WO2017064999A1

WO2017064999A1 - Onboard device and onboard system

Info

Publication number: WO2017064999A1
Application number: PCT/JP2016/078326
Authority: WO
Inventors: 宇佐美　彰規
Original assignee: 株式会社オートネットワーク技術研究所; 住友電装株式会社; 住友電気工業株式会社
Priority date: 2015-10-15
Filing date: 2016-09-27
Publication date: 2017-04-20
Also published as: JP2017074880A

Abstract

To provide an onboard device and an onboard system able to store (update) identification information from communication devices provided in the tires of a host vehicle at an appropriate frequency and according to normal vehicle operation without the user being aware. A monitoring device detects whether or not a user has performed a specific operation with respect to the vehicle. For example, the monitoring device detects whether or not the user has operated a reset switch for a trip meter provided in the vehicle. When it is detected that the user has performed the specific operation, the monitoring device separately transmits request signals to a plurality of detection devices provided in a plurality of the tires of the vehicle, the request signals requesting the sensor IDs of each of the detection devices. The monitoring device receives the sensor IDs transmitted from each of the detection devices in accordance with the request signals and stores the received sensor IDs in an ID table.

Description

In-vehicle device and in-vehicle system

The present invention relates to an in-vehicle device and an in-vehicle system.
This application claims priority based on Japanese Patent Application No. 2015-204402 filed on Oct. 15, 2015, and incorporates all the content described in the Japanese Patent Application.

In order to make the wear state of the four tires attached to the vehicle uniform, tire rotation in which the positions of the tires are interchanged is generally performed. Patent Document 1 automatically updates the correspondence between the position of each tire and the identification information (the ID of the air pressure sensor) of the detection device that detects the air pressure of each tire even when tire rotation is performed. And a system stored in memory is disclosed. In the system disclosed in Patent Document 1, the identification information of each detection device is updated on condition that the ignition switch is operated from OFF to ON.

Japanese Patent No. 3636184

The in-vehicle device of the present disclosure is provided in each of a plurality of tires of a vehicle, and is an in-vehicle device that receives and stores the identification information transmitted from each of a plurality of communication devices that wirelessly transmit its own identification information, A reception unit that receives the identification information transmitted from each of the communication devices, a detection unit that detects whether or not a user's predetermined operation has been performed on the vehicle, and the detection unit performs the predetermined operation. A storage unit that stores identification information received by the receiving unit.

The in-vehicle system of the present disclosure includes the above-described in-vehicle device and a plurality of communication devices that are provided in each of a plurality of tires of the vehicle and wirelessly transmit their identification information.

It is a mimetic diagram showing an example of 1 composition of a tire air pressure monitoring system concerning Embodiment 1 of the present invention. It is a block diagram which shows one structural example of the monitoring apparatus. It is a conceptual diagram which shows an example of a sensor ID table. It is a block diagram which shows the example of 1 structure of a detection apparatus. 5 is a flowchart illustrating a sensor ID update processing procedure according to the first embodiment. 10 is a flowchart showing a sensor ID update processing procedure according to Modification 1; 10 is a flowchart illustrating a sensor ID update processing procedure according to Modification 2. 10 is a flowchart illustrating a sensor ID update processing procedure according to Modification 2. It is a block diagram which shows the example of 1 structure of the monitoring apparatus which concerns on Embodiment 2. FIG. 10 is a flowchart illustrating a sensor ID update processing procedure according to the second embodiment.

[Problems to be solved by the present disclosure]
However, each time the ignition switch is turned on or the identification information of each detection device is updated a predetermined number of times, the update frequency is higher than the frequency of tire rotation or tire replacement. Become. In this case, the identification information is updated more than necessary, and battery consumption in the detection device is accelerated. It is also conceivable to provide a dedicated operation switch for updating the identification information of each detection device. However, in this case, there arises a problem that a user such as a driver needs to operate the operation switch in order to update the identification information. In addition, when a dedicated operation switch is provided, there is a risk that a design change, an increase in cost, and the like may occur.

An object of the present invention is to provide an in-vehicle device and an in-vehicle device that can update (store) identification information of each detection device (communication device) at an appropriate frequency and without the user being aware of it, according to normal vehicle operation. To provide a system.

[Effects of the present disclosure]
According to the present disclosure, an in-vehicle device and an in-vehicle device that can store (update) identification information of a communication device provided in a tire of a vehicle at an appropriate frequency and in accordance with a normal vehicle operation without being conscious of a user. A system can be provided.

