is IG ON (Yes), the process proceeds to step S05, and if not, the process returns to step S01.
In step S05, the smart key ECU 16 communicates with the keyless unit 18, confirms that the keyless unit ID information is correct, and commands IG ON. Specifically, when the smart key ECU 16 receives a signal that the ignition switch 11 has been turned to the ignition on position via the engine / AT_ECU 10 and the CAN communication line 17, the smart key ECU 16 receives the signal from the keyless unit 18. The smart key initiator 23 transmits a keyless unit ID information transmission instruction signal by an LF band radio signal.

If the keyless unit 18 is in the passenger compartment, the keyless unit ID information is wirelessly transmitted repeatedly with a radio signal in the RF band a predetermined number of times. When the smart key ECU 16 receives the keyless unit ID information from the keyless unit 18 and confirms that the keyless unit ID information has been registered in advance as the keyless unit ID information of the vehicle 1, the smart key ECU 16 sends the information to the engine / AT_ECU 10 via the CAN communication line 17. IG ON permission signal is output (“Communication with keyless unit, confirms that keyless unit ID information is correct, and outputs IG ON permission signal).
If the keyless unit 18 is not in the passenger compartment or is not the keyless unit 18 corresponding to the vehicle 1, it cannot be confirmed that it is previously registered as keyless unit ID information of the vehicle 1, although omitted in FIG. Therefore, the process returns to step S01 without outputting the IG ON permission signal to the engine / AT_ECU 10.

Then, after receiving the IG ON permission signal from the smart key ECU 16, the engine / AT_ECU 10 transmits the IG ON signal to the smart key ECU 16 via the CAN communication line 17 while switching from OFF to ON. At that time, the engine / AT_ECU 10 controls the switch for supplying battery power to the TPMS_ECU 15 or the like on the downstream side from OFF to ON. Further, the engine / AT_ECU 10 starts the engine 8 when detecting that the ignition switch 11 is turned to the start position.
After step S05, smart key ECU 15 proceeds to step S06 in FIG. 5 according to the connector (A).

In step S06, the smart key ECU 16 receives a change from OFF to ON of the IG ON signal from the engine / AT_ECU 10, and in step S07, sets the flag IFLAGA to 0 (“IFLAGA = 0”). This flag IFLAGA is a flag for determining that the driver side door has been switched from the open state to the closed state, and that IFLAGA = 1 has detected that the door has changed from the open state to the closed state. A signal of IFLAGA = 1 is transmitted from the smart key ECU 16 to the TPMS_ECU 15 as the interrupt flag IFLAGA = 1 via the CAN communication line 17 and used to control temporary interruption of the initial check of the TPMS sensor 21 in the TPMS_ECU 15. . IFLAGA = 0 means that it is not detected that the driver's seat side door is switched from the open state to the closed state. This determination can be easily made by inputting a signal from the door open / closed state detection sensor 35FR to the smart key ECU 16.
Control on the smart key ECU 16 side proceeds to step S10 after step S07.

  In step S08, the TPMS_ECU 15 is activated upon being supplied with power from the battery ("TPMS_ECU activation when IG ON"). Since this occurs almost simultaneously with step S06, a signal is not transmitted from the smart key ECU 16 to the TPMS_ECU 15, but a broken-line arrow is shown for convenience.

In step S09, the TPMS_ECU 15 starts an initial check (recognition process control of the tire pressure detecting device) of the TPMS sensor 21 (described as 21FR, 21FL, 21RR, 21RL in FIG. 1), and notifies the smart key ECU 16 of that fact. It transmits via the communication line 17. Also, N = 0, IFLAGB1 = IFLAGB2 = IFLAGB3 = IFLAGC = IFLAGD = IFLAGE = 0 are initialized. After step S09, the TPMS_ECU 15 proceeds to step S11.
Here, N is an argument indicating the wheel position, N = 1 indicates the right front wheel, N = 2 indicates the left front wheel, N = 3 indicates the right rear wheel, and N = 4 indicates the left rear wheel.

Flag IFLAGB1 is an initial check immediately after IGON of each TPMS sensor 21 (acquisition of sensor ID information of TPMS sensor 21 and tire 7 on which it is mounted (indicated as 7FR, 7FL, 7RR, 7RL in FIG. 1) This is a flag indicating interruption of processing control} acquisition of air pressure and air temperature data information (may be collectively referred to as “tire pressure information”) in a short time.
IFLAGB1 = 0 indicates that no interruption of the initial check process control has occurred, and IFLAGB1 = 1 indicates that an interruption of the initial check process control has occurred.

The flag IFLAGB2 is used during the control process that is activated by the TPMS_ECU 15 with a predetermined time difference for each wheel so that the TPMS sensor 21 transmits "tire pressure information" at a frequency of once per minute, or After the control process is completed, the TPMS_ECU 15 receives the IFLAGA = 1 signal from the smart key ECU 16 and receives “tire pressure information” from the next TPMS sensor 21 until the TPMS_ECU 15 receives the signal between the smart key ECU 16 and the keyless unit 18. It is a flag indicating a determination result of whether or not the communication time can be secured.
IFLAGB2 = 0 indicates that the communication time cannot be secured, and IFLAGB2 = 1 indicates that the communication time can be secured.

The flag IFLAGB3 is received when the TPMS_ECU 15 receives the IFLAGA = 1 signal from the smart key ECU 16 after all the TPMS sensors 21 of the four wheels transmit “tire pressure information” at a frequency of once per minute. The communication time between the smart key ECU 16 and the keyless unit 18 cannot be secured until the “tire pressure information” is received from the next TPMS sensor 21, and the smart time after receiving the “tire pressure information” from the next TPMS sensor 21 It is a flag indicating control for causing communication between the key ECU 16 and the keyless unit 18.
IFLAGB3 = 0 indicates that communication between such a delayed smart key ECU 16 and the keyless unit 18 is not performed, and IFLAGB3 = 1 indicates that communication between such a delayed smart key ECU 16 and the keyless unit 18 is performed. It shows that.

The flag IFLAGC is a flag indicating whether or not the initial check of all the TPMS sensors 21 is completed. The flag IFLAGC = 0 indicates that the initial check is not completed, and the flag IFLAGC = 1 is the initial value. Indicates that the check is complete.
The flag IFLAGD is configured to evenly shift the transmission timing between the TPMS sensors 21 so that the TPMS sensor 21 automatically transmits the “tire pressure information” at a predetermined cycle, for example, once every minute. The flag IFLAGD = 0 indicates that the control has not started yet, and the flag IFLAGD = 1 indicates that the control has started.
The flag IFLAGE equalizes the transmission timing between the TPMS sensors 21 so that the “tire pressure information” is automatically transmitted to all the TPMS sensors 21 at a predetermined cycle, for example, once every minute. It is a flag indicating whether or not the start-up control has been completed in order so that the control is completed. Flag IFLAGE = 0 indicates that the control has not been completed yet, and flag IFLAGE = 1 has completed the control. It shows that.

  In step S10, the smart key ECU 16 receives the TPMS sensor initial check start signal in step S09 from the TPMS_ECU 15 via the CAN communication line 17, and confirms the start of the TPMS sensor initial check. The smart key ECU 16 then proceeds to step S15.

