JP7197457B2 - In-vehicle communication system - Google Patents

Description

The present invention relates to an in-vehicle communication system that can be used to control desired in-vehicle equipment using wireless communication on the vehicle.

In order to monitor and control various in-vehicle devices, it is necessary to connect and communicate between a host electronic control unit (ECU) and the in-vehicle devices installed in various locations. However, it is necessary to solve various difficulties when connecting an in-vehicle device installed in or near a movable part to a higher-level ECU using a wire harness. It is also desired to reduce the number of electric wires that constitute the wire harness. Therefore, it may be necessary to connect each in-vehicle device and the host ECU by wireless communication on the vehicle.

For example, Japanese Patent Laid-Open No. 2002-200003, "Vehicle Equipped with a Seatbelt," discloses a technology for quickly detecting the wearing state of a seatbelt on the vehicle side through wireless communication. In Patent Document 1, a signal including a preamble signal is repeatedly transmitted from the second transmitter 30 a predetermined number of times. Information identifying which seat 2 the signal is from, information detected by the sensor 34 as to whether the seat belt 3 is pulled out or rewound, and information unique to the vehicle 1 A data signal containing ID information is transmitted each time following the preamble signal.

JP 2008-238947 A

For example, when communicating between a host ECU and a plurality of desired vehicle-mounted devices, it is necessary to use unique ID information or the like in order to distinguish each communication partner. However, when devices having the same function are managed with a common product number, unique ID information cannot be registered in advance for all the devices. Moreover, when wireless communication is used, it is necessary to distinguish not only each device mounted on one's own vehicle but also each device on another vehicle that exists within a wireless communication range.

Therefore, after each device is actually installed on the vehicle and before the user uses the vehicle, for example, it is assumed that the manager of the dealer assigns unique ID information to each device for each vehicle. . However, if the device to which the unique ID information is assigned is a device for detecting the wearing state of the seatbelt as in Patent Document 1, it is very difficult to attach and detach the seatbelt device to and from the vehicle. Therefore, in order to facilitate the work, before assembling the seatbelt device to the vehicle, for example, the device is disassembled, electronic parts (circuit boards, etc.) and work assigned to each device.

Therefore, ID information assignment work could not be performed unless there was an environment in which a dedicated tool could be used. Moreover, it is difficult to assign ID information after the seat belt device is installed in the vehicle. Also, even when the user replaces the device, ID information cannot be assigned to the new device unless the user brings the replaced vehicle to a dealer and uses a dedicated tool.

Also, when adding a special function for ID information assignment, etc., it is usually necessary to add a large number of electronic parts such as switches or prepare a special interface, so there is a concern that the cost will increase. . In particular, as the number of independent seat belt devices is the same as the number of passengers sitting on each seat in the vehicle, it is necessary to assign the same number of ID information as the number of passengers. No.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to enable the device to be processed even in a situation where it is difficult to assemble or remove from the vehicle, such as when the device to be processed is a seatbelt device. To provide an in-vehicle communication system capable of easily performing preparatory work such as assignment of ID information required for use.

In order to achieve the above objects, an in-vehicle communication system according to the present invention is characterized by the following (1) to ( 5 ).
(1) An in-vehicle communication system having a master control unit mounted on a vehicle and a plurality of slave devices, and having a communication function for communicating between the master control unit and each of the slave devices,
a plurality of buckles installed in association with each of the plurality of seats mounted on the vehicle;
a switch unit that generates a signal according to the attachment/detachment state of at least one of the plurality of buckles,
the master control unit controls the plurality of slave devices based on the signal generated by the switch unit ;
The master control unit, triggered by the generation of the signal generated by the switch unit, performs an operation for assigning unique identification information to each of the plurality of slave devices in a predetermined order and a predetermined number of times. repeatedly run only
In-vehicle communication system.

(2) comprising a plurality of switch units that generate signals corresponding to the attachment/detachment states of the plurality of buckles;
one of the plurality of switch units is assigned to each of the plurality of slave devices;
The in-vehicle communication system according to (1) above.

( 3 ) The master control unit recognizes the generation pattern of the signal when assigning unique identification information to at least one of the plurality of slave devices, triggered by the generation of the signal generated by the switch unit. to identify the slave device to which the assignment is made;
The in-vehicle communication system according to ( 1 ) above.

( 4 ) An in-vehicle communication system having a master control unit mounted on a vehicle and a plurality of slave devices, and having a communication function for communicating between the master control unit and each of the slave devices,
a plurality of buckles installed in association with each of the plurality of seats mounted on the vehicle;
a switch unit that generates a signal according to the attachment/detachment state of at least one of the plurality of buckles,
the master control unit controls the plurality of slave devices based on the signal generated by the switch unit;
The plurality of slave devices are devices that control the operation of the electronic device, and control the operation of the electronic device based on the signal generated by the switch unit,
The electronic device is a driving device installed in association with each of the plurality of seats and for moving the installed seat,
The plurality of slave devices are installed in association with each of the plurality of seats, and control the drive device based on the signal generated by the switch unit;
The master control unit switches between a seat position registration mode and a seat position read mode based on the signals generated by the plurality of switch units, and after switching to the seat position registration mode, the plurality of switch units The current seat position is linked to the generated signal and registered, and after switching to the seat position reading mode, the registered seat position is linked to the signal generated by the plurality of switch units and read. controlling the drive to move to the seat position
In-vehicle communication system.

( 5 ) The master control unit selects one of the plurality of slave devices based on the signals generated by the plurality of switch units, and after selecting one of the plurality of slave devices, the plurality of switch units to the selected slave device, an operation request signal corresponding to the signal generated by
The in-vehicle communication system according to (1).

According to the in-vehicle communication system having the above configuration (1), for example, when the user operates the seat belt to change the attachment/detachment state of the buckle installed near the corresponding seat, the switch unit detects the attachment/detachment state of the buckle. to generate the signal. The master control section controls the plurality of slave devices based on the signal generated by the switch section. In other words, it is possible to generate a trigger for controlling each slave device by operating the seat belt. Therefore, if this operation is applied when, for example, assigning ID information unique to each slave device, it becomes possible to assign ID information without connecting to a special tool. Moreover, special work such as removing the seat belt device from the vehicle or disassembling it to take out electronic parts is not required.
Furthermore, according to the in-vehicle communication system having the configuration (1) above, when the user or the like operates the seat belt, unique identification information can be assigned to each of the plurality of slave devices. Therefore, even if identification information is not assigned in advance to each slave device, the master control unit assigns unique identification information to each slave device to facilitate discrimination from other devices.
Furthermore, according to the in-vehicle communication system having the configuration (1) above, even if there are many seats and many slave devices, it is possible to assign unique identification information to all the slave devices simply by repeating the same operation. can. In other words, there is no need to select a slave device at a specific seat position to be operated from among a plurality of slave devices, and an operator such as a user simply repeats monotonous operations to assign appropriate identification information to each slave device. becomes possible.

According to the in-vehicle communication system having the configuration (2) above, the plurality of switch units can individually detect the seat belt attachment/detachment state at each position of the plurality of seats. Then, by using each of the plurality of slave devices, it is possible to grasp the attachment/detachment state of the seat belt at each position. Therefore, for example, it is possible to confirm whether or not each passenger has forgotten to fasten their seatbelts while the vehicle is running, and to output an alarm as necessary.

According to the in-vehicle communication system having the configuration ( 3 ) above, the master control unit can identify the slave device to which the allocation is made based on the signal generation pattern. Therefore, for example, when a worker such as a user operates the seatbelt, the allocation destination can be changed simply by switching the operation pattern of the wearing/removing state. For example, if only one seatbelt device is replaced, only the slave device at that location can be specified as the allocation destination. can be shortened.

According to the in-vehicle communication system having the configuration ( 4 ) above, the slave device can control the operation of the electronic device based on the signal generation pattern. Therefore, there is no need to provide an operation unit dedicated to electronic equipment separately from the buckle, and cost reduction can be achieved.

Furthermore, according to the in-vehicle communication system having the configuration ( 4 ) above, the slave device can control the operation of the driving device of the seat based on the signal generation pattern. Therefore, it is possible to reduce costs without increasing the number of operation units for driving the seat.

Furthermore, according to the in-vehicle communication system having the configuration ( 4 ) above, the slave device can register and read the seat position based on the signal generation pattern. Therefore, it is not necessary to provide an operation unit for each registered seat position, and the cost can be reduced.

According to the in-vehicle communication system having the configuration ( 5 ) above, it is possible to select a slave device and transmit an operation request signal to the selected slave device based on the signal generation pattern. Therefore, it is not necessary to provide an operation unit for each slave device, and the cost can be reduced.

According to the in-vehicle communication system of the present invention, even if the device to be processed is a seatbelt device that is difficult to install or remove from the vehicle, ID information necessary for using the device is assigned. It is possible to facilitate preparation work such as That is, since the control is performed by using the operation for changing the state of attachment and detachment of the seat belt, there is no need to prepare a special tool and the work for connecting it is also unnecessary.

The present invention has been briefly described above. Furthermore, the details of the present invention will be further clarified by reading the following detailed description of the invention (hereinafter referred to as "embodiment") with reference to the accompanying drawings. .

