JP2017128170A - Tire pressure monitoring device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To notify a user of an abnormality when a signal from a wheel sensor having a sensor ID stored (registered) in a vehicle body side device cannot be received by the vehicle body side device. A tire pressure monitoring device includes receiving means 31, 32 for receiving information from a wheel sensor 20, a storage means 34, a sensor ID registration means 35 for storing a sensor ID included in the sensor information, and a receiving means. When the sensor ID matching the sensor ID stored in the storage means is not received for a predetermined threshold time or longer, the abnormality notification means 33 and 40 for notifying the user of the vehicle 10 that an abnormality has occurred. , Equipped with. Further, when the above notification is performed, an inquiry means for inquiring to the user whether or not the wheel sensor is attached to any wheel of the vehicle and obtaining a response from the user, and a wheel sensor. Stops the notification when the answer is that it is not attached to any of the wheels of the vehicle. [Selection diagram] Fig. 2

Description

  The present invention is directed to a vehicle user when a vehicle body side device cannot receive a signal from a wheel sensor (tire pressure sensor unit) having a sensor ID already stored (registered) in a storage device of the vehicle body side device. The present invention relates to a tire air pressure monitoring device for informing that there is an abnormality.

  Conventionally, the vehicle is composed of a wheel sensor including a tire pressure sensor attached to a wheel of the vehicle and a vehicle body side device. A tire pressure monitoring system (TPMS) for informing the user is widely adopted.

  When a vehicle equipped with a TPMS is mounted with only “wheels without wheel sensors” and / or “wheels with wheel sensors having sensor IDs not registered in the vehicle body side device”, or When all of the wheel sensors mounted on the vehicle fail and cannot send a signal, the vehicle body side device cannot receive a transmission signal from a wheel sensor having a sensor ID already registered. In such a case, the vehicle body side device determines that the state of the wheel sensor is abnormal, and notifies the vehicle user (occupant, driver) of the abnormality. However, the notification of the abnormality is that a wheel with a wheel sensor having a registered sensor ID is attached to the vehicle, or a wheel sensor having an unregistered sensor ID Since the attached wheels are mounted on the vehicle and are not released until the sensor ID of the wheel sensor is registered, there is a problem that the user feels bothered.

  In view of this, one of the conventional tire pressure monitoring devices (hereinafter referred to as “conventional device”) has received a signal to be transmitted from a wheel sensor having a sensor ID already registered within a predetermined time. When the alarm device cannot be received, the alarm device main body is set in the sleep state, and the abnormality notification can be automatically stopped (see, for example, Patent Document 1).

JP 2001-55026 A

However, if the notification of the abnormality of the wheel sensor is automatically stopped, the user is unaware of the stop, and the tire pressure may decrease without monitoring the tire pressure.

The present invention has been made to address the above problems. That is, one of the objects of the present invention is to ask the user of the vehicle whether or not the registered sensor is attached to any wheel of the vehicle. It is an object of the present invention to provide a tire pressure monitoring device capable of stopping the “notification of abnormality” and eliminating the troublesomeness of continuing notification of an abnormality.

  Therefore, the tire pressure monitoring device of the present invention (hereinafter also referred to as “the device of the present invention”) is mounted on the wheel (W) of the vehicle (10) and detects the tire air pressure of the wheel and the detected tire. The tire pressure of the wheel is monitored by using a wheel sensor (20) that repeatedly transmits the air pressure and the sensor ID assigned to itself as sensor information.

The device of the present invention
Receiving means (31, 31a, 32) for receiving the sensor information transmitted from the wheel sensor;
Storage means (34);
Sensor ID registration means (35, step 630 and step 740) for storing the sensor ID included in the received sensor information in the storage means;
If the receiving means does not receive sensor information including a sensor ID that matches any sensor ID stored in the storage means for a predetermined threshold time or more, an abnormality has occurred for the user of the vehicle. Abnormality notification means (33, 40, step 630, step 635, step 640 and step 645) for informing the effect;
Is provided.

  Therefore, when sensor information including a sensor ID that matches the sensor ID stored in the storage unit is not received for a predetermined threshold time or longer, a notification that an abnormality has occurred is given to the user of the vehicle.

The device of the present invention further comprises
When the notification is made, an inquiry is made to the user of the vehicle about whether or not the wheel sensor is attached to any wheel of the vehicle, and an inquiry is obtained from the user. Means (33, 40, step 705, step 710 and step 715);
An abnormality notification stop means for stopping the notification when a response indicating that the wheel sensor is not attached to any wheel of the vehicle is obtained (33, determination of “Yes” in step 715, and Step 725)
Is provided.

According to this configuration, by notifying the user whether or not to stop notification that the wheel sensor is abnormal, it is possible to stop notification that the wheel sensor is abnormal while alerting the user. Can do. As a result, it is possible to eliminate the annoyance of being informed that the wheel sensor is abnormal.

  In the above description, in order to help understanding of the present invention, names and / or symbols used in the embodiment are attached to the configuration of the invention corresponding to the embodiment described later in parentheses. However, each component of the present invention is not limited to the embodiment defined by the reference numerals. Other objects, other features and attendant advantages of the present invention will be readily understood from the description of the embodiments of the present invention described with reference to the following drawings.