In step S11, the TPMS_ECU 15 sets time T ₀ = T1. Here, the time T ₀ = T1 is the TPMS based on the radio signal in the LF band from the timing t1 when the IG SW in the time chart indicated by “FR-LF” in the upper TPMS operation status column in FIG. This corresponds to the time T1 until the sensor control signal start timing t2As.
The time T ₀ is a control preparation time until the initial check immediately after the IGON of each TPMS sensor 21 is started, and it takes time until the TPMS_ECU 15 is started and the initialization operation is completed in step S8. The LF band radio signal (“TPMS sensor control”) by the TPMS initiator 22FR (see FIG. 1) to the TPMS sensor 21FR indicated by FR-LF from the timing of IG ON of the ignition switch 11 (indicated as “IG SW” in FIG. 12). The elapsed time T1 until the start of transmission of the “signal”) is the elapsed time from the end of the “TPMS sensor control signal” to the preceding TPMS sensor 21FR to the start of transmission of the “TPMS sensor control signal” to the next TPMS sensor 21FL. It is longer than time T2.

In step S12, the TPMS_ECU 15 starts a timer t. In step S13, N = N + 1. That is, at the beginning of the repetition, N = 1, and communication with the TPMS sensor 21FR is set. In step S14, TPMS_ECU15, the timer t is after time _{T 0} elapses, initiate communication with TPMS sensor wheel corresponding to N. After that, the TPMS_ECU 15 proceeds to Step S17.

In step S15, the smart key ECU 16 checks whether or not a change from the open state to the closed state of the door on the driver's seat side is detected. If a change from the open state of the driver side door to the closed state is detected (Yes), the process proceeds to step S16. If not (No), the process proceeds to step S37 in FIG. 7 according to the connector (B). . In step S16, the smart key ECU 16 sets the interrupt flag IFLAGA = 1, and transmits a signal of the interrupt flag IFLAGA = 1 to the TPMS_ECU 15 via the CAN communication line 17 (see FIG. 1). Thereafter, the smart key ECU 16 proceeds to step S26 in FIG. 6 according to the connector (C).
The timing that becomes Yes in step S15 corresponds to, for example, the timing tdc at which the door changes from the open state to the closed state in the smart key system operation status column in the lower part of FIG.

In step S17, the TPMS_ECU 15 checks whether or not the interrupt flag IFLAGA = 1 is received from the smart key ECU 16 via the CAN communication line 17. When the interrupt flag IFLAGA = 1 is received (Yes), the process proceeds to step S18, the flags IFLAGB1 = 1 and IFLAGA = 0, and the process proceeds to step S19 in FIG. 6 according to the connector (D). If the interrupt flag IFLAGA = 1 is not received in step S17 (No), the process proceeds to step S19 in FIG. 6 according to the connector (D).
In step S19, the TPMS_ECU 15 receives the transmission information from the TPMS sensor 21 of the wheel corresponding to N (“tire pressure information” transmitted by a radio signal in the RF band), and the indicator ECU 13 (see FIG. 1) receives the CAN. Information on the tire air pressure and air temperature from the TPMS sensor 21 is transmitted via the communication line 17 with an identification code indicating which wheel position is present.
The transmission information from the TPMS sensor 21 of the wheel corresponding to N = 1 is received for a predetermined number of times over the time T4 of the time chart indicated by “FR-TPS” in the TPMS operation status column in the upper part of FIG. The transmission of tire pressure data and tire air temperature data (simply indicated as “tire pressure information” in FIG. 12) is received by the RF antenna 15 a of the TPMS_ECU 15. Here, the sensor ID information, tire air pressure data, and tire air temperature data correspond to “information data relating to tire air pressure” recited in the claims.

In step S20, the TPMS_ECU 15 transmits “pause” at the end of the TPMS sensor control signal to the TPMS sensor 21 over the time T3 by a radio signal in the LF band from the TPMS initiator 22 (for example, TPMS initiator 22FR when N = 1). Command (sleep command) "and the corresponding TPMS sensor 21 (for example, TPMS sensor 21FR when N = 1) is paused. In step S21, the TPMS_ECU 15 resets the timer t, and sets T ₀ = T2 in step S22. The transmission timing of the “pause command (sleep command)” in step S20 corresponds to the timing t2Ae in FIG. 12 when N = 1.

In step S23, the TPMS_ECU 15 checks whether or not the flag IFLAGB1 = 1. If the flag IFLAGB1 = 1 (Yes), the process proceeds to step S25. If the flag IFLAGB1 = 1 is not satisfied (No), the process proceeds to step S24.
In step S24, the TPMS_ECU 15 checks whether N is 4 or more. When N is 4 or more (Yes), the process proceeds to step S36 in FIG. 7 according to the connector (H). When N is less than 4 (No), the process proceeds to step S12 in FIG. 5 according to the connector (E). Returning, steps S12 to S14 and S17 to S23 are repeated.
When the process proceeds to Yes in step S23 and proceeds to step S25, the TPMS_ECU 15 transmits an initial check interruption flag (IFLAGB1 = 1) of the TPMS sensor 21 to the smart key ECU 16 via the CAN communication line 17. After step S25, the TPMS_ECU 15 proceeds to step S32.

In step S26, the smart key ECU 16 receives IFLAGB1 = 1 in response to the TPMSTPMS_ECU 15 transmitting the initial check interruption flag (IFLAGB1 = 1) of the TPMS sensor 21 to the smart key ECU 16 via the CAN communication line 17 in step S25. It is checked whether or not is received. If IFLAGB1 = 1 is received (Yes), the process proceeds to step S27. If not received (No), the process proceeds to step S37 in FIG. 7 according to the connector (B).
In step S <b> 27, the smart key ECU 16 transmits the time T <b> 5 until the start of communication with the keyless unit 18 and the time T <b> 6 required for communication with the keyless unit 18 to the TPMS_ECU 15 via the CAN communication line 17. The times T5 and T6 are the time T5 from the timing t2Ae of the time chart indicated by “LF” in the lower smart key system operation status column in FIG. 12 to the transmission start timing t3 of the “keyless unit control signal” This corresponds to the transmission time T6 of the “keyless unit control signal”.
That is, the time T5 corresponds to “the time until transmission of the transmission instruction signal is started before transmitting the transmission instruction signal”, and the time T6 is “transmission of the transmission instruction signal” described in the claims. Corresponds to the time from when the transmission instruction signal is received until the transmission of the vehicle-specific information performed by the portable communication device is completed.

  In step S28, the smart key ECU 16 communicates with the keyless unit 18 to perform processing for confirming that the keyless unit 18 is in the vehicle compartment (location confirmation). Specifically, the smart key ECU 16 repeats a keyless unit ID information transmission instruction signal from the smart key initiators 23 and 24 to the keyless unit 18 with a radio signal in the LF band for a predetermined time T6, during which the keyless unit 18 The RF antenna 16a receives keyless unit ID information (vehicle specific information) wirelessly transmitted from a radio signal in the RF band for a predetermined number of times, and if received, the received keyless unit ID information is registered. It is confirmed whether it matches the keyless unit ID information. The timing at which this control ends corresponds to the timing t4 in the time chart indicated by “RF” in the smart key system operation status column in the lower part of FIG.