[Description of Embodiment of the Present Invention]
First, embodiments of the present invention will be listed and described. Moreover, you may combine arbitrarily at least one part of embodiment described below.

(1) An in-vehicle device according to an aspect of the present invention is provided in each of a plurality of tires of a vehicle, and receives and stores the identification information transmitted from each of a plurality of communication devices that wirelessly transmit its own identification information. A receiving unit that receives the identification information transmitted from each of the communication devices, a detection unit that detects whether a user's predetermined operation has been performed on the vehicle, and the detection unit And a storage unit that stores identification information received by the receiving unit when it is detected that the predetermined operation has been performed.

In this aspect, the communication device that wirelessly transmits its own identification information is provided in each of the plurality of tires of the vehicle, and the in-vehicle device receives and stores the identification information transmitted from each of the communication devices. To do. The in-vehicle device receives and stores the identification information transmitted from each of the communication devices when detecting that the user's predetermined operation on the vehicle has been performed. That is, the in-vehicle device stores (updates) the identification information of each communication device every time the user performs a predetermined operation on the vehicle. Therefore, the user may perform normal vehicle operation without being aware of it, and the identification information can be updated at an appropriate frequency by appropriately setting the predetermined operation.

(2) a transmission unit that wirelessly transmits a request signal for requesting the identification information to each of the communication devices when the detection unit detects that the predetermined operation has been performed; Preferably, the unit receives the identification information transmitted from each of the communication devices in response to a request signal wirelessly transmitted by the transmission unit.

In this aspect, the vehicle-mounted device wirelessly transmits an identification information request signal to each of the communication devices when it detects that a predetermined operation of the user on the vehicle has been performed. The in-vehicle device receives and stores the identification information transmitted from each communication device in response to the transmitted request signal. Therefore, since the identification information transmitted from the communication device according to the request signal transmitted by the in-vehicle device is stored, the identification information can be stored in association with the communication device that is the transmission destination of the request signal.

(3) It is preferable that the detection unit detect whether a reset switch of a trip meter provided in the vehicle is operated.

In this aspect, the in-vehicle device receives and stores the identification information of each communication device when the reset switch of the trip meter of the vehicle is operated. Therefore, the identification information of each communication device is stored (updated) without the user being aware of it. Further, the trip meter reset switch is often operated, for example, every time refueling, and the identification information of each communication device can be updated at such an appropriate frequency.

(4) It is preferable that the detection unit detect whether or not an operation for opening a fuel filler opening provided in the vehicle has been performed.

In this aspect, the vehicle-mounted device receives and stores the identification information of each communication device when an operation for opening the fuel filler port of the vehicle is performed. Therefore, each time refueling is performed without the user being aware, the identification information of each communication device is stored (updated). Therefore, it is possible to update the identification information of each communication device at an appropriate frequency.

(5) It is preferable that the detection unit detects whether or not the vehicle has been refueled.

In this aspect, the in-vehicle device receives and stores the identification information of each communication device when the vehicle is refueled. Therefore, each time refueling is performed without the user being aware, the identification information of each communication device is stored (updated).

(6) Preferably, the storage unit stores the identification information received by the receiving unit when the receiving unit receives the same number of pieces of identification information as the number of tires provided in the vehicle.

In this aspect, when the in-vehicle device receives the same number of identification information as the number of tires provided in the vehicle, the on-vehicle device stores the received identification information. If the number of identification information different from the number of tires is received, the reception of identification information from one of the communication devices has failed, or not only the communication device of the own vehicle but also the identification information of the communication device of the other vehicle is received. It is possible that Therefore, by storing the received identification information only when the same number of pieces of identification information as the number of tires is received, it is possible to prevent erroneously storing the identification information of the communication device of the other vehicle.

(7) The receiving unit receives the identification information transmitted a plurality of times from each of the communication devices, and each communication is performed based on the plurality of identification information received from each of the communication devices by the receiving unit. It is preferable that the information processing apparatus further includes a specifying unit that specifies identification information corresponding to a device, and the storage unit stores identification information corresponding to each communication device specified by the specifying unit.

In this aspect, the in-vehicle device specifies identification information corresponding to each communication device based on the identification information transmitted from each communication device a plurality of times, and stores the specified identification information. The in-vehicle device specifies, for example, identification information having the highest appearance frequency based on a plurality of pieces of identification information received from one communication device, and stores this identification information as identification information of the communication device. The identification information having the highest appearance frequency is likely to be identification information of the communication device of the host vehicle. Therefore, by storing this identification information as the identification information of the communication device of the own vehicle, the identification information of the communication device of the other vehicle is stored even when the identification information of the communication device of the other vehicle is received by mistake. Can be prevented.

