WO2017061529A1 - 監視装置及びタイヤ空気圧監視システム - Google Patents

監視装置及びタイヤ空気圧監視システム Download PDF

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Publication number
WO2017061529A1
WO2017061529A1 PCT/JP2016/079748 JP2016079748W WO2017061529A1 WO 2017061529 A1 WO2017061529 A1 WO 2017061529A1 JP 2016079748 W JP2016079748 W JP 2016079748W WO 2017061529 A1 WO2017061529 A1 WO 2017061529A1
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WO
WIPO (PCT)
Prior art keywords
request signal
tire
sensor
identifier
transmitted
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2016/079748
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English (en)
French (fr)
Japanese (ja)
Inventor
誠 佐分利
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
Original Assignee
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Wiring Systems Ltd, AutoNetworks Technologies Ltd, Sumitomo Electric Industries Ltd filed Critical Sumitomo Wiring Systems Ltd
Priority to CN201680058157.7A priority Critical patent/CN108136861B/zh
Priority to US15/765,312 priority patent/US20180281533A1/en
Publication of WO2017061529A1 publication Critical patent/WO2017061529A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0415—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels
    • B60C23/0416—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0435—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0435—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender
    • B60C23/0437—Means for detecting electromagnetic field changes not being part of the signal transmission per se, e.g. strength, direction, propagation or masking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0435—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender
    • B60C23/0438—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender comprising signal transmission means, e.g. for a bidirectional communication with a corresponding wheel mounted receiver
    • B60C23/044—Near field triggers, e.g. magnets or triggers with 125 KHz
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0435—Vehicle body mounted circuits, e.g. transceiver or antenna fixed to central console, door, roof, mirror or fender
    • B60C23/0444—Antenna structures, control or arrangements thereof, e.g. for directional antennas, diversity antenna, antenna multiplexing or antennas integrated in fenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0422—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver characterised by the type of signal transmission means
    • B60C23/0433—Radio signals
    • B60C23/0447—Wheel or tyre mounted circuits
    • B60C23/0455—Transmission control of wireless signals
    • B60C23/0461—Transmission control of wireless signals externally triggered, e.g. by wireless request signal, magnet or manual switch
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L17/00—Devices or apparatus for measuring tyre pressure or the pressure in other inflated bodies

Definitions

  • the present invention relates to a monitoring device and a tire pressure monitoring system.
  • This application claims priority based on Japanese Patent Application No. 2015-201040 filed on Oct. 9, 2015, and incorporates all the content described in the above Japanese application.
  • TPMS Tire Pressure Monitoring ⁇ ⁇ System
  • the tire pressure monitoring system detects a tire pressure, receives a pneumatic signal related to the detected pneumatic pressure wirelessly using a radio wave in the UHF band, and receives and receives a pneumatic pressure signal wirelessly transmitted from the detection device And a monitoring device that monitors the tire air pressure based on the air pressure signal.
  • the detection device is provided for each of the right front, left front, right rear, and left rear tires, and wirelessly transmits a pneumatic signal including air pressure information obtained by detection and an identifier for identifying each detection device. To do.
  • the monitoring device is provided on the vehicle body, and receives the air pressure signal transmitted from each detection device.
  • the monitoring device stores an identifier provided for each tire in a memory in association with four tire positions where the tire is provided on the vehicle.
  • the monitoring device can recognize the air pressure of the tire provided at each tire position by comparing the identifier included in the received air pressure signal with the identifier stored in the memory.
  • Patent Document 1 discloses a tire pressure monitoring system that can update an identifier corresponding to each tire position and store it in a memory even if tire rotation is performed.
  • a request signal for requesting an identifier is transmitted to a detection device provided in each tire from an antenna provided in the vicinity of each tire position.
  • the transmission range of the request signal transmitted from each antenna includes only one corresponding detection device.
  • the monitoring device receives the identifier transmitted from each detection device in response to the request, and after confirming that the received identifier matches one of the four identifiers registered in advance in the memory, The received identifier is stored in the memory in association with the corresponding tire position.
  • the correspondence between each tire position and the identifier can be automatically updated even when tire rotation is performed.
  • a monitoring device is provided in each of a plurality of tires of a vehicle, and a plurality of detections that wirelessly transmit a pneumatic signal including air pressure information obtained by detecting the air pressure of the tire and its own identifier.
  • a monitoring device that receives the air pressure signal transmitted from the device and monitors the air pressure of each tire, the plurality of tire positions at which the plurality of tires are respectively provided, and the identifier of the detection device provided at each tire position
  • a request signal transmission unit that transmits a request signal for requesting an identifier of the detection device to the at least one tire position a plurality of times, and the detection according to the request signal
  • An identifier receiving unit for receiving an identifier transmitted from the device, and a plurality of identifiers transmitted from the detection device in response to the request signal transmitted a plurality of times
  • An update unit that updates an identifier corresponding to the tire position stored in the storage unit to an identifier specified by the specifying unit, and a specifying unit that specifies an identifier of the detection device provided at the tire position that transmitted the request signal A part.
  • a tire pressure monitoring system is provided in each of a plurality of tires of a vehicle, and a plurality of air pressure signals including air pressure information obtained by detecting air pressures of the tires and their own identifiers are wirelessly transmitted.
  • the monitoring device receives the air pressure signal transmitted from the plurality of detection devices, and monitors the air pressure of each tire.
  • the present application can be realized not only as a monitoring device and a tire pressure monitoring system including such a characteristic processing unit, but also as a tire pressure monitoring method using such characteristic processing as a step. It can be realized as a program for causing a computer to execute the steps. Moreover, it is realizable as a semiconductor integrated circuit which implement
  • An object of the present invention is to provide a monitoring device and a tire pressure monitoring system that can update the identifier of a detection device provided at each tire position without error.
  • a monitoring device is provided in each of a plurality of tires of a vehicle, and wirelessly transmits a pneumatic pressure signal including pneumatic pressure information obtained by detecting the pneumatic pressure of the tire and its own identifier.
  • a monitoring device that receives the air pressure signals transmitted from a plurality of detection devices and monitors the air pressure of each tire, the plurality of tire positions at which the plurality of tires are respectively provided, and the detection provided at each tire position
  • a storage unit that associates and stores a device identifier; a request signal transmission unit that transmits a request signal that requests the identifier of the detection device a plurality of times to at least one tire position; and a response to the request signal
  • An identifier receiving unit for receiving an identifier transmitted from the detection device, and a plurality of identifiers transmitted from the detection device in response to the request signal transmitted a plurality of times.