In step S29, the smart key ECU 16 checks whether or not the determination result is that the keyless unit is not in the vehicle interior in step S28 (“the keyless unit is not in the vehicle interior”). Specifically, it is checked in step S28 whether or not keyless unit ID information registered in advance has been received. If the keyless unit ID information registered in advance cannot be received (Yes), the process proceeds to step S30. If the keyless unit ID information registered in advance can be received (No), the process proceeds to step S31.
In step S30, the smart key ECU 16 transmits an alarm to the effect that the keyless unit 18 is not in the passenger compartment to the indicator ECU 13 through the CAN communication line 17, and displays the indicator display screen 14a (see FIG. 2) of the indicator 14 (see FIG. 1). A smart key alarm display 143 (see FIG. 2) is displayed, and an alarm sound is generated a predetermined number of times from a buzzer (not shown) (“alarm that the keyless unit is not in the passenger compartment”). In step S31, the smart key ECU 16 resets IFLAGA = 0. Thereafter, the smart key ECU 16 proceeds to step S37.

Returning to FIG. 6, in step S32, TPMS_ECU 15 receives time T5 and T6 in response to the transmission of data of time T5 and T6 via CAN communication line 17 from smart key ECU 16 in step S27. Thereafter, the TPMS_ECU 15 proceeds to step S33 in FIG. 7 according to the connector (G) and starts the timer t. In step S34, the TPMS_ECU 15 checks whether or not the timer t has exceeded T5 + T6 (“t ≧ T5 + T6?”). If t ≧ T5 + T6 (Yes), the process proceeds to step S35, and if t <T5 + T6 (No), step S34 is repeated.
In step S35, the TPMS_ECU 15 resets the timer t, and resets the initial check interruption flag IFLAGB1 of the TPMS sensor 21 (= 0). Thereafter, the TPMS_ECU 15 returns to step S23 of FIG. 6 according to the connector (Z). Since IFLAGB1 = 0, the process proceeds from step S23 to step S24. In the example of FIG. 12, N = 1, so that the process proceeds to steps S12 and S13 according to the connector (E). An initial check will be performed. That is, after the control delay for confirming that the keyless unit 18 is located in the passenger compartment of the keyless unit 18 by communication between the smart key ECU 16 and the keyless unit 18, the initial check of the remaining TPMS sensors 21 is continued.
In FIG. 12, the initial check of the TPMS sensor 21FL is performed in consideration of the control time of the “alarm that the keyless unit is not in the passenger compartment” using the indicator ECU 13, the indicator 14, and the buzzer from the smart key ECU 16. A predetermined delay time Δt2 is further set before the time T2 until the start of communication with the TPMS sensor 21 for resumption.

  When the TPMS_ECU 15 proceeds to step S36 in FIG. 7 according to the connector (H) in step S24, the flag IFLAGC indicating the end of the initial check of the TPMS sensor 21 is set to 1 (IFLAGC = 1), and the TPMS sensor The initial check end flag 21 (IFLAGC = 1) is transmitted to the smart key ECU 16 via the CAN communication line 17. Then, the TPMS_ECU 15 proceeds to step S38.

  In step S37, in response to the TPMS_ECU 15 transmitting the initial check end flag IFLAGC = 1 of the TPMS sensor 21 to the smart key ECU 16 via the CAN communication line 17 in step S36, the smart key ECU 16 sets IFLAGC = 1. Check if received. If IFLAGC = 1 is received (Yes), the process proceeds to step S47 of FIG. 8 according to the connector (J). If IFLAGC = 1 is not received (No), the process of FIG. 5 is performed according to the connector (I). Return to S15.

  In this way, the TPMS_ECU 15 moves from the open state to the closed state in the smart key ECU 16 during the initial check (learning process) of the TPMS sensor 21 immediately after the ignition switch 11 is turned on as shown in FIG. Even if it detects that it became, the smart key ECU16 can start communication with the keyless unit 18 rapidly, and it can confirm quickly whether the keyless unit 18 exists in a vehicle interior. At this time, since the communication of the initial check between the TPMS_ECU 15 and the TPMS sensor 21 to the TPMS sensor 21 already completed is terminated, the communication control between the TPMS_ECU 15 and the other TPMS sensors 21 is interrupted. Even when the RF band radio signal from the TPMS sensor 21 and the RF radio signal from the keyless unit 18 have the same frequency, radio waves are transmitted between the TPMS_ECU 15 and the smart key ECU 16 so that the transmission timings are shifted from each other. The cooperative control is performed via the CAN communication line 17. Therefore, although the keyless unit 18 is in the vehicle interior, the RF band radio signal from the TPMS sensor 21 and the RF band radio signal from the keyless unit 18 interfere with each other, and the smart key ECU 16 performs the keyless unit. It is possible to prevent the ID information from being authenticated and erroneous notification of the keyless unit take-out warning to the driver.

  Note that the initial check control of each TPMS sensor 21 in the TPMS_ECU 15 from step S06 to S37 is under initial check when the smart key ECU 16 detects the switching of the door on the driver's seat from the open state to the closed state. The first half of the initial check control for the four TPMS sensors 21 including the TPMS sensors 21 is divided into the latter half, and after the control of the first half is finished, the keyless unit 18 by the smart key ECU 16 is finished. It is meant that the initial check control for the remaining TPMS sensors 21 is performed as the latter half after the completion of the confirmation control.

  In this sense, the initial check control of each TPMS sensor 21 in the TPMS_ECU 15 in steps S06 to S37 is described in the claims “The transmission control unit after the transmission of the transmission instruction signal is started. Until the transmission of the vehicle specific information performed by the machine is completed, the tire air pressure detection device controls the tire air pressure detection device by the transmission control signal so that the tire air pressure detection device does not transmit information data related to the tire air pressure. “The transmission control unit performs control so as to delay transmission of information data related to the tire air pressure from the tire air pressure detection device”, “The transmission control unit is provided in each of the plurality of wheels of the vehicle. The transmission of information data related to the tire air pressure from the tire air pressure detecting device The transmission is divided into a first half transmission part that is a transmission from the pressure detection device and a second half transmission part that is a transmission from the remaining tire pressure detection device, and transmission of the transmission instruction signal is started for transmission of the first half transmission part. The transmission of the latter half of the transmission part is performed after the transmission of the unique information of the vehicle performed by the portable communication device is completed. " The tire air pressure detecting device provided in the vehicle is based on the transmitted forecast signal after transmission from the tire air pressure detecting device that is already transmitting information data on the tire air pressure is completed. From the start of transmission of the transmission instruction signal to the completion of transmission of the vehicle-specific information performed by the portable communication device, the other tire air pressure detection device relates to the tire air pressure. “The tire pressure detection device is controlled by the transmission control signal so as not to transmit information data”, “the transmission control unit transmits information data related to the tire pressure from the other tire pressure detection device” , And “the transmission control unit transmits information data related to the tire air pressure from the tire air pressure detection device provided on each of the plurality of wheels of the vehicle. The first half transmission part including transmission from the tire pressure detection device and the second half transmission part which is transmission from the other tire pressure detection device are divided into two, and the transmission of the transmission instruction signal is transmitted in the first half transmission part. The second half transmission including transmission of information data on the tire air pressure from the other tire air pressure detection device. This corresponds to “transmission of the portion is performed after the transmission of the unique information of the vehicle performed by the portable communication device is completed”.