(8) An in-vehicle system according to an aspect of the present invention includes any one of the above-described in-vehicle devices and a plurality of communication devices that are provided in each of a plurality of tires of the vehicle and wirelessly transmit their identification information.

In this aspect, the vehicle-mounted device can store (update) the identification information of the communication device provided in each tire of the vehicle at an appropriate frequency without the user being aware of it.

Note that the present application can be realized not only as an in-vehicle device and an in-vehicle system having such a characteristic processing unit, but also as a storage method having such characteristic processing as a step, It can be realized as a program for execution. Further, it can be realized as a semiconductor integrated circuit that realizes part or all of the in-vehicle device or the in-vehicle system, or can be realized as another system including the in-vehicle device or the in-vehicle system.

[Details of the embodiment of the present invention]
There is a tire pressure monitoring system (TPMS: Tire Pressure Monitoring System) that detects the air pressure of a tire attached to a vehicle and issues a warning to the user when the detected air pressure is abnormal. The tire air pressure monitoring system detects a tire air pressure and wirelessly transmits a pressure signal related to the detected air pressure using, for example, a radio wave in the UHF band, and the air pressure wirelessly transmitted from the detection device A monitoring device that receives the signal and monitors the tire air pressure based on the received air pressure signal. The detection device is provided in each of the right front, left front, right rear, and left rear tires, and wirelessly transmits a pneumatic signal including information on the detected pneumatic pressure and identification information for identifying each detection device. The monitoring device is provided on the vehicle body, and receives the air pressure signal transmitted from each detection device. The monitoring device stores the position of each tire of the vehicle (right front, left front, right rear, and left rear) in association with identification information of a detection device provided in each tire. The monitoring device collates the identification information included in the air pressure signal received from each detection device with the identification information stored in the memory. As a result, the monitoring device can determine at which position the information on the air pressure included in the received air pressure signal is the information on the air pressure of the tire attached to each position, and can grasp the air pressure of the tire at each position.

Hereinafter, an in-vehicle device and an in-vehicle system according to one aspect of the present invention will be described in detail based on an embodiment applied to a tire pressure monitoring system. A specific example of a tire pressure monitoring system according to an embodiment of the present invention will be described below with reference to the drawings. In addition, this invention is not limited to these illustrations, is shown by the claim, and it is intended that all the changes within the meaning and range equivalent to a claim are included.

(Embodiment 1)
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 (on-vehicle device) 1 provided at an appropriate location of the vehicle C and a detection device (communication device) provided on each wheel of the tire 3 attached to the vehicle C. ) 2 and a notification device 4. In the tire pressure monitoring system according to the first embodiment, the monitoring device 1 wirelessly communicates with each detection device 2 to acquire the air pressure of each tire 3. The monitoring device 1 performs notification or warning in accordance with the acquired air pressure with the notification device 4. The monitoring device 1 is connected to an LF (Low Frequency) transmission antenna 14 a corresponding to each tire 3. For example, 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 sends a request signal for requesting air pressure information or a sensor ID (identification information) for identifying the detection device 2 to each detection device 2 from each LF transmission antenna 14a by radio waves in the LF band. Send. When the detection device 2 receives the air pressure request signal from the monitoring device 1, the detection device 2 detects the air pressure of the tire 3 and transmits the air pressure signal related to the detected air pressure to the monitoring device 1 using radio waves in the UHF (Ultra High Frequency) band. . In addition, when receiving a sensor ID request signal from the monitoring device 1, the detection device 2 transmits the sensor ID of the device 2 to the monitoring device 1 using radio waves in the UHF band. 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.

Further, the monitoring device 1 includes a UHF reception antenna 13a, receives the air pressure signal transmitted from each detection device 2 by the UHF reception antenna 13a, and acquires information on the air pressure of each tire 3 from the air pressure signal. Moreover, the monitoring apparatus 1 receives the sensor ID transmitted from each detection apparatus 2 with the UHF reception antenna 13a. Note that 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 a notification device 4 via a communication line. When the monitoring device 1 detects that the air pressure of any tire 3 is less than a predetermined threshold based on the acquired information on the air pressure of each tire 3, the monitoring device 1 instructs the notification device 4 to execute a warning process. To do. When the monitoring device 1 detects that the air pressures of all the tires 3 are within a predetermined range, the monitoring device 1 instructs the notification device 4 to execute a notification process for notifying that the air pressures of all the tires 3 are normal. The notification device 4 performs warning processing or notification processing in accordance with an instruction from the monitoring device 1.