  • the identification unit for identifying the identifier of the detection device provided at the tire position that transmitted the request signal, and the identifier corresponding to
  • the request signal transmission unit transmits a request signal to at least one tire position.
  • the detection device provided in the tire at the tire position receives the request signal and transmits its own identifier to the monitoring device.
  • a detection device at another tire position or other arbitrary location or a detection device of another vehicle may also receive the request signal.
  • the identifier is transmitted to the monitoring device from another tire detection device provided or arranged at a location other than the tire position. Therefore, the request signal transmission unit transmits a request signal to the tire position a plurality of times, and the identifier reception unit receives a plurality of identifiers transmitted in response to the plurality of request signals.
  • specification part of the monitoring apparatus specifies the identifier corresponding to the said tire position based on the received several identifier.
  • the monitoring device uses a plurality of identifiers to identify statistically probable identifiers corresponding to the tire positions. Identifiers corresponding to other tire positions can be specified in the same manner.
  • the specifying unit specifies the identifier
  • the updating unit updates the identifier stored in the storage unit with the specified identifier. Therefore, even when tire rotation or tire replacement is performed, or even when an identifier transmitted from another vehicle is received, the identifier corresponding to the tire position is identified without error, and the identifier stored in the storage unit is incorrect. It can be updated without any changes.
  • the present invention is a monitoring device that specifies and updates an identifier corresponding to at least one tire position, and does not necessarily need to update identifiers corresponding to all tire positions.
  • the specifying unit is provided with the same identifier at the tire position that transmitted the request signal.
  • the configuration specified as the identifier is preferable.
  • the identification unit of the monitoring device when the same identifier is included in a plurality of received identifiers at a predetermined ratio or more, that is, when the most frequent identifier is included at a predetermined ratio or more,
  • the identifier is specified and updated as an identifier corresponding to the tire position.
  • the request signal includes a first request signal and a second request signal, and when the request signal transmission unit transmits the first request signal, the identifier received by the identifier reception unit, and the storage unit Is provided with a determination unit that determines whether or not the identifier corresponding to the tire position is stored, and when the request signal transmission unit determines that the determination unit does not match,
  • the second request signal is transmitted to the detection unit, and the specifying unit is transmitted from the detection device in response to the request signal of at least one of the first request signal and the second request signal.
  • a configuration in which an identifier of the detection device provided at the tire position is specified based on the plurality of identifiers is preferable.
  • the monitoring device transmits the first request signal, and the determination unit of the monitoring device matches the received one identifier with the identifier corresponding to the tire position stored in the storage unit. It is determined whether or not.
  • the monitoring device can additionally receive the identifier by transmitting the second request signal to the tire position where the identifier does not match, and can identify and update the identifier corresponding to the tire position.
  • the second request signal of this aspect may be transmitted at least once.
  • a switch state determination unit that determines whether or not an ignition switch of the vehicle is in an on state, and the request signal transmission unit has the ignition switch in an on state and the determination unit does not match. If it is determined that the second request signal is transmitted, the second request signal is preferably transmitted.
  • the monitoring device does not match the identifier when the received identifier does not match the identifier corresponding to the tire position stored in the storage unit, and the ignition switch is on.
  • a process for identifying and updating the identifier of the tire position is executed.
  • a travel state determination unit that determines whether or not the vehicle is traveling, and the request signal transmission unit determines that the vehicle is traveling and the determination unit does not match;
  • a configuration for transmitting two request signals is preferable.
  • the monitoring device does not match the received identifier and the identifier corresponding to the tire position stored in the storage unit, and the identifier does not match when the vehicle is running.
  • a process for identifying and updating the identifier of the tire position is executed.
  • the request signal transmitting unit is configured to transmit the first request signal to each of the plurality of tire positions
  • the identifier receiving unit is configured to respond to the first request signal.
  • the plurality of identifiers transmitted from the detection device are received, and the determination unit has a correspondence relationship between the plurality of tire positions that transmitted the first request signal and the plurality of identifiers received by the identifier reception unit.
  • the first determination for determining whether or not the correspondence relationship between the plurality of tire positions and identifiers stored in the storage unit matches the identifiers received by the identifier reception unit is the storage unit.
  • the determination unit determines whether or not the identifier stored in the storage unit and the received identifier all match for each of a plurality of tire positions.
  • the storage unit stores “11111”, “22222”, “33333”, and “44444” as identifiers corresponding to the right front, left front, right rear, and left rear tire positions, and the right front, left front, right rear,
  • the determination unit determines that they match (see FIG. 7).
  • the determination units do not match. (See FIG. 8). In the second determination, the determination unit determines whether or not the received plurality of identifiers match the identifiers stored in the storage unit regardless of the correspondence relationship with the tire position.
  • the storage unit stores “11111”, “22222”, “33333”, and “44444” as identifiers corresponding to the right front, left front, right rear, and left rear tire positions, and the right front, left front, right rear,
  • the determination unit determines that they match.
  • the storage unit stores “11111”, “22222”, “33333”, and “44444” as identifiers corresponding to the right front, left front, right rear, and left rear tire positions, and the right front, left front, right rear,
  • the determination unit performs either the first determination or the second determination. Are determined not to match. According to the first determination and the second determination, the tire position is not changed, the tire rotation is performed, the detection device is replaced, the tire is replaced, or the identifier is received from the detection device of another vehicle. Or the like. By identifying these states, it is possible to perform identifier identification processing at a timing suitable for each situation where the identifiers do not match.
  • a switch state determination unit that determines whether or not an ignition switch of the vehicle is in an on state, wherein the request signal transmission unit has the ignition switch in an on state, and the determination result of the first determination Is not coincident and the determination result of the second determination is coincident, the second request signal is preferably transmitted.
  • the monitoring device when the determination result of the first determination is inconsistent and the determination result of the second determination is the same, replacement of the detection device, tire replacement, or reception of an identifier transmitted from another vehicle There is no possibility, and tire rotation may be performed.
  • the monitoring device receives the identifier transmitted from the detection device provided in each tire of the own vehicle, regardless of the correspondence with the tire position.