(Radio interference prevention control of radio signals in the RF band of the TPMS sensor 21 and the keyless unit 18 when the door is closed while the TPMS_ECU 15 is stopped after the initial check of the TPMS sensor 21)
Next, in step S37 and subsequent steps in FIG. 7, after the TPMS_ECU 15 finishes the initial check (learning process) of the TPMS sensor 21, the door on the driver's seat side is closed from the open state in the smart key ECU 16 while the vehicle 1 is stopped. Control for communicating with the keyless unit 18 without overlapping with the transmission timing of the “tire pressure information” from the TPMS sensor 21 will be described.
FIG. 13 shows that after the TPMS_ECU completes the initial check (learning process) of the TPMS sensor, the smart key ECU detects that the door has changed from the open state to the closed state while the vehicle is stopped. It is a time chart of explanation which performs control which prevents generating radio wave interference.

In step S38, the TPMS_ECU 15 sets a start flag (IFLAGD = 1, IFLAGE = 0) for starting the communication of “tire pressure information” in a predetermined cycle of the TPMS sensor 21, for example, once per minute. The data is transmitted to the smart key ECU 16 via the communication line 17.
In step S39, the TPMS_ECU 15 sets N = 0, starts the timer t in step S40, and sets N = N + 1 in step S41.
In step S42, the TPMS_ECU 15 activates the TPMS sensor 21 of the wheel corresponding to N. Specifically, the wheel corresponding to N is the right front wheel when N = 1, the left front wheel when N = 2, the right rear wheel when N = 3, and the left rear wheel when N = 4. Indicates.

  Then, the TPMS_ECU 15 transmits an “activation command (wake-up command)” as a radio signal having a predetermined frequency in the LF band from the TPMS initiator 22 provided corresponding to each of the TPMS sensors 21 of the wheels corresponding to N. After step S42, the TPMS_ECU 15 proceeds to step S43 in FIG. 8 according to the connector (K).

In step S43, the TPMS_ECU 15 acquires the timing t _N ^{* at} which the TPMS sensor 21 of the wheel corresponding to N is activated. Specifically, since N = 1 at first, the timing t ₁ ^{* at} which the TPMS sensor 21FR is activated is acquired. Further, for example, the timing t ₁ ^* at which the TPMS sensor 21FR is activated is that the TPMS_ECU 15 repeatedly transmits a TPMS sensor control signal for a predetermined number of times from the TPMS initiator 22FR, for example, at the time T3 described above, and the RF antenna 15a of the TPMS_ECU 15 Is the timing at which “tire pressure information” matching the sensor ID information registered in advance is received.
Since the TPMS sensor 21FR has once returned to the pause state immediately after the initial check by the TPMS_ECU 15, the TPMS sensor 21FR receives the LF band radio signal only once per second for a predetermined time window (predetermined millisecond time). Therefore, even if the TPMS sensor control signal is transmitted from the TPMS initiator 22 as described in the description of FIG. 14, the activation command is received at the timing of entering the time window of the predetermined millisecond only once per second. After that, “tire pressure information” is repeatedly transmitted a predetermined number of times using radio signals in the RF band. As a result, the timing at which the TPMS_ECU 15 can receive the “tire pressure information” that matches the sensor ID information registered in advance has a delay of more than 1 second at the maximum after the TPMS sensor control signal is transmitted from the TPMS initiator 22. sell.

In step S44, the TPMS_ECU 15 checks whether N is 4 or more. When N is less than 4 (No), the process proceeds to step S45, and when N is 4 or more (Yes), the process proceeds to step S46.
In step S45, the TPMS_ECU15, (N + 1) corresponding to the timing _{t (N + 1)} to start the TPMS sensor 21 of the wheel _Rq calculates the _{(t (N + 1) Rq} = t N * + T * -α). Here, as the value of T ^* , since the communication cycle in the operating state of the TPMS sensor 21 is 1 minute, the four-wheel TPMS sensor 21 shifts the communication timing almost equally to the TPMS_ECU 15 in the RF band. 60 seconds ÷ 4 = 15 seconds so that “tire pressure information” is transmitted as a signal. Then, the average time of control delay until the TPMS sensor 21 responds by receiving a radio signal from the TPMS initiator 22 and further confirms that the sensor ID information is correct and registered in advance in the TPMS_ECU 15. For example, about 1 second is set in advance as the value of α. After step S45, the TPMS_ECU 15 proceeds to step S51.

In step S46, a timing t _{(N + 1) Rq} for communication with the TPMS sensor 21FR of the wheel corresponding to _{(N + 1)} is calculated (t _{(N + 1) Rq} = t ₁ ^* + 4 × T ^* ). Here, (N + 1) specifically means N = 5, and the four TPMS sensors 21FR, 21FL, 21RR, 21RL all transmit “tire pressure information” with a time difference of about T ^*. In this state, the timing at which the TPMS sensor 21FR automatically transmits the “tire pressure information” in a cycle after one minute has elapsed after the completion of the next start-up is calculated. After step S46, the TPMS_ECU 15 proceeds to step S51.

In step S47, the smart key ECU 16 checks whether or not the vehicle 1 is stopped. This can be easily determined in the smart key ECU 16 by the engine / AT_ECU 10 acquiring the vehicle speed from the vehicle speed sensor 12 and transmitting it to the smart key ECU 16 via the CAN communication line 17. When the vehicle 1 is stopped (Yes), the process proceeds to step S48, and when the vehicle 1 is not stopped (No), that is, during traveling, the process proceeds to step S69 of FIG. 10 according to the connector (L).
In step S48, the smart key ECU 16 checks whether the flag IFLAGD is 1 and the flag IFLAGE is 0 (“IFLAGD = 1 and IFLAGE = 0?”). If IFLAGD = 1 and IFLAGE = 0 (Yes), the process proceeds to step S49. If not (No), the process proceeds to step S69 in FIG. 10 according to the connector (L).

In step S49, the smart key ECU 16 checks whether or not a change from the open state to the closed state of the door on the driver's seat side is detected. If a change from the open state of the driver side door to the closed state is detected (Yes), the process proceeds to step S50, and if not (No), the process proceeds to step S69 of FIG. 10 according to the connector (L). . In step S50, the smart key ECU 16 transmits the interrupt flag IFLAGA = 1 to the TPMS_ECU 15 through the CAN communication line 17 (see FIG. 1) together with times T5 and T6. Thereafter, the smart key ECU 16 proceeds to step S56 in FIG. 9 according to the connector (M).
The timing that becomes Yes in step S49 corresponds to, for example, the timing tdc at which the door changes from the open state to the closed state in the smart key system operation status column in the lower part of FIGS.