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 communication processing and tire pressure monitoring processing 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 communication processing and tire pressure monitoring processing by the control unit 11 controlling the operation of each component of the monitoring device 1. Moreover, the memory | storage part 12 has memorize | stored the sensor ID table which stored the relationship between four tire positions and sensor ID of the detection apparatus 2 of the tire 3 attached to each tire position.

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 each of the detection devices 2 detected by the detection device 2. The current air pressure of the tire 3 is stored in association with each other. The air pressure is a numerical value in units of kPa, for example.

A UHF 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 a radio wave in the UHF band by the UHF 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 timer unit 15 is constituted by, for example, a timer, a real-time clock, and the like, starts timing according to the control of the control unit 11, and gives a timing result to the control unit 11.
The in-vehicle communication unit 16 is a communication circuit that performs communication according to 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 a signal instructing execution of the warning process or the notification process to the notification device 4 according to the control of the control unit 11.

The notification device 4 is, for example, a lamp, a buzzer, a speaker, or a display unit provided in the vehicle C. The notification device 4 responds to a signal received from the in-vehicle communication unit 16 by turning on or blinking a lamp, sounding a buzzer, outputting sound by a speaker, displaying a message on a display unit, etc. Warning or notification.

The trip meter 5 is connected to the input unit 17. The trip meter 5 is a measuring instrument that measures the integrated amount of travel distance of the vehicle C, and is configured so that the measured distance can be reset by a reset switch 5a. For example, when the reset switch 5 a is operated, the trip meter 5 resets the measurement distance and outputs a signal indicating that the reset switch 5 a has been operated to the input unit 17. Therefore, the control unit 11 detects that the reset switch 5 a has been operated based on a signal acquired from the trip meter 5 via the input unit 17. The reset switch 5a may be connected to the input unit 17 so that an operation signal is output to the input unit 17 when the reset switch 5a is operated.

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 out and executes the control program stored in the sensor storage unit 22 to control the operation of each component 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 sensor storage unit 22 stores a sensor ID unique to the detection device 2 in advance.

The air pressure detection unit 25 includes a diaphragm, for example, and detects the air pressure of the tire 3 based on the deformation amount of the diaphragm that changes depending on the magnitude of pressure. The air pressure detection unit 25 outputs 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, generates an air pressure signal including information such as the air pressure and the sensor ID of the detection device 2, and the sensor transmission unit To 23.

A UHF transmission antenna 23 a is connected to the sensor transmission unit 23. 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 UHF transmission antenna 23a.
An LF receiving antenna 24 a is connected to the sensor receiving unit 24. 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.
The timer unit 26 is configured by, for example, a timer, a real-time clock, and the like.

In the tire air pressure monitoring system having the above-described configuration, each detection device 2 periodically detects the air pressure of the tire 3 by the air pressure detection unit 25, and includes a detected air pressure of the tire 3, a sensor ID of the own device 2, and the like. Is transmitted from the sensor transmitter 23 to the monitoring device 1 spontaneously. When the monitoring device 1 receives the air pressure signal transmitted from each detection device 2, the monitoring device 1 extracts the air pressure of the tire 3 and the sensor ID from the received air pressure signal. And the monitoring apparatus 1 updates the column of the air pressure corresponding to extracted sensor ID in the sensor ID table memorize | stored in the memory | storage part 12 to the extracted air pressure. By such processing, the monitoring device 1 can monitor the air pressure of each tire 3 in real time. The monitoring device 1 issues a warning by the notification device 4 when the air pressure of each tire 3 to be sequentially updated is not normal, for example, when it is less than a predetermined threshold.

Next, sensor ID update processing registered in the sensor ID table will be described. FIG. 5 is a flowchart illustrating a sensor ID update processing procedure according to the first embodiment. Since the LF transmission antenna 14a is fixed to the vehicle C, the correspondence between the tire position in the sensor ID table and the antenna ID of the LF transmission antenna 14a changes from when the LF transmission antenna 14a is attached to the vehicle C. Absent. On the other hand, since the detection device 2 is exchanged together with the tire 3, the correspondence relationship between the tire position and the sensor ID of the detection device 2 changes every time the tire 3 is exchanged. Therefore, the monitoring device 1 can appropriately update the correspondence relationship between the tire position in the sensor ID table and the sensor ID of the detection device 2 even when the tire 3 is replaced by performing the following processing. .