  • the possibility of receiving an identifier transmitted from another vehicle can be excluded. Therefore, the identification process can be performed even when the vehicle is stopped. Therefore, the monitoring device performs an identifier specifying process while the ignition switch is on.
  • the identifier of each tire position can be specified and updated without error.
  • a travel state determination unit that determines whether or not the vehicle is traveling is provided, and the request signal transmission unit is configured so that the determination result of the first determination or the second determination is obtained while the vehicle is traveling. In the case of mismatch, a configuration for transmitting the second request signal is preferable.
  • the tire change or transmitted from another vehicle An identifier may have been received.
  • the monitoring device performs an identifier specifying process while the vehicle is traveling. According to this aspect, it is possible to specify and update the identifier of each tire position without error by performing the identifier specifying process while the vehicle is running.
  • the tire pressure monitoring system is provided in each of a plurality of tires of a vehicle, and wirelessly transmits a pressure signal including pressure information obtained by detecting the pressure of the tire and its own identifier.
  • a plurality of detection devices for transmission and the monitoring device according to any one of aspects (1) to (8), wherein the monitoring device receives the air pressure signals transmitted from the plurality of detection devices; Then, the air pressure of each tire is monitored.
  • each tire can be used even when tire rotation, detection device replacement or tire replacement is performed, or when an identifier transmitted from another vehicle is received.
  • the identifier corresponding to the position can be identified and updated without error.
  • FIG. 1 is a schematic diagram illustrating a configuration example of a tire pressure monitoring system according to the first embodiment of the present invention.
  • the tire pressure monitoring system according to the first embodiment includes a monitoring device 1 provided at an appropriate position of the vehicle body, a detection device 2 provided on each of the wheels of a plurality of tires 3 provided on the vehicle C, and a notification device 4.
  • the monitoring device 1 wirelessly communicates with each detection device 2 to acquire the air pressure of each tire 3, and the notification device 4 performs notification according to the acquired air pressure.
  • the monitoring device 1 is connected to an LF (Low Frequency) transmission antenna 14 a corresponding to each tire 3.
  • LF Low Frequency
  • the LF transmitting antenna 14a is provided at the right front, left front, right rear, and left rear portions of the vehicle C.
  • the monitoring device 1 transmits a request signal for requesting air pressure information from each LF transmission antenna 14a to each detection device 2 by radio waves in the LF band.
  • the detection device 2 detects the air pressure of the tire 3 according to the request signal of the monitoring device 1, and sends the air pressure information obtained by the detection and the air pressure signal including its own sensor ID (identifier) to the UHF (Ultra High Frequency) band. Is transmitted to the monitoring device 1 by radio waves.
  • the detection device 2 has a function of periodically detecting the air pressure of the tire 3 and spontaneously transmitting an air pressure signal to the monitoring device 1.
  • the monitoring device 1 includes an RF receiving antenna 13a, receives the air pressure signal transmitted from each detection device 2 by the RF receiving antenna 13a, and acquires air pressure information of each tire 3 from the air pressure signal.
  • the LF band and the UHF band are examples of a radio wave band used when performing wireless communication, and are not necessarily limited thereto.
  • the monitoring device 1 is connected to the notification device 4 via a communication line, and the monitoring device 1 transmits the acquired air pressure information to the notification device 4.
  • the notification device 4 receives the air pressure information transmitted from the monitoring device 1 and notifies the air pressure of each tire 3. Further, the notification device 4 issues a warning when the air pressure of the tire 3 is less than a predetermined threshold value.
  • FIG. 2 is a block diagram illustrating a configuration example of the monitoring device 1.
  • the monitoring device 1 includes a control unit 11 that controls the operation of each component of the monitoring device 1.
  • the control unit 11 is connected to a storage unit 12, an in-vehicle receiving unit 13, an in-vehicle transmitting unit 14, a time measuring unit 15, an in-vehicle communication unit 16, and an input unit 17.
  • the control unit 11 is a microcomputer having, for example, one or a plurality of CPUs (Central Processing Units), a multi-core CPU, a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output interface, and the like.
  • the CPU of the control unit 11 is connected to the storage unit 12, the in-vehicle receiving unit 13, the in-vehicle transmitting unit 14, the time measuring unit 15, the in-vehicle communication unit 16, and the input unit 17 through an input / output interface.
  • the control unit 11 controls the operation of each component by executing a control program stored in the storage unit 12, and executes a sensor ID update process and a tire pressure monitoring process according to the present embodiment.
  • the storage unit 12 is a nonvolatile memory such as an EEPROM (ElectricallyrErasable Programmable ROM) or a flash memory.
  • the storage unit 12 stores a control program for executing the sensor ID update process and the tire pressure monitoring process by the control unit 11 controlling the operation of each component of the monitoring device 1.
  • the storage unit 12 stores a sensor ID table in which a relationship between four tire positions and a sensor ID (identifier) for identifying the detection device 2 of the tire 3 provided at each tire position is registered.
  • FIG. 3 is a conceptual diagram showing an example of a sensor ID table.
  • the sensor ID table includes a tire position, an antenna ID for identifying each LF transmission antenna 14a, a sensor ID of the detection device 2 provided on the tire 3 at each tire position, and a current detected by the detection device 2.
  • the air pressure is registered in association with it.
  • the air pressure is a numerical value in units of kPa, for example.
  • the RF receiving antenna 13 a is connected to the in-vehicle receiving unit 13.
  • the in-vehicle receiving unit 13 receives a signal transmitted from the detection device 2 using an RF band radio wave by the RF receiving antenna 13a.
  • the in-vehicle receiving unit 13 is a circuit that demodulates the received signal and outputs the demodulated signal to the control unit 11.
  • the carrier wave uses a UHF band of 300 MHz to 3 GHz, but is not limited to this frequency band.
  • the in-vehicle transmission unit 14 is a circuit that modulates the signal output from the control unit 11 into an LF band signal and transmits the modulated signal to the detection device 2 from each of the plurality of LF transmission antennas 14a.
  • the carrier wave uses the LF band of 30 kHz to 300 kHz, but is not limited to this frequency band.
  • the vehicle-mounted transmission part 14 is provided with the transmission intensity
  • the transmission strength changing unit 14b is an amplifier, for example, and can change the transmission strength of the request signal transmitted from each LF transmission antenna 14a according to the control of the control unit 11.
  • a request signal transmitted mainly when checking the consistency of the sensor ID table is a first request signal, and corresponds to each tire position in the conventional statistical processing.