FIG. 1 is a block diagram showing a configuration example of an in-vehicle communication system. FIG. 2 is a block diagram showing a configuration example of the in-panel unit and the in-seat unit. FIG. 3 is a front view showing an example of arrangement of components of in-seat units in a longitudinal section of one seat. FIG. 4 is a plan view showing an arrangement example of main components when the inside of the vehicle body is viewed from above. FIGS. 5(a), 5(b), 5(c), and 5(d) are schematic representations of the relationship between the seat position and the registration order of the in-seat units when the number of ID registration units is different. It is a diagram. FIG. 6 is a schematic diagram showing a list of seat belt attachment/detachment patterns, operation conditions, and instruction contents. FIG. 7 is a sequence diagram showing an overview of the operation of registering ID information in each in-seat unit in the in-vehicle communication system shown in FIG. FIG. 8 is a flow chart showing part of the operation of the instrument panel unit. FIG. 9 is a flow chart showing part of the operation of the instrument panel unit. FIG. 10 is a flow chart showing part of the operation of the instrument panel unit. FIG. 11 is a flow chart showing part of the operation of each in-seat unit. FIG. 12 is a flow chart showing part of the operation of each in-seat unit. FIG. 13 is a flow chart showing part of the operation of each in-seat unit. FIG. 14 is a time chart showing a part of time-series changes of states in the operation example-1 of the in-vehicle communication system. FIG. 15 is a time chart showing a part of time-series changes of states in the operation example-1 of the in-vehicle communication system. FIG. 16 is a time chart showing an example of warning light blinking patterns in the operation of registering ID information in each in-seat unit. FIG. 17 is a time chart showing time-series changes in the state in the operation example-2 of the in-vehicle communication system. FIG. 18 is a block diagram showing a configuration example of an in-seat unit according to the second embodiment. FIG. 19 is a flow chart showing part of the operation of the in-seat unit in the second embodiment. FIG. 20 is a flow chart showing part of the operation of the in-seat unit in the second embodiment. FIG. 21 is a flow chart showing part of the operation of the in-seat unit in the second embodiment. FIG. 22 is a flow chart showing part of the operation of the in-seat unit in the second embodiment. FIG. 23 is a time chart showing time-series changes of states in the operation example-3 of the in-vehicle communication system. FIG. 24 is a time chart showing time-series changes of states in the operation example-4 of the in-vehicle communication system. FIG. 25 is a block diagram showing a configuration example of an in-vehicle communication system according to the third embodiment. 26 is a block diagram showing the details of the air conditioner unit shown in FIG. 25. FIG. 27 is a block diagram showing details of the audio unit shown in FIG. 25. FIG. FIG. 28 is a table showing the attachment/detachment pattern of the buckle, the on/off time chart of the buckle switch, and the mode transition destination in the third embodiment. FIG. 29 is a table showing the attachment/detachment pattern of the buckle, the on/off time chart of the buckle switch, the operation contents in the air conditioner operation mode, and the audio operation mode in the third embodiment. FIG. 30 is a block diagram showing a configuration example of an in-seat unit according to the third embodiment. FIG. 31 is a block diagram showing a configuration example of an in-seat unit according to the third embodiment. FIG. 32 is a block diagram showing a configuration example of an in-seat unit according to the third embodiment. FIG. 33 is a block diagram showing a configuration example of an in-seat unit according to the third embodiment. FIG. 34 is a time chart showing time-series changes of states in the operation example-5 of the in-vehicle communication system. FIG. 35 is a time chart showing time-series changes of states in the operation example-6 of the in-vehicle communication system.

(First embodiment)
A specific first embodiment of the present invention will be described below with reference to each drawing.

<Configuration of in-vehicle communication system>
FIG. 1 is a block diagram showing a configuration example of an in-vehicle communication system 100. As shown in FIG.

An in-vehicle communication system 100 includes one in-panel unit 10 and a plurality of in-seat units 30-1 to 30-4. The instrument panel unit 10 is also connected to a meter unit 20 .

Each of the plurality of in-seat units 30-1 to 30-4 is arranged in the vicinity of the position where each occupant sits on the same vehicle and is installed in a seat (seat). Therefore, the in-seat units 30-1 to 30-4 are used for the purpose of grasping the situation such as whether or not the occupant at each position is seated and whether or not the occupant at each position is wearing a seatbelt. can.

In addition, since the seat on which the in-seat units 30-1 to 30-4 are arranged has a movable structure, a wire harness is used to physically connect the devices outside the seat to the in-seat units 30-1 to 30-4. Various problems are expected to occur when connecting Therefore, each in-seat unit 30-1 to 30-4 has a wireless communication function to enable communication without wire harnesses.

The instrument panel internal unit 10 and the meter unit 20 are installed inside the instrument panel of the vehicle. The instrument panel unit 10 has a wireless communication function for communicating with each of the in-seat units 30-1 to 30-4, and is configured to be able to manage each of the in-seat units 30-1 to 30-4. there is Note that the functions of the in-panel unit 10 may be built into and integrated with the meter unit 20 .

Since the instrument panel internal unit 10 can acquire the information of each of the seat internal units 30-1 to 30-4, it is possible to grasp whether or not each occupant is seated and whether or not the seat belt is worn. .

A seatbelt warning function unit 25 in the meter unit 20 uses the information grasped by the instrument panel unit 10 to prevent the occupant from forgetting to wear the seatbelt at the seating position of each seat when it is necessary to wear the seatbelt. can be warned by a lamp display or the like. This display function can also be used for other purposes.

<Configuration of instrument panel unit and seat unit>
FIG. 2 shows a specific configuration example of the in-instrument panel unit 10 and one in-seat unit 30 shown in FIG.

The in-seat unit 30 includes a slave control section 31, a BLE (Bluetooth Low Energy) communication section 32, an antenna 33, a seating switch SW1, and a buckle switch SW2. Each in-seat unit 30 is equipped with a small battery (not shown) as an internal power source.

The BLE communication unit 32 is a wireless communication module for short-range communication that conforms to the Bluetooth (registered trademark) standard, and is particularly equipped with a low power consumption communication mode that conforms to BLE. Therefore, the in-seat unit 30 does not need to be connected to the power supply on the vehicle side, and can be used for a long period of time using only the internal power supply.

The slave control section 31 has a microcomputer for controlling the in-seat unit 30 . The microcomputer in the slave control section 31 operates according to a preinstalled program, and communicates with the in-panel unit 10 to achieve a predetermined function.

In addition, in order to enable communication between the instrument panel unit 10 and a plurality of seat units 30 on the own vehicle, unique ID information is provided for each vehicle so that each seat unit 30 can be specified. and each in-seat unit 30 must be assigned. In order to share parts, unique ID information is not registered in advance in each in-seat unit 30 . Therefore, communication is performed between the in-panel unit 10 and each in-seat unit 30 to determine and register unique ID information. The slave control unit 31 also has a function for that purpose.

The seating switch SW1 detects whether or not each occupant is seated on a predetermined position on the seat, and generates an electric signal to turn on and off. This electrical signal is input to the slave control section 31 .

Buckle switch SW2 is provided on the buckle required to receive and secure the tongue of the seat belt. The buckle switch SW2 is configured as a switch that is turned on when the tongue is inserted into the buckle of the seat belt by the operation of the passenger or the like, and is turned off when the tongue is pulled out. An electrical signal representing ON/OFF of the buckle switch SW2 is input to the slave control section 31 .

In this embodiment, the buckle switch SW2 can be used as an operation unit when a user or the like performs a special operation, as will be described later. Specifically, it is possible to generate an operation instruction for ID information registration using a repeated pattern of attaching and detaching the seat belt.

On the other hand, the instrument panel internal unit 10 shown in FIG.

The BLE communication unit 12 is a wireless communication module for short-range communication that conforms to the Bluetooth standard, and is equipped with a low power consumption communication mode that particularly conforms to BLE. The BLE communication section 12 of the in-panel unit 10 is used for wireless communication with a plurality of in-seat units 30 mounted on the own vehicle.

The master control unit 11 includes a microcomputer for controlling the in-vehicle communication system 100 and the in-panel unit 10 . The microcomputer of the in-panel unit 10 operates according to a program installed in advance, and can communicate with each in-seat unit 30 and communicate with the meter unit 20 .

Further, as described above, in order to enable communication between the in-seat unit 10 and the plurality of in-seat units 30 on the own vehicle, a unique ID is required so that each in-seat unit 30 can be specified. Information must be assigned to each vehicle and each in-seat unit 30 . Therefore, the master control section 11 also has a function of communicating between the in-panel unit 10 and each in-seat unit 30 , determining unique ID information, and registering it in each in-seat unit 30 .

The reset switch 14 is operated by a user or the like during maintenance of the vehicle, and is used to issue a special instruction. In the example of FIG. 2, it is assumed that the reset switch 14 is always prepared as a hardware component, but it may be prepared as a software switch that can be used only when necessary. For example, it is assumed that a software switch having a function equivalent to that of the reset switch 14 is assigned on the display screen of the meter unit 20 as necessary.

A signal line 15 is used to input an ignition signal SG-IG, which changes depending on whether the ignition of the vehicle is turned on or off, to the master controller 11 . The communication line 16 is used for communication between the in-panel unit 10 and the meter unit 20 .

<Arrangement of components in the seat unit>
FIG. 3 is a front view showing an example of arrangement of components of the in-seat unit 30 in a longitudinal section of one seat 40. As shown in FIG. The seat 40 is installed on the floor of the vehicle body so as to be movable in the longitudinal direction. Also, the seat 40 has a seat cushion 40a and a seat back 40b on which the passenger can sit.

As shown in FIG. 3, the seating switch SW1 in the in-seat unit 30 is arranged near the seating position of the seat cushion 40a. Buckle switch SW2 is built in a portion of the buckle that can accept the tongue of the seat belt. Also, the slave control unit 31 and the BLE communication unit 32 are accommodated inside the seat cushion 40a.