The control unit (detection unit) 11 of the monitoring device 1 determines whether or not the reset switch 5a has been operated based on a signal acquired from the trip meter 5 via the input unit 17 (S11). If it is determined that it is not (S11: NO), it waits until the reset switch 5a is operated.
When it is determined that the reset switch 5a has been operated (S11: YES), the control unit 11 uses the in-vehicle transmission unit (transmission unit) 14 to request the sensor ID of each detection device 2 from each LF transmission antenna 14a. Are transmitted separately (S12). Here, the monitoring device 1 only needs to be able to acquire the sensor ID of each detection device 2, and in addition to the sensor ID request signal, the monitoring signal may be transmitted from each LF transmission antenna 14a.

The control unit 11 receives the sensor ID transmitted from each detection device 2 in response to the request signal transmitted in step S12 by the in-vehicle reception unit (reception unit) 13 (S13). The control unit 11 stores the received sensor ID in association with each tire position. For example, when the control unit 11 transmits a request signal from the LF transmission antenna 14a provided in the right front portion of the vehicle C, the sensor ID received from the detection device 2 in response to the request signal corresponds to the tire position on the right front. Stored as a sensor ID. Similarly, sensor IDs are stored for other tire positions.

The control unit 11 determines whether or not four sensor IDs have been received after the processes of steps S12 and S13 (S14). If it is determined that four sensor IDs have been received (S14: YES), the control unit 11 receives the sensor IDs received in step S13 and associated with the respective tire positions at the respective tire positions in the sensor ID table. The corresponding sensor ID is stored (updated) (S15), and the process is terminated.

When it is determined that four sensor IDs are not received (S14: NO), for example, when only three or less sensor IDs can be received, or when five or more sensor IDs are received, the control unit 11 , Wait for a predetermined time. Specifically, the control unit 11 determines whether or not a predetermined time has elapsed by the timing process by the timing unit 15 (S16), and waits when determining that it has not elapsed (S16: NO). When it is determined that the predetermined time has elapsed (S16: YES), the control unit 11 returns to the process of step S12 and performs the processes of steps S12 to S14 again.

The case where the four sensor IDs cannot be received may be the case where the sensor ID from the detection device 2 of the host vehicle C cannot be received, or the case where the sensor ID from the detection device of another nearby vehicle is received. In such a case, the control unit 11 discards the received sensor ID without storing it, and performs the processes of steps S12 to S14 again. As a result, the sensor ID of the detection device 2 of the host vehicle C is reliably acquired, and the sensor ID of the detection device of the other vehicle is prevented from being erroneously registered in the sensor ID table.

The control unit 11 sequentially updates the correspondence relationship between the tire position and the sensor ID in the sensor ID table by performing the above-described process every time the reset switch 5a of the trip meter 5 is operated. Therefore, the sensor ID table is appropriately updated without being conscious of the driver or the like. Further, since the sensor ID table is updated at the timing when the operation is performed on the reset switch 5a of the trip meter 5, the update process can be performed at an appropriate frequency.

(Modification 1)
Below, the modification of the update process of sensor ID registered into the sensor ID table is demonstrated. FIG. 6 is a flowchart illustrating a sensor ID update processing procedure according to the first modification. In the processing procedure according to the first modification, the control unit 11 of the monitoring device 1 executes the same processing as the processing procedure (steps S11 to S16) illustrated in FIG. In step S15, the control unit 11 temporarily stores each sensor ID received in step S13 and associated with each tire position in the sensor ID corresponding to each tire position in the sensor ID table.

After the process of step S15, the control unit 11 determines whether or not the vehicle C has started running (S17). For example, a vehicle speed sensor or an ignition switch that detects the traveling speed of the vehicle C is connected to the monitoring device 1. The control unit 11 of the monitoring device 1 determines whether or not the vehicle C has started traveling based on the vehicle speed input from the vehicle speed sensor or the on / off state of the ignition switch.
When it is determined that the vehicle C has not started traveling (S17: NO), the control unit 11 waits until the vehicle C starts traveling.

When it is determined that the vehicle C has started running (S17: YES), the control unit 11 performs the processes of steps S12 to S14 again. Specifically, the control unit 11 transmits a request signal for requesting the sensor ID of each detection device 2 in the in-vehicle transmission unit 14 (S18), and is transmitted from each detection device 2 according to the transmitted request signal. The sensor ID is received by the in-vehicle receiving unit 13 (S19). Also here, the control unit 11 stores the received sensor ID in association with each tire position. The control unit 11 determines whether or not four sensor IDs have been received (S20). If it is determined that four sensor IDs have been received (S20: YES), the controller 11 receives the sensor IDs received in step S19 and associated with the respective tire positions in the respective tire positions in the sensor ID table. The corresponding sensor ID is stored (updated) (S21), and the process is terminated.