  • the request signal transmitted when specifying the sensor ID is referred to as a second request signal.
  • the timer unit 15 is constituted by, for example, a timer, a real-time clock, etc., starts timing according to the control of the control unit 11, and gives the timing result to the control unit 11.
  • the in-vehicle communication unit 16 is a communication circuit that performs communication in accordance with a communication protocol such as CAN (Controller Area Network) or LIN (Local Interconnect Network), and is connected to the notification device 4.
  • the in-vehicle communication unit 16 transmits the air pressure information of the tire 3 to the notification device 4 under the control of the control unit 11.
  • the notification device 4 includes, for example, a display unit or an audio device provided with a speaker for notifying the air pressure information of the tire 3 transmitted from the in-vehicle communication unit 16 by an image or sound, a display unit provided in an instrument panel instrument, and the like. It is.
  • the display unit is a liquid crystal display, an organic EL display, a head-up display, or the like.
  • the notification device 4 displays the air pressure of each tire 3 provided in the vehicle C.
  • a vehicle speed sensor 5 and an ignition switch 6 are connected to the input unit 17.
  • the vehicle speed sensor 5 includes, for example, a magnetic pickup that transmits a signal proportional to the rotation speed of an axle provided in the vehicle C, a non-contact sensor that includes a hall element, and a counting circuit that measures the number of pulses from the non-contact sensor. The speed of the vehicle C is detected by measuring the number of pulses.
  • the vehicle speed sensor 5 outputs a vehicle speed signal indicating the speed of the vehicle C to the input unit 17, and the control unit 11, based on the vehicle speed signal input to the input unit 17, stops the vehicle C, starts traveling, A running state etc. can be determined.
  • the non-contact sensor is an example of a speed detection unit and is not limited to such a structure.
  • the vehicle speed sensor 5 may be configured to detect the speed of the vehicle C based on the position information of the vehicle C detected by GPS. Further, an ignition signal (hereinafter referred to as an IG signal) indicating the on / off state of the ignition switch 6 is input to the input unit 17, and the control unit 11 is based on the IG signal input to the input unit 17. The on / off state of the ignition switch 6 can be determined.
  • an ignition signal hereinafter referred to as an IG signal
  • FIG. 4 is a block diagram illustrating a configuration example of the detection device 2.
  • the detection device 2 includes a sensor control unit 21 that controls the operation of each component of the detection device 2.
  • a sensor storage unit 22, a sensor transmission unit 23, a sensor reception unit 24, an air pressure detection unit 25, and a timer unit 26 are connected to the sensor control unit 21.
  • the sensor control unit 21 is a microcomputer having, for example, one or a plurality of CPUs, a multi-core CPU, a ROM, a RAM, an input / output interface, and the like.
  • the CPU of the sensor control unit 21 is connected to the sensor storage unit 22, the sensor transmission unit 23, the sensor reception unit 24, the air pressure detection unit 25, and the time measurement unit 26 via an input / output interface.
  • the sensor control unit 21 reads a control program stored in the sensor storage unit 22 and controls each unit.
  • the detection device 2 includes a battery (not shown) and operates with electric power from the battery.
  • the sensor storage unit 22 is a nonvolatile memory.
  • the sensor storage unit 22 stores a control program for the CPU of the sensor control unit 21 to perform processing related to detection and transmission of the air pressure of the tire 3.
  • the air pressure detection unit 25 includes, for example, a diaphragm, and detects the air pressure of the tire 3 based on the deformation amount of the diaphragm that changes depending on the magnitude of the pressure.
  • the air pressure detection unit 25 outputs a signal indicating the detected air pressure of the tire 3 to the sensor control unit 21.
  • the sensor control unit 21 acquires the air pressure of the tire 3 from the air pressure detection unit 25 by executing a control program, and generates a pneumatic signal including information such as the air pressure and a sensor ID unique to the detection device 2.
  • the data is output to the transmission unit 23.
  • the sensor control unit 21 generates an air pressure signal including information such as air pressure information, temperature information, and a sensor ID, and outputs the air pressure signal to the sensor transmission unit 23.
  • the sensor transmission unit 23 is connected to an RF transmission antenna 23a.
  • the sensor transmission unit 23 modulates the air pressure signal generated by the sensor control unit 21 into a UHF band signal, and transmits the modulated air pressure signal using the RF transmission antenna 23a.
  • the sensor receiving unit 24 is connected to an LF receiving antenna 24a.
  • the sensor receiving unit 24 receives a request signal transmitted from the monitoring device 1 using radio waves in the LF band by the LF receiving antenna 24 a and outputs the received signal to the sensor control unit 21.
  • FIG. 5 is a flowchart illustrating a sensor ID update processing procedure according to the first embodiment.
  • the monitoring device 1 executes the following processing at a predetermined timing. For example, the monitoring device 1 executes the following processing with the case where the ignition switch 6 is turned on from an off state as a trigger. Further, the following processing may be executed with a trigger when the accessory power source is turned on from the off state or when the battery power source is turned on from the off state.
  • the control unit 11 transmits the first request signal from each LF transmission antenna 14a (step S11). And the control part 11 receives the air pressure signal containing sensor ID transmitted from the detection apparatus 2 according to the 1st request signal transmitted by step S11 (step S12).
  • the control part 11 memorize
  • the sensor ID is temporarily stored as a sensor ID corresponding to the right front tire position. Similarly, sensor IDs are temporarily stored for other tire positions.
  • control unit 11 executes a subroutine related to consistency determination processing for determining consistency between the received sensor ID corresponding to each tire position and the sensor ID corresponding to each tire position registered in the sensor ID table. (Step S14).
  • FIG. 6 is a flowchart showing a processing procedure of a subroutine according to the sensor ID consistency determination processing.
  • the control unit 11 that has called a subroutine related to the sensor ID consistency determination process in step S14 reads out the sensor ID corresponding to each tire position from the sensor ID table (step S31).
  • the control unit 11 determines whether or not the sensor ID temporarily stored corresponding to each received tire position and the sensor ID registered in the sensor ID table are completely in one-to-one correspondence (step S32). .
  • the process of step S32 corresponds to the first determination in this aspect.
  • step S32 When it is determined that the sensor IDs are one-to-one and completely coincident (step S32: YES), the control unit 11 stores that the sensor ID corresponding to each tire position is determined (step S33). The subroutine processing related to the consistency determination processing is finished, and the processing returns to step S15.