FIG. 1 is a schematic configuration diagram of a tire pressure monitoring device according to an embodiment of the present invention. FIG. 2 is a configuration diagram of the tire pressure monitoring device shown in FIG. FIG. 3 is a diagram illustrating a change of the gravitational acceleration component detected by the acceleration sensor in the sensor unit illustrated in FIG. 1 with respect to the tire rotation angle (the turning angle of the sensor unit). FIG. 4 is a diagram illustrating a monitoring screen displayed on the alarm device illustrated in FIG. 1. FIG. 5 is a diagram illustrating an inquiry screen displayed on the alarm device illustrated in FIG. 1. FIG. 6 is a flowchart showing an “abnormality notification occurrence / stop routine” executed by the CPU of the tire pressure monitoring apparatus shown in FIG. FIG. 7 is a flowchart showing an “inquiry / abnormality notification stop routine” executed by the CPU of the tire pressure monitoring apparatus shown in FIG.

  Hereinafter, a tire pressure monitoring device (hereinafter referred to as “the monitoring device”) according to an embodiment of the present invention will be described with reference to the drawings.

(Constitution)
This monitoring apparatus is applied to the vehicle 10 shown in FIG. 1, and includes a plurality of tire air pressure sensor units (hereinafter referred to as “sensor units”) 20 and a tire air pressure notification control unit (hereinafter referred to as “electronic control device”). Alternatively, it is also referred to as “ECU”.) 30 and a notification device 40.

  Each of the plurality of sensor units 20 is attached to a tire air injection valve (not shown) of each wheel (each of the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel traveling wheel) W. As shown in FIG. 2, the sensor unit 20 includes an air pressure sensor 21, a temperature sensor 22, an acceleration sensor 23, an ID storage unit 24, a transmission control unit 25, a transmitter 26, and a battery 27. The sensor unit 20 is also referred to as a “wheel sensor” 20.

The air pressure sensor 21 detects the air pressure of the tire of the wheel W to which the sensor unit 20 including itself is attached, and outputs a detection signal representing the detected tire air pressure Px to the transmission control unit 25.
The temperature sensor 22 detects the temperature of the tire of the wheel W to which the sensor unit 20 including itself is attached (more precisely, the air temperature in the tire), and transmits and detects a detection signal representing the detected tire temperature Tx. To the unit 25.

  The acceleration sensor 23 detects an acceleration generated in the centrifugal force direction (the radial direction of the wheel W) of the wheel W to which the sensor unit 20 including the acceleration sensor 23 is attached, and transmits a detection signal representing the detected acceleration Gx to the transmission control unit 25. Output to. Therefore, when the wheel W is rotating, the acceleration sensor 23 detects the sum of the acceleration in the centrifugal force direction of the wheel W and the component of the gravity acceleration in the centrifugal force direction of the wheel W as the acceleration Gx.

  For example, as shown in FIG. 3, when the sensor unit 20 is at the lowest position in the vertical displacement range due to the rotation of the wheel W, the gravitational acceleration component of the acceleration Gx detected by the acceleration sensor 23 is + 1G (“G "Is gravitational acceleration.) In this example, the rotation angle of the wheel W at this time (that is, the turning angle of the sensor unit 20) is defined as 0 degree. According to this definition, when the wheel W rotates in the direction of arrow A in FIG. 3 and the rotation angle of the wheel W becomes 90 degrees, the gravitational acceleration component of the acceleration Gx detected by the acceleration sensor 23 becomes 0G.

  Furthermore, when the wheel W rotates 90 degrees in the same direction and the rotation angle of the wheel W reaches 180 degrees (that is, the sensor unit 20 is at the uppermost position), the acceleration of gravity Gx detected by the acceleration sensor 23 is detected. The component is -1G. When the rotation angle of the wheel W reaches 270 degrees, the gravitational acceleration component of the acceleration Gx detected by the acceleration sensor 23 is 0G. Thus, the gravitational acceleration component of the acceleration Gx detected by the acceleration sensor 23 changes in a sine wave form between + 1G and −1G with one rotation of the wheel W as one cycle.

  Referring to FIG. 2 again, the ID storage unit 24 stores a sensor ID (specific information unique to the sensor unit 20 assigned to each sensor unit 20) that is identification information of the sensor unit 20. The sensor ID is output to the transmission control unit 25.

  The transmission control unit 25 includes a microcomputer as a main part. The transmission control unit 25 includes the tire pressure Px detected by the air pressure sensor 21, the tire temperature Tx detected by the temperature sensor 22, the acceleration Gx detected by the acceleration sensor 23, and the sensor ID stored in the ID storage unit 24. Generate transmission data including. The transmission control unit 25 outputs transmission data to the transmitter 26 at a predetermined transmission timing (in this example, every time a fixed time elapses) by executing a transmission control routine (not shown) that is separately executed.

When the transmitter 26 receives the transmission data output from the transmission control unit 25, the transmitter 26 converts the transmission data into a radio signal and transmits the radio signal to the ECU 30 via the transmission antenna 26a. In the following, information transmitted from the transmitter 26 as a radio signal (that is, transmission data output from the transmission control unit 25 to the transmitter 26) is also referred to as “wheel information”.
The battery 27 functions as a power source that supplies operating power to each electric load in the sensor unit 20.

  As shown in FIG. 1, the ECU 30 is fixed to the vehicle body B of the vehicle 10. The ECU 30 includes a microcomputer and a communication circuit as main parts. As shown in FIG. 2, the ECU 30 includes a receiver 31, a reception processing unit 32, a notification control unit 33, a registration ID storage unit 34, and a wheel position determination unit 35. The reception processing unit 32, the notification control unit 33, the wheel position determination unit 35, and the like are functional blocks that are realized when the ECU 30 executes a predetermined program. Furthermore, the ECU 30 is electrically connected to a notification device 40 provided in the vicinity of the driver's seat.