When it is determined that four sensor IDs have not been received (S20: NO), the control unit 11 waits for a predetermined time. Specifically, the control unit 11 determines whether or not a predetermined time has elapsed by the timing process by the timing unit 15 (S22), and waits when determining that it has not elapsed (S22: NO). When it is determined that the predetermined time has elapsed (S22: YES), the control unit 11 returns to the process of step S18 and performs the processes of steps S18 to S20 again.

By the process described above, the control unit 11 can acquire the sensor ID from each detection device 2 and temporarily store it in the sensor ID table when the reset switch 5a of the trip meter 5 is operated. Therefore, for example, even before the start of traveling of the vehicle C, the sensor ID of the detection device 2 of the host vehicle C can be temporarily registered in the sensor ID table. Moreover, the control part 11 acquires sensor ID from each detection apparatus 2 after the vehicle C starts driving | running | working, and memorize | stores it in a sensor ID table. Therefore, even if the temporarily stored sensor ID is incorrect, the sensor ID of the detection device 2 of the host vehicle C can be acquired after the vehicle C starts traveling. It is possible to prevent erroneous registration in the sensor ID table.

(Modification 2)
Below, the further modification of the update process of the sensor ID registered into the sensor ID table is demonstrated. 7 and 8 are flowcharts illustrating a sensor ID update processing procedure according to the second modification. In the processing procedure according to the modified example 2, the control unit 11 of the monitoring device 1 executes the same processing as step S11 in the processing procedure shown in FIG.
When it is determined that the reset switch 5a has been operated (S11: YES), the control unit 11 transmits a request signal for the sensor ID of each detection device 2 from each LF transmission antenna 14a (S31). Then, the control unit 11 receives the sensor ID transmitted from each detection device 2 in response to the transmitted request signal (S32), and temporarily stores the received sensor ID in association with each tire position (S33). ). Here, the control unit 11 may store the received sensor ID in its own RAM or in the storage unit 12.

The control unit 11 is configured to execute the processing of steps S31 to S33 (request signal transmission, sensor ID reception and temporary storage) for each LF transmission antenna 14a a predetermined number of times, and for each LF transmission antenna 14a a predetermined number of times. It is determined whether or not each is executed (S34). If it is determined that the predetermined number of times has not been executed (S34: NO), the control unit 11 returns to the process of step S31. When it is determined that the predetermined number of times is executed for each LF transmission antenna 14a (S34: YES), the control unit (specific unit) 11 corresponds to one tire position based on the sensor ID temporarily stored in step S33. The most frequent sensor ID is identified (S35). For example, by the processing from step S31 to step S34, the control unit 11 transmits a request signal a predetermined number of times from the LF transmission antenna 14a located on the right front side of the vehicle C, and transmits a predetermined number of sensor IDs received according to each request signal to the right front side. Is temporarily stored in association with the tire position. Then, the control unit 11 specifies the largest sensor ID among the predetermined number of sensor IDs temporarily stored in association with the right front tire position.

In addition, when the most frequent sensor ID is identified, the control unit 11 calculates the ratio (appearance frequency) of the identified sensor ID, and determines whether the ratio of the most frequent sensor ID is equal to or greater than a predetermined ratio. Judgment is made (S36). When it is determined that the ratio of the most frequent sensor ID is equal to or greater than the predetermined ratio (S36: YES), the control unit 11 stores the specified sensor ID in the sensor ID corresponding to the one tire position in the sensor ID table. (Update) (S37).
When it is determined that the ratio of the most frequent sensor ID is less than the predetermined ratio (S36: NO), the control unit 11 performs the processes of steps S31 to S35 again for this tire position (the one tire position).

Specifically, the control unit 11 transmits a sensor ID request signal from the LF transmission antenna 14a corresponding to the tire position (S38), and the sensor ID transmitted from the detection device 2 according to the transmitted request signal. Received (S39) and temporarily stores the received sensor ID (S40). Further, the control unit 11 determines whether or not the processing of steps S38 to S40 (request signal transmission, sensor ID reception and temporary storage) has been executed a predetermined number of times (S41), and if it is determined that the processing has not been executed (S41). (S41: NO), the process returns to step S38. When it is determined that the predetermined number of times has been executed (S41: YES), the control unit 11 specifies the most frequent sensor ID corresponding to the tire position based on the sensor ID temporarily stored in step S40 (S42). . Thereafter, the control unit 11 proceeds to the process of step S36.