<Layout example of main components>
FIG. 4 shows an arrangement example of main components when the interior of a vehicle body 110 equipped with the in-vehicle communication system 100 is viewed from above. In FIG. 4, the left side represents the front portion 110a of the vehicle body 110, and the right side represents the rear portion 110b.

In the example of the vehicle shown in FIG. 4, the vehicle body 110 is equipped with five seats 40-1, 40-2, 40-3, 40-4, and 40-5 arranged in three rows in the front-rear direction. Also, in this example, one passenger can be seated in each of the four seats 40-1, 40-2, 40-3, and 40-4, and two passengers can be seated on the left and right of the last row seat 40-5. It is assumed that the passenger can sit on the seat. The configuration of the seat and the seating position of the passenger vary depending on the type of vehicle and the availability of options.

In the example of FIG. 4, four in-seat units 30-1, 30-2, 30-3 and 30-4 are provided at each seating position of seats 40-3, 40-4 and 40-5. As for each passenger in the front row seats 40-1 and 40-2, the driver can easily grasp whether or not they are seated and whether or not they are wearing seat belts at any time. is not provided with the in-seat unit 30. Of course, the in-seat unit 30 may be mounted on each of the seats 40-1 and 40-2.

The instrument panel internal unit 10 is accommodated inside the instrument panel in front of the seat 40-1. Also, the reset switch 14 and the seatbelt warning function unit 25 are connected to the instrument panel internal unit 10 . The seat belt warning function part 25 is built in the meter unit 20 .

Further, in the example of FIG. 4, four in-seat units 30-1, 30-2, 30-3, and 30-4 having the same configuration and part number are assigned to the first (1st) and second (2nd) units, respectively. , 3rd and 4th units.

<Relationship between the seat position and the registration order of the units in the seat>
FIGS. 5(a) to 5(d) show examples of the relationship between the seat position and the registration order of the units in the seat in situations where the numbers of ID registration units are different. 5(a), 5(b), 5(c), and 5(d) correspond to situations where the number of ID registration units is 2, 3, 4, and 5, respectively.

When using the in-vehicle communication system 100 as shown in FIG. 1, as a preparation before use, unique ID information is assigned and registered to each of the plurality of in-seat units 30-1 to 30-4. need to (remember) However, the number of seats on the vehicle, the seating position of each passenger, the number of in-seat units 30, and the like may change according to the specifications of the vehicle.

Therefore, the number of in-seat units 30 registered in this system by the master control section 11 of the in-panel unit 10 and the seat position of each unit can be changed as shown in FIGS. Change.

In the example of FIG. 5(a), since the total number of ID registration units is "2", the in-seat unit 30-1 existing on the right seat 40-3 of the second row is assigned as the first unit. It is assumed that the in-seat unit 30-2 present in the left seat 40-4 is assigned as the second unit.

In the example of FIG. 5B, since the total number of ID registration units is "3", the in-seat units 30-1, 30-2, and 30-3 at each position are assigned to the first, second, and third units, respectively. It is assumed that it is assigned as the second unit.

In the example of FIG. 5(c), since the total number of ID registration units is "4", the in-seat units 30-1, 30-2, 30-3 and 30-4 at each position are assigned to the first and second units, respectively. It is assumed that they are assigned as the 1st, 3rd and 4th units.

In the example of FIG. 5(d), since the total number of ID registration units is "5", the in-seat units 30-1, 30-2, 30-3, 30-4 and 30-5 at each position are respectively It is assumed that they are assigned as the 1st, 2nd, 3rd, 4th and 5th units.

The reason why the order of each unit is determined as shown in FIGS. 5(a) to 5(d) is to facilitate the task of assigning ID information. In other words, since the same registration operation may be repeated by the number of registrations, an operator such as a user does not need to learn complicated operations and can register an ID with a simple operation.

<Seat belt detachment pattern>
Fig. 6 shows a list of seat belt attachment/detachment patterns, operating conditions, and instructions.
In the in-vehicle communication system 100 of the present embodiment, a user or the like can issue a special operation instruction using the seat belt attachment/detachment pattern. In the example shown in FIG. 6, it is assumed that four types of attachment/detachment patterns PT0, PT1, PT2, and PT3 can be selectively used as needed.

As an attachment/detachment pattern other than that shown in FIG. 6, the following complicated pattern may be used. After detaching n1 times in 10 seconds, after waiting for 3 to 5 seconds, detaching n2 times in 10 seconds n1: Seat row position x 3
n2: Seat lateral position (left: 1, right: 2, center: 3) x 3

In the case of the attaching/detaching pattern PT0 in FIG. 6, this pattern is considered to be present when periodic seat belt attaching/detaching operations are detected at a rate of 5 times in 10 seconds. The seat belt attachment/detachment operation in this case corresponds to ON/OFF switching of the electric signal of the buckle switch SW2. Therefore, by repeating the operation of putting on and taking off the seatbelt by an operator such as a user, various instructions can be generated without operating a special button or the like. The attachment/detachment pattern PT0 means a registration instruction on the seat side when the seat position is not specified.

Similarly, in the case of the attaching/detaching pattern PT1, this pattern is assumed when the periodic seat belt attaching/detaching operation is detected at a rate of three times in 10 seconds. The attachment/detachment pattern PT1 means a registration instruction on the seat side when the seat position to be operated is the left side of the rear seat.

In the case of the attaching/detaching pattern PT2, this pattern is determined when the periodic seat belt attaching/detaching operation is detected at a rate of 6 times in 10 seconds. The attachment/detachment pattern PT2 means a registration instruction on the seat side when the seat position to be operated is the center of the rear seat.

In the case of the attaching/detaching pattern PT3, this pattern is determined when the periodic seat belt attaching/detaching operation is detected at a rate of 9 times in 10 seconds. The attachment/detachment pattern PT3 means a registration instruction on the seat side when the seat position to be operated is the right side of the rear seat.

<System operation sequence>
FIG. 7 shows an overview of the operation of registering ID information in each in-seat unit 30 in the in-vehicle communication system 100 shown in FIG. In the example of FIG. 7, the communication operation between the in-seat unit 10 and one in-seat unit 30 is shown. Communication in the same procedure as in FIG. 7 is repeatedly executed. The operation of FIG. 7 will be described below.

When the ignition signal SG-IG of the host vehicle is turned on, the unit 10 in the instrument panel detects this, and the process proceeds from step S11 to step S12.

Next, when an operator such as a user operates the reset switch 14 or the like, the in-panel unit 10 detects this and the process proceeds from step S12 to step S13. For example, it is desirable to set a condition within a certain period of time (60 seconds) after the ignition signal SG-IG is turned on, or to define the length of time during which the reset switch 14 is pressed. This helps prevent the in-vehicle communication system 100 from reacting to erroneous inputs. Further, when using the switch of the software assigned on the meter unit 20, it is desirable to change so that the process proceeds to S13 after the instrument panel unit 10 detects the confirmation input of "yes/no" from the user. .

The instrument panel internal unit 10 transitions to the "ID registration mode" in S13. In the "ID registration mode", the instrument panel unit 10 continues to wirelessly transmit the "ID registration code" (S14). Also, a tell-tale, or warning light (W/L) display is used to inform the user of the current state. Specifically, the state is displayed using the indicator of the seat belt warning function unit 25 in the meter unit 20 . For example, the state is notified by a repeated blinking pattern of lighting for 1 second/turning off for 1 second.

On the other hand, when each in-seat unit 30 receives radio waves from the in-panel unit 10 and detects reception of a predetermined "ID registration code", it transitions to an "ID registration mode" in S21. Specifically, the slave control unit 31, the BLE communication unit 32, and the like in the in-seat unit 30 transition from the sleep mode to the wakeup mode, and the process proceeds to S22.

The in-seat unit 30 constantly and repeatedly monitors whether or not the seat is seated by the seat switch SW1, monitors whether the seat belt is attached or detached by the buckle switch SW2, and monitors the receiving state of radio signals, etc., and identifies whether or not predetermined conditions are met. (S22).

As a specific example, at the position of the first in-seat unit 30-1, the "seated" state is detected within a predetermined time (for example, 10 minutes) after the transition to the "ID registration mode", and If the belt attachment/detachment pattern PT0 (see FIG. 6) or the like is detected in step S23 based on the signal from the buckle switch SW2, the process proceeds to step S24. Then, the in-seat unit 30 wirelessly transmits the "ID registration code" trigger signal to the in-seat unit 10 in S24.

When the in-panel unit 10 receives the trigger signal of the "ID registration code" from each in-seat unit 30 as a radio signal, the process proceeds to step S15 to start the process for temporarily registering the ID information. That is, wireless communication is performed between the pertinent in-seat unit 30 and the in-seat unit 10 to determine temporary ID information for each unit, and the in-seat unit 10 and the in-seat unit 30 temporarily register it.

When the in-seat unit 30 transmits the trigger signal of the "ID registration code" according to the seat belt attachment/detachment pattern PT0, the in-seat unit 10 cannot specify the corresponding seat position or unit position. Therefore, in the case of the seat belt attachment/detachment pattern PT0, the instrument panel internal unit 10 is positioned at the first seat position (1st), the second seat position (2nd), the third seat position (3rd), and so on. The inner units 30 are sequentially processed in the order shown in FIGS. 5(a) to 5(d).

That is, the instrument panel unit 10 performs the processing of S14 and S15 for each of the plurality of seat units 30, and the seat unit 30 at each seat position performs the processing of S21 to S25 in order. In addition, the display of the warning light is used to notify the user of up to which temporary registration has been completed.