In step S51, the TPMS_ECU 15 checks whether the interrupt flag IFLAGA = 1 has been received from the smart key ECU 16 via the CAN communication line 17, or whether the IFLAGA = 1 has already been set. If the interrupt flag IFLAGA = 1 has been received or if IFFLAGA = 1 already (Yes), the process proceeds to step S52, and if the interrupt flag IFLAGA = 1 has not been received and IFLAGA = 0 ( No) proceeds to step S62 of FIG. 9 according to the connector (N).
In step S52, the TPMS_ECU 15 obtains the timing tin at which IFLAGA = 1 is received by the timer t. If it already has the timing tin when IFLAGA = 1 is received, it is held as it is. Then, the process proceeds to step S53 in FIG. 9 according to the connector (P). In step S53, the TPMS_ECU 15 calculates a difference (t _{(N + 1) Rq} −tin) using t _{(N + 1) Rq} calculated in step S45 or S46 and tin acquired in step S52, and calculates a difference (t _{(N + 1) )} Check whether _Rq- tin) is greater than (T5 + T6) + β. Here, the value of β is an empirical time obtained by adding the control margin time of each of the TPM_ECU 15 and the smart key ECU 16 to the time used for communication control between the TPM_ECU 15 and the smart key ECU 16 using the CAN communication line 17. Yes, a value of 1 second or less. When the difference (t _{(N + 1) Rq} −tin) is larger than (T5 + T6) + β (Yes), the process proceeds to step S54, and when the difference (t _{(N + 1) Rq} −tin) is equal to or less than (T5 + T6) + β (No). Advances to step S62.

In step S54, the TPMS_ECU 15 sets the flag IFLAGB2 = 1 and IFLAGA = 0, and deletes the data of tin. This is because the smart key ECU 16 communicates with the keyless unit 18 by the start of the wireless communication of the command for starting the next TPMS sensor 21 or the communication by the RF band frequency after 1 minute from the already started TPMS sensor 21. This means that there is time to confirm that the keyless unit 18 is in the passenger compartment.
In step S <b> 55, the TPMS_ECU 15 transmits a communication OK flag IFLAGB2 = 1 to the smart key ECU 16 via the CAN communication line 17. After step S55, the TPMS_ECU 15 proceeds to step S61.

In step S56, the smart key ECU 16 checks whether IFLAGB2 = 1 has been received. Then, the smart key ECU 16 performs the processes of steps S57 to S60, and proceeds to step S69 of FIG. 10 according to the connector (L). Here, the steps S55 and S56 are described in the claims “In the control device of the tire pressure monitoring system, the transmission instruction signal is received after the transmission instruction signal is transmitted, and the portable communication It is determined that the time until the transmission of the specific information of the vehicle performed by the machine is in a time zone in which no information data regarding the tire pressure is transmitted from any of the tire pressure detection devices, and the determination result Is received from the control device of the tire pressure monitoring system.
The processing of steps S57 to S60 is the same as the processing of steps S28 to S31 described above, and redundant description is omitted.

In step S61, the TPMS_ECU 15 resets IFLAGB2 = 0. In step S62, the TPMS_ECU 15 checks whether the timer t is equal to or greater than t _{(N + 1) Rq} . If the timer t is equal to or greater than t _{(N + 1) Rq} (Yes), the process proceeds to step S63, and if not (No), step S62 is repeated. In step S63, the TPMS_ECU 15 checks whether the value of N calculated in step S41 is 4 or more. If the value of N is 4 or more (Yes), the process proceeds to step S64. If not (No), the process returns to step S41 of FIG. 7 according to the connector (Q).

In step S64, the TPMS_ECU 15 starts communication with one TPMS sensor 21 and then communicates with the next TPMS sensor 21 based on the timing t _N ^* obtained by starting the TPMS sensor 21 acquired in step S43. The time difference until it is calculated is calculated.
The time difference Δt _1-2 = t ₂ ^* −t ₁ ^* from the start of communication with the TPMS sensor 21FR to the start of communication with the TPMS sensor 21FL, and after the start of communication with the TPMS sensor 21FL. The time difference Δt ₂₋₃ = t ₃ ^* −t ₂ ^* until the communication with the 21RR starts, and the time difference Δt between the start of the communication with the TPMS sensor 21RR and the start of the communication with the TPMS sensor 21RL. _3-4 = t ₄ ^* −t ₃ ^* , and the time difference Δt _4-1 from the start of communication with the TPMS sensor 21RL to the start of communication with the TPMS sensor 21FR is equal to (t ₁ ^* + 4 × T ^*). ) −t ₄ ^* . These calculated time differences Δt _1-2 , Δt _2-3 , Δt _3-4 , Δt _4-1 are stored in the RAM.
After step S64, the TPMS_ECU 15 proceeds to step S65 of FIG. 10 according to the connector (R).

In step S65, the TPMS_ECU 15 sets the flag IFLAGE = 1 indicating that the activation of the TPMS sensors 21 for all the wheels has been completed, and transmits the flag to the smart key ECU 16 via the CAN communication line 17. In step S66, the TPMS_ECU 15 resets the timer t.
In step S67, the TPMS_ECU 15 checks whether or not the communication from the TPMS sensor 21 of the wheel corresponding to N has been received. When the communication from the TPMS sensor 21 is received (Yes), the process proceeds to step S68. When the communication from the TPMS sensor 21 is not received (No), the process repeats step S67 and waits for reception.
Here, the identification of the value of N is ascertained in which wheel the TPMS sensor 21 of which sensor ID information is attached to which wheel at the stage of the initial check of the TPMS sensor 21. 4 can be specified. Accordingly, in subsequent steps of the control flowchart in the TPMS_ECU 15, when the value of N or N + 1 is greater than 4, it is automatically reread appropriately and subjected to arithmetic processing. For example, when N = 5, it is assumed that N = 1 automatically. In particular, in steps S75, S76, S88, and S89, which will be described later, it will be re-read as such.

  In step S68, the TPMS_ECU 15 starts a timer t. Thereafter, the TPMS_ECU 15 proceeds to step S73.

In step S69, the smart key ECU 16 checks whether or not the flag IFLAGE = 1 is received from the TPMS_ECU 15 via the CAN communication line 17. If the flag IFLAGE = 1 is received (Yes), the process proceeds to step S70. If the flag IFLAGE = 1 is not received (No), the process returns to step S47 of FIG. 8 according to the connector (S).
In step S70, the smart key ECU 16 checks whether or not the vehicle 1 is stopped. This can be easily determined in the smart key ECU 16 by the engine / AT_ECU 10 acquiring the vehicle speed from the vehicle speed sensor 12 and transmitting it to the smart key ECU 16 via the CAN communication line 17. When the vehicle 1 is stopped (Yes), the process proceeds to step S71, and when the vehicle 1 is not stopped (No), that is, during traveling, the process proceeds to step S85 of FIG. 11 according to the connector (V).