  • a state where the sensor ID registered in the sensor ID table and the received sensor ID are in one-to-one correspondence is referred to as a sensor ID confirmed state.
  • FIG. 7 is a chart for explaining the sensor ID confirmation state.
  • the LF transmission antennas 14a having the antenna IDs “1”, “2”, “3”, and “4” are provided at the four tire positions on the right front, left front, right rear, and left rear, respectively. It is associated.
  • the sensor IDs of the detection devices 2 provided in the four tires 3 at the respective tire positions are registered in the sensor ID table in association with the tire positions of the tires 3 provided with the detection device 2. For example, the sensor ID “11111” is located at the right front tire position, the sensor ID “22222” is located at the left front tire position, and the sensor ID “33333” is located at the left rear tire position. Is associated with a sensor ID “4444”.
  • “Received sensor ID” in FIG. 7 indicates the sensor ID corresponding to each received tire position, and for each tire position, the sensor ID registered in the sensor ID table, the received sensor ID, Are in a one-to-one correspondence.
  • the first request signal is transmitted from the LF transmission antenna 14a located on the right front side of the vehicle C, the received sensor ID is “11111”, and the first request signal is transmitted from the LF transmission antenna 14a located on the left front side.
  • the received sensor ID is “22222”.
  • the first request signal is transmitted from the LF transmission antenna 14a located on the right rear side of the vehicle C, the received sensor ID is “33333”, the first request signal is transmitted from the LF transmission antenna 14a located on the left rear side, and received.
  • the sensor ID is “44444”.
  • step S ⁇ b> 32 when it is determined in step S ⁇ b> 32 that the sensor IDs do not correspond one-to-one (step S ⁇ b> 32: NO), the control unit 11 determines that each sensor ID corresponding to each received tire position is a sensor ID. It is determined whether the sensor ID matches one of the sensor IDs registered in the table, but the correspondence relationship with the tire position is not consistent (step S34). The process of step S34 corresponds to the second determination in this aspect. When it is determined that the correspondence relationship with the tire position is not consistent (step S34: YES), it is stored that the correspondence between each tire position and the sensor ID is indeterminate (step S35), and the consistency determination is performed. The subroutine processing is finished, and the processing returns to step S15.
  • a correspondence uncertain state a state in which the correspondence between each tire position and the sensor ID is uncertain is appropriately referred to as a correspondence uncertain state.
  • FIG. 8 is a chart for explaining the uncertain state of correspondence between each tire position and sensor ID.
  • the tire position, antenna ID, and sensor ID stored in the storage unit 12 shown in FIG. 8 are the same as those in the chart of FIG. “Received sensor ID” in FIG. 8 indicates a sensor ID corresponding to each received tire position, and the four sensor IDs stored in the storage unit 12 match the received four sensor IDs.
  • the correspondence with the tire position is not consistent.
  • the first request signal is transmitted from the LF transmission antenna 14a located on the right front side of the vehicle C
  • the received sensor ID is “22222”
  • the first request signal is transmitted from the LF transmission antenna 14a located on the left front side.
  • the received sensor ID is “11111”. In this case, there is a possibility that the right front tire 3 and the left front tire 3 are exchanged by the tire rotation.
  • step S34 when it is determined in step S34 that the received sensor ID is different from the sensor ID registered in the sensor ID table (step S34: NO), the control unit 11 does not have a sensor ID.
  • the fact that it is in a definite state is stored (step S36), the processing of the subroutine relating to the consistency determination processing is finished, and the processing is returned to step S15.
  • a state in which sensor IDs corresponding to some tire positions are undetermined is appropriately referred to as a sensor ID undetermined state.
  • FIG. 9 is a chart for explaining the sensor ID unconfirmed state.
  • the tire position, antenna ID, and sensor ID stored in the storage unit 12 shown in FIG. 9 are the same as those in the chart of FIG. “Received sensor ID” in FIG. 9 indicates a sensor ID corresponding to each received tire position, and some of the received sensor IDs are one of the four sensor IDs registered in the sensor ID table. It is in a state that I have not done.
  • the first request signal is transmitted from the LF transmission antenna 14a located on the left front side of the vehicle C, and the received sensor ID is “77777”. In this case, there is a possibility that the left front tire 3 is replaced with another tire 3 together with the detection device 2 or the detection device 2 is replaced.
  • the monitoring device 1 in response to the first request signal transmitted from the LF transmission antenna 14a provided on the left front side of the vehicle C, the monitoring device 1 has received the sensor ID “77777” transmitted from the detection device 2 of the other vehicle C. there is a possibility.
  • step S15 determines whether it is in sensor ID fixed state with reference to the determination result of step S14 (step S15). When it determines with it not being in a sensor ID fixed state (step S15: NO), the control part 11 determines whether the vehicle C is drive
  • a subroutine related to statistical processing for specifying and updating the ID is executed (step S17).
  • the statistical process is a process of acquiring a plurality of sensor IDs by transmitting a second request signal to the detection device 2 provided at each tire position, and statistically specifying and updating the sensor ID of each tire 3. .
  • the specification means that the correct or probable sensor ID of the detection device 2 provided at a certain tire position is statistically obtained. Details of the subroutine relating to the statistical processing will be described later.
  • control unit 11 determines whether or not the statistical processing in step S17 related to the identification and update of the sensor ID has succeeded (step S18). For example, the control unit 11 may determine whether or not the statistical process is successful based on a return value of a subroutine related to a statistical process to be described later. Substantially, for example, when the sensor ID corresponding to the tire position is uncertain and cannot be updated in any one of the four tire positions, the control unit 11 determines that it is a failure, and all tires If the sensor ID corresponding to the position is confirmed and updated, it is determined that the operation is successful. When it is determined that the identification of the sensor ID has failed (step S18: NO), a predetermined error process is executed (step S22), and the process ends.
  • control unit 11 notifies the error message by transmitting an error signal indicating that the air pressure information of each tire 3 cannot be obtained to the notification device 4. Further, the control unit 11 is configured to notify the notification device 4 that there is an abnormality in the air pressure of one of the tires if there is an air pressure indicated by the air pressure information received in step S12 that is less than the threshold value. You may do it. If it is determined that the identification of the sensor ID has failed, the process may be returned to step S16, and the statistical process of step S17 may be executed during traveling after a predetermined time has elapsed.