  In this specification, the ECU is an abbreviation for an electric control unit and is an electronic control circuit having a microcomputer including a CPU, a ROM, a RAM, a nonvolatile memory, an interface, and the like as main components. The CPU implements various functions by executing instructions (programs, routines) stored in a memory (ROM).

The receiver 31 receives the radio signal transmitted from each sensor unit 20 via the receiving antenna 31a.
Each time the receiver 31 receives a radio signal, the reception processing unit 32 extracts data (that is, wheel information) representing the tire air pressure Px, the tire temperature Tx, the acceleration Gx, and the sensor ID from the radio signal. Further, the reception processing unit 32 outputs data representing the extracted “tire pressure Px, tire temperature Tx, acceleration Gx, and sensor ID” to the notification control unit 33.

  The notification control unit 33 refers to the “correspondence relationship between the sensor ID and the wheel position” stored in the registration ID storage unit 34, and based on the data input from the reception processing unit 32, the running wheel (four wheels). Notification data representing each tire pressure Px by wheel position is created. The notification control unit 33 outputs the generated notification data to the notification device 40.

  Further, the notification control unit 33 compares the tire air pressure Px with an alarm generation threshold value Pa described later for each wheel W, and when the tire air pressure Px is equal to or lower than the alarm generation threshold value Pa, the tire air pressure decreases. Air pressure lowering wheel position data for specifying the position of the wheel W and an alarm instruction signal are output to the alarm device 40.

  The registration ID storage unit 34 is a non-volatile memory (storage unit) that stores the sensor ID of the sensor unit 20 attached to the tire of each wheel W for each wheel position. The registered ID storage unit 34 includes ID storage areas 34FL, 34FR, 34RL, and 34RR that store sensor IDs of the sensor units 20 attached to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively. . Hereinafter, the sensor ID stored in the registered ID storage unit 34 is referred to as “registered sensor ID”.

  As shown in FIG. 1, the alarm device 40 is disposed on the vehicle body B of the vehicle 10. The alarm device 40 includes a display provided at a position visible from the driver's seat and a display circuit that drives the display. The alarm device 40 displays a tire pressure monitoring screen on the display according to notification data (including air pressure drop wheel position data and an alarm instruction signal) output from the notification control unit 33 as will be described later. Furthermore, the alarm device 40 displays a screen for notifying abnormality of the sensor unit 20 on the display as will be described later.

(Overview of operation)
Next, an outline of the operation of the monitoring apparatus will be described. After the ignition key switch is changed from the off position to the accessory position or the on position, the monitoring device monitors the tire pressure of each wheel using the sensor information including the tire pressure and the sensor ID, and displays the monitoring result. Show on the display.

  In addition, the monitoring device, when the ignition key switch is changed from the off position to the accessory position or the on position, the sensor information is not received from any wheel for a predetermined threshold time or longer. The user (occupant) of the vehicle 10 is notified that an abnormality (system abnormality) has occurred. This threshold time is set to a sufficiently long time (for example, 10 minutes) with respect to the cycle in which the regular sensor unit 20 transmits the wheel information. Furthermore, when this monitoring apparatus performs this notification, it is determined whether or not the wheel to which the sensor unit 20 is attached is attached as any of the traveling wheels to the user of the vehicle 10 (in other words, the sensor unit 20 Is inquired) (inquiries are made). And this monitoring apparatus stops the alerting | reporting that abnormality has arisen, when the reply that the wheel with which the sensor unit 20 was attached is not mounted | worn with any wheel of a driving | running | working wheel is acquired from the user. .

  Next, each “operation mode” of the monitoring apparatus will be described. The operation modes include (1) normal mode, (2) initialization mode, (3) sensor ID registration mode, (4) abnormality notification (abnormal display) mode, and (5) abnormality notification stop mode.

(1) Normal mode In the normal mode, the wheel W to which the sensor unit 20 having the sensor ID already registered (stored) in the registration ID storage unit 34 (hereinafter also referred to as “registered sensor”) is attached to the vehicle. 10 is a mode when the tire pressure sensor 21 is mounted and the tire pressure sensor 21 detects the tire pressure Px of the wheel W normally. Hereinafter, the wheel W to which the registered sensor is attached may be referred to as “regular wheel W” for convenience. In the normal mode, when the tire pressure Px detected by the tire pressure sensor 21 falls below a predetermined threshold pressure (alarm generation threshold) Pal, the notification control unit 33 issues an alarm (that is, the tire pressure) that the tire pressure Px has decreased. An air pressure reduction alarm) is notified to the user of the vehicle 10.

  FIG. 4 shows a tire pressure monitoring screen D1 displayed on the display of the alarm device 40 when the regular wheels W are mounted on all four traveling wheels. The screen D1 includes a vehicle body mark M1 representing a plan view of the vehicle body, an air pressure numerical value display portion M2 provided corresponding to each wheel position and displaying the tire air pressure numerically, and an alarm mark M3 for alerting the user. , Is displayed.