After the temporary registration process for all of the plurality of in-seat units 30 is completed, the instrument panel unit 10 detects the operation of the reset switch 14 or the like in the next step S16, and the ID information for all of the plurality of in-seat units 30 is registered. Start the registration process. That is, while wireless communication is performed between the instrument panel unit 10 and each of the plurality of seat units 30, unique ID information for each vehicle and for each unit is assigned to each unit at each position.

The reason why the "provisional registration" process is performed and then the "main registration" process is performed as described above is to prevent the system from being used in a state where there is a unit whose ID information has not yet been registered. is. That is, after confirming that the ID information has been provisionally registered in all of the in-seat units 30, the process proceeds to "final registration". The in-vehicle communication system 100 is actually used.

By the way, for example, after starting to use the in-vehicle communication system 100, there is a case where only one in-seat unit 30 at a plurality of seat positions is replaced due to a failure or change of parts. In such a case, unique ID information is already registered for units other than the new in-seat unit 30 that has been replaced, but as shown in FIGS. When re-registering the ID information according to the order, it is necessary to perform the processing of FIG. 7 for all the in-sheet units 30 .

However, when using the attachment/detachment patterns PT1 to PT3 shown in FIG. 6, for example, the sheet position can be identified by the type of pattern, so the ID information registration process is performed only for the new in-seat unit 30 that has been replaced. is also possible.

For example, when one in-seat unit 30 is replaced, after the instrument panel in-panel unit 10 executes S14, the user sits in the corresponding seat position and repeats the seat belt detachment/removal operation at that position. Match the corresponding pattern from PT1 to PT3. In this case, since the trigger signal of the ID registration code transmitted by the in-seat unit 30 in S24 includes information on the detachment pattern corresponding to the ID registration code, the instrument panel unit 10 recognizes the detachment pattern of the received trigger signal, and recognizes the ID information. The seat position of the in-seat unit 30 to be registered can be specified. Therefore, even if the processing of S14, S15, S21 to S5 is not repeated in order the same number of times as the total number of units 30 in the sheet, it is possible to proceed to S16 and execute the official registration of the ID information.

Before proceeding from S15 to S16, the in-seat unit 10 notifies the user of the number and positions of the in-seat units 30 for which temporary registration has been completed so far, for example, by using the display of a warning light. This makes it possible to assist the user's registration operation.

<Detailed operation flow>
<Operation of instrument panel internal unit 10>
Details of the operation of the instrument panel unit 10 are shown in FIGS. 8, 9 and 10. FIG. The operations of FIGS. 8-10 are described below.

When the ignition signal SG-IG is turned on, the master control section 11 of the instrument panel internal unit 10 starts operating from step S31 in FIG. The master control unit 11 starts up in normal mode (S31), transmits a wakeup code to the BLE communication unit 12 (S32), and turns on the warning light (W /L) is turned on for one second and turned off (S33).

When the master control unit 11 detects a predetermined reset operation by the reset switch 14 or the like, the process advances from S34 to S35 to transition to the "ID registration mode". Also, if the reset operation is not detected, the normal mode is continued.

After transitioning to the "ID registration mode", the master control unit 11 executes the 0th process PR0. That is, first, wireless transmission of the ID registration mode code using the BLE communication unit 12 is started (S36). This transmission is always repeated. Also, the warning light starts blinking in the pattern of the ID registration mode (S37). Moreover, when reset operation is detected by S38, it changes to normal mode. If the ID registration trigger is not received from the in-seat unit 30 within the predetermined time a after transitioning to the "ID registration mode", the process goes through S40 and transitions to the normal mode.

When receiving an ID registration trigger from any of the in-seat units 30, the master control unit 11 executes ID temporary registration processing with the in-seat unit 30 that sent the ID registration trigger (S41). If the ID registration trigger from the in-seat unit 30 contains seat position information, ID provisional registration processing is executed in association with the seat position, and the seat position information is not included. In this case, the temporary ID registration processing is executed in the order of the seat positions determined in advance.

The master control unit 11 then proceeds to S42 shown in FIG. 9 and executes the first process PR1. That is, the time a is reset (S42), and wireless transmission of the ID registration mode code using the BLE communication unit 12 is restarted (S43). Further, the warning light starts blinking in the 1st temporary registration pattern (S44). Further, when a reset operation is detected, the process proceeds from S45 to the ID main registration process. Further, if the ID registration trigger is not received from the in-seat unit 30 within the fixed time a after resetting the time a, the temporarily registered contents up to that point are discarded in S48, and the normal mode is entered.

When the master control unit 11 receives an ID registration trigger from one of the in-seat units 30 (S46), the master control unit 11 executes ID temporary registration processing with the in-seat unit 30 that sent the ID registration trigger ( S49). If the ID registration trigger from the in-seat unit 30 contains seat position information, ID provisional registration processing is executed in association with the seat position, and the seat position information is not included. In this case, the temporary ID registration processing is executed in the order of the seat positions determined in advance.

After completing the first process PR1, the master control unit 11 continues to execute the second process PR2. This process is the same as the first process PR1 except that the position of the sheet to be temporarily registered is changed and the blinking pattern of the warning light is different. Furthermore, after completing the second process PR2, the master control unit 11 continues to execute the third (3rd) process PR3. The third process PR3 is also the same as the first process PR1 except that the position of the sheet to be provisionally registered is changed and the blinking pattern of the warning light is different.

After completing the third process PR3, the master control unit 11 continues to execute the fourth process PR4. In this example, it is assumed that the fourth process PR4 corresponds to the last sheet position. Therefore, when the ID registration trigger is received from the in-seat unit 30 at the fourth seat position (S65), the temporary ID registration process is omitted, and the main ID registration is performed in S68.

Proceeding to S69, the master control unit 11 performs wireless communication with the in-seat unit 30 whose ID has been temporarily registered, and executes ID main registration processing. If there are a plurality of in-sheet units 30 in the provisionally registered state, the ID main registration processing is executed for each in turn.

After the ID main registration process is completed, the master control unit 11 discards all the temporary registration contents registered so far (S70), terminates the code transmission by radio signal from the instrument panel unit 10 (S71), After lighting the warning light for 2 seconds, it is turned off (S72), and the mode is changed to the normal mode.

<Operation of each in-seat unit 30>
Details of the operation of each in-seat unit 30 are shown in FIGS. The operation of FIGS. 11-13 will be described below.

The slave control unit 31 and the BLE communication unit 32 in each in-seat unit 30 are in a sleep mode so as to suppress power consumption during standby. Even in the sleep mode, the slave control unit 31 repeatedly executes step S81, and proceeds to step S82 after a certain period of time b has elapsed. Then, in S82, the time b is reset, and in S83, reception standby is performed for a certain period of time.

When the slave control unit 31 receives a wakeup code from the sender of the registered specific ID, that is, from the instrument panel unit 10, the slave control unit 31 transitions from S84 to the wakeup mode.

Further, when the slave control section 31 receives the ID registration mode code from the instrument panel unit 10, the mode is changed to the ID registration mode (unfinished) (S86). Furthermore, reception standby is started (S87). From then on, reception standby is always performed. Also, the slave control unit 31 starts monitoring the seating switch SW1 and the buckle switch SW2 (S88). From now on, these monitors are always executed.

The slave control unit 31 identifies in S89 whether or not a predetermined pattern is detected based on the monitoring state of the seating switch SW1 and the buckle switch SW2 at the seat position. For example, if the user is in a seated state and any pattern such as one of the attachment/detachment patterns PT0 to PT3 in FIG. 6 is detected, it is assumed that there is an instruction from the user or the like, and the process proceeds to S91. If the state in which it is not detected has passed for a certain period of time c, the mode transits to the sleep mode through S90.

When detecting an instruction from a user or the like, the slave control unit 31 wirelessly transmits an ID registration trigger code to the in-panel unit 10 using the BLE communication unit 32 (S91). This ID registration trigger code can also include a pattern code representing the type of attachment/detachment patterns PT0 to PT3.

In S92, the slave control unit 31 identifies whether or not a response code has been received from the instrument panel unit 10 in response to the ID registration trigger code transmitted in S91. If the response code is not received for a certain period of time f, the time period f is reset in S94, and retries are performed a certain number of times (S95 to S97).

When the response code is received, the slave control section 31 communicates with the instrument panel unit 10 in S98, and performs ID provisional registration processing for itself. Then, the slave control unit 31 transitions to the ID registration mode (temporary) (S99).

Thereafter, the slave control section 31 waits for reception of the official registration code from the instrument panel unit 10 . If a certain period of time c elapses without receiving the official registration code, the system transitions to sleep mode. When the main registration code is received, the slave control section 31 communicates with the instrument panel unit 10, executes ID main registration processing (S103), and shifts to the wakeup mode.

On the other hand, when the designated pattern is not detected in S89, after a certain period of time d has elapsed, the slave control unit 31 proceeds to S105 in FIG. 13 and checks the states of the seat switch SW1 and the buckle switch SW2. Then, when the buckle switch SW2 is on in the seated state, a warning light on code is transmitted in S107, and when the buckle switch SW2 is off, a warning light off code is transmitted in S108.

When the slave control unit 31 does not receive a response code from the instrument panel unit 10 for a certain period of time e, the slave control unit 31 resets the time e in S111 and performs a predetermined number of retries (S112 to S112). S114).

<Chronological change of state: Operation example - 1>
14 and 15 show time-series changes in the state in the operation example-1 of the in-vehicle communication system 100. FIG. In this operation example-1, it is assumed that ID information is assigned in order to the in-seat units 30 at four seat positions of 1st to 4th.

