JP2008195120A - On-vehicle sensor system, method of controlling same, and program therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate the setting of the registration of the correspondence relation between tire pneumatic pressure sensors and tire positions. <P>SOLUTION: The correspondence of tires 1, 2, 3, 4, the longitudinal and lateral positions thereof, and the tire IDs with which the tire pneumatic pressure sensors 5, 6, 7, 8 are attached is automatically determined and registered based on the tire ID of a telegraphic message and a field intensity level transmitted from the tire pneumatic pressure sensors 5, 6, 7, 8 attached to the tires 1, 2, 3, 4, respectively, to a sensor information receiver 9 and the distance between the sensor information receiver 9 and the pneumatic pressure sensors. By the method, even when a tire rotation or a tire replacement is performed, the labor for re-registration is saved and a failure to register can be prevented. Consequently, the risk of taking erroneous measure for the tire causing trouble of pneumatic pressure due to error of registration can be avoided. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention automatically detects the position and sensor information of an in-vehicle device such as a tire or a window in an in-vehicle sensor system in which a plurality of sensors are mounted on an in-vehicle device such as a tire pressure sensor, a power window or a door open / close detection sensor. Belongs to the technical field of in-vehicle sensor systems that can be associated with each other.

  In recent years, there are concerns about the occurrence of accidents that may be caused by a side slip of the vehicle body due to a decrease in tire air pressure, and tire air pressure sensor systems (hereinafter abbreviated as TPMS) that monitor and monitor tire air pressure are becoming widespread. . Similar to the United States, there is a full-fledged movement to legally obligate the establishment of TPMS in Japan.

  In the conventional TPMS, the correspondence between tire identification codes (hereinafter abbreviated as ID) included in a message transmitted wirelessly from air pressure sensors installed on the front and rear tires, and the front, rear, left and right tire positions. Is registered in advance in a TPMS receiver connected to a vehicle control device (hereinafter abbreviated as ECU) manually by a user, dealer, or maintenance worker, and this abnormality is registered when tire pressure abnormality occurs. Based on the information, it is configured to present to the user which tire is abnormal in the front, rear, left and right.

  However, with this method, when tire rotation or tire replacement is performed due to tire wear, troubles such as re-registering the ID and tire positional relationship newly occur, due to forgetting re-registration or incorrect registration, There has been a problem that a tire at a location different from a tire causing an abnormality in air pressure may be presented to the user.

  As means for solving this problem, a method has been proposed in which a receiver is arranged for each tire to automatically register the correspondence (see, for example, Patent Document 1).

In the TPMS of Patent Document 1, the receivers of the pneumatic sensors are installed in the vicinity of each tire by the number of the plurality of tires, and the magnitude of the electric field strength level of the message received by each receiver is compared. By associating the IDs of the telegrams of the electric field strength levels, the front / rear / left / right positions of the tires having the corresponding IDs are automatically registered and the ID registration corresponding to each position of the four wheels is performed at the time of tire replacement or rotation. Certainty can be improved.
JP 2004-291951 A

  However, the method of Patent Document 1 requires as many receiving means as the number of tires, which is not desirable in terms of configuration in terms of installation of TPMS receivers, labor of wiring, power consumption, device cost, and the like.

  However, if the number of receiving means is simply reduced and, for example, messages from a plurality of tire pressure sensors are received by one receiving means, it is understood that there are as many tire pressure sensors as the number of received IDs. Since it cannot be associated with the arrangement between the air pressure sensors, there is a trouble of performing a registration operation for associating with another method such as sequentially turning on the power of the tire air pressure sensor.

However, even if there is only one receiving means, it is possible to automatically determine the positional relationship with the equipment of the vehicle by measuring the electric field strength level of the message when the ID is received. The ID and the position of each piece of equipment can be determined and registered, eliminating the need for separate registration work.

  For example, in the case of a vehicle with four-wheel tires, if the receiving means is configured to increase the antenna directivity in each direction of the front right wheel, front left wheel, rear right wheel, and rear left wheel, the electric field strength level Can be associated with the tire positions of the front right wheel, the front left wheel, the rear right wheel, and the rear left wheel in order of ID of the strong message.

  In addition, if the receiving means is installed so that the distance becomes shorter in the order of the front right wheel, the front left wheel, the rear right wheel, and the rear left wheel, that is, the attenuation due to propagation is small, the ID order of the messages having the same strong field strength level. It can be associated with the front right wheel, front left wheel, rear right wheel, rear left wheel.