  In the normal mode, the alarm device 40 displays the tire air pressure numerically on the air pressure numerical value display unit M2 based on the notification data input from the notification control unit 33. Further, the alarm device 40 changes the display mode of the air pressure numerical value display unit M2 of the wheel position based on the air pressure lowering wheel position data transmitted from the notification control unit 33 (for example, the background color and the character color are changed to other ones). Invert them with their color of wheel position). In addition, the alarm device 40 lights the alarm mark M3 based on the alarm instruction signal. The alarm mark M3 can be viewed by the user only when it is turned on, and cannot be viewed by the user when it is turned off. Therefore, the user can recognize the wheel air pressure of which wheel W is lowered together with the air pressure value. The lighting of the alarm mark M3 and the change of the display mode of the air pressure numerical value display portion M2 corresponding to the wheel where the tire air pressure is lowered correspond to the tire air pressure lowering alarm.

  On the other hand, when the tire pressure drop alarm is generated, the notification control unit 33 cancels the alarm when the tire air pressure Px exceeds a predetermined threshold pressure (alarm release threshold) Pcl that is greater than the alarm generation threshold value Pa. Normally, the alarm cancellation threshold value Pcl is set to a value lower than “a pressure Pr recommended when the tire temperature is equal to the outside air temperature”. This pressure Pr is referred to as “placard pressure” or “recommended set pressure”. Therefore, when the user increases the tire air pressure Px to the placard pressure Pr by adjusting the tire air pressure Px, the alarm is released.

(2) Initialization mode The initialization mode is a mode selected by the user during the adjustment work of the tire pressure Px. More specifically, when the ignition key switch is changed from the off position to the accessory position and a menu screen (not shown) displayed on the display is operated by the user and the initialization mode is selected, notification control is performed. The unit 33 displays a button (switch) S1 as shown in FIG. The button S1 is a button for notifying the notification control unit 33 that the user “adjusted the tire pressure”. Further, the notification control unit 33 causes the user to pronounce a message “prompt to press the button S1 after adjusting the tire air pressure” from a speaker (not shown) during the display of the button S1.

  When the user operates (presses) the button S1 after adjusting the tire pressure Px to coincide with the placard pressure Pr while the vehicle is stopped, the tire pressure of each wheel W at the time of adjustment (when the button S1 is operated) is detected. It is associated with the ID and stored in the RAM. Further, at this time, the alarm generation threshold value Pal is set to be a predetermined ratio (for example, a · Px, 0.7 ≦ a ≦ 0.8) of the tire air pressure Px of each wheel W detected by the tire air pressure sensor 21. The

(3) Sensor ID registration mode The sensor ID registration mode is a mode in which the sensor ID of the sensor unit 20 attached to the wheel W is registered (that is, the sensor ID is stored in the registration ID storage unit 34).

  The operation mode is shifted to the sensor ID registration mode when the menu screen is selected at the time of factory shipment or purchase of tires with wheels. Furthermore, the sensor ID registration mode is automatically started when a specific condition is satisfied in an abnormal stop mode described later.

  In the sensor ID registration mode, the wheel position determination unit 35 determines (identifies) which wheel the sensor ID transmitted from the sensor unit 20 is the sensor ID from the sensor unit 20 attached to as described later. . Then, the wheel position determination unit 35 registers the acquired sensor ID in any of the ID storage units 34FL, 34FR, 34RL, and 34RR corresponding to the wheel W on which the sensor unit 20 having the sensor ID is mounted ( Remember).

  Hereinafter, a method for determining which wheel the sensor unit 20 having a certain sensor ID is attached to will be briefly described. As shown in FIG. 2, the wheel position determination unit 35 is electrically connected to the wheel speed sensor 50. The wheel speed sensor 50 is provided corresponding to each wheel (traveling wheel) W, and outputs a predetermined number (96 in this example) of pulse signals while the wheel W rotates once. That is, the wheel speed sensor 50 outputs a pulse signal once every time the wheel W corresponding to the wheel speed sensor 50 rotates by a certain angle (3.75 deg).

  The wheel position determination unit 35 starts counting pulse signals output from the wheel speed sensor 50 at an arbitrary timing from “1”, and the count value is “96”, which is the number of pulse signals for one rotation of the wheel. If it exceeds, the pulse count value is reset to “1” and the count is continued. This pulse count value is referred to as a “pulse number”.

  By the way, since the sensor unit 20 is attached to the valve portion of the wheel W, the sensor unit 20 turns around the axle as the wheel W rotates. Therefore, when paying attention to a specific wheel W, the “turning position” of the sensor unit 20 attached to the specific wheel W and the “pulse number” of the specific wheel W always have a certain correspondence relationship. Have On the other hand, a fixed relationship is not established between the “turning position” of the sensor unit 20 attached to the specific wheel W and the “pulse number” of another wheel W different from the specific wheel. . This is because, in most cases, the rotational speed of each wheel W mounted on the vehicle 10 varies depending on an inner wheel difference, an outer wheel difference, a slip, and the like. That is, the “pulse number” can be a parameter that can specify the “rotation position” of the wheel W corresponding to each sensor unit 20.

  The “turning position” of the sensor unit 20 (the “rotational position” of the wheel W) can be specified by extracting the pulsation of the gravitational acceleration component from the acceleration detected by the acceleration sensor 23. Therefore, the wheel position is specified based on whether or not the extracted pulsation cycle of the gravitational acceleration component and the change cycle of the pulse number are synchronized. That is, it can be determined that a wheel W having a “pulse number cycle” that matches the cycle of the gravitational acceleration component obtained from a certain sensor unit 20 is the wheel W on which the sensor unit 20 is mounted. In this way, the position of the wheel W is associated with the sensor ID, and the sensor ID is registered in the registration ID storage unit 34 at a predetermined timing described later.