14 and 15, the horizontal axis represents common time. Further, the difference in the position of the "transmission code" of the instrument panel unit 10 in the vertical axis direction in FIG. ID registration mode”, “provisional registration”, and “final registration”. In FIG. 15, the positions of the in-seat units 30 in the "mode" in the vertical axis direction are "sleep", "wake up", and "ID registration (unregistered)" in order from the bottom to the top. , and “ID registration (temporary)”. Further, the difference in the position of the "transmission code" of each in-seat unit 30 in the vertical axis direction in FIG. ", "seat belt warning on", "ID registration trigger", "temporary registration", and "final registration".

As shown in FIG. 14, after the ignition (IG) is turned on, the seated states of the 1st to 4th seat positions are turned on in order. In other words, this corresponds to a situation in which operators such as users who register ID information are seated at respective seat positions in turn.

Also, when the seating state of each seat position from 1st to 4th is ON, a periodic ON/OFF change pattern appears in the buckle switch SW2 at each position. In other words, this corresponds to a situation in which an operator such as a user who registers ID information repeats the seat belt attachment/detachment operation at each seat position in a predetermined pattern. As a result, the "ID registration trigger" is generated in order in the in-seat unit 30 at each seat position.

A change in the state of the warning light on the meter unit 20 that is visible to the user or the like due to on/off (lighting/lighting out) is used to notify the user or the like of the current state of the in-vehicle communication system 100 . In the example of FIG. 14, "bulb check", "ID registration mode", "1st temporary registration", "2nd temporary registration", "3rd temporary registration", "4th temporary registration", and " "Registration completed" is displayed in order.

The "transmission code" of the instrument panel unit 10 changes in order from "no transmission", "wake up", "ID registration mode", to "temporary registration". After the “provisional registration” for each of the 1st to 4th units is completed, the “official registration” is performed for the 1st to 4th in-sheet units 30 in order. After all main registrations have been completed, a "receipt response" of the in-panel unit 10 is generated. Further, while the ignition is on, the in-panel unit 10 is always in the receiving state, and the state of each in-seat unit 30 can be monitored.

As shown in FIG. 15, the state of each of the 1st to 4th in-seat units 30 changes in order. The mode of each of the 1st to 4th in-seat units 30 changes in order from "sleep", "ID registration (unregistered)", and "ID registration (provisional)".

In addition, the "transmission code" of each in-seat unit 30 is set in the instrument panel after an "ID registration trigger" is generated by the signal of the buckle switch SW2 at that seat position, that is, by detecting a predetermined seat belt attachment/detachment pattern. Communication with the unit 10 results in "provisional registration". After that, when all of the 1st to 4th provisional registrations are completed, communication with the instrument panel internal unit 10 results in "official registration".

In addition, since the in-vehicle communication system 100 performs wireless communication using radio waves, it is possible to receive radio signals not only from each device on the own vehicle but also from the instrument panel unit 10 mounted on another vehicle that may exist in the vicinity of the own vehicle. The signal may be received by each in-seat unit 30 of the own vehicle. It is also assumed that the in-seat unit 30 receives a signal from the in-seat unit 10 of another vehicle and transitions to the "ID registration mode".

Therefore, each in-seat unit 30 periodically transmits a signal indicating the state of the seat belt to the in-seat unit 10 even when the mode is "ID registration (unregistered)". In addition, each in-seat unit 30 does not immediately shift to sleep even if there is no response from the in-seat unit 10 during periodical transmission of a signal representing the state of the seat belt, and performs a fixed number of retries. .

Further, when the in-seat unit 30 at each seat position detects an ID registration trigger due to the operation of the buckle switch SW2 and the mode transitions to "ID registration (provisional)", it is determined that the transition is not due to a malfunction, Periodic transmission of signals indicating seat belt status is not performed.

<Warning light flashing pattern>
FIG. 16 shows an example of the warning light blinking pattern in the operation of registering the ID information in each in-seat unit 30 .

In the example of FIG. 16, "valve check", "ID unregistered", "temporary registration x1", "temporary registration x2", "temporary registration x3", "temporary registration x4", "temporary registration x5", and "ID Eight types of warning light flashing patterns for "registration completed" are shown.

As shown in FIG. 16, in the "valve check" warning light flashing pattern, the warning light is turned on only once and then turned off. Further, in the warning light blinking pattern of "ID unregistered", the warning light repeatedly blinks by repeating a long lit period and a short extinguished period.

Further, in the warning light blinking pattern of "temporary registration x1", the warning light repeatedly blinks by repeating a short lighting period and a long turning off period. In the warning light blinking pattern of "temporary registration x2", the warning light blinks so as to intermittently repeat two continuous blinks. In the warning light blinking pattern of "temporary registration x3", the warning light blinks so as to intermittently repeat continuous blinking three times. In the warning light blinking pattern of "temporary registration x4", the warning light blinks so as to intermittently repeat four continuous blinks. In the warning light blinking pattern of "temporary registration x5", the warning light blinks so as to intermittently repeat five continuous blinks. In the warning light flashing pattern of "ID registration completed", the warning light is lit for a long time only once and then turned off.

Therefore, an operator such as a user can recognize the difference in blinking patterns as shown in FIG. You can grasp how far you have completed in .

<Chronological change in state: Operation example -2>
FIG. 17 shows time-series changes in the state in the operation example-2 of the in-vehicle communication system 100 . In this operation example-2, it is assumed that the in-seat units 30 to be ID-registered exist at the respective positions of the second-row right seat "2R" and the second-row left seat "2L" on the vehicle. ing.

In FIG. 17, the horizontal axis represents common time. Further, the difference in the position of the "transmission code" of the instrument panel unit 10 in the vertical axis direction in FIG. ID registration mode”, “provisional registration”, and “final registration”. In FIG. 17, the positions of the in-seat units 30 in the "mode" in the vertical axis direction are "sleep", "wake up", and "ID registration (unregistered)" in order from the bottom to the top. , and “ID registration (temporary)”. Further, the difference in the position of the "transmission code" of each in-seat unit 30 in the vertical axis direction in FIG. ", "seat belt warning on", "ID registration trigger", "temporary registration", and "final registration".

In the example shown in FIG. 17, after the ignition (IG) is turned on, the user or the like operates the reset switch 14 to enter the "ID registration mode", and then the user or the like sits in the "2R" seat. The seating switch SW1 at this position is turned on. When the seat belt of the same seat is put on and taken off while the seating switch SW1 is on, an instruction can be given to the in-vehicle communication system 100 by a signal generated by the buckle switch SW2.

In the example of FIG. 17, the signal of the buckle switch SW2 of the "2R" seat repeats ON/OFF six times continuously, and then repeats ON/OFF again continuously six times after a rest period. The desorption pattern of this signal indicates the position of the "2R" seat. That is, here, the first half of the on-off repetition pattern represents a value (=6) that is three times "2" of the position (seat row) in the front-rear direction, and the latter half of the on-off repetition pattern represents the left-right direction. seat position "R: 2" (=6). In other words, the combination of the first half of "repeating on/off 6 times, the rest period, and the second half of 'repeating on/off 6 times'" corresponds to the position of the "2R" seat.

In the process of the slave control section 31 of the in-seat unit 30, the on/off state of the signal of the buckle switch SW2 is detected, and when a predetermined time (for example, 3 seconds) elapses after the last on, the process proceeds to the next step.

In the example of FIG. 17, the slave control unit 31 detects the first six repetitions of ON/OFF of the signal of the buckle switch SW2 and recognizes that the seat position is in the second row from the number of repetitions "6". After the seconds have elapsed, the next step is to perform lateral seat position detection. Then, since the number of repetitions in the second half is "6", it recognizes that it is the right seat R (2×3=6). After that, it sends an ID registration trigger.

In addition, since there is a possibility that the in-seat unit 30 of the own vehicle changes to the "ID registration mode" in response to a signal transmitted by the in-panel unit 10 on another vehicle, the mode is set to "ID registration mode" to prevent malfunction. Even if the ID is registered (unregistered), the signal representing the seat belt warning status is periodically transmitted.

On the other hand, if the in-seat unit 30 detects a predetermined attachment/detachment pattern of the seatbelt and the mode is "ID registration (provisional)", the transition is not due to malfunction, so a signal indicating the state of seatbelt warning. is not sent periodically.

The ID registration trigger transmitted by each in-seat unit 30 can include information on the seat position corresponding to the detected attachment/detachment pattern of the seat belt. After recognizing that there is no unregistered in-seat unit 30, the instrument panel in-panel unit 10 executes "official registration" for each in-seat unit 30 according to a reset signal generated by operation of the reset switch 14 or the like. When the "main registration" is completed, the user or the like is informed of "registration completed" by displaying a warning light.

For example, if only the in-seat unit 30 for the "2R" seat is replaced after the ID registration is completed for the in-seat units 30 for the "2R" seat and the "2L" seat, the replacement is performed. It is necessary to perform ID registration for the newly mounted in-seat unit 30 of the "2R" seat. However, since ID registration has already been completed for the in-seat unit 30 of the "2L" seat, there is no need to register again. Since the instrument panel unit 10 knows the seat position of the ID registered in-seat unit 30 and the seat position of the newly temporarily registered in-seat unit 30, as shown in FIG. After the provisional registration for the internal unit 30 is completed, the main registration can be performed immediately and this work can be completed.

<Advantages of in-vehicle communication system 100>
In the above-described in-vehicle communication system 100 , it is possible to express the user operation required for the ID registration work of each in-seat unit 30 by utilizing the difference in the seat belt attachment/detachment repetition pattern. Therefore, the ID registration work can be performed on the vehicle as it is without preparing a special vehicle-specific tool, removing the seatbelt device from the vehicle, or disassembling to take out the internal electronic parts. Therefore, for example, when parts of a seatbelt device are replaced, the user can perform ID registration work by himself or herself without bringing the vehicle to a dealer. In addition, since the seat switch SW1 and the buckle switch SW2 are general electronic components required for the function of warning that the seat belt is not fastened, there is no need to newly add a special electronic component.