After step S37, the control unit 11 determines whether or not the sensor IDs corresponding to all tire positions in the sensor ID table have been updated (S43). If it is determined that there is a tire position for which the sensor ID has not been updated (S43: NO), the control unit 11 returns to the process of step S35, and performs the processes of steps S35 to S42 for the unprocessed tire position. When it is determined that all sensor IDs have been updated (S43: YES), the control unit 11 ends the process.

By the above-described processing, the control unit 11 updates the correspondence relationship between the tire position and the sensor ID in the sensor ID table at an appropriate timing without the driver or the like being aware of it. Further, the control unit 11 selects the sensor ID that is the most frequent and the frequency is equal to or higher than a predetermined ratio among the sensor IDs acquired from the respective detection devices 2 a predetermined number of times. Can be specified. Therefore, the sensor ID of the detection device of the other vehicle is not erroneously registered in the sensor ID table, and the sensor ID of the detection device 2 of the host vehicle C can be reliably registered in the sensor ID table.

(Embodiment 2)
FIG. 9 is a block diagram illustrating a configuration example of the monitoring apparatus 1 according to the second embodiment. In the monitoring device 1 according to the second embodiment, the oil supply detection unit 6 is connected to the input unit 17 instead of the trip meter 5. When detecting that the vehicle C has been refueled, the refueling detection unit 6 outputs a signal indicating that refueling has been performed to the input unit 17. For example, the fuel supply detection unit 6 includes a switch for opening the fuel supply port of the vehicle C, and detects the open / closed state of the fuel supply port based on an operation on the switch. If it is closed after being closed, it is determined that refueling has been performed. Further, the fuel supply detection unit 6 may include a sensor that detects an open / closed state of the fuel supply port, and may determine whether or not fuel supply has been performed based on a detection result (open state or closed state) by the sensor. Further, the fuel supply detection unit 6 may include a sensor that detects injection (fuel supply) of fuel (gasoline) into the fuel tank of the vehicle C. In addition, the fuel supply detection unit 6 may include a sensor that detects the remaining amount of fuel in the vehicle C, and may be configured to determine that fuel supply has been performed when an increase in the remaining amount of fuel is detected.
The control unit 11 grasps that refueling has been performed based on a signal acquired from the refueling detection unit 6 via the input unit 17. The control unit 11 has the function of the fuel supply detection unit 6. For example, the control unit 11 acquires a signal related to an operation on a switch for opening the fuel supply port via the input unit 17, and the fuel supply is performed based on the acquired signal. It may be configured to determine whether or not it has been received.

In the tire air pressure monitoring system of the second embodiment, the timing at which the monitoring device 1 updates the sensor ID registered in the sensor ID table is different from that of the first embodiment, and only the difference will be described below.

FIG. 10 is a flowchart illustrating a sensor ID update processing procedure according to the second embodiment. The control unit 11 of the monitoring device 1 determines whether refueling has been performed on the host vehicle C based on a signal acquired from the refueling detection unit 6 via the input unit 17 (S51). When it is determined that refueling has not been performed (S51: NO), the control unit 11 waits until it is determined that refueling has been performed. If it is determined that refueling has been performed (S51: YES), the control unit 11 performs the same processing as steps S12 to S16 in the processing procedure shown in FIG.
In step S51, the control unit 11 determines whether or not the fuel filler has been opened, determines whether or not the switch for opening the fuel filler of the vehicle C is operated, and whether or not the filler is opened. It is also possible to make a determination of whether or not the remaining amount of fuel has increased.

In the second embodiment, the control unit 11 updates the correspondence between the tire position and the sensor ID in the sensor ID table when the vehicle C is refueled by the above-described processing. Therefore, the sensor ID table is appropriately updated without being conscious of the driver or the like. In addition, since the sensor ID table is updated at the timing when refueling is performed, the update process can be performed at an appropriate frequency.

Also in the tire pressure monitoring system of the second embodiment, the

modifications

1 and 2 described in the first embodiment can be applied. Specifically, when the first modification is applied to the second embodiment, the control unit 11 of the monitoring apparatus 1 performs the processing procedure (steps S51 and S12 to S16) illustrated in FIG. The processing procedure (steps S17 to S22) is performed. In this case, for example, the sensor ID of the detection device 2 of the host vehicle C can be temporarily registered in the sensor ID table even before the vehicle C starts running. Even if the temporarily registered sensor ID is incorrect, the sensor ID of the detection device 2 of the host vehicle C is acquired after the vehicle C starts traveling, so the sensor ID of the detection device of the other vehicle is erroneously detected as the sensor ID. Registration in the ID table can be prevented.