(4) Abnormality notification mode The abnormality notification mode is a mode for notifying the user of any abnormality of the first abnormality and the second abnormality described below in the normal mode. is there. In the abnormality notification mode, when it is determined that the first abnormality and the second abnormality are occurring, the alarm mark M3 shown in FIG. 4 is blinked for a predetermined time (for example, 60 seconds) from the start of the abnormality notification. After that, it is continuously lit until the abnormality is resolved. Furthermore, “−” is displayed on the pneumatic pressure value display portion M2 corresponding to the wheel W from which the tire pressure cannot be acquired.

(First abnormality)
The first abnormality is a state in which the sensor ID included in the wheel information received by the receiver 31 and the reception processing unit 32 is only the sensor ID that does not match any of the registered sensor IDs (the wheel position is not questioned). Hereinafter, such a sensor ID (a sensor ID that does not match any of the registered sensor IDs is also referred to as an “unregistered sensor ID”. That is, the first abnormality is transmitted from the sensor unit 20 having an unregistered sensor ID. This is the case where only the signal is received (when all the sensor IDs received by the reception processing unit 32 are unregistered sensor IDs).

  Therefore, even if an unregistered sensor ID is included in the plurality of sensor IDs received by the reception processing unit 32, at least one ID that matches any of the registered sensor IDs is included in the received plurality of sensor IDs. If it is, it is not regarded as the first abnormality. The sensor unit 20 that transmits the unregistered sensor ID is also referred to as “unregistered sensor”.

  More specifically, when the first abnormality occurs (that is, when only the transmission signal from the unregistered sensor is received), any “wheel” transmitted from the “registered sensor” Information "cannot be received over a threshold time (for example, 10 minutes), but" wheel information "transmitted from at least one" unregistered sensor "within the threshold time can be received It is.

  That is, when the transmitter 26 transmits “wheel information”, the receiver 31 and the reception processing unit 32 receive the wheel information and temporarily store it in the RAM. The notification control unit 33 acquires the wheel information received by the receiver 31 and the reception processing unit 32 and stored in the RAM every time a predetermined time elapses.

  The notification control unit 33 cannot receive the “wheel information” transmitted from the “registered sensor” by the receiver 31 and the reception processing unit 32 over a predetermined threshold time (for example, 10 minutes). When the “wheel information” transmitted from the “unregistered sensor” can be received within a predetermined threshold time, it is determined that “the first abnormality has occurred” in the system.

  When at least one unregistered sensor ID is received in the normal mode, the wheel position determination unit 35 determines which wheel W of the vehicle 10 is attached with the “unregistered sensor” that has transmitted the unregistered sensor ID. The identification is performed by the method described above (a method using the period of the gravitational acceleration component obtained from the sensor unit 20 and the period of the pulse number). The wheel position determination unit 35 temporarily stores the sensor ID of the unregistered sensor in the RAM in association with the specified wheel position. However, at this time, the sensor ID is not yet registered in the registration ID storage unit 34. The registration of the sensor ID is performed by a “sensor ID registration routine” that is executed separately.

(Second abnormality)
The second abnormality is a state in which the receiver 31 and the reception processing unit 32 cannot receive wheel information from any sensor unit 20.

  More specifically, when the second abnormality occurs (that is, when the receiver 31 and the reception processing unit 32 cannot receive the transmission signal from the sensor unit 20), the wheel information is set to a predetermined value. This is a case where no signal can be received over a threshold time (for example, 10 minutes).

  This second abnormality is caused by the failure of the sensor unit 20 or the power of the battery 27 regardless of whether the sensor unit 20 attached to the wheel is a “registered sensor” or “unregistered sensor”. Occurs when the sensor unit 20 cannot transmit the “wheel information” due to the reduced supply capacity. Furthermore, the second abnormality also occurs when the sensor unit 20 is not attached to any wheel. Therefore, when the receiver 31 and the reception processing unit 32 cannot receive any “wheel information” over a predetermined threshold time (for example, 10 minutes), the notification control unit 33 indicates “ It is determined that it has occurred.

  For example, the user of the vehicle 10 has one set of summer tires and / or one set of studless tires, and the set tires are non-OEM (Original Equipment Manufacturing) tires (non-genuine tires). In some cases, a set of OEM tires (genuine tires) is replaced with a set of non-OEM tires. In this case, it is conceivable that all the wheels W are replaced with a tire set to which the sensor unit 20 is not attached. In such a situation, since the receiver 31 cannot receive the wheel information from the sensor unit 20, the notification control unit 33 determines that the sensor unit 20 has the second abnormality.

(5) Abnormality notification stop mode When the tire of a certain wheel W is an OEM tire, the sensor unit 20 needs to be attached to the wheel W. Further, when the tire of any wheel W of the traveling wheels is an OEM tire, when a notification that an abnormality has occurred in the sensor unit 20 has occurred (a first abnormality or a second abnormality has occurred). It is not preferable that the notification control unit 33 automatically stops the notification (when it is determined that the notification is made).

  In contrast, the tires of all the wheels W of the traveling wheels are non-OEM tires (studless tires purchased at mass retailers and gas stations, etc., and other replacement tires: hereinafter referred to as “replace tires” and “RE tires”. )), It is not necessary to continue notification that an abnormality has occurred even if the first abnormality or the second abnormality has occurred. Therefore, when the tires of all the wheels W of the traveling wheels are RE tires, when the notification control unit 33 generates a notification that the system is abnormal (system abnormality notification), It is not particularly problematic to stop the system abnormality notification.