  • step S18 When it is determined that the statistical process for specifying the sensor ID corresponding to the tire position is successful (step S18: YES), or when it is determined in step S15 that the sensor ID is determined (step S15: YES), the control unit 11 Performs a process of monitoring the air pressure of the tire 3 provided at each tire position using the sensor ID table (step S19), and ends the process. Specifically, the control unit 11 performs a process of notifying the air pressure information of each tire 3 by transmitting the air pressure information of each tire 3 to the notifying device 4.
  • control part 11 determines whether the air pressure of each tire 3 is more than a threshold value, and when there exists the tire 3 below a threshold value, the information apparatus 4 notifies that the air pressure of this tire 3 is less than a threshold value.
  • the process of issuing a warning is executed by transmitting to.
  • the air pressure monitoring process may be executed not only at the timing when the ignition switch 6 is switched from the OFF state to the ON state, but also continuously at a required timing while the vehicle C is running or the engine is being driven. . In this case, the process may be returned to step S11 at a predetermined timing to update the sensor ID at each tire position.
  • step S16 When it determines with the vehicle C not driving
  • step S20 When it determines with the ignition switch 6 being an ON state (step S20: YES), the control part 11 refers to the determination result of step S14, and the correspondence uncertain state where the correspondence of each tire position and sensor ID is uncertain. (Step S21). When it determines with it being in a correspondence undecided state (Step S21: YES), control part 11 sensor ID corresponding to a tire position where received sensor ID and sensor ID registered in a sensor ID table did not correspond. The statistical processing for specifying and updating is executed (step S17).
  • step S21 When it is determined that there is no correspondence indeterminate state (step S21: NO), that is, in a sensor ID unconfirmed state in which some of the received sensor IDs do not match any of the sensor IDs stored in the storage unit 12. If the vehicle C is in a stopped state, a predetermined error process is executed (step S22), and the process ends. If the sensor ID has not yet been determined and the vehicle C is in a stopped state, the process returns to step S16 to wait until the vehicle C starts running, and after the running starts, the statistical process of step S17 is executed. You may comprise as follows.
  • FIG. 10 is a chart showing the timing at which statistical processing should be executed.
  • the monitoring device 1 executes statistical processing related to the identification of the sensor ID when the ignition switch 6 is on and when the vehicle C is traveling.
  • the timing suitable for the statistical processing differs depending on the type of the state where the sensor IDs do not match.
  • the center column of the chart shown in FIG. 10 indicates the type of sensor ID inconsistency, and the right column indicates whether or not statistical processing is executed. Needless to say, when the sensor ID is determined, the statistical processing is unnecessary, and the statistical processing is not executed.
  • the sensor ID transmitted from the detection device 2 provided on each tire 3 of the host vehicle C can be received.
  • Statistical processing can be performed when the vehicle C is in an on state or when the vehicle C is traveling.
  • the sensor ID transmitted from the detection device 2 of the other vehicle C may be received when the sensor ID is in an indeterminate state, even if the vehicle C is stopped, There is a possibility that the sensor ID corresponding to each tire position cannot be correctly specified.
  • the monitoring device 1 when it is in the sensor ID unconfirmed state, it is preferable that the monitoring device 1 performs the statistical processing in a state where the vehicle C is traveling and the positional relationship between the host vehicle C and the other vehicle C is changed. Therefore, in the sensor ID undetermined state, even if the ignition switch 6 is on, the monitoring device 1 does not execute statistical processing when the vehicle C is not yet traveling.
  • FIG. 11 is a flowchart showing a processing procedure of a subroutine related to statistical processing for specifying and updating the sensor ID.
  • the control unit 11 that has called a subroutine related to statistical processing in step S17 causes the second request signal to be transmitted from each LF transmission antenna 14a (step S51). And the control part 11 receives the air pressure signal containing sensor ID transmitted from the detection apparatus 2 according to the 2nd request signal transmitted by step S51 (step S52). And the control part 11 additionally memorize
  • step S54 When it is determined that the second request signal transmission and the sensor ID reception process have been executed a predetermined number of times (step S54: YES), the control unit 11 and the sensor ID temporarily stored by the process of step S13 and steps S51 to S54 are performed. Based on the sensor ID additionally stored by the above process, the sensor ID corresponding to the one tire position is identified as the most frequent and a predetermined ratio or more (step S55). For example, the monitoring device 1 transmits the first request signal once from the LF transmission antenna 14a on the right front side of the vehicle C by the process of step S13, and the sensor ID transmitted from the detection device 2 in response to the first request signal. Is temporarily stored in association with the right front tire position.
  • the monitoring device 1 transmits the second request signal from the LF transmission antenna 14a in front of the vehicle C a plurality of times, and transmits from the detection device 2 in response to each second request signal.
  • the plurality of sensor IDs are additionally stored in association with the right front tire position.
  • the control unit 11 specifies the sensor IDs that are received most frequently and the ratio is equal to or greater than a predetermined ratio among the plurality of sensor IDs temporarily stored and additionally stored in association with the right front tire position. Specifically, when the sensor ID is additionally stored twice, the control unit 11 specifies the sensor ID that is the most frequent and a predetermined ratio or more from the three sensor IDs combined with the temporarily stored sensor ID.
  • the most frequent sensor ID of a predetermined ratio or more is a sensor ID having the highest reception frequency among the plurality of received sensor IDs, and the ratio of the sensor ID to the plurality of received sensor IDs is equal to or higher than the predetermined ratio.
  • Sensor ID the predetermined number of times is a plurality of times.
  • the predetermined number of times may be one.
  • the process of step S54 may be omitted.
  • the control unit 11 sets the sensor ID more frequently than the predetermined ratio from two sensor IDs including one sensor ID additionally stored and one sensor ID temporarily stored. To decide.
  • the control unit 11 determines whether or not the sensor IDs have been successfully specified, that is, whether or not the sensor IDs that are the most frequent and the predetermined ratio or more have been specified (step S56). If it is determined that the sensor ID can be specified (step S56: YES), the sensor ID corresponding to the one tire position in the sensor ID table is updated with the sensor ID specified in step S55 (step S57).
  • updating means that the sensor ID registered in the sensor ID table is rewritten and registered with another sensor ID. This other sensor ID is the most probable sensor ID as the sensor ID of the detection device 2 provided at the tire position.