Further, when the in-vehicle communication system 100 executes the operations shown in FIGS. 14 and 15, the in-seat units 30 at a plurality of seat positions are sequentially registered with ID information according to a predetermined order. Since it is executed, there is no need to specify the seat position individually in the ID registration work. Therefore, the operations performed by a worker such as a user are only repetition of the same relatively simple operation, and the work load is reduced. For example, when the in-panel unit 10 is replaced, it is necessary to redo the ID registration work for all of the plurality of in-seat units 30, but since the same procedure is repeated, the work can be done efficiently.

Further, when the in-vehicle communication system 100 executes the operation shown in FIG. 17, it is possible to individually designate the seat position using the difference in seat belt detachment/removal repetition pattern. For example, when only one of the plurality of in-seat units 30 is replaced, the ID registration work is performed only for the one in-seat unit 30 whose ID information is not registered, and for the registered in-seat unit 30 Since the work can be omitted, the efficiency of the whole work is improved.

(Second embodiment)
Next, a second embodiment will be described. In the second embodiment, in addition to the ID registration described in the first embodiment, the in-vehicle communication system 100 uses the buckle switch SW2 to register the seat (seat) position of the seat and read out the registered seat position. . A major difference between the first embodiment and the second embodiment is the configuration of the in-seat unit 30 . Since the in-panel unit 10 and the meter unit 20 that constitute the in-vehicle communication system 100 are the same as those in the above-described first embodiment, detailed description thereof is omitted here.

<Seat In-Seat Unit Configuration>
The in-seat unit 30 includes a slave control section 31, a BLE communication section 32, an antenna 33, a seat switch SW1, a buckle switch SW2, and a power seat 34, as shown in FIG. Since the slave control unit 31, the BLE communication unit 32, the antenna 33, the seat switch SW1, and the buckle switch SW2 are the same as those in the above-described first embodiment, detailed description thereof will be omitted here. The power seat 34 is composed of a switch and an electric motor (not shown). By operating the switch, the electric motor slides back and forth, adjusts the height of the seat surface, and adjusts the inclination of the backrest.

<Operation when registering the seat position>
Next, the operation of the in-seat unit 30 when registering the seat position will be described with reference to FIGS. 19 to 20. FIG.

When the ignition signal SG-IG is turned on, the in-panel unit 10 detects this, adds shift position information, side brake information, and vehicle speed information to IG information indicating that the IG is on, and transmits it to the in-seat unit 30. . Upon receiving the IG ON information, the slave control section 31 of the in-seat unit 30 starts the operation shown in FIG.

When receiving the IG information from the instrument panel unit 10, the slave control unit 31 is activated in the normal mode (S120). After that, if the shift is P (parking), the handbrake is on, and the vehicle speed is 3 km/h or less (YES in S121, YES in S122, and YES in S123) , the process proceeds to the next S124. On the other hand, when the shift is not in P (NO in S121), when the side brake is not on (NO in S122), and when the vehicle speed is faster than 3 km/h (NO in S123), the slave control unit 31 switches to the normal mode. continue.

In S124, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not the attachment/detachment pattern corresponding to the seat registration mode transition command has been detected. For example, based on the signal representing the ON/OFF state of the buckle switch SW2, after detecting the switching from the buckle removal (buckle switch SW ON) to the buckle application (buckle switch SW2 OFF) for a predetermined period of time or longer (buckle length removal/removal). , when detecting attachment/detachment of the buckle a specified number of times (for example, 5 times in 10 seconds) within the specified time B, the slave control unit 31 regards that there is a sheet registration mode transition command from the user or the like, and S125. proceed to

In S125, the slave control unit 31 controls the power seat 34 (electronic device, driving device) to move the seat slightly and then perform an answerback operation to return the seat to its original position. This answerback operation enables the user or the like to recognize that the mode has changed to the sheet registration mode.

In the seat registration mode, the slave control unit 31 receives IG information, shift position information, side brake information, and vehicle information from the instrument panel unit 10, as shown in FIG. It is determined whether or not it is ON and the vehicle speed is 3 km/h or less (S126-S128). If the shift is P, the side brake is on, and the vehicle speed is 3 km/h or less (YES in S126, YES in S127, and YES in S128), the slave control unit 31 proceeds to the next S129. move on. On the other hand, when the shift is not in P (NO in S126), when the side brake is not on (NO in S127), and when the vehicle speed is faster than 3 km/h (NO in S128), the slave control unit 31 switches to the normal mode. Transition.

In the next step S129, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not the attachment/detachment pattern corresponding to the seat registration command has been detected. For example, when it is detected that the buckle is attached or detached based on a signal indicating the on/off state of the buckle switch SW2, the slave control unit 31 assumes that a seat registration command has been issued from the user or the like, and proceeds to S131. After inputting the sheet registration mode transition command using the buckle switch SW2 (S124 in FIG. 19), the user removes the buckle. Then, the user or the like operates the power seat 34 to a desired seat position while the buckle is being unfastened (while the buckle is being unfastened), and then puts on the buckle. Thereby, the slave control unit 31 detects that long desorption has been performed (YES in S129 of FIG. 20).

If the slave control unit 31 cannot detect long desorption (NO in S129), the process proceeds to S130. In S130, the slave control unit 31 determines whether or not a certain period of time C has elapsed after transitioning to the sheet registration mode. If the predetermined time C has not elapsed (NO in S130), the slave control unit 31 returns to S126. If the fixed time C has passed (YES in S130), the slave control unit 31 transitions to the normal mode.

In S131, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not the registration ID is input by the buckle switch SW2. A user or the like can register the inputted attachment/detachment pattern in the slave control section 31 as a registration ID by inputting an arbitrary attachment/detachment pattern using the buckle switch SW2.

If an arbitrary attachment/detachment pattern is not input using the buckle switch SW2 (NO in S131), the slave control unit 31 determines whether or not a predetermined time D has passed since the sheet registration command (long attachment/detachment) was detected. (S132). If the predetermined time D has not elapsed (NO in S132), the slave control unit 31 returns to S131. On the other hand, if the predetermined time D has passed (YES in S132), the slave control unit 31 returns to S126.

On the other hand, when an arbitrary attachment/detachment pattern is input using the buckle switch SW2 (YES in S131), the slave control unit 31 performs a seat registration process in which the input attachment/detachment pattern is associated with the current seat position and registered and stored. It does (S133). After that, the slave control unit 31 controls the power seat 34 to slightly move the seat, and after performing an answer-back operation to return the seat to its original position (S134), transitions to the normal mode.

<Operation when seat position is read>
Next, the operation of the in-seat unit 30 when reading out the seat position will be described with reference to FIGS. 21 and 22. FIG. In FIGS. 21 and 22, parts equivalent to the operations shown in FIGS. 19 and 20 which have already been described are denoted by the same reference numerals, and detailed description thereof will be omitted.

When the ignition signal SG-IG is turned on, the in-panel unit 10 detects this, adds shift position information, side brake information, and vehicle speed information to IG information indicating that the IG is on, and transmits it to the in-seat unit 30. . Upon receiving the IG ON information, the slave control section 31 of the in-seat unit 30 starts the operation shown in FIG.

After the slave control unit 31 performs the same operations as S120 to S123 in FIG. 9, the process proceeds to S140. In S140, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not the attachment/detachment pattern corresponding to the sheet readout mode transition command has been detected. For example, when it is detected that the buckle is detached for a predetermined period of time or more after detecting the detachment of the buckle for a long time based on the signal indicating the ON/OFF state of the buckle switch SW2, the slave control unit 31 receives a sheet reading mode transition command from the user or the like. It is regarded as the same and the process proceeds to S141.

In S141, the slave control unit 31 controls the power seat 34 to move the seat slightly and then perform an answerback operation to return the seat to its original position. This answerback operation enables the user or the like to recognize that the mode has changed to the sheet reading mode.

In the sheet read mode, as shown in FIG. 22, the slave control section 31 performs the same operations as S126 to S128 in FIG. 20, and then proceeds to S142. In the next step S142, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not the attachment/detachment pattern corresponding to the sheet readout command has been detected. For example, when the attachment and detachment of the buckle for a long time is detected, the slave control unit 31 assumes that there is a sheet read command from the user or the like, and proceeds to S144. On the other hand, if the slave control unit 31 cannot detect long attachment/detachment (NO in S142), the process proceeds to S130 (similar to S130 in FIG. 22).

In S144, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not an ID (attachment/detachment pattern) is input by the buckle switch SW2. The user or the like uses the buckle switch SW2 to input the attachment/detachment pattern that was input at the time of registration.

If an ID (attachment/detachment pattern) is not input using the buckle switch SW2 (NO in S144), the slave control unit 31 determines whether or not a certain period of time D has elapsed after detecting long attachment/detachment (S145). If the predetermined time D has not elapsed (NO in S145), the slave control unit 31 returns to S126. On the other hand, if the predetermined time D has passed (YES in S145), the slave control unit 31 returns to S144.

On the other hand, if no ID is input using the buckle switch SW2 (YES in S144), the slave control unit 31 determines whether the input ID is registered (S146). If the input ID is registered (YES in S146), the slave control unit 31 controls the power seat 34 to move the seat to the seat position stored in association with the registered ID. After that (S147), the mode is changed to the normal mode. If the input ID is not registered (NO in S146), the slave control unit 31 controls the power seat 34 to slightly move it, and then returns it to its original position. (S148), transition to the normal mode. This error answerback operation enables the user or the like to recognize that there is an error in the ID input.