In step S71, the smart key ECU 16 checks whether or not a change from the open state to the closed state of the door on the driver's seat side is detected. If a change from the open state of the driver side door to the closed state is detected (Yes), the process proceeds to step S72; otherwise (No), the process proceeds to step S85 of FIG. 11 according to the connector (V). . In step S72, the smart key ECU 16 transmits the interrupt flag IFLAGA = 1 to the TPMS_ECU 15 via the CAN communication line 17 (see FIG. 1) together with times T5 and T6. Thereafter, the smart key ECU 16 proceeds to step S80.
The timing that becomes Yes in step S71 corresponds to, for example, the timing tdc at which the door changes from the open state to the closed state in the smart key system operation status column in the lower part of FIGS.

In step S73, the TPMS_ECU 15 checks whether or not the interrupt flag IFLAGA = 1 is received from the smart key ECU 16 via the CAN communication line 17. If the interrupt flag IFLAGA = 1 is received (Yes), the process proceeds to step S74. If the interrupt flag IFLAGA = 1 is not received (No), the process proceeds to step S87 of FIG. 11 according to the connector (U).
In step S74, the TPMS_ECU 15 obtains the timing tin at which IFLAGA = 1 is received by measuring the timer t. In step S75, the TPMS_ECU 15 acquires a time difference Δt N− (N + 1) * until communication with the TPMS sensor 21 of the wheel corresponding to N + 1 next to N is started. Time difference Δt N- (N + 1) * is, N of Delta] t 1-2 being calculated stored and held in step S64, Δt 2-3, Δt 3-4, among Delta] t 4-1, specified in step S67 Can be easily obtained by applying the value of.

In step S76, the TPMS_ECU 15 calculates a difference (t _{N− (N + 1)} ^{* −} tin) by using the time difference Δt _{N− (N + 1)} ^* acquired in step S75 and the tin acquired in step S74. It is checked whether t _{N− (N + 1)} ^{* −} tin) is larger than (T5 + T6) + γ. Here, the value of γ is an empirical time obtained by adding the control margin time of each of the TPM_ECU 15 and the smart key ECU 16 to the time used for communication control between the TPM_ECU 15 and the smart key ECU 16 using the CAN communication line 17. Yes, a value of 1 second or less. The value of γ may be the same as the value of β described above.
When the difference (tN− _{(N + 1)} ^{* −} tin) is larger than (T5 + T6) + γ (Yes), the process proceeds to step S77, and the difference (tN− _{(N + 1)} ^{* −} tin) is equal to or smaller than (T5 + T6) + γ. In the case (No), the process proceeds to step S78.

In step S77, the TPMS_ECU 15 sets the flags IFLAGB2 = 1 and IFLAGB2 = 0 and deletes the data of tin. This means that there is time for the smart key ECU 16 to communicate with the keyless unit 18 and confirm that the keyless unit 18 is in the passenger compartment by the RF band frequency communication from the already activated TPMS sensor 21. . After step S77, the TPMS_ECU 15 proceeds to step S79.
In step S78, the TPMS_ECU 15 sets the flag IFLAGB3 = 1 and proceeds to step S87 of FIG. 11 according to the connector (U). Here, the flag IFLAGB3 = 1 indicates that the time for starting communication from the TPMS sensor 21 of the wheel corresponding to N + 1 is approaching, and the time for the smart key ECU 16 to communicate with the keyless unit 18 cannot be secured. This means that after receiving the communication from the TPMS sensor 21, the smart key ECU 16 determines to delay the communication so as to communicate with the keyless unit 18.
In step S79, the TPMS_ECU 15 transmits a communication OK flag IFLAGB2 = 1 to the smart key ECU 16 via the CAN communication line 17, and then resets the flag IFLAGB2 = 0. After step S79, the TPMS_ECU 15 proceeds to step S87 of FIG. 11 according to the connector (U).

In step S80, the smart key ECU 16 checks whether IFLAGB2 = 1 has been received. Then, the smart key ECU 16 performs the processes of steps S81 to S84, and proceeds to step S85 of FIG. 11 according to the connector (V). Here, Steps S79 and S80 are described in the claims “In the control device of the tire pressure monitoring system, the transmission instruction signal is received after the transmission instruction signal is transmitted, and the portable communication It is determined that the time until the transmission of the specific information of the vehicle performed by the machine is in a time zone in which no information data regarding the tire pressure is transmitted from any of the tire pressure detection devices, and the determination result Is received from the control device of the tire pressure monitoring system.
The process of steps S81 to S84 is the same as the process of steps S28 to S31 described above, and a duplicate description is omitted.
In step S85, the smart key ECU 16 checks whether or not IG OFF is detected via the engine / AT_ECU 10 and the CAN communication line 17. If IG OFF is detected (Yes), the process proceeds to step S86. If not detected (No), the process returns to step S70 in FIG. 10 according to the connector (W). In step S86, the smart key ECU 16 transmits IG OFF to the TPMS_ECU 15 via the CAN communication line 17.

  In step S87, the TPMS_ECU 15 checks whether or not IG OFF has been received via the CAN communication line 17. If IG OFF is received (Yes), the process proceeds to step S94. If IG OFF is not received (No), the process proceeds to step S88. Incidentally, instead of the smart key ECU 16 sending IG OFF to the TPMS_ECU 15 via the CAN communication line 17 and receiving it by the TPMS_ECU 15 in steps S86 and S87, the TPMS_ECU 15 directly connects the engine / AT_ECU 10 and the CAN communication line 17 in step S87. IG OFF may be received through the terminal.

In step S88, the TPMS_ECU 15 sets N = N + 1. In step S89, the TPMS_ECU 15 checks whether communication from the TPMS sensor 21 of the wheel corresponding to N has been received. When the communication from the TPMS sensor 21 is received (Yes), the process proceeds to step S90. When the communication from the TPMS sensor 21 is not received (No), the process repeats step S89 and waits for reception.
The control in step S88 is the same as the control in step S67 described above.
In step S90, the TPMS_ECU 15 resets the timer t and starts. In step S91, the TPMS_ECU 15 checks whether or not the flag IFLAGB2 ≠ 1 and the flag IFLAGB3 = 1. If flag IFLAGB2 ≠ 1 and flag IFLAGB3 = 1 (Yes), the process proceeds to step S92. If not (No), the process returns to step S73 of FIG. 10 according to the connector (X).

  In step S92, the TPMS_ECU 15 forcibly sets the timing tin at which IFLAGA = 1 received by the timer t to be tin = 0. This is a replacement for setting the value of tin corresponding to delaying the communication between the smart key ECU 16 and the keyless unit 18 after receiving the communication from the TPMS sensor 21 of the wheel corresponding to N + 1 to zero. . In step S93, the TPMS_ECU 15 resets the flag IFLAGB3 (= 0), and returns to step S75 of FIG. 10 according to the connector (Y).

When the TPMS_ECU 15 proceeds from step S87 to step S94 in step S87, the TPMS_ECU 15 instructs the TPMS sensor 21 of the wheel corresponding to N = 1 to 4 to sleep. Specifically, the TPMS_ECU 15 transmits a sleep command (pause command) simultaneously from the TPMS initiators 22FR, 22FL, 22RR, and 22RL as radio signals in the LF band by the TPMS sensors 21FR, 21FL, 21RR, and 22RL, and sets the sleep mode. . Thereafter, the TPMS_ECU 15 stops.
Thus, the control for preventing the radio signals in the RF band of the keyless unit 18 and the TPMS sensor 21 in the series of TPMS_ECU 15 and smart key ECU 16 from interfering with each other is terminated.