  • control unit 11 updates the sensor ID corresponding to the one tire position in the sensor ID table to an indeterminate state (step S58).
  • step S57 or step S58 determines whether or not the update of the sensor ID in step S57 or the update to the indeterminate state in step S58 has been completed for all tire positions. Is determined (step S59). When it is determined that there is a tire position for which the process of step S57 or step S58 has not been performed (step S59: NO), the control unit 11 returns the process to step S55. When it is determined that the processing in step S59 or step S60 has been completed for all tire positions (step S59: YES), the control unit 11 finishes the processing of the subroutine related to the statistical processing, and returns the processing to step S18.
  • the subroutine processing is terminated with a variable indicating that the statistical processing has failed as a return value.
  • the subroutine processing is terminated with a variable indicating that the statistical processing has been successful as a return value. For example, when the sensor ID temporarily stored in step S13 is 1111 and the sensor ID acquired twice in step S53 is 1112 for one tire position, the most frequent ID is 1112. Become. If the predetermined ratio is 60%, the most frequently acquired sensor IDs out of the three sensor IDs are 1112 and more than 60%, and 1112 is updated and registered in the ID data table as a correct sensor ID.
  • the tire pressure monitoring system when the tire rotation, the tire 3 is replaced, the detection device 2 is replaced, or the sensor ID transmitted from the other vehicle C is received. Even in this case, the sensor ID corresponding to each tire position can be specified without error, and the sensor ID registered in the sensor ID table can be updated.
  • the sensor IDs are specified most frequently and at a predetermined ratio by the processing from step S55 to step S58 of the statistical processing, the sensor IDs corresponding to the respective tire positions are specified more accurately and stored in the sensor ID table.
  • the registered sensor ID can be updated.
  • the monitoring device 1 registers the correspondence between the tire position and the sensor ID of the detection device 2 provided at the tire position in the sensor ID table, and confirms the contents of the sensor ID table at a predetermined timing. And can be updated. Therefore, even when the tire rotation and the tire 3 are exchanged, the sensor ID corresponding to each tire position registered in the sensor ID table can be automatically updated.
  • the ignition switch 6 when the ignition switch 6 is switched from the off state to the on state, or at the timing when the vehicle C starts traveling, the contents of the sensor ID table are confirmed, and each tire position registered in the sensor ID table is corresponded.
  • the sensor ID can be automatically updated.
  • the tire position and the sensor ID are in a correspondence indefinite state
  • the sensor ID corresponding to each tire position is statistically specified, and the sensor ID
  • the contents of the table can be updated.
  • the sensor ID corresponding to each tire position can be more accurately specified when the vehicle C is traveling, and the contents of the sensor ID table can be updated.
  • the monitoring device 1 is configured to receive the air pressure signal including the air pressure information and the sensor ID even when performing the statistical processing. However, when performing the statistical processing, the monitoring device 1 Only the sensor ID may be requested, and only the sensor ID may be received.
  • the configuration in which the monitoring device 1 transmits a request signal to the detection device 2 provided in each tire 3 and receives an air pressure signal has been mainly described. It is also possible to detect the air pressure of the tire 3 and transmit an air pressure signal including the detected air pressure and the sensor ID to the monitoring device 1.
  • the monitoring device 1 refers to the sensor ID table using the sensor ID included in the air pressure signal, and identifies the tire position where the detection device 2 that is the transmission source of the air pressure signal is located. Therefore, the monitoring device 1 can recognize the tire air pressure for each tire and can monitor the air pressure of each tire.
  • sensor ID update processing by statistical processing shown in FIG. 11 is not limited to being performed at the timing described in the first embodiment, and sensor ID update processing by statistical processing of FIG. 11 at arbitrary timing. May be performed independently.
  • the most frequent sensor ID is extracted as statistical processing, and the sensor ID whose ratio is equal to or higher than a predetermined ratio is specified as a correct or probable sensor ID corresponding to each tire position.
  • the correct or probable sensor ID may be specified using various methods without being limited to this method. For example, it is not always necessary to calculate the ratio, and the sensor ID may be updated if the most frequently acquired number of sensor IDs is a predetermined number or more. If the most frequent sensor ID is selected, the update may be performed with the most frequent sensor ID without looking at the ratio. Furthermore, when a plurality of sensor IDs obtained by reception are all the same, the sensor ID table may be updated using the sensor ID.
  • step S55 an example has been described in which the sensor ID temporarily stored by the process of step S13 and the sensor ID additionally stored by the process of steps S51 to S54 are used.
  • the most frequent sensor ID may be specified using only the sensor ID additionally stored by the process of steps S51 to S54.
  • the embodiment mainly related to the tire pressure monitoring system has been described.
  • the hardware related to the wireless communication of the tire pressure monitoring system may also be used as another communication system.
  • the vehicle communication system of TPMS and passive entry system may be configured by sharing hardware related to wireless communication.
  • the passive entry system includes the monitoring device 1 and a portable device related to the passive entry system.
  • the monitoring device 1 performs wireless communication with a portable device possessed by the user, authenticates the portable device, and detects the position of the portable device.
  • a touch sensor (not shown) is provided on the door handle of the vehicle C. When the touch sensor detects that the user's hand has touched the door handle, or when the door switch is pressed, a regular portable device is provided.
  • the monitoring device 1 executes processing such as locking and unlocking the door of the vehicle C.
  • the monitoring device 1 sets the transmission intensity of the signal transmitted from the LF transmission antenna 14a to be high, and transmits the request signal to the detection device 2 from the LF transmission antenna 14a. Set the transmission strength of the received signal low.
  • the passive entry system which comprises the communication system for vehicles is an example, and this invention can be applied to the system which performs wireless communication between a portable machine and the monitoring apparatus 1, and performs various vehicle control.
  • the communication system for a vehicle may constitute a smart start system that enables starting of a prime mover mounted on a vehicle without using a keyless entry system or a mechanical key together with TPMS.
  • the monitoring device 1 executes the following process when the vehicle C is not traveling in the sensor ID unconfirmed state or when the statistical process fails.
  • the sensor ID unconfirmed state there is a possibility that the tire 3 or the detection device 2 is replaced, and a possibility that the sensor ID transmitted from the detection device 2 of the other vehicle C is received.