<Chronological change of status: Operation example - 3>
Next, FIG. 23 and FIG. 24 show time-series changes in the state in the operation example-3 of the in-vehicle communication system 100. FIG. 23 and 24, the horizontal axis represents common time. First, the operation when registering the seat position will be described with reference to FIG. The user turns on the IG switch and sits on the seat whose seat position is to be registered. At this time, the user turns on the IG switch, shifts to P, and turns on the parking brake. After that, the user puts on the seat belt and turns off the buckle switch SW2. After that, the user operates the buckle to input a sheet registration mode transition command. In this embodiment, for example, the long buckle attachment/detachment and the short buckle attachment/detachment five times within a predetermined time B are the seat registration mode transition commands.

By inputting this sheet registration mode transition command, the slave control unit 31 transitions from the normal mode to the sheet registration mode. The user then unbuckles and controls the power seat 34 to move the seat to the desired seat position. The user then puts on the buckle. As a result, the slave control unit 31 detects that the buckle is long enough to attach or detach, determines that the seat registration command has been input, and waits for the user to input the registration ID.

After that, the user inputs an arbitrary registration ID using the buckle switch SW2. In the present embodiment, for example, the user puts on the buckle after inputting the registration ID of long attachment/detachment of the buckle×2+short attachment/detachment of the buckle×1. When the buckle wearing continues for a certain period of time E or more, the slave control unit 31 identifies the operation pattern that has been operated until then as a registered ID. Then, the slave control unit 31 performs seat position registration by linking the current seat position operated by the user to the identified registration ID, and then transitions to the normal mode.

Next, the operation for reading the seat position will be described with reference to FIG. The user turns on the IG switch and sits on the seat. At this time, the user turns on the IG switch, shifts to P, and turns on the parking brake. After that, the user puts on the seat belt and turns off the buckle switch SW2. After that, the user operates the buckle switch SW2 to input a sheet read mode transition command. In this embodiment, for example, the sheet reading mode transition command is the release of the buckle for a predetermined time or longer after the release of the buckle for a long time.

By inputting this sheet readout transition command, the control unit 31 transitions from the normal mode to the sheet readout mode. The user then puts on the buckle. As a result, the slave control unit 31 detects that the buckle is attached and detached for a long time, determines that the sheet readout command has been input, and waits for the ID input by the user.

After that, the user inputs the pre-registered ID as described above using the buckle switch SW2. In the present embodiment, for example, the user puts on the buckle after inputting the length of buckle attachment/detachment×2+buckle short attachment/detachment×1 as an ID. When the buckle wearing continues for a certain period of time E or longer, the slave control unit 31 identifies the attaching/detaching pattern that has been operated up to that time as an ID. Then, if the input ID is registered, the slave control unit 31 reads out the registered seat position in association with the input ID, controls the power seat 34, and places the seat in the read seat position. After moving, transition to normal mode.

<Advantages of in-vehicle communication system 100>
In the in-vehicle communication system 100 described above, the in-seat units 30-1 to 30-4 can control the operation of the power seat 34 based on the generation pattern (attachment/detachment pattern) of the signal representing the on/off state of the buckle switch SW2. Therefore, cost reduction can be achieved without increasing the number of operation units for the power seat 34 .

In the vehicle-mounted communication system 100 described above, the in-seat units 30-1 to 30-4 can register and read seat positions based on signal generation patterns. Therefore, it is not necessary to provide an operation unit for each registered seat position, and the cost can be reduced.

In the above-described in-vehicle communication system 100, the seat registration command is the long buckle attachment/detachment. Therefore, the user can adjust the seat position to a desired position with the seat belt unfastened.

According to the in-vehicle communication system 100 described above, the seat position can be registered and read out only while the shift is P, the side brake is on, and the vehicle speed is 3 km/h or less. This prevents registration and reading of the seat position while the vehicle is running.

(Third embodiment)
Next, a third embodiment will be described. In the third embodiment, the in-vehicle communication system 100 uses the buckle switch SW2 to control other devices (air conditioner, speaker, etc.) mounted in the vehicle. In the first embodiment, the in-seat unit 10 functions as a master control section and controls the in-seat unit 30, which is a slave device. In the third embodiment, the in-seat unit 30 functions as a master control section. , controls an air conditioner unit 50 and an audio unit 60, which are slave devices and will be described later. A major difference between the first embodiment and the third embodiment is the configuration of the in-vehicle communication system 100 .

<Configuration of in-vehicle communication system>
FIG. 25 is a block diagram showing a configuration example of the in-vehicle communication system 100. As shown in FIG. The in-vehicle communication system 100 includes one in-panel unit 10 , a plurality of in-seat units 30 - 1 to 30 - 4 , an air conditioner unit 50 , and an audio unit 60 . Since the in-instrument panel unit 10 and the plurality of in-seat units 30-1 to 30-4 are the same as those in the above-described first embodiment, detailed description thereof is omitted here.

The air conditioner unit 50 includes an air conditioner control section 51, a BLE communication section 52, an antenna 53, and an air conditioner 54, as shown in FIG. The air conditioner control section 51 has a microcomputer for controlling the air conditioner 54 . The audio unit 60 includes an audio control section 61, a BLE communication section 62, an antenna 63, and speakers 64, as shown in FIG. The audio control section 61 has a microcomputer for controlling the speaker 64 .

<Operation during air conditioner control>
Next, an overview of the operation of the in-vehicle communication system 100 according to the third embodiment will be described with reference to FIGS. 28 and 29. FIG. The user operates the buckle switch SW2 to select the device to be controlled. For this reason, in the present embodiment, as shown in FIG. 28, attachment/detachment patterns corresponding to devices to be controlled (the air conditioner unit 50 and the audio unit 60) on a one-to-one basis are determined in advance. The slave control unit 31 transitions to an air conditioner operation mode for operating the air conditioner unit 50 and an audio operation mode for operating the audio unit 60 according to the attachment/detachment pattern input from the buckle switch SW2.

When the user transitions to the operation mode, the user operates the buckle switch SW2 to operate the selected device. For this reason, in this embodiment, as shown in FIG. 29, attachment/detachment patterns corresponding to operation commands on a one-to-one basis are predetermined for each of the air conditioner unit 50 and the audio unit 60 . After transitioning to the air conditioner operation mode, the slave control section 31 transmits to the air conditioner unit 50 an air conditioner operation request signal indicating operation details corresponding to the attachment/detachment pattern input from the buckle switch SW2. On the other hand, after the transition to the audio operation mode, the slave control section 31 transmits to the audio unit 60 an audio operation request signal indicating operation details corresponding to the attachment/detachment pattern input from the buckle switch SW2.

Next, details of the operation of the in-vehicle communication system 100 outlined above will be described with reference to FIGS. 30 to 33. FIG. In FIGS. 30 to 33, portions equivalent to the operations shown in FIGS. 19 to 22 already described in the second embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted.

When the ignition signal SG-IG is turned on, the in-panel unit 10 detects this, adds shift position information, side brake information, and vehicle speed information to IG information indicating that the IG is on, and transmits it to the in-seat unit 30. . Upon receiving the IG ON information, the slave control section 31 of the in-seat unit 30 starts the operations shown in FIGS. 30 and 32 .

First, the operation shown in FIG. 30 will be described. After the slave control unit 31 performs the same operations as S120 to S123 in FIG. 19, the process proceeds to S150. In S150, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not an attachment/detachment pattern corresponding to the air conditioner operation mode transition command has been detected. For example, when it detects that the buckle switch SW2 has been turned on and off a certain number of times within a certain time B (e.g., 5 times in 10 seconds) after detecting long-term attachment and detachment of the buckle, the slave control unit 31 receives the air conditioner from the user or the like. It is assumed that there is an operation mode transition command, and the air conditioner operation mode is selected and transitioned.

In the air conditioner operation mode, as shown in FIG. 31, the slave control unit 31 performs the same operations as S126 to S128 in FIG. 20, and then proceeds to S152. In the next step S152, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not an attachment/detachment pattern corresponding to the air conditioner operation command shown in FIG. 29 has been detected. If no air conditioner operation command is detected (NO in S151), the slave control unit 31 proceeds to S130 (similar to FIG. 20).

On the other hand, when an air conditioner operation command is detected (YES in S151), the slave control section 31 transmits an air conditioner operation signal corresponding to the air conditioner operation command to the air conditioner unit 50 (S152), and then enters the normal mode. transition to

Next, the operation of FIG. 32 will be described. The slave control unit 31 performs the same operations as S120 to S123 in FIG. 19, and then proceeds to S153. In S153, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not an attachment/detachment pattern corresponding to the audio operation mode transition command has been detected. For example, when the long attachment/detachment is detected twice, the slave control unit 31 assumes that there is an audio operation mode transition command from the user or the like, and selects and transitions to the audio operation mode.

In the audio operation mode, as shown in FIG. 33, the slave control unit 31 performs the same operations as S126 to S128 in FIG. 20, and then proceeds to S155. In the next step S155, the slave control unit 31 monitors the buckle switch SW2 and identifies whether or not an attachment/detachment pattern corresponding to the audio operation command shown in FIG. 29 has been detected. If no audio operation command is detected (NO in S155), the slave control unit 31 proceeds to S130 (similar to FIG. 20).