  Therefore, when the abnormality notification mode is started, the notification control unit 33 immediately shifts to the abnormality notification stop mode while the alarm mark M3 continues to blink or light up, and the sensor unit 20 is connected to any wheel W of the traveling wheels. The user was inquired that it was not installed (that is, the tire that all the wheels W of the vehicle 10 are attached to is a RE tire), and the user got a positive answer to the inquiry Sometimes the system abnormality notification is stopped (alarm mark M3 is turned off).

  In addition, when the system abnormality notification is made when the sensor unit 20 is attached to at least one of the RE tires that are mounted, the notification control unit 33 informs the user that “to any wheel W of the traveling wheels”. When the response “sensor unit 20 is attached” is obtained, the sensor ID of the unregistered sensor temporarily stored in the RAM is newly registered (stored in the registered ID storage unit 34). End system abnormality notification.

(Operation example)
Hereinafter, specific examples of the above-described inquiry (inquiry) and subsequent processing will be described. When the notification control unit 33 determines that the first abnormality or the second abnormality has occurred, the notification control unit 33 proceeds to the abnormality notification stop mode through the abnormality notification mode, and on the display of the notification device 40 as shown in FIG. The inquiry screen D2 is displayed.

  The inquiry screen D2 includes an alarm mark M3 for alerting the user, an inquiry display unit M4 for displaying inquiry contents to the user, and a button S2 and a button S3 for the user to select and operate. . As described above, when the first abnormality or the second abnormality occurs, the alarm mark M3 is blinked in the initial display (for example, the first 60 seconds), and then the display mode is changed from the blinking state to the constantly lit state. .

The alarm device 40 displays the following content on the inquiry display part M4 of the inquiry screen D2. “TPMS valve” is another name for the sensor unit 20.
Inquiry display M4:
"Cannot receive signal from TPMS valve. Is any wheel attached to TPMS valve? Please select one below."

Furthermore, the alarm device 40 displays the following contents on the touch-type button S2 and button S3, respectively.
Button S2:
"No TPMS valve is attached to any wheel."
Button S3:
"A TPMS valve is attached to any wheel or I don't know."

  When the user of the vehicle 10 determines that “the sensor unit 20 is not attached to any wheel” and selects the button S2 (touches the button S2), the sensor ID of the unregistered sensor is temporarily stored in the RAM. When it is not stored (that is, when wheel information from an unregistered sensor is not received), the notification control unit 33 displays the “notification that an abnormality has occurred (system abnormality notification)” that is currently occurring. Stop. That is, the notification control unit 33 turns off the alarm mark M3.

  Further, when the user of the vehicle 10 selects the button S2, when the sensor ID of the unregistered sensor is temporarily stored in the RAM (that is, when wheel information is received from the unregistered sensor), a notification is made. The control unit 33 shifts the operation mode to the “sensor ID registration mode” and newly registers the sensor ID of the unregistered sensor (stores in the registration ID storage unit 34), thereby terminating the system abnormality notification ( Alarm mark M3 is turned off.)

  Note that when the button S2 is selected, the notification control unit 33 indicates that an “abnormality has occurred” regardless of whether or not the sensor ID of an unregistered sensor is temporarily stored in the RAM. May be stopped (alarm mark M3 may be turned off).

  On the other hand, when the user selects the button S3 (touches the button S3), the notification control unit 33 newly registers a sensor ID (that is, stores a new sensor ID in the registration ID storage unit 34). The operation mode is shifted to “ID registration mode”. At this stage, the alarm mark M3 is blinking or lit.

  When the operation mode shifts to the “sensor ID registration mode”, the notification control unit 33 receives the wheel information from the unregistered sensor when the sensor ID of the unregistered sensor is temporarily stored in the RAM. The sensor ID of the unregistered sensor is registered (stored in the registered ID storage unit 34). Thus, when the sensor ID of the sensor unit 20 is registered for all the traveling wheels, the notification control unit 33 turns off the alarm mark M3 that is blinking or lit on the inquiry screen D2 of the display. Thereafter, the notification control unit 33 deletes the sensor ID of the unregistered sensor temporarily stored in the RAM, and shifts the operation mode to the “normal mode”.

  On the other hand, when the sensor ID of the sensor unit 20 cannot be registered for any of the traveling wheels in the sensor ID registration mode, the notification control unit 33 sets the operation mode again while the alarm mark M3 is blinking or lit. Shift to “abnormality notification mode”.

  Furthermore, the notification control unit 33 registers the sensor ID when the sensor ID of the unregistered sensor is not stored in the RAM (that is, when the wheel information from the unregistered sensor is not received). Therefore, the operation mode is shifted to the “abnormality notification mode” again with the alarm mark M3 blinking or lit.

(Specific operation)
<Error display occurrence / stop control>
Next, a specific operation of the monitoring apparatus will be described. The CPU of the ECU 30 executes an “abnormal display generation / stop routine” shown by a flowchart in FIG. 6 every time a predetermined time elapses.

  At a predetermined timing, the CPU starts processing from step 600 in FIG. 6 and proceeds to step 605 to acquire the current “operation mode”. This “operation mode” is one of the above-described plural modes (that is, the normal mode, the initialization mode, the sensor ID registration mode, the abnormality notification mode, and the abnormality notification stop mode).