  • the possibility of receiving the sensor ID transmitted from the detection device 2 of the other vehicle C can be eliminated by adjusting the transmission intensity of each LF transmission antenna 14a by executing the following processing. It can be confirmed that the tire 3 has been replaced.
  • the statistical processing fails, the following processing is executed to adjust the transmission intensity of each LF transmission antenna 14a, so that the statistical processing can be easily completed.
  • the storage unit 12 of the monitoring device 1 includes a sensor ID in which a transmission intensity when a request signal is transmitted from each LF transmission antenna 14a to the corresponding detection device 2 in addition to the tire position and the sensor ID.
  • a sensor ID in which a transmission intensity when a request signal is transmitted from each LF transmission antenna 14a to the corresponding detection device 2 in addition to the tire position and the sensor ID.
  • FIG. 12 is a conceptual diagram illustrating an example of a sensor ID table according to the second embodiment.
  • the sensor ID table includes a tire position, an antenna ID for identifying each LF transmission antenna 14a, a completion flag indicating whether or not adjustment of transmission intensity related to the request signal has been completed, and each LF transmission antenna 14a.
  • the sensor ID for identifying the corresponding detection device 2 and the transmission intensity of the request signal are registered in association with each other.
  • the value “1” of the completion flag indicates that the transmission strength adjustment is completed, and the value “0” indicates that the transmission strength adjustment is not completed.
  • the completion flag is reset, for example, when the ignition switch 6 changes from the off state to the on state, and becomes “0”.
  • the transmission intensity of the request signal is represented by the transmission power.
  • the transmission power is divided into a plurality of stages, and a classification number indicating the transmission intensity is registered in the sensor ID table.
  • step S271 determines whether or not all the completion flags of each LF transmission antenna 14a are on “1” (step S271). When it is determined that the completion flags of all the LF transmission antennas 14a are on “1” (step S271: YES), the control unit 11 sets the transmission intensity corresponding to each LF transmission antenna 14a stored in the storage unit 12. Reading is performed from the storage unit 12, that is, the sensor ID table (step S272), and the transmission intensity adjustment processing of the request signal is finished.
  • step S271 When it is determined that the completion flag of some of the LF transmission antennas 14a is off “0” (step S271: NO), the control unit 11 is the LF transmission antenna 14a whose completion flag is set to “0”, that is, One LF transmission antenna 14a, whose transmission intensity is to be adjusted, is selected (step S273). Then, the control unit 11 sets a predetermined initial value as the transmission intensity of the selected LF transmission antenna 14a (step S274). Next, the control unit 11 causes the request signal to be transmitted with the transmission strength set in step S274 from the one LF transmission antenna 14a selected in step S273 (step S275). And the control part 11 receives the pneumatic pressure signal transmitted from the detection apparatus 2 according to the request signal transmitted by step S275 (step S276).
  • step S276 the control unit 11 determines whether or not a single air pressure signal has been received for a predetermined time after the transmission of the request signal (step S277). If it is determined that a single air pressure signal has been received (step S277: YES), the controller 11 increases the transmission intensity of the request signal by a predetermined amount (step S278). Then, the control unit 11 retransmits the request signal with the transmission strength after the increase of the transmission strength from the one LF transmission antenna 14a selected in Step S273 (Step S279).
  • control unit 11 receives an air pressure signal transmitted from the detection device 2 in response to the request signal retransmitted in step S279 (step S280). Then, after retransmitting the request signal, the control unit 11 determines whether or not a single air pressure signal has been received for a predetermined time (step S281). If it is determined that a single air pressure signal has been received (step S281: YES), the control unit 11 returns the process to step S278, and repeats the process of increasing the transmission intensity of the request signal until a plurality of air pressure signals are received. Execute.
  • the control unit 11 uses the transmission intensity one time before the transmission intensity adjustment process as the transmission intensity of one LF transmission antenna 14a to be adjusted. This is selected and stored in the storage unit 12 (step S282). Specifically, the storage unit 12 registers an antenna ID for identifying one LF transmission antenna 14a to be adjusted in association with the transmission intensity one time before the adjustment process in the sensor ID table.
  • step S277 If it is determined in step S277 that a single air pressure signal has not been received (step S277: NO), the control unit 11 decreases the transmission intensity of the request signal by a predetermined amount (step S283). Then, the control unit 11 retransmits the request signal with the transmission strength after the transmission strength is reduced from the one LF transmission antenna 14a selected in Step S273 (Step S284).
  • control unit 11 receives an air pressure signal transmitted from the detection device 2 in response to the request signal retransmitted in step S284 (step S285). And the control part 11 determines whether the single air pressure signal was received during the predetermined time after transmission of a request signal (step S286). If it is determined that a single air pressure signal has not been received (step S286: NO), the control unit 11 returns the process to step S283 and decreases the transmission intensity of the request signal until a single air pressure signal is received. Repeat the process.
  • control unit 11 selects the transmission intensity at the current adjustment of the transmission intensity as the transmission intensity of the one LF transmission antenna 14a to be adjusted. And it memorize
  • step S282 After completing the process of step S282 or step S287, the control unit 11 sets “1” to the completion flag of the one LF transmission antenna 14a that has finished adjusting the transmission intensity (step S288), and returns the process to step S271.
  • the monitoring device 1 requests the single detection device 2 to respond to the request signal transmitted from each LF transmission antenna 14a.
  • the transmission intensity of the signal By changing the transmission intensity of the signal, it is possible to reliably receive the air pressure signal transmitted from the detection device 2 of the tire 3 provided at each tire position. Accordingly, the monitoring device 1 can identify the state in which the tire 3 has been replaced and update the sensor ID table even when the vehicle C is not traveling in the sensor ID unconfirmed state.
  • the statistical processing fails, by adjusting the transmission intensity of each LF transmission antenna 14a, it is possible to improve the probability of successful identification of the sensor ID by the statistical processing.
  • the transmission strength of the request signal is increased until a plurality of pneumatic signals are received in steps S278 to S281 has been described.
  • the number of times may be limited.
  • the predetermined number of times may be one time or a plurality of times.
  • the transmission intensity may be further decreased a predetermined number of times after receiving a single air pressure signal.

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  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Electromagnetism (AREA)
  • General Physics & Mathematics (AREA)
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PCT/JP2016/079748 2015-10-09 2016-10-06 監視装置及びタイヤ空気圧監視システム Ceased WO2017061529A1 (ja)

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