  The present invention has been made in order to solve the above-described conventional problems, and an object of the present invention is, for example, to determine the electric field strength level of a telegram from a transmitter constituting tire pressure sensor means installed in each tire. The tire pressure sensor means of the corresponding ID is installed by measuring with one receiver constituting the collecting means and determining the magnitude relation in correspondence with the distance relation between the receiver and each tire pressure sensor means. The front / rear / left / right positions of the used tires are automatically determined and registered.

  Therefore, in order to solve the above-described conventional problems, a sensor is provided corresponding to each of a plurality of equipment of the vehicle, and detects a state of the equipment, and transmits an identification code of the equipment and a state of the equipment. On-vehicle equipment sensor means having a wireless communication unit, and sensor information collecting means for transmitting and receiving a telegram to and from the on-vehicle equipment sensor means to measure the radio wave intensity level of the telegram, the magnitude relationship between the electric field strength levels of the telegram and the From the positional relationship between the sensor information collecting means and the attachment locations of the plurality of equipment, the equipment identification code and the attachment location of the equipment are associated with each other and registered in the sensor information collection means.

  Accordingly, for example, the electric field strength level of the message transmitted from the tire pressure sensor, which is a representative of the vehicle-mounted equipment sensor, to the sensor information collecting means that is the receiver is compared, and the sensor is sequentially started from the identification code of the message with the larger electric field strength level. The tire position can be automatically determined by associating the information collecting means with the front, rear, left and right tire positions in the order closer to the installation position.

  In this way, even if the on-vehicle equipment is replaced or replaced, such as tire rotation or tire replacement in a tire pressure sensor, it is possible to save labor for re-registration and prevent registration mistakes. This makes it possible to avoid problems caused by misplaced in-vehicle equipment such as the wrong tire position.

  The first aspect of the invention includes a sensor that is installed corresponding to each of a plurality of equipments of a vehicle, detects a state of the equipment, and includes a wireless communication unit that transmits an identification code of the equipment and the state of the equipment. Vehicle-mounted equipment sensor means; and sensor information collecting means for transmitting and receiving a message to and from the vehicle-equipped equipment sensor means to measure a radio wave intensity level of the message, the magnitude relation of the electric field strength level of the message, the sensor information collecting means, From the positional relationship with a plurality of equipment attachment locations, the equipment identification code and the equipment attachment location are associated with each other and registered in the sensor information collecting means.

This makes it possible to automatically register the location of equipment in multiple in-vehicle equipment, such as tire pressure sensors and power window sensors, with a simpler device configuration when newly installing, replacing, or replacing. Benefits such as energy savings, equipment cost, and certainty of sensor installation can be realized.

  The second invention is provided corresponding to each of a plurality of tires of the vehicle, and includes a sensor for detecting the tire air pressure, and a wireless communication unit for transmitting the tire identification code and the tire air pressure state. Tire pressure sensor means, and sensor information collecting means for transmitting and receiving a message to and from the tire pressure sensor means to measure a radio wave intensity level of the message, the magnitude relation of the electric field strength level of the message, and the sensor information collecting means The tire identification code and the tire attachment location are associated with each other and registered in the sensor information collecting means.

  In this regard, in addition to the four wheels on the front, rear, left and right, in addition to the tire pressure sensor system that is realized wirelessly from the installation environment, the front, rear, left and right tire positions can be automatically registered. Greater merit can be realized in terms of device cost and sensor installation reliability.

  The third invention includes, in addition to the first invention, directional antenna means whose electric field intensity level changes according to the reception direction or distance of the electronic message, and the electric field intensity level of the electronic message between the vehicle-mounted equipment sensor means. Are placed in different arrangements.

  Thereby, the difference of the electric field strength level of the radio wave from each vehicle-mounted equipment sensor means can be detected more greatly, and the position of the vehicle-mounted equipment can be specified more reliably.

  In a fourth aspect of the invention, in addition to the first aspect of the invention, the vehicle includes a plurality of sensor information collecting means in a smaller number range than the on-vehicle equipment sensor means.

  As a result, even when there are areas where the electric field strength level suddenly decreases due to multipath due to radio wave ground reflection due to the fact that the bottom of the vehicle such as trucks and buses is high and the vehicle body is long, there are fewer This can be dealt with by installing a number of sensor information collecting means.