  Next, the CPU proceeds to step 610 to determine whether or not the operation mode acquired in step 605 is the “normal mode”. If the acquired operation mode is not the “normal mode”, the CPU proceeds directly to step 695 to end the present routine tentatively.

  On the other hand, when the acquired operation mode is “normal mode”, the CPU determines “Yes” in step 610, proceeds to step 615, and acquires wheel information from each sensor unit 20. Note that the CPU (reception processing unit 32) stores the received wheel information in the RAM every time the wheel information is received by a separately executed reception processing routine.

  Next, the CPU proceeds to step 620, after the time when the ignition key switch is set to the accessory position or the on position, or after the last time when the wheel information from the sensor unit 20 which is any registered sensor is received. It is determined whether or not wheel information from a registered sensor (regardless of which wheel is a registered sensor) is not received.

  When the wheel information from the registered sensor can be received, the CPU makes a “No” determination at step 620 to proceed to step 625, where the sensor ID of the unregistered sensor and the wheel position of the unregistered sensor are determined. Is stored in the RAM, this data is erased from the RAM, and then the routine directly proceeds to step 695 to end the present routine tentatively.

  On the other hand, if the CPU determines “Yes” in step 620, the process proceeds to step 630, and if the unregistered sensor ID is stored in the RAM, the “unregistered sensor” that has transmitted the unregistered sensor ID is the vehicle 10. Which wheel W is attached to is identified by the above-described method (a method using the period of the gravitational acceleration component obtained from the sensor unit 20 and the period of the pulse number). Then, the CPU temporarily stores the sensor ID of the unregistered sensor in the RAM in association with the specified wheel position. That is, the CPU temporarily registers the sensor ID of the unregistered sensor in the RAM in association with the position of the wheel to which the unregistered sensor is attached.

  Next, the CPU proceeds to step 635, increments the value of the counter C1 by “1”, proceeds to step 640, and determines whether or not the value of the counter C1 is equal to or greater than a first predetermined value C1max. The first predetermined value C1max is a predetermined time (threshold time, for example, 10 minutes) from the time when the ignition key switch is set to the accessory position or the ON position, or the time when it is determined “No” in step 620. Is determined as a value obtained by dividing the time until elapses by a certain time (for example, 100 milliseconds) that is an interval at which this routine is executed. Note that the value of the counter C1 is set (cleared) to “0” when the ignition key switch is set to the accessory position or the ON position, or when it is determined “No” in step 620. The

  The value of the counter C1 is less than the first predetermined value C1max (a predetermined time has elapsed from the time when the ignition key switch is set to the accessory position or the ON position, or the time when it is determined “No” in step 620) If not, the CPU makes a “No” determination at step 640 to directly proceed to step 695 to end the present routine tentatively.

  On the other hand, if the value of the counter C1 is equal to or greater than the first predetermined value C1max (a predetermined time has elapsed), the CPU makes a “Yes” determination at step 640 to proceed to step 645 to indicate that a system abnormality has occurred. In order to notify (that is, the first abnormality or the second abnormality described above has occurred), the alarm mark M3 is displayed while blinking on the screen D1 of the display of the alarm device 40. That is, the CPU shifts the operation mode to the abnormality notification mode. Next, the CPU proceeds to step 650, shifts the operation mode to the abnormality notification stop mode, and executes an “abnormality notification stop routine” described below.

  That is, when the CPU proceeds to step 650, it proceeds to step 705 via step 700 of the routine of FIG. 7, and displays the display screen D2 (see also FIG. 5) on the display of the alarm device 40. That is, the CPU blinks or lights up the alarm mark M3 on the display, and inquires about whether or not the TPMS valve (sensor unit 20) is attached to any wheel on the inquiry display unit M4. Displays a message for

  Further, the CPU displays a message “No TPMS valve (sensor unit 20) is attached to any wheel” on the button S2, and the button S3 displays “TPMS valve (sensor unit 20) on any wheel”. The message “Installed or not sure” is displayed. That is, the CPU changes the display on the notification device 40 from the display screen D1 shown in FIG. 4 to the display screen D2 shown in FIG. In other words, the CPU interrupts and displays the display screen D2 with respect to the currently displayed display screen D1.

  Next, the CPU proceeds to step 710 to determine whether or not the user has touched (pressed) any button (either button S2 or button S3) displayed on the display screen D2.

  If the user presses either button S2 or button S3, the CPU makes a “Yes” determination at step 710 to proceed to step 715 to determine whether button S2 has been pressed. If the user has pressed the button S2, the CPU makes a “Yes” determination at step 715 to proceed to step 720, and determines whether an unregistered sensor ID is provisionally registered at step 630.

  If the unregistered sensor ID is not temporarily registered in step 630, the CPU makes a “Yes” determination in step 720 to proceed to step 725 to stop the system abnormality notification. That is, the CPU turns off the alarm mark M3 in step 725, proceeds to step 795, and once ends this routine. Thereafter, the CPU proceeds to step 695 through step 795 to end the routine shown in FIG.

  On the other hand, if an unregistered sensor ID is provisionally registered in step 630, the CPU makes a “No” determination in step 720 to proceed to step 740 to shift the operation mode to “sensor ID registration mode” to ID registration processing is executed.

  Next, the CPU proceeds to step 745 to determine whether or not the sensor ID registration process has been normally completed. “Sensor ID registration processing has been completed successfully” means that the sensor IDs of unregistered sensors for all the traveling wheels W are registered (stored in the “ID storage areas 34FL, 34FR, 34RL and 34RR of the registration ID storage unit 34”). Mean).