In addition, when the second modification is applied to the second embodiment, the control unit 11 of the monitoring device 1 performs the process illustrated in FIGS. 7 and 8 after performing the process of step S51 in the process procedure illustrated in FIG. Steps S31 to S43 in the procedure are performed. In this case, the sensor ID of the detection device of the other vehicle is not erroneously registered in the sensor ID table, and the sensor ID of the detection device 2 of the host vehicle C can be reliably registered in the sensor ID table.

In the first embodiment, the sensor ID table is updated every time the driver or the like operates the reset switch 5a of the trip meter 5, and in the second embodiment, the sensor ID table is updated every time refueling is performed. . The timing at which the sensor ID table is updated is not limited to these. For example, among the operations performed by a driver or the like in normal use on a vehicle, the operation performed at a frequency slightly higher than the frequency at which tire rotation or tire replacement is performed, each time this operation is performed, the sensor ID table is You may comprise so that it may be updated. In this case, the sensor ID table can be updated at an appropriate frequency.

In the above-described first and second embodiments, the monitoring device 1 receives the sensor ID transmitted from each detection device 2 in response to the request signal transmitted by the own device 1, and stores it in the sensor ID table. Thereby, the monitoring apparatus 1 was a structure which can memorize | store the sensor ID received from each detection apparatus 2 in association with each tire position. In addition, the monitoring device 1 may simply store the sensor ID of the detection device 2 of the host vehicle C without associating it with each tire position. For example, in the sensor ID update processing procedure according to the first and second embodiments, the monitoring device 1 receives and receives the air pressure signal that each detection device 2 periodically transmits without transmitting the sensor ID request signal. The sensor ID table may be updated with the sensor ID included in the air pressure signal. Also in this case, the monitoring device 1 can reliably store (register) the sensor ID of the detection device 2 of the host vehicle C in the sensor ID table at an appropriate frequency.

1 Monitoring device (vehicle equipment)
2 Detection device (communication device)
3 Tire 4 Notification device 5 Trip meter 6 Refueling detection part 11 Control part (detection part, specific part)
12 storage unit 13 in-vehicle receiving unit (receiving unit)
14 On-vehicle transmitter (transmitter)
17 Input part C Vehicle

Claims

An in-vehicle device that is provided in each of a plurality of tires of a vehicle and receives and stores the identification information transmitted from each of a plurality of communication devices that wirelessly transmit its own identification information,
A receiving unit for receiving the identification information transmitted from each of the communication devices;
A detection unit for detecting whether or not a predetermined operation of the user with respect to the vehicle has been performed;
An in-vehicle device comprising: a storage unit that stores identification information received by the reception unit when the detection unit detects that the predetermined operation has been performed.
A transmission unit that wirelessly transmits a request signal for requesting the identification information to each of the communication devices when the detection unit detects that the predetermined operation has been performed;
The in-vehicle device according to claim 1, wherein the reception unit receives the identification information transmitted from each of the communication devices in response to a request signal wirelessly transmitted by the transmission unit.
The in-vehicle device according to claim 1, wherein the detection unit detects whether a reset switch of a trip meter provided in the vehicle is operated.
The in-vehicle device according to any one of claims 1 to 3, wherein the detection unit detects whether or not an operation for opening a fuel filler provided in the vehicle has been performed.
The in-vehicle device according to any one of claims 1 to 4, wherein the detection unit detects whether or not the vehicle has been refueled.
The said memory | storage part memorize | stores the identification information which the said receiving part received, when the said receiving part receives the identification information of the same number as the number of the tires provided in the said vehicle. The in-vehicle device described.
The receiving unit receives the identification information transmitted multiple times from each of the communication devices,
Based on a plurality of pieces of identification information received from each of the communication devices, the receiving unit further includes a specifying unit that specifies identification information corresponding to each communication device,
The in-vehicle device according to any one of claims 1 to 6, wherein the storage unit stores identification information corresponding to each communication device specified by the specifying unit.
The in-vehicle device according to any one of claims 1 to 7,
An in-vehicle system provided with a plurality of communication devices that are respectively provided on a plurality of tires of a vehicle and wirelessly transmit their identification information.