On the other hand, when an audio operation command is detected (YES in S155), the slave control unit 31 transmits an air conditioner operation signal corresponding to the audio operation command to the audio unit 60 (S156), and then enters the normal mode. transition to

<Chronological change of state: Operation example - 5>
Next, FIGS. 34 and 35 show time-series changes in the state in the operation example-5 of the in-vehicle communication system 100. FIG. 34 and 35, the horizontal axis represents common time. First, the operation when the air conditioner is operated will be described with reference to FIG. The user turns on the IG switch and sits on the seat. At this time, the user turns on the IG switch, shifts to P, and turns on the parking brake. After that, the user puts on the seat belt and turns off the buckle switch SW2. After that, the user operates the buckle to input an air conditioner operation mode transition command. In the present embodiment, for example, after the long buckle attachment/detachment is performed, short buckle attachment/detachment five times for a given number of times within a given time B is the air conditioner operation mode transition command.

The input of this air conditioner operation mode transition command causes the slave control unit 31 to transition from the normal mode to the air conditioner operation mode. After that, the user inputs an operation command to the slave control section 31 by attaching and detaching the buckle according to the attachment and detachment pattern shown in FIG. In the example shown in FIG. 34, temperature Up is input as the operation command. Upon detecting the input of an operation command, slave control portion 31 transmits an operation request signal corresponding to the operation command to air conditioner unit 50 . Upon receiving the operation request signal from the slave control unit 31, the air conditioner control unit 51 of the air conditioner unit 50 operates the air conditioner 54 according to the received operation request signal.

Next, the operation at the time of audio operation will be described with reference to FIG. The user turns on the IG switch and sits on the seat. At this time, the user turns on the IG switch, shifts to P, and turns on the parking brake. After that, the user puts on the seat belt and turns off the buckle switch SW2. After that, the user operates the buckle to input an audio operation mode transition command. In this embodiment, for example, the air conditioner operation mode transition command is to release the buckle for a predetermined period of time or longer after attaching and detaching the buckle for a long period of time.

By inputting this audio operation mode transition command, the slave control unit 31 transitions from the normal mode to the audio operation mode. After that, the user inputs an operation command to the slave control section 31 by attaching and detaching the buckle according to the attachment and detachment pattern shown in FIG. In the example shown in FIG. 35, volume up is input as the operation command. Upon detecting the input of an operation command, the slave control section 31 transmits an operation request signal corresponding to the operation command to the audio unit 60 . Upon receiving the operation request signal from the slave control unit 31, the audio control unit 61 of the audio unit 60 operates the speaker 64 according to the received operation request signal.

<Advantages of in-vehicle communication system 100>
In the vehicle-mounted communication system 100 described above, selection of the air conditioner unit 50 and the audio unit 60 and transmission of operation request signals to the selected air conditioner unit 50 and audio unit 60 can be performed based on the signal generation pattern. Therefore, there is no need to provide an operation section for each air conditioner unit 50 and audio unit 60, and cost reduction can be achieved.

According to the above-described third embodiment, the in-seat unit 30 functions as a master control section and controls the air conditioner unit 50 and the audio unit 60, which are slave devices, but it is not limited to this. . For example, the seat in-seat unit 30 transmits a signal indicating ON/OFF of the buckle switch SW2 to the in-seat unit 10, and the in-seat unit 10 functions as a master control section, and based on the signal indicating ON/OFF of the buckle switch SW2, the air conditioning unit is controlled. 50 and may control the audio unit 60 .

Further, according to the above-described third embodiment, the air conditioner unit 50 and the audio unit 60 are controlled. Any device is fine.

Further, according to the first to third embodiments described above, the units 10, 30, 50, and 60 perform wireless BLE communication, but the present invention is not limited to this. The units 10, 30, 50 and 60 may perform CAN communication, LIN communication, etc. by wire.

Here, the features of the vehicle-mounted communication system according to the embodiment of the present invention described above are briefly summarized in [1] to [9] below.
[1] It has a master control section (instrument panel unit 10, seat unit 30) mounted on a vehicle and a plurality of slave devices (seat unit 30, air conditioner unit 50, audio unit 60), and the master control unit An in-vehicle communication system having communication functions (BLE communication units 12, 32, 52, 62) for communicating between the unit and each of the slave devices,
a plurality of buckles installed in association with each of the plurality of seats mounted on the vehicle;
A switch unit (buckle switch SW2) that generates a signal according to the attachment/detachment state of at least one of the plurality of buckles,
The in-vehicle communication system, wherein the master control unit controls the plurality of slave devices based on the signal generated by the switch unit.

[2] comprising a plurality of switch units that generate a signal corresponding to the attachment/detachment state of each of the plurality of buckles;
one of the plurality of switch units is assigned to each of the plurality of slave devices;
The in-vehicle communication system according to [1] above.

[3] The master control unit allocates at least unique identification information to each of the plurality of slave devices, triggered by the generation of the signal generated by the switch unit (S15, S16);
The in-vehicle communication system according to [1] above.

[4] Triggered by the generation of the signal generated by the switch unit, the master control unit performs an operation for allocating unique identification information to each of the plurality of slave devices in a predetermined order. Repeated execution for a specified number of times (see FIGS. 14 and 15),
The in-vehicle communication system according to [3] above.

[5] The master control unit recognizes the generation pattern of the signal when assigning unique identification information to at least one of the plurality of slave devices, triggered by the generation of the signal generated by the switch unit. to specify the slave device to be allocated (see FIG. 17),
The in-vehicle communication system according to [3] above.

[6] The plurality of slave devices are devices that control the operation of an electronic device (power seat 34), and control the operation of the electronic device based on the signal generated by the switch section.
The in-vehicle communication system according to [1] above.

[7] The electronic device is a driving device (power seat 34) installed in association with each of the plurality of seats and for moving the installed seat,
The plurality of slave devices are installed in association with each of the plurality of seats, and control the drive device based on the signal generated by the switch unit.
The in-vehicle communication system according to [6] above.

[8] The master control unit switches between a seat position registration mode and a seat position read mode based on the signals generated by the plurality of switch units, and after switching to the seat position registration mode, The current seat position is linked to the signal generated by the switch unit and registered, and after switching to the seat position reading mode, the registered seat position is linked to the signal generated by the plurality of switch units and read out. , controlling the drive to move to the seat position read;
The in-vehicle communication system according to [7].

[9] The master control section (in-seat unit 30) selects one of the plurality of slave devices (air conditioner unit 50, audio unit 60) based on the signals generated by the plurality of switch sections, and After selecting one of a plurality of slave devices, an operation request signal corresponding to the signals generated by the plurality of switch units is transmitted to the selected slave device;
The in-vehicle communication system according to [1].

10 instrument panel unit 11 master control section 12, 32 BLE communication section 13, 33 antenna 14 reset switch 15 signal line 16 communication line 20 meter unit 25 seat belt warning function section 30, 30-1, 30-2, 30-2, 30-3, 30-4 In-seat unit 31 Slave control unit 34 Power seat 40, 40-1, 40-2, 40-3, 40-4 Seat 40a Seat cushion 40b Seat back 50 Air conditioner unit 60 Audio unit 100 In-vehicle communication System 110 Vehicle body 110a Front part 110b Rear part SG-IG Ignition signal SW1 Seating switch SW2 Buckle switch PT0, PT1, PT2, PT3 Detachment pattern PR0, PR1, PR2, PR3, PR4 Processing

Claims (5)

An in-vehicle communication system having a master control unit mounted on a vehicle and a plurality of slave devices, and having a communication function for communicating between the master control unit and each of the slave devices,
a plurality of buckles installed in association with each of the plurality of seats mounted on the vehicle;
a switch unit that generates a signal according to the attachment/detachment state of at least one of the plurality of buckles,
the master control unit controls the plurality of slave devices based on the signal generated by the switch unit ;
The master control unit, triggered by the generation of the signal generated by the switch unit, performs an operation for assigning unique identification information to each of the plurality of slave devices in a predetermined order and a predetermined number of times. repeatedly run only
In-vehicle communication system. comprising a plurality of switch units for generating a signal corresponding to the attachment/detachment state of each of the plurality of buckles,
one of the plurality of switch units is assigned to each of the plurality of slave devices;
The in-vehicle communication system according to claim 1. The master control unit recognizes the signal generation pattern when allocating unique identification information to at least one of the plurality of slave devices with the generation of the signal generated by the switch unit as a trigger, identifying the slave device to which to assign;
The in-vehicle communication system according to claim 1 . An in-vehicle communication system having a master control unit mounted on a vehicle and a plurality of slave devices, and having a communication function for communicating between the master control unit and each of the slave devices,
a plurality of buckles installed in association with each of the plurality of seats mounted on the vehicle;
a switch unit that generates a signal according to the attachment/detachment state of at least one of the plurality of buckles,
the master control unit controls the plurality of slave devices based on the signal generated by the switch unit;
The plurality of slave devices are devices that control the operation of the electronic device, and control the operation of the electronic device based on the signal generated by the switch unit,
The electronic device is a driving device installed in association with each of the plurality of seats and for moving the installed seat,
the plurality of slave devices are installed in association with each of the plurality of seats, and control the drive device based on the signal generated by the switch unit;
The master control unit switches between a seat position registration mode and a seat position read mode based on the signals generated by the plurality of switch units, and after switching to the seat position registration mode, the plurality of switch units The current seat position is linked to the generated signal and registered, and after switching to the seat position reading mode, the registered seat position is linked to the signal generated by the plurality of switch units and read. controlling the drive to move to the seat position
In-vehicle communication system. The master control unit selects one of the plurality of slave devices based on the signals generated by the plurality of switch units, and after selecting one of the plurality of slave devices, the plurality of switch units generated the transmitting an operation request signal corresponding to the signal to the selected slave device;
The in-vehicle communication system according to claim 1.

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