  In addition to the first invention, the fifth invention is provided corresponding to each of a plurality of equipment of the vehicle, and includes a sensor for detecting the state of the equipment, and the identification code of the equipment and the state of the equipment. A vehicle-mounted equipment sensor means including a wireless communication unit for transmitting, a step of transmitting and receiving a message with the vehicle-mounted equipment sensor means and measuring a radio wave intensity level of the message by a sensor information collecting means, and a field strength level of the message And registering the identification code of the equipment and the attachment location of the equipment in the sensor information collection means in association with each other from the positional relationship between the sensor information collection means and the attachment location of the plurality of equipment. In-vehicle sensor system control method.

  This makes it possible to automatically register the location of equipment in multiple in-vehicle equipment, such as tire pressure sensors and power window sensors, with a simpler device configuration when newly installing, replacing, or replacing. Therefore, it is possible to realize a sensor system control method having advantages such as saving labor, apparatus cost, and certainty of sensor installation.

  6th invention is a program which performs at least one part of the vehicle-mounted sensor system of Claims 1-4.

Thus, since it is a program, at least a part of the in-vehicle sensor system of the present invention can be easily realized by cooperating hardware resources such as in-vehicle electrical equipment, a computer, and a server. In addition, the program can be distributed / updated and installed easily by recording on a recording medium or distributing the program using a communication line.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to these embodiments.

(Embodiment 1)
FIG. 1 is a block diagram showing a configuration of a tire air pressure sensor system as an example of an in-vehicle sensor system according to the first embodiment.

  FIG. 1 shows a simplified installation configuration when the vehicle body 10 is viewed from the bottom. Tire pressure sensors 5, 6, 7, and 8, which are examples of vehicle-mounted equipment sensor means, are each a four-wheel tire 1. 2, 3, 4. Actually, the tire pressure sensors 5, 6, 7, and 8 are installed under the wheel portion of the tire and under the tire tube, and are usually invisible from the bottom of the vehicle, and therefore are indicated by broken lines.

  Further, a sensor information receiver 9 which is an example of a sensor information collecting means is installed in the periphery of the tire 5 on the bottom of the vehicle. By installing at this position, the relative distance between the sensor information receiver 9 and the tire pressure sensors 5, 6, 7, 8 is different from each other. The transmitted message is received at a lower field strength level as the distance increases.

  The communication between the sensor information receiver 9 and the vehicle control device (hereinafter abbreviated as ECU) that controls the entire vehicle may be wired communication or wireless communication, It does not matter in the configuration of the first embodiment.

  Next, FIG. 2 shows a functional block diagram of the receiving means 9 and the tire pressure sensor.

  Since the tire pressure sensors 5, 6, 7, and 8 are configured in the same manner, FIG. 2 shows only the tire pressure sensors 5 and 6 as representatives.

  The tire pressure sensor 5 is entirely controlled by a control unit 11 composed of a microcomputer and its peripheral circuits, and is periodically detected by the tire pressure sensor unit 11, and the detection result and the corresponding vehicle 10 and other vehicles are installed. Wirelessly communicates an identification code (hereinafter referred to as a vehicle ID) for determining the tire pressure sensor and a sensor identification code (hereinafter abbreviated as tire ID) for determining the tire pressure sensor 6, 7, 8. Transmitted by the unit 13.

  Similarly, the tire pressure sensor 6 includes a tire pressure sensor unit 14, a control unit 15, and a wireless communication unit 16.

  Regarding the measurement principle of the tire pressure sensor, there are a method of measuring the pressure of the nozzle portion of the tire tube, a method of measuring the pressure pressed against the wheel portion by the tube installed between the wheel outer periphery and the tube, etc. In the configuration of the first embodiment, any method may be used.

  In the sensor information receiver 9, a message from the tire pressure sensors 5, 6 is received by the wireless communication unit 17, and the electric field strength level (hereinafter abbreviated as RSSI value) of the message is measured and input to the control unit 16. Remember.

In the control unit 18, when the RSSI values from the tire pressure sensors 5, 6, 7, and 8 installed in the four-wheel tires 1, 2, 3, and 4 on the front, rear, left and right sides of the vehicle are acquired, the electric field strength level determination unit 20, the order of distance between the tire pressure sensor and the sensor information receiver 9 is determined from the magnitude of the stored RSSI value, and the ID is set according to the distance order between the preset installation location of the sensor information receiver 9 and each tire. The front / rear / right / left positions of the tire are specified and stored.