  According to the present embodiment, the vehicle 1 (see FIG. 1) stops when each TPMS sensor 21 is activated at intervals of about 15 seconds and after all four TPMS sensors 21 are activated. When the smart key ECU 16 detects that the door on the driver's seat has switched from the open state to the closed state, the smart key ECU 16 is keyless while the RF signal is output from the TPMS sensor 21. Communication for confirming that the unit 18 is in the passenger compartment can be prevented from starting. Moreover, when the RF band wireless signal is output from the TPMS sensor 21 or when the RF band wireless signal is output from the TPMS sensor 21 and the timing is approaching, the vehicle 1 (see FIG. 1) stops. Even when the smart key ECU 16 detects that the door on the driver's seat has been switched from the open state to the closed state, the time (T5 + T6) is about 1 second or less, and the TPMS sensor 21 detects the RF band. Communication for confirming that the smart key ECU 16 is in the passenger compartment of the keyless unit 18 with a delay of 2 seconds or less at the maximum at a time T4 (see FIGS. 12 and 13) during which the wireless signal is output. Can start. Therefore, it is practically possible to prevent the vehicle 1 from starting without forgetting to carry the keyless unit 18.

<Modification>
In the present embodiment, in the flowcharts of FIGS. 5 and 6, in step S16, the smart key ECU 16 sets the interrupt flag IFLAGA = 1, and sends the interrupt flag IFLAGA = 1 to the TPMS_ECU 15 via the CAN communication line 17 (see FIG. 1). In step S17, the TPMS_ECU 15 receives the signal, and in step S20, the control of the TPMS sensor 21 during the initial check process ends and returns to the sleep state. Then, the TPMS_ECU 15 sends the IFLAG1 = 1 is transmitted and then the initial check of the next TPMS sensor 21 is started based on the times T5 and T6 transmitted from the smart key ECU 16, but the present invention is not limited to this.

In step S16, the smart key ECU 16 sets the interrupt flag IFLAGA = 1 (forecast signal), and transmits a signal of the interrupt flag IFLAGA = 1 to the TPMS_ECU 15 via the CAN communication line 17 (see FIG. 1). In step S17, the smart key ECU 16 In response to this, the control of the TPMS sensor 21 during the initial check process is completed in step S20 to return to the sleep state, and then a signal of IFLAGB1 = 1 is transmitted to the smart key ECU 16. Thereafter, the smart key ECU 16 may transmit a reset signal of IFLAGB1 = 0 to the TPMS_ECU 15 at the timing in step S31, and the TPMS_ECU 15 may receive the reset signal to start an initial check of the next TPMS sensor 21.
Correspondingly, step S27 in the flowchart of the smart key_ECU 16 is deleted, step S18 in the TPMS_ECU 15 is re-read as “IFLAGB1 = 1”, steps S32, S33, S34 are deleted, and step S35 is the timing in step S31 described above. In response to receiving the reset signal of IFLAGB1 = 0 to TPMS_ECU15, read “IFLAGB1 = 0 reset signal and IFLAGB1 = 0” and return to step S23 of FIG. 6 according to the connector (Z). good.

  Even in such a modified example, even if the TPMS_ECU 15 does not receive the information of the times T5 and T6 from the smart key ECU 16, it can be easily restarted after the interruption for confirming the location of the keyless unit 18 of the initial check of the TPMS sensor 21.

1 Vehicle 2 Front Seat 3 Rear Seat 4 Trunk Room 5L Left Door Mirror 5R Right Door Mirror 6 Rear Bumper 7FL, 7FR, 7RL, 7RR Tire 8 Engine 9 Transmission 10 Engine ECU
11 Ignition switch 12 Vehicle speed sensor 13 Indicator ECU
14 indicator 14a indicator display screen 15 TPMS_ECU (control device for tire air monitoring system)
15a receiving antenna 15b microcomputer (transmission control unit)
16 Smart Key ECU (Control Device for Smart Key System)
16a receiving antenna 16b microcomputer (transmission instruction unit)
17 CAN communication line (in-vehicle communication line)
18 Keyless unit (mobile communication device)
18a Unlock button 18b Lock button 21FR, 21FL, 21RR, 21RL TPMS sensor (tire pressure detector)
22FR, 22FL, 22RR, 22RL TPMS initiator 23, 24, 25, 26R, 26L, 27 Smart key initiator 31FR, 31FL, 31RR, 31RL Door sensor 32FR, 32FL, 32RR, 32RL Door lock switch 33 Trunk lid sensor 34 Trunk clock switch 35FR, 35FL, 35RR, 35RL Door open / closed state detection sensor 37 Trunk open / closed state detection sensor

Claims (7)