  If the sensor ID registration process has been completed normally, the CPU makes a “Yes” determination at step 745 to proceed to step 750 to shift the operation mode from “sensor ID registration mode” to “normal mode” and to step 795. Next, the routine proceeds to step 695, where the routine shown in FIG.

  On the other hand, for example, when unregistered sensors are provisionally registered for only two of the traveling wheels, the sensor ID registration process is not normally completed. In such a case, the CPU makes a “No” determination at step 745 to proceed to step 755 to shift the operation mode to the “abnormality notification mode”. Thereafter, the CPU proceeds to step 795, and then proceeds to step 695 to end the routine shown in FIG.

  By the way, if the user presses the button S3 displayed on the display screen D2 when the CPU performs the process of step 715, the CPU makes a “No” determination at step 715 to proceed to step 740 and subsequent steps.

  If the user does not press any of the buttons S2 and S3, the CPU makes a “No” determination at step 710 to proceed to step 730 to increment the value of the counter C2 by “1”. Next, the CPU proceeds to step 735 to determine whether or not the value of the counter C2 is equal to or greater than a second predetermined value C2max. The second predetermined value C2max is a constant interval at which this routine is executed from the time when the “interrupt display” in step 705 is first performed until the second predetermined time (for example, 10 minutes) elapses. It is determined as a value divided by time (for example, 100 milliseconds).

  If the value of the counter C2 is less than the second predetermined value C2max (the second predetermined time has not elapsed), the CPU makes a “No” determination at step 735 to directly proceed to step 795 to end the present routine tentatively. To do. On the other hand, if the value of the counter C2 is equal to or greater than the second predetermined value C2max (second predetermined time has elapsed), the CPU makes a “Yes” determination at step 735 to proceed to step 740 and subsequent steps.

  As described above, when the receiver 31 and the reception processing unit 32 do not receive wheel information from “at least one registered sensor” for a predetermined threshold time (for example, 10 minutes) or more, "Which sensor unit 20 (TPMS valve) is attached to any wheel?" Furthermore, this monitoring apparatus obtains an answer from the user that the sensor unit 20 is not attached to any wheel. In this case, the alarm mark M3 is turned off to stop the notification that the system is abnormal.

Therefore, according to this monitoring apparatus, notification of system abnormality that occurs when the sensor unit 20 (wheel sensor) is not attached to the wheel W attached to the vehicle 10 or when an unregistered sensor is attached is stopped. Whether or not to do so can be left to the user's judgment. As a result, it is possible to stop the abnormality notification while alerting the user.

  In the above embodiment, the tire pressure is displayed corresponding to each wheel position. However, the tire pressure monitoring device according to the present invention may be configured to display only an alarm mark on the alarm.

  Although the acceleration sensor 23 detects the acceleration in the centrifugal force direction of the wheel W to which the acceleration sensor 23 is attached, the acceleration sensor is configured to detect the acceleration in the circumferential direction of the wheel W to which the acceleration sensor 23 is attached. Also good.

  Further, when the CPU determines “No” in step 720 of FIG. 7, the CPU gives a message to the user that “unregistered sensor is found and newly registered (stored in the registered ID storage unit 34)”. You may notify using a display.According to this, although the unregistered sensor was attached to the wheel W, the user misrecognized that the sensor unit 20 was not attached to the wheel W. When it is possible, the user can be informed of correct information.

  Furthermore, step 720 in FIG. 7 may be omitted. In this case, if the CPU determines “Yes” in step 715, the CPU proceeds to step 725.

  In step 630 of FIG. 6, the sensor ID of the unregistered sensor is temporarily stored in the RAM without specifying which wheel W of the vehicle 10 the “unregistered sensor” that transmitted the unregistered sensor ID is attached to. In addition, after identifying the position of the wheel to which the unregistered sensor is attached in step 740 of FIG. 7, the sensor ID may be stored in the registered ID storage unit 34.

DESCRIPTION OF SYMBOLS 10 ... Vehicle, 20 ... Sensor unit, 21 ... Air pressure sensor, 22 ... Temperature sensor, 23 ... Acceleration sensor, 25 ... Transmitter, 30 ... Tire pressure information control unit (ECU), 31 ... Receiver, 32 ... Reception processing part 33 ... Notification control unit, 34 ... Registration ID storage unit, 40 ... Notification device, W ... Wheel.

Claims (1)

Using a wheel sensor that is mounted on a vehicle wheel and detects the tire air pressure of the wheel and repeatedly transmits the detected tire air pressure and a sensor ID assigned thereto as sensor information, the tire air pressure of the wheel is determined. A tire pressure monitoring device for monitoring,
Receiving means for receiving the sensor information transmitted from the wheel sensor;
Storage means;
Sensor ID registration means for storing the sensor ID included in the received sensor information in the storage means;
If the receiving means does not receive sensor information including a sensor ID that matches any sensor ID stored in the storage means for a predetermined threshold time or more, an abnormality has occurred for the user of the vehicle. An abnormality notifying means for informing the effect,
When the notification is made, an inquiry is made to the user of the vehicle about whether or not the wheel sensor is attached to any wheel of the vehicle, and an inquiry is obtained from the user. Means,
An abnormality notification stop means for stopping the notification when an answer indicating that the wheel sensor is not attached to any wheel of the vehicle is obtained;
Tire pressure monitoring device comprising:

Images