  In general, it is considered that a factor that deviates from the characteristic in which the electric field strength level decreases asymptotically as the distance between transmission and reception is increased is due to multipath due to superposition of reflected radio waves. When a wireless device is installed at the bottom of the vehicle as in the first embodiment, the path most affected by multipath is due to ground reflection.

  The drop in the electric field intensity level due to the superposition of the direct wave and the ground reflected wave is a case where the path difference between the two waves is a half wavelength, but in the first embodiment, the wavelength is about 300 to 400 MHz, which is around 70 to 90 cm. By using the radio system of the band frequency, it is considered that the drop in electric field strength does not occur within a range of several tens of centimeters between the bottom of the vehicle, which is a general passenger car, and the ground, and a distance between tires of about 1 m.

  Therefore, since the RSSI value is measured as the distance between the tire pressure sensors 5, 6, 7, and 8 and the sensor information receiver 9 increases, the tire ID can be associated with the front, rear, left and right tire positions. It becomes possible.

  However, if the influence of the multipath cannot be wiped off due to the influence of the stop location such as the ground situation, that is, if the RSSI value reduction characteristic according to the distance cannot be obtained, the tire pressure sensor or the antenna of the sensor information receiver 9 If the directivity direction is configured to be parallel to the vehicle bottom, the influence of multipath can be further reduced, which is effective for accurate determination.

  In addition, the RSSI value and the tire pressure sensors 5, 6, 7, and 8 are associated with each other by using a method in which the antenna sensitivity of the sensor information receiver 9 has directivity depending on the direction, or depending on the directivity according to this direction and the distance. A method using a combined attenuation effect may be used.

  An example of this will be described with reference to FIG.

  FIG. 4 is a simplified bottom view of the vehicle as in FIG. 1, and shows a case where the sensor information receiver 9 of FIG. 1 is installed at the position of the sensor information receiver 32. In FIG. 4, it is assumed that the tire 3 is a right front wheel, the tire 1 is a left front wheel, the tire 4 is a right rear wheel, and the tire 2 is a left rear wheel.

  The antenna of the sensor information receiver 32 is configured to have strong directivity in the direction of the one-dot chain line R-R ′. When a telegram is transmitted with the same output from the tire pressure sensors 5, 6, 7, 8, the sensor information receiver 32 and the tire pressure 5, 7 are the same distance from each other, but the antenna directivity of the sensor information receiver 32 is Since it is strong in the RR ′ direction, the RSSI value of the message from the tire pressure sensor 7 of the front left wheel 5 is received larger than the RSSI value of the message from the tire pressure sensor 5 of the front left wheel 1.

  Similarly, in the tire pressure sensors 7 and 8, the RSSI value of the message from the tire pressure sensor 6 of the rear left wheel 2 is received larger than the RSSI value of the message from the tire pressure sensor 8 of the rear right wheel 4. .

  Therefore, the order of strength of the RSSI values in FIG. 4 is tire pressure sensors 7> 5> 6> 8. In the sensor information receiver, by storing the RSSI value intensity order list in advance, the position of the front, rear, left and right wheels of the tire is automatically determined from the magnitude relationship of the RSSI value of the received message, and the tire ID and the tire position are determined. Are registered in an ECU or the like and stored.

  In the above description, when the influence of the antenna directivity is larger than the attenuation due to the distance, the magnitude of the distance and the magnitude of the RSSI value may be interchanged due to the difference in the directivity direction. Also, the RSSI value strength order list can be patterned according to the antenna directivity type, the size of the vehicle, etc., and if it is selected from these patterns, it is created for each vehicle one by one. It is not necessary.

  After the tire position is specified and registered by the above method, if a message indicating an abnormal value of the tire pressure is received from any of the tire pressure sensors 5, 6, 7, 8, the corresponding The “right front tire” lamp is used to identify the front / rear / right / left tires from the tire ID included in the telegram and allows the ECU to visually recognize the tire position on the driver's seat panel by the ECU through the ECU connection unit 19. The control is performed for avoiding danger such as blinking or controlling so that the engine cannot be started when the vehicle is stopped.

  The operation flow will be described with reference to FIG.