Verifying the unique information of the vehicle wirelessly transmitted from the portable communication device possessed by the user of the vehicle, allowing the execution of various controls in the vehicle, and confirming the location of the portable communication device A smart key system controller to perform,
A smart key system and a tire pressure monitoring system comprising: a control device of a tire pressure monitoring system that acquires information data related to tire pressure that is wirelessly transmitted from a tire pressure detection device provided on each of the plurality of wheels of the vehicle; In-vehicle device of a vehicle equipped with
The vehicle further includes an in-vehicle communication line that connects at least the control device of the smart key system and the control device of the tire pressure monitoring system so that they can communicate with each other.
The control device of the smart key system wirelessly transmits to the portable communication device a transmission instruction signal for causing the portable communication device to transmit the unique information of the vehicle when a condition for executing verification of the unique information of the vehicle is satisfied. A transmission instruction unit
The control device of the tire pressure monitoring system has a transmission control unit that wirelessly transmits a transmission control signal for controlling transmission of information data related to the tire pressure from the tire pressure detection device to the tire pressure detection device,
The vehicle specific information wirelessly transmitted from the portable communication device and the tire air pressure information data transmitted from the tire pressure detecting device are transmitted by a radio signal having the same frequency,
Before transmitting the transmission instruction signal, the smart key system control device receives the transmission instruction signal after transmission of the transmission instruction signal is started and The time until transmission is completed is transmitted to the control device of the tire pressure monitoring system through the in-vehicle communication line,
The transmission control unit transmits information data related to the tire air pressure from the start of transmission of the transmission instruction signal until the transmission of the vehicle-specific information performed by the portable communication device is completed. An in-vehicle device for a vehicle comprising a smart key system and a tire air pressure monitoring system, wherein the tire air pressure detecting device is controlled by the transmission control signal so as not to perform the operation. The transmission control unit transmits information data related to the tire air pressure from the start of transmission of the transmission instruction signal until the transmission of the vehicle-specific information performed by the portable communication device is completed. To control the tire pressure detection device by the transmission control signal so as not to perform
2. The smart key system and tire pressure monitoring according to claim 1, wherein the transmission control unit performs control so as to delay transmission of information data related to the tire pressure from the tire pressure detection device. Vehicle in-vehicle device comprising the system. The transmission control unit transmits information data related to the tire air pressure from the start of transmission of the transmission instruction signal until the transmission of the vehicle-specific information performed by the portable communication device is completed. To control the tire pressure detection device by the transmission control signal so as not to perform
In the first half, the transmission control unit transmits information data related to the tire air pressure from the tire air pressure detection device provided on each of the plurality of wheels of the vehicle. Divided into a transmission part and a second half transmission part that is a transmission from the remaining tire pressure detection device,
Transmitting the transmission part of the first half before the transmission of the transmission instruction signal is started,
2. The smart key system and the tire pressure monitoring system according to claim 1, wherein transmission of the second half transmission portion is performed after transmission of the unique information of the vehicle performed by the portable communication device is completed. An in-vehicle device for a vehicle provided. Verifying the unique information of the vehicle wirelessly transmitted from the portable communication device possessed by the user of the vehicle, allowing the execution of various controls in the vehicle, and confirming the location of the portable communication device A smart key system controller to perform,
A smart key system and a tire pressure monitoring system comprising: a control device of a tire pressure monitoring system that acquires information data related to tire pressure that is wirelessly transmitted from a tire pressure detection device provided on each of the plurality of wheels of the vehicle; In-vehicle device of a vehicle equipped with
The vehicle further includes an in-vehicle communication line that connects at least the control device of the smart key system and the control device of the tire pressure monitoring system so that they can communicate with each other.
The control device of the smart key system wirelessly transmits to the portable communication device a transmission instruction signal for causing the portable communication device to transmit the unique information of the vehicle when a condition for executing verification of the unique information of the vehicle is satisfied. A transmission instruction unit
The control device of the tire pressure monitoring system has a transmission control unit that wirelessly transmits a transmission control signal for controlling transmission of information data related to the tire pressure from the tire pressure detection device to the tire pressure detection device,
The vehicle specific information wirelessly transmitted from the portable communication device and the tire air pressure information data transmitted from the tire pressure detecting device are transmitted by a radio signal having the same frequency,
Before transmitting the transmission instruction signal, the control device of the smart key system provides a prediction signal for executing verification of the specific information of the vehicle to confirm the location of the portable communication device, and the tire pressure monitoring system. To the control device through the in-vehicle communication line,
The transmission control unit is one of the tire air pressure detection devices provided in each of the plurality of wheels of the vehicle, and is transmitted from the tire air pressure detection device that is already transmitting information data related to the tire air pressure. From the start of transmission of the transmission instruction signal based on the transmitted forecast signal until the transmission of the vehicle specific information performed by the portable communication device is completed A vehicle-mounted apparatus comprising a smart key system and a tire air pressure monitoring system, wherein the tire air pressure detecting device is controlled by the transmission control signal so as not to transmit information data relating to the tire air pressure. The transmission control unit is one of the tire air pressure detection devices provided in each of the plurality of wheels of the vehicle, and is transmitted from the tire air pressure detection device that is already transmitting information data related to the tire air pressure. From the start of transmission of the transmission instruction signal based on the transmitted forecast signal until the transmission of the vehicle specific information performed by the portable communication device is completed Is to control the tire pressure detection device by the transmission control signal so as not to transmit information data related to the tire pressure,
5. The smart key system according to claim 4, wherein the transmission control unit performs control so as to delay transmission of information data related to the tire air pressure from the other tire air pressure detection device. An on-vehicle device for a vehicle including a tire pressure monitoring system. The transmission control unit is one of the tire air pressure detection devices provided in each of the plurality of wheels of the vehicle, and is transmitted from the tire air pressure detection device that is already transmitting information data related to the tire air pressure. From the start of transmission of the transmission instruction signal based on the transmitted forecast signal until the transmission of the vehicle specific information performed by the portable communication device is completed Is to control the tire pressure detection device by the transmission control signal so as not to transmit information data related to the tire pressure,
The transmission control unit includes transmission of information data related to the tire air pressure from the tire air pressure detection device provided on each of the plurality of wheels of the vehicle until transmission from the one tire air pressure detection device. Divided into a first half transmission part and a second half transmission part that is a transmission from the other tire pressure detection device,
Transmitting the transmission part of the first half before the transmission of the transmission instruction signal is started,
The smart key system and the tire pressure monitoring system according to claim 4, wherein transmission of the latter half transmission portion is performed after transmission of the vehicle specific information performed by the portable communication device is completed. An in-vehicle device for a vehicle provided. Verifying the unique information of the vehicle wirelessly transmitted from the portable communication device possessed by the user of the vehicle, allowing the execution of various controls in the vehicle, and confirming the location of the portable communication device A smart key system controller to perform,
A smart key system and a tire pressure monitoring system comprising: a control device of a tire pressure monitoring system that acquires information data related to tire pressure that is wirelessly transmitted from a tire pressure detection device provided on each of the plurality of wheels of the vehicle; In-vehicle device of a vehicle equipped with
The vehicle further includes an in-vehicle communication line that connects at least the control device of the smart key system and the control device of the tire pressure monitoring system so that they can communicate with each other.
The control device of the smart key system wirelessly transmits to the portable communication device a transmission instruction signal for causing the portable communication device to transmit the unique information of the vehicle when a condition for executing verification of the unique information of the vehicle is satisfied. A transmission instruction unit
The control device of the tire pressure monitoring system has a transmission control unit that wirelessly transmits a transmission control signal for controlling transmission of information data related to the tire pressure from the tire pressure detection device to the tire pressure detection device,
The vehicle specific information wirelessly transmitted from the portable communication device and the tire air pressure information data transmitted from the tire pressure detecting device are transmitted by a radio signal having the same frequency,
The smart key system control device completes recognition processing control of the plurality of tire air pressure detection devices in the control device of the tire air pressure monitoring system immediately after the ignition switch of the vehicle is turned on, and the tire air pressure When the control device of the monitoring system performs a control process of transmitting information data related to the tire air pressure from the plurality of tire air pressure detection devices at a predetermined time interval, or a control process of transmitting the data data at the predetermined time interval. When the vehicle door is switched from an open state to a closed state after completion, and a condition for executing verification of the specific information of the vehicle for confirming the location of the portable communication device is satisfied,
Before transmitting the transmission instruction signal, the time from the start of transmission of the transmission instruction signal to the completion of transmission of the vehicle-specific information performed by the portable communication device in response to the transmission instruction signal, Transmit to the control device of the tire pressure monitoring system through the in-vehicle communication line,
In the control device of the tire pressure monitoring system, a time from when transmission of the transmission instruction signal is started to when the transmission instruction signal is received and transmission of the vehicle-specific information performed by the portable communication device is completed When it is determined that there is no information data related to the tire air pressure from any of the tire air pressure detecting devices, and a permission signal as a result of the determination is received from the control device of the tire air pressure monitoring system ,
An on-vehicle apparatus for a vehicle comprising a smart key system and a tire pressure monitoring system, wherein the vehicle unique information is collated to confirm the location of the portable communication device.

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