CN106256616B - The anti-theft device of vehicle - Google Patents

Abstract

The anti-theft device of the vehicle of the present invention by the anti-theft module (4) of the ECU (3) of engine control and responsible anti-theft feature be electrically connected it is initial when, with respective ID authentication departments (6, 10) mutual ID is associated to register, then, when engine starts every time in the ID authentication departments (6 of ECU (3) and anti-theft module (4), 10) mutually mutual ID is authenticated between, allow engine start so that the ID of both sides is consistent for condition, in the case where the ID of the ID of either side or both sides are inconsistent, it is considered as the illegal replacement of ECU (3) or anti-theft module (4), and forbid engine start.

Description

vehicle anti-theft device

technical field

The present invention relates to an anti-theft device for a vehicle. Specifically, it relates to a method for preventing theft when dismantling or illegally replacing a control device responsible for vehicle engine control and preventive functions, or cutting off electrical wiring (hereinafter these acts are collectively referred to as illegal replacement). An anti-theft device that prohibits engine start for vehicle theft.

Background technique

As such a technique for prohibiting engine startup for the purpose of preventing theft, there is a technique described in Patent Document 1, for example. The purpose of the technology of this patent document 1 is to prohibit the start of the engine of the subject vehicle whose mortgage payment or rent is in arrears, thereby making the vehicle unusable and prompting payment.

As a measure against customers who default on payment and take their vehicles away without authorization, GPS devices are installed on vehicles so that mortgage companies can track the vehicles, but sometimes, for example, GPS antennas are illegally removed by customers. Therefore, when it is detected that the GPS antenna is removed, an open operation command is sent from the server of the mortgage company etc. to the relay switch device attached to the engine starting electrical system, thereby cutting off the power supply to the engine starting electrical system, and the engine starts. Unable to start, thus preventing theft.

In this way, the technique of Patent Document 1 assumes vehicle theft by a mortgage or lease target, but can also be applied to prevent vehicle theft by a third party. For example, in the case of only using a vehicle to prevent theft without using the above-mentioned server, etc., an anti-theft module that is responsible for the anti-theft function is connected to the ECU mounted on the vehicle's engine control. If it is determined that theft has occurred due to tilt change or vibration detection, the anti-theft module will activate the vehicle's horn and headlights to notify the surroundings of the abnormality.

In addition, the unique ID assigned to the ECU is registered in the anti-theft module in advance, and the ID of the ECU is entered into the anti-theft module every time the engine is started and checked with the registered ID, so that if the ID does not match, the ECU is deemed to have been illegally replaced. etc., and inhibit the engine from starting.

prior art literature

patent documents

Patent Document 1: Japanese Patent Laid-Open No. 2014-146120

Contents of the invention

The technical problem to be solved by the invention

However, it is difficult to say that the antitheft device using the technology of Patent Document 1 is sufficient in terms of security. That is, if a criminal who attempts to steal a vehicle removes or illegally replaces the anti-theft module itself, or cuts the electrical wiring between it and the ECU, etc., these conditions cannot be recognized on the ECU side, and as a result, illegal engine start up. Therefore, an antitheft function with higher security than conventional ones is desired.

The present invention is made to solve such problems, and its purpose is to provide a vehicle anti-theft device with high security. Reliably inhibits engine start.

Technical solutions to technical problems

In order to achieve the above object, the vehicle anti-theft device of the present invention is characterized in that it includes: an engine control unit, which is assigned a unique ID in advance, and controls an engine mounted on the vehicle as a driving power source; A unit, the anti-theft control unit is given a unique ID in advance, adopts a structure that can be connected to the engine control unit arbitrarily, and executes a theft suppression process for suppressing theft of the vehicle; and an engine start determination unit, The engine start judging unit associates the ID of the engine control unit with the ID of the anti-theft control unit to register after the anti-theft control unit is electrically connected to the engine control unit, and then When starting, check the ID of the engine control unit and the ID of the anti-theft control unit with the associated ID respectively, and allow the engine control unit to start the engine on the condition that the IDs of both parties are consistent. In the case that the IDs of any one of the above-mentioned parties or the IDs of both parties are inconsistent, the engine is prohibited from starting.

According to the anti-theft device of the vehicle adopting the above-mentioned structure, the ID of the engine control unit is associated with the ID of the anti-theft control unit to register, and then, when the engine is started each time, the ID is checked by the engine start judging unit, and both parties In the case of the same ID, the engine is allowed to start, and in the case of the ID of either party or the ID of both parties is inconsistent, the engine is prohibited from starting. That is, when any one of the engine control unit and the anti-theft control unit is removed for the purpose of stealing the vehicle, or is illegally replaced by a legitimate device, or the interconnected electrical wiring is cut, since the engine start is prohibited, Therefore, it is possible to prevent criminals from stealing vehicles.

In addition, if a user who has purchased a vehicle without an anti-theft control unit wants to obtain an anti-theft function during use, as long as the separately purchased anti-theft control unit is additionally installed in his own vehicle, the ID of the engine control unit and the newly added The IDs of the anti-theft control units are automatically associated and registered with each other, so the anti-theft function based on ID authentication can be easily obtained.

As another form, it is preferable to employ a configuration in which the engine control unit and the anti-theft control unit each function as the engine start determination unit, and when electrically connected to each other, the ID of the other party is associated with the ID of the user. to register, and check the ID input from the other side with the registered ID every time the engine is started, and when both parties have made a judgment that the ID is consistent, the engine is allowed to start. When it is determined that the IDs do not match, the start of the engine is prohibited.

According to the anti-theft device of the vehicle adopting the above-mentioned structure, when the engine is started every time, mutual IDs are authenticated between the engine control unit and the anti-theft control unit, therefore, even if any of the engine control unit and the anti-theft control unit It is also possible to prohibit engine start when a unit has been illegally replaced or the like.

In addition, as another mode, it is preferable to adopt the following structure, including a communication unit that can send and receive information between itself and an external anti-theft management center through a communication line, and the anti-theft control unit communicates with The anti-theft management center cooperates to execute the theft suppression process.

According to the antitheft device for a vehicle having the above configuration, theft suppression processing can be executed through the cooperation of the antitheft control unit and the antitheft management center.

As another form, it is preferable to adopt the following structure, including: an engine control unit, which is assigned a unique ID in advance, and controls an engine mounted on a vehicle as a driving power source; a communication unit, which can communicate The line transmits and receives information between itself and the anti-theft management center arranged outside; and the anti-theft control unit, which is pre-given with an inherent ID, adopts a structure that can be connected to the engine control unit arbitrarily. After being electrically connected with the engine control unit, the ID of the engine control unit and its own ID are sent to the anti-theft management center via the communication unit. At the time of registration, the theft suppression process for suppressing theft of the vehicle is started, and after that, the ID of the engine control unit and its own ID are sent to the anti-theft management every time the engine is started. At the anti-theft management center, the IDs of both parties are checked with the associated registration IDs, and according to the result of the check, if the anti-theft management center replies with the same ID information indicating that the IDs of both parties are consistent, all parties are allowed to The engine control unit starts the engine, and prohibits the engine from starting when ID inconsistency information indicating that either ID or both IDs are inconsistent is returned from the anti-theft management center.

According to the anti-theft device of the vehicle adopting the above-mentioned structure, when the engine is started every time, the IDs of the engine control unit and the anti-theft control unit are checked with the registration ID at the anti-theft management center. It is also possible to prohibit the engine from starting even when any of the units has been illegally replaced.

As another aspect, it is preferable to adopt a configuration in which the anti-theft control unit cooperates with the anti-theft management center via the communication unit to execute the theft suppression process.

According to the antitheft device for a vehicle having the above configuration, theft suppression processing can be executed through the cooperation of the antitheft control unit and the antitheft management center.

Alternatively, it is preferable to associate the ID of the engine control unit and the ID of the anti-theft control unit with the ID of the user of the vehicle and register it with the anti-theft management center.

According to the antitheft device for a vehicle having the above configuration, it is possible to notify the user of the vehicle when the vehicle is stolen.

As another way, it is preferable that the engine control unit includes: a first connector, which is used to connect with the anti-theft control unit; and a second connector, whose specification is the same as that of the The first connector is the same, and a diagnostic tool can be connected to the second connector, and the diagnostic tool is used to read the fault code stored in the engine control unit.

According to the antitheft device for a vehicle having the above-mentioned structure, engine startup based on ID authentication can be realized in fault diagnosis in which a diagnosis tool is connected to an engine control unit.

As another aspect, it is preferable that the anti-theft control unit is configured to be arbitrarily connectable to the engine control unit, and that the anti-theft control unit can be connected to a diagnostic tool for checking The fault code of the control unit is read.

According to the antitheft device for a vehicle having the above-mentioned structure, engine startup based on ID authentication can be realized in fault diagnosis in which a diagnosis tool is connected to an engine control unit.

As another aspect, it is preferable that the engine control unit is configured to start the engine even if either or both of the IDs do not match when the vehicle is operated according to a specific operation condition set in advance by the user.

According to the antitheft device for a vehicle employing the above structure, engine start based on a specific operating condition can be realized in failure diagnosis with a diagnostic tool connected to the engine control unit.

As another aspect, it is preferable that the engine control unit is configured to reduce the output of the engine while the vehicle is running based on a command sent from the anti-theft management center when the vehicle is stolen, When the vehicle is parked and the engine is running, the engine is stopped, and when the vehicle is parked and the engine is stopped, starting of the engine is prohibited.

According to the anti-theft device of the vehicle adopting the above-mentioned structure, it can prevent the situation that the running state of the vehicle becomes unstable due to the stop of the running engine. To limit the means that criminals can take in order to steal vehicles.

As another aspect, it is preferable to configure the engine control unit and the anti-theft control unit to be assigned product information stored inside each as the unique ID.

According to the vehicle antitheft device adopting the above structure, since the product information stored in the engine control unit and the antitheft control unit is used as the ID, the effort of setting a special ID can be saved.

Invention effect

According to the vehicle anti-theft device of the present invention, when the control device responsible for the engine start and anti-theft function of the vehicle is illegally replaced, the engine start can be reliably prohibited, and its safety can be improved.

Description of drawings

FIG. 1 is an overall configuration diagram showing a motorcycle antitheft device according to Embodiment 1. As shown in FIG.

Fig. 2 is an explanatory diagram showing the connection state of the anti-theft module and the diagnostic tool to the ECU via the K-Line.

Fig. 3 is an explanatory diagram showing another example of the connection state of the anti-theft module and the diagnostic tool to the ECU via the K-Line.

Fig. 4 is an explanatory diagram showing another example of the connection state of the diagnostic tool to the ECU via the K-Line and the anti-theft module.

FIG. 5 is an overall configuration diagram showing a motorcycle antitheft device according to Embodiment 2. FIG.

Fig. 6 is an explanatory diagram showing the connection state of the anti-theft module to the ECU via the K-Line.

7 is a flowchart showing a theft response engine control program executed by the theft determination unit of the anti-theft management center.

FIG. 8 is an overall configuration diagram showing a motorcycle antitheft device according to Embodiment 3. FIG.

Detailed ways

The anti-theft device of the present invention can be implemented not only as an anti-theft function for a single vehicle, but also as a method for cooperating with the anti-theft management center 21 that manages the anti-theft of multiple vehicles to perform the anti-theft function. Therefore, taking two-wheeled motorcycles (hereinafter, sometimes referred to as vehicles) as an object, the former case is referred to as Embodiment 1, and the latter case is referred to as Embodiment 2 and Embodiment 3, and the following order Be explained.

[Embodiment 1]

FIG. 1 is an overall configuration diagram showing a motorcycle antitheft device according to Embodiment 1. As shown in FIG.

The anti-theft device 2 of the motorcycle 1 of the present embodiment is basically made up of ECU3 (engine control unit, engine start determination unit) and anti-theft module 4 (anti-theft control unit, engine start determination unit). It is related to the running function of the motorcycle 1 as in the control of the motorcycle 1, so it is equipped as standard on the vehicle 1.

In this regard, the anti-theft module 4 is a device specially used for anti-theft, so it is optional. Only users who want the anti-theft function will choose the anti-theft module 4 independently when purchasing the motorcycle 1 . In addition, although the user who does not need the anti-theft function purchases the motorcycle 1 without the anti-theft module 4, if he wants to obtain the anti-theft function during use, he can also purchase the anti-theft module 4 separately and install it additionally on his own motorcycle 1. .

Therefore, the ECU 3 is configured to perform the original running function of the motorcycle 1 (implemented by a normal mode described later) under the specification without the anti-theft module 4, and to perform the running function of the motorcycle 1 under the specification with the anti-theft module 4. , also coordinate with the anti-theft module 4 to play the anti-theft function (utilize the anti-theft mode described later to realize).

In addition, as a measure to prevent illegal replacement of the ECU 3 and the anti-theft module 4 for the purpose of stealing the vehicle 1 , unique IDs are assigned to the ECU 3 and the anti-theft module 4 in advance. In the present embodiment, any one of product information stored in the ECU 3 and the antitheft module 4, such as serial number, batch number, and shipping destination information, is automatically assigned as an ID. Since these product information are inherent, they can be used as IDs for specifying the ECU 3 and the antitheft module 4, thereby saving the effort of setting a dedicated ID for ID authentication. However, the setting of the ID is not limited to this, and a dedicated ID that has nothing to do with product information may be used.

Then, when the ECU3 and the anti-theft module 4 are electrically connected initially, the IDs of each other are associated, and then the IDs of each other are checked when the engine is started each time. On this basis, the ECU3 is conditional on the same ID to perform an engine start. In addition, the so-called initial time of electrical connection refers to the case where the anti-theft module 4 is selected independently at the time of purchase, and refers to the moment when the ECU 3 and the anti-theft module 4 are connected and the power is turned on in the assembly process of the vehicle 1. When the anti-theft module 4 is additionally installed during the process, it refers to the time when the user connects the ECU 4 to the anti-theft module 4 and turns on the power.

Hereinafter, specific configurations of the ECU 3 and the antitheft module 4 will be described based on FIG. 1 .

The ECU 3 is composed of an ID authentication unit 6 , a mode switching unit 7 , and an activation determination unit 8 . The ID authentication unit 6 has a function of assigning a unique ID on the ECU 3 side as described above, and checking its own ID with the ID on the antitheft module 4 side. The mode switching unit 7 selectively executes either of a normal mode in which only the running function of the motorcycle 1 is performed, and an antitheft mode in which an antitheft function is performed in cooperation with the antitheft module 4 side in addition to the driving function. The start possibility determination unit 8 functions to determine permission or prohibition of engine start based on the ID collation result when the engine is started in the anti-theft mode, and starts the engine mounted on the vehicle 1 only when the permission determination is made. The device 9 works to start the engine.

When the anti-theft module 4 is not installed in the vehicle 1 (the state where the ECU 3 is not electrically connected to the anti-theft module 4), the mode switching part 7 of the ECU 3 is switched to the normal mode side, and the activation possibility determination part 8 is switched to the permission side, and maintains the Toggle state. Therefore, the ECU 3 executes only the running function of the motorcycle 1 in the normal mode, and unconditionally activates the engine starter 9 without performing ID check with the immobilizer 4 side when the engine is started. Therefore, although the motorcycle 1 does not have the anti-theft function, it can run with the engine started as usual.

On the other hand, the antitheft module 4 is composed of an ID authentication unit 10 and a theft determination unit 13 including an inclination sensor 11 and a vibration sensor 12 . The ID verification unit 10 has a function of assigning a unique ID on the antitheft module 4 side in advance, and checking its own ID with the ID on the ECU 3 side. The theft determination unit 13 determines whether the vehicle 1 has been stolen, and when theft occurs, executes a theft suppression process for preventing the vehicle 1 from being taken away. This process will be described later.

Then, if the anti-theft module 4 with the above-mentioned structure is electrically connected to the ECU3 side through the assembly process of the vehicle 1 or the additional equipment in the use process of the user, the ID authentication parts 6 and 10 on the ECU3 side and the anti-theft module 4 side will pass the ID They are exchanged with each other, and the ID of the other party is associated with the ID of the self to register respectively. Afterwards, it is necessary to rewrite the control program through the sales agency or the like based on the permission of the user, so that the registered content of the ID can be changed. When the ID association is completed, the ID verification unit 6 on the ECU 3 side outputs an anti-theft mode switching command to the mode switching unit 7 , and the mode switching unit 7 switches from the normal mode to the anti-theft mode based on the command.

In the anti-theft mode, the ID verification unit 6 on the ECU 3 side checks the ID input from the ID verification unit 10 on the anti-theft module 4 side with its own registration ID when the engine starts each time, and if the IDs match, the ID The coincident information is output to the start-up judgment section 8, and when the IDs are not consistent, or when the ID is not input from the anti-theft module 4 side (hereinafter, all of these situations will be expressed as the inconsistent situation of the ID), the ID inconsistent information The output is sent to the start possibility determination unit 8 .

Equally, after ID association, the ID authentication part 10 of anti-theft module 4 side also checks the ID that the ID authentication part 6 input from ECU3 side is imported with self registration ID when engine starts every time, under the situation that ID matches , the ID coincidence information is output to the start-up possibility determination unit 8 , and when the IDs do not match, the ID mismatch information is output to the start-up possibility determination unit 8 .

Here, as mentioned above, in order to judge that the ID coincides in the ID authentication parts 6, 10 on the ECU 3 side and the anti-theft module 4 side, they must be respectively legitimate devices, and must be installed in the vehicle 1 normally and pass through the electrical wiring (described later). The K-Line17) are connected to each other. In the case where any of the ECU 3 and the anti-theft module 4 is illegally replaced, even if the ID is input from the other side, it is not a regular ID, so the ID does not match. Since the ID is not input from the counterparty, the ID verification itself cannot be performed (hereinafter, all these cases will be described as illegal replacement, etc.).

The activation possibility determination unit 8 of the ECU 3 switches to the permission side on the condition that ID matching information is input from the ID authentication units 6 and 10 of both the ECU 3 and the antitheft module 4 . In other cases (in the case of either or both of the ID mismatch information), the start possibility determination unit 8 switches to the prohibition side, thereby prohibiting the engine start. In addition, when the engine start is prohibited, the horn 14 and the headlights 15 of the vehicle 1 may be activated at the same time to notify the surroundings of an abnormality.

On the other hand, after being connected to the ECU 3 side, the theft determination unit 13 of the antitheft module 4 starts the theft suppression processing, and continues to execute the processing while the motorcycle 1 is parked. This theft suppression processing is executed using detection information from the tilt sensor 11 and the vibration sensor 12 , as well as the horn 14 and the headlight 15 . For example, when the engine is stopped and the motorcycle 1 in a parked state is loaded on a truck or the like and taken away, the inclination of the motorcycle 1 changes when loaded into the truck, and travel vibration occurs during transportation by the truck. Will affect motorcycle 1.

Therefore, when a change in the inclination angle is detected by the inclination sensor 11, or when running vibration is detected by the vibration sensor 12, the theft determination unit 13 determines that theft has occurred, and turns on the horn of the motorcycle 1. 14 and headlight 15 work. As a result, the abnormality is notified to the surroundings, thereby reducing the criminal's intent to suppress theft.

Furthermore, as described above, according to the anti-theft device 2 of the motorcycle 1 according to the present embodiment, when the ECU 3 and the anti-theft module 4 are electrically connected initially, the IDs are associated with each other by the respective ID verification units 6 and 10 . And register, later on, when engine is started every time, with the condition that the ID in the respective ID authentication parts 6, 10 is consistent, the start-up decision part 8 is switched to the permission side and the engine is started.

In other words, the ID registration on the ECU3 side and the anti-theft module 4 side means that the connected partner is recognized as a legitimate device, and then when the engine is started, either the ECU3 side or the anti-theft module 4 side determines that the IDs do not match. In this case, it can be considered that either side has been removed for the purpose of stealing the vehicle, or has been illegally replaced with a legitimate device, or the electrical wiring connecting each other has been cut. Moreover, when the IDs do not match, the start-up judgment unit 8 keeps the prohibition side unchanged and prohibits the engine start-up, so that the motorcycle 1 can be prevented from being stolen by a vehicle driven by a criminal.

It should be pointed out that the IDs of each other are mutually authenticated between the ECU3 and the anti-theft module 4 . That is, in the case of unilaterally checking the ID of the ECU3 from the anti-theft module 4 side as in the prior art described in "Technical Problems to be Solved by the Invention", it is impossible to identify illegal replacement of the anti-theft module 4 on the ECU3 side. , thus causing illegal engine start to be allowed, but through mutual authentication, the illegal replacement of ECU3 needless to say, even the illegal replacement of anti-theft module 4 can also be reliably identified on the ECU3 side. Thereby, even when any one of the ECU 3 and the anti-theft module 4 is illegally replaced or the like, the vehicle theft can be prevented by prohibiting engine start.

In addition, in this embodiment, not only the running function of the motorcycle 1 is given to the ECU 3 , but also the antitheft function coordinated with the antitheft module 4 is given to the ECU 3 in advance. Specifically, the ID authentication unit 6 of the ECU 3 is provided with a function of checking the unique ID registered in advance with the ID of the anti-theft module 4 side, and the mode switching unit 7 is provided with a function of coordinating with the anti-theft module 4 to execute the anti-theft mode. The start possibility determination unit 8 is provided with a function of prohibiting engine start based on the ID mismatch information from the ECU 3 or the immobilizer 4 at the time of engine start.

Therefore, if a user who purchases a motorcycle 1 without the anti-theft module 4 wants an anti-theft function during use, as long as the anti-theft module 4 purchased separately is additionally installed on the motorcycle 1 of oneself, the ID of the ECU 3 can be automatically set. The IDs of the newly added antitheft modules 4 are associated with each other and registered to obtain the antitheft function based on ID authentication as described above. Thus, when the anti-theft module 4 is additionally installed, for example, it is completely unnecessary to rewrite the control programs of the ECU 3 and the anti-theft module 4 for associating/registering IDs, etc. Therefore, the anti-theft module 4 can be additionally installed very easily.

In addition, the present embodiment is characterized in that such prohibition of engine start is performed by the processing on the control of the ECU 3 . That is, in this anti-theft device (for example, the technology of Patent Document 1), the engine start is prohibited by cutting off the power supply to the engine start electrical system, but if the criminal lays the wiring leading to the engine start electrical system through other routes, then The engine can be easily allowed to start.

In this embodiment, although the IDs on the ECU 3 side and the anti-theft module 4 side do not match, switching the start-up/impossibility determination unit 8 to the allowable side in order to start the engine requires rewriting the control program in the ECU 3, which requires a lot of work. . This fact helps to reduce the criminal's intention to further improve the security of the anti-theft device 2 to more reliably prevent vehicle theft.

Therefore, the ECU 3 has an OBD function (On-Board Diagnostics: self-diagnosis function), and when an abnormality occurs in each part of the vehicle 1, a warning lamp (not shown) provided on the instrument panel of the vehicle 1 is turned on, and the abnormal content is displayed. Corresponding fault codes are saved in ECU3. When the user who recognizes the fault based on the lighting of the warning lamp takes the vehicle 1 to a sales dealer, etc., a diagnostic tool is connected to the ECU 3 to read the fault code, perform fault diagnosis, and perform repairs based on it.

In this embodiment, the K-Line is used as the interface of the ECU3, and a diagnostic tool (such as a notebook computer equipped with the diagnostic tool, etc.) is connected to the K-Line. Therefore, the anti-theft module 4 needs to be separated from the ECU3 side. However, the ECU 3 cannot complete the ID mutual authentication with the anti-theft module 4 alone, and therefore, the vehicle 1 falls into a state where the engine cannot be started, and the fault diagnosis cannot be performed. Therefore, a pair of K-Line connectors are provided on the ECU 3 so that the fault diagnosis can be performed in parallel using a diagnostic tool while the antitheft module 4 is connected to the ECU 3 .

FIG. 2 is an explanatory diagram showing the connection state of the anti-theft module 4 and the diagnostic tool to the ECU 3 via the K-Line. In this example, the K-Line 17 extending from the ECU 3 is branched, and a pair of connectors 18a and 18b of the same specification are provided. Thus, the connector 18a (first connector) that can connect the anti-theft module 4 to one K-Line 17 does not move, and the other connector 18b (second connector) is connected to the diagnostic tool 19 when performing fault diagnosis. connect. Accordingly, the engine can be started based on ID authentication as necessary during the fault diagnosis, and fault diagnosis and repair can be performed without any problem.

In addition, the structure of the connector 18a, 18b of K-Line17 is not limited to the said structure. For example, as shown in FIG. 3 , two K-Lines 17 can be set in the ECU3, and each K-Line is connected to a pair of connectors 18a, 18b (the first connector, the second connector) provided on the shell of the ECU3. device), even in this case, the same effect can be obtained.

In addition, for example, as shown in FIG. 4 , a diagnosis tool 19 may be connected to the ECU 3 via the K-Line 17 and the antitheft module 4 . Specifically, two K-Line 17 interfaces can be provided on the anti-theft module 4 , one interface can be connected to the ECU 3 via the K-Line 17 , and the other interface can be connected to the diagnostic tool 19 via the K-Line 17 . Even in this case, the antitheft module 4 can be connected to the ECU 3 without changing, and the diagnostic tool 19 can be connected via the antitheft module 4, so that the same effect can be obtained.

[Embodiment 2]

Next, Embodiment 2 which actualizes this invention as the antitheft device 2 which cooperates with the antitheft management center 21 is demonstrated.

5 is an overall configuration diagram showing the anti-theft device 2 of the motorcycle 1 according to Embodiment 2, and FIG. 6 is an explanatory diagram showing the connection state of the anti-theft module 4 to the ECU 3 via the K-Line 17 .

The mutual authentication of mutual IDs between the ECU 3 and the anti-theft module 4 is the same as in the first embodiment, but the main difference is that the vehicle 1 user cooperates with the anti-theft management center 21 to deal with vehicle theft and the like.

First, when the configuration of the vehicle 1 side is described based on FIG. 5 , the configurations of the ID authentication unit 6 and the startability determination unit 8 of the ECU 3 are the same as those of Embodiment 1, and the mode switching unit 7 is based on The 3G, 4G communication unit 23 switches to the anti-theft mode according to the anti-theft mode switching instruction from the anti-theft management center 21 .

The ID verification unit 10 and the theft determination unit 13 of the anti-theft module 4 have the same structure as the first embodiment, including a new GPS receiver 22 and 3G, 4G communication unit 23 (communication unit). The GPS receiving unit 22 receives position information data from GPS satellites using a GPS antenna not shown, calculates/acquires the position (latitude, longitude, altitude, etc.) of the own vehicle based on the position information data, and outputs it to the theft determination unit 13 and 3G, 4G communication part 23.

The 3G and 4G communication unit 23 has the function of sending and receiving information with the anti-theft management center 21 through mobile phone lines such as 3G and 4G. The details will be described later, and the 3G, 4G communication unit 23 is used to send the vehicle position information acquired by the GPS receiving unit 22, the detection information of the inclination sensor 11 or the vibration sensor 12, etc. to the anti-theft management center 21 at any time. Sending processing and receiving processing of receiving the judgment result of judging the presence or absence of vehicle theft from the anti-theft management center 21 .

In addition, as shown in FIG. 6 , in this embodiment, a single connector 18 of the K-Line 17 is provided on the ECU 3 , and when a failure occurs, a diagnostic tool 19 is connected to the connector 18 instead of the anti-theft module 4 from the ECU 3 side. . The separation of the anti-theft module 4 prevents the engine from being started at the time of fault diagnosis. Therefore, other countermeasures are taken, which will be described later.

The anti-theft management center 21 is a base station installed in a predetermined area in order to prevent the theft of a plurality of pre-registered vehicles 1. It determines whether the vehicle has been stolen through a mobile phone line, and notifies the user of the vehicle theft.

The ID registration unit 24 of the anti-theft management center 21 registers the IDs of the ECU 3 and the anti-theft module 4 of each vehicle 1, and the ID of the user of the vehicle 1 (the ID of a single vehicle is shown in the figure). In addition, in order to determine whether or not the vehicle has been stolen, the anti-theft management center 21 is provided with a theft determination unit 25, and this theft determination unit 25 has the same function as the theft determination unit 13 provided in the anti-theft module 4 of each vehicle 1. , as will be described later, the theft suppression process is preferentially executed on the theft determination unit 13 on the anti-theft module 4 side.

Then, as described above, the IDs of the ECU 3 , the antitheft module 4 , and the user are registered in the ID registration section 24 of the antitheft management center 21 , so the registration procedure will be described first.

Same as Embodiment 1, the anti-theft module 4 is optional when purchasing the motorcycle 1, and the anti-theft module 4 can be independently selected when purchasing, or can be additionally installed during use after purchasing a motorcycle 1 without the anti-theft module 4 Anti-theft module4.

In order to perform ID registration with the anti-theft management center 21, the user who purchased the vehicle 1 must be certain. Therefore, in the case of purchasing a motorcycle 1 with the anti-theft module 4, it is recommended that the user register the ID to the anti-theft management center 21 at this moment, or when the anti-theft module 4 is additionally installed in the process of using the motorcycle 1, it is recommended at this moment. The user registers an ID to the anti-theft management center 21 . On the vehicle 1 side at this time, the ECU 3 and the antitheft module 4 are already electrically connected, and the own ID is registered in association with the counterparty's ID in each of the ID authentication units 6 and 10 . Similar to Embodiment 1, the product information stored in the ECU 3 and the anti-theft module 4 is used as the ID.

If the user uses the mobile phone to notify the anti-theft management center 21 of the vehicle information (such as the vehicle chassis number) and the mail address of the vehicle 1 that can be determined to be purchased according to the recommendation of the ID registration, then in the ID registration department of the anti-theft management center 21 In 24, the ID of the user is registered together with the vehicle information and the mail address. The ID of the user at this time can be determined unilaterally by the anti-theft management center 21, and can also be set as an ID that the user likes.

In addition, in this embodiment, when the user notifies the vehicle information and email address, he also notifies the specific operating condition of the engine forcibly starting, and the specific operating condition is also registered in the ID registration part of the anti-theft management center 21 together with the user's ID. twenty four. The forced start of the engine refers to the start of the engine executed by the ECU 3 without the anti-theft module 4 (that is, without ID authentication), and it is assumed that the diagnostic tool 19 is connected to the ECU 3 during fault diagnosis. In order to make the ECU3 execute the engine forced start, the user must perform a prescribed operation on the vehicle 1. The content of the prescribed operation at this time is a specific operation condition. The content of the operation.

For example, as an example of the specific operation condition, a case where the full-open operation of the accelerator pedal is performed five times within five seconds can be cited. Regardless of the user's wishes, the specific operating conditions inherent in the vehicle can be set in advance, but there is a possibility that a third person may illegally start the engine by reading the specific operating conditions by a certain method in a normal case other than fault diagnosis sex. The user arbitrarily decides the specific operating conditions, so that the safety related to the specific operating conditions can be further improved.

In addition, at this moment, the mode switching unit 7 of the ECU 3 on the vehicle 1 side is switched to the normal mode side, the activation possibility determining unit 8 is switched to the enabling side, and the theft determining unit 13 of the anti-theft module 4 stops operating. Thereby, although the motorcycle 1 does not have the antitheft function, it is in a state where it can run by starting the engine as usual.

When the ID registration of the user is completed, the anti-theft management center 21 sends an ID notification request to the vehicle 1 after the vehicle 1 is identified based on the vehicle information. The ID notification request is received by the 3G and 4G communication units 23 of the anti-theft module 4 on the vehicle 1 side, and is input to the ECU 3 and the respective ID authentication units 6 and 10 of the anti-theft module 4 . Each ID verification unit 6, 10 returns its own ID to the anti-theft management center 21 via the 3G, 4G communication unit 23, and registers these IDs in the ID registration unit 24 while being associated with the ID of the registered user.

Thus, the theft judging section 25 of the anti-theft management center 21 can identify the corresponding relationship between the respective IDs of the ECU 3 mounted on the vehicle 1 and the anti-theft module 4 and the ID of the user who owns the vehicle 1, and then, in the corresponding vehicle 1 1 In case of theft, etc., an email notification can be sent to the user of the vehicle 1.

As described above, if the ID registration at the anti-theft management center 21 is completed, an anti-theft mode switching command is sent from the anti-theft management center 21 to the corresponding vehicle 1 . The anti-theft mode switching command received via the 3G or 4G communication unit 23 is input to the theft determination unit 13 of the anti-theft module 4 and input to the mode switching unit 7 of the ECU 3 .

Then, the theft judging section 13 starts to work based on the theft prevention mode switching command, and the mode switching section 7 switches from the normal mode to the theft prevention mode, and the activation possibility judging section 8 switches based on the ID verification result. Thus, the vehicle 1 functions as a theft prevention function based on the anti-theft mode. Specifically, the theft suppression process is started by the theft judging unit 13, and when the engine is started, the check result based on the ID is viewed by the startup permission judging unit 8. If it is an illegal replacement of ECU3 or anti-theft module 4, etc., then the engine is prohibited from starting.

Then, if each ID of ECU3, anti-theft module 4, and the user is registered to the ID registration part 24 of the anti-theft management center 21 like this, then its ID registration content continues to keep without changing, and the ECU3 and anti-theft based on the anti-theft mode switching instruction The switched state of module 4 is also continuously maintained.

In this embodiment, not only the control on the vehicle 1 side, but also the theft suppression processing executed in such an anti-theft mode is executed in addition to the judgment processing at the anti-theft management center 21 , which will be described in detail below.

First, the theft suppression process executed in the parking process of the vehicle 1 will be described. Under the situation that the communication between the vehicle 1 side and the anti-theft management center 21 can be carried out, the theft determination unit 25 on the anti-theft management center 21 side is used to prioritize the anti-theft module. The theft determination unit 13 on the fourth side executes theft suppression processing.

Therefore, various information necessary for the theft suppression process is transmitted from the vehicle 1 side to the anti-theft management center 21 side periodically (for example, every 5 minutes). Specifically, in the anti-theft module 4 on the vehicle 1 side, the detection information of the tilt sensor 11 and the vibration sensor 12 is input to the 3G and 4G communication part 23 via the anti-theft device 2, and the vehicle position acquired by the GPS receiving part 22 The information is input to the 3G and 4G communication unit 23 , and the information is sent to the anti-theft management center 21 side via the 3G and 4G communication unit 23 together with the IDs of the ECU 3 and the anti-theft module 4 .

In the theft determination unit 25 of the anti-theft management center 21, the corresponding vehicle 1 is identified based on the received ID, and then theft suppression processing is executed based on the sensor detection information and the own vehicle position information. First, it is determined whether or not the corresponding vehicle 1 has been stolen. For this determination process, in addition to the tilt change and vibration detection of the motorcycle 1 described in the first embodiment, the own vehicle position information is also used. For example, although the engine of the corresponding vehicle 1 is stopped, but the position of the own vehicle changes, in this case, it is considered that the motorcycle 1 is being transported illegally. Standby is performed until the next information from the vehicle 1 side is received in the absence of any sign implying the occurrence of theft.

In addition, when there is any sign of the occurrence of theft, the theft determination unit 25 makes a provisional determination indicating that theft may occur. At this time, the ID of the user corresponding to the ID received from the vehicle 1 is read from the ID registration unit 24 by the theft determination unit 25 , and the theft confirmation email is sent to the email address of the user. The user who received the theft confirmation email judges whether he is aware of changes such as transportation of the corresponding vehicle 1 (whether it is his own action), and replies to an email that does not need to be dealt with if he is aware of it, and replies if he is not aware of it. Mail that needs to be dealt with and measures such as reporting to the police.

In the theft judging unit 25 , when an unresponsible mail is received, the provisional judgment of theft is cancelled, and then waits until the next information is received from the vehicle 1 side. When receiving an email that needs to be dealt with, the provisional judgment is switched to a formal judgment that confirms theft, and an abnormality notification command and a theft countermeasure engine control command are sent to the vehicle 1 side. An abnormality notification command