  In FIG. 3, the tire pressure sensors 5, 6, 7, and 8 transmit a regular telegram at predetermined intervals, upload the tire pressure sensor data to the sensor information receiver 9, and the tire pressure sensor and sensor information. The telegram between the receivers 9 is an example in which the RSSI value of the regular telegram is measured by the wireless communication unit 17 of the sensor information receiver 9 and is input to the control unit 18.

  In FIG. 3, the tire pressure sensor activates a timer that wakes up at predetermined intervals when the power is turned on (not shown), and the microcomputer of the control unit is activated when the predetermined interval has elapsed ( In step 21), the tire air pressure is measured (step 22), and transmitted to the receiving means together with the air pressure data measured in step 22 and the vehicle ID and tire ID of the tire air pressure sensor.

  When this transmission is completed, the microcomputer of the control unit returns to step 21 to enter sleep, and repeats the operation of waking up after the next predetermined interval.

  On the other hand, the sensor information receiver 9 in FIG. 3 waits for transmission of a message from the sensor means. When a message is received (step 24), the message is received and the RSSI value of the message is measured. (Step 25).

  Next, the vehicle ID of the received message is determined, it is determined whether the vehicle ID corresponds to the tire of the own vehicle (step 26), and if the vehicle ID can be authenticated, that is, the tire pressure set on the tire of another vehicle. If it is determined that the message is from the sensor means, the received message content is stored with the tire ID and RSSI value paired (step 27). If the vehicle ID cannot be authenticated in step 26, the received message is discarded and the process returns to step 24.

  Next, the sensor information receiver 9 determines whether RSSI values have been acquired from all the tire pressure sensors 5, 6, 7, 8 to be associated (step 28), and the RSSI values from the tire pressure sensors. Is stored, the tire position and the tire ID are determined based on the magnitude of the RSSI value strength order list, and stored in the memory of the control unit 18 or ECU (step 29).

  If the RSSI values from all the tire pressure sensors 5, 6, 7, and 8 are not found in step 28, the process returns to step 24 and waits for a message from each tire pressure sensor.

  At this time, when it is determined in step 28 whether or not the RSSI values from the tire pressure sensors 5, 6, 7, and 8 have been received, a time-out determination is added and all the tire pressure sensors 5, 6, 7 are within a predetermined time. , 8 may not be received, a process of discarding data outside a predetermined time may be inserted.

  Subsequently, when a telegram of a measurement result having an abnormality in tire air pressure is received after the tire position is determined in step 29 (step 30), the ECU connection unit is based on the storage information of the tire position stored in step 29. By outputting a signal from 19, the user is notified by a method in which the user can recognize the tire position, for example, by flashing an LED on a schematic diagram of the tire position of the car showing abnormal tire pressure on the front panel of the driver's seat, etc. Perform (step 31).

  Whether or not there is an abnormality in the tire pressure may be determined by the sensor means and the determination result may be transmitted to the sensor information receiver 9, or the measured pressure value of the tire pressure sensor may be used as it is. A configuration may be adopted in which the information is transmitted to the sensor information receiving means 9 and the sensor information receiver 9 or the ECU side determines whether there is an abnormality.

  In FIG. 3, the tire position specifying determination in steps 28 to 29 is always performed every time a telegram is received. However, the tire position corresponding to steps 27 to 29 is re-determined only at a specific timing. A configuration in which only the presence or absence of abnormality of the air pressure sensor may be employed.

  The specific timing includes, for example, a method for periodically determining only when the vehicle is stopped, a method for determining immediately after the engine is started, a user pressing an explicit reset button by pressing a switch on the front panel, etc. A configuration that is performed only when instructed is effective.

  Further, in the above description, the RSSI value is measured on the sensor information receiver 9 side. However, the RSSI value of the message transmitted from the sensor information receiver 9 is measured by each tire pressure sensor, and this RSSI value is measured. May be configured to perform callback transmission to the senna S information receiver 9, or processing such as taking an average with values measured in both directions in combination may be added.

  In addition, if the determination is made based not only on one RSSI value but also on an RSSI value obtained by adding statistical processing such as several averages or moving averages, a more reliable determination can be made against noise. It will be possible.

  Finally, if the effects of multipath cannot be wiped off, especially for large vehicles such as buses and trucks, one sensor information is received for each tire within the range that is not affected by multipath, such as three or two tires. A configuration including the machine 9 is also possible. In this case, the total number of sensor information receivers increases, but it is not necessary to provide as many receivers as the number of tires.

  In the above, a tire pressure sensor has been described as an example of a vehicle-mounted equipment. However, the same effect can be obtained with a sensor other than a tire pressure sensor as long as it is a vehicle-mounted sensor that has an advantage of automatically specifying the positional correspondence. It is what For example, it may be a front / rear / left / right door open / close sensor, a power window stagnation detection sensor, or the like.

  The means described in the first embodiment uses hardware resources such as an ECU equipped with a CPU (or microcomputer), RAM, ROM, storage / recording device, I / O, electrical / information equipment, computer, server, etc. You may implement in the form of the program made to cooperate. In the form of a program, new functions can be easily distributed / updated and installed by recording them on a recording medium such as magnetic media or optical media or distributing them via a communication line such as the Internet.

  As described above, according to the present invention, it is possible to realize a significant labor saving such as registration setting work when installing an in-vehicle sensor such as a tire pressure sensor, and it is possible to provide a more convenient and safe in-vehicle sensor system.

1 is a schematic diagram of a vehicle bottom showing an example of an arrangement when a tire pressure sensor system is installed, which is an example of an in-vehicle sensor system according to Embodiment 1 of the present invention. The block diagram which shows an example of each structure means in the tire pressure sensor in Embodiment 1 of this invention. The flowchart which shows an example of the operation | movement content of the tire pressure sensor in Embodiment 1 of this invention. Schematic diagram of the vehicle bottom showing another example of the in-vehicle sensor system according to Embodiment 1 of the present invention and an example of the arrangement when the tire pressure sensor system is installed

Explanation of symbols

1, 2, 3, 4 Tire 5, 6, 7, 8 Tire pressure sensor (vehicle equipment sensor means)
9 Sensor information receiver (sensor information collection means)
10 Vehicle

Claims (6)

In-vehicle equipment sensor means installed corresponding to each of a plurality of equipment of the vehicle, provided with sensors for detecting the state of the equipment, and equipped with a wireless communication unit for transmitting the equipment identification code and the state of the equipment;
Sensor information collecting means for transmitting and receiving a message with the vehicle-mounted equipment sensor means and measuring a radio wave intensity level of the message;
The sensor information collecting means in which the identification code of the equipment and the attachment location of the equipment are associated with each other based on the magnitude relation of the electric field strength level of the message and the positional relationship between the sensor information collection means and the attachment location of the plurality of equipment. In-vehicle sensor system to register with. Tire pressure sensor means provided corresponding to each of a plurality of tires of the vehicle, and provided with a sensor for detecting the tire air pressure, and a wireless communication unit for transmitting the tire identification code and the tire air pressure state; ,
Sensor information collecting means for transmitting / receiving a message to / from the tire pressure sensor means and measuring a radio wave intensity level of the message,
The sensor information collecting means in which the identification code of the tire and the attachment position of the tire are associated with each other based on the magnitude relationship of the electric field intensity level of the message and the positional relationship between the sensor information collection means and the attachment positions of the plurality of tires. In-vehicle sensor system to be registered. The sensor information collecting means includes directional antenna means whose electric field intensity level changes depending on the reception direction or distance of the electronic message, and the electric field intensity level of the electronic message between the vehicle-mounted equipment sensor means is different. The in-vehicle sensor system according to claim 1 to be installed. The in-vehicle sensor system according to claim 1, further comprising a plurality of sensor information collecting means for the vehicle in a smaller number range than the in-vehicle equipment sensor means. In-vehicle equipment sensor means that is installed corresponding to each of a plurality of equipments of the vehicle and includes a sensor that detects the state of the equipment, and a wireless communication unit that transmits the equipment identification code and the state of the equipment. Prepared,
A step of measuring a radio wave intensity level of the telegram by transmitting and receiving a telegram to and from the vehicle-mounted equipment sensor means by sensor information collecting means;
Based on the magnitude relationship of the electric field strength level of the message and the positional relationship between the sensor information collection means and the attachment locations of the plurality of equipment, the equipment identification code and the attachment location of the equipment are associated with each other to the sensor information collection means. Registering, and
Control method for in-vehicle sensor system comprising: The program which performs at least one part of the vehicle-mounted sensor system of Claims 1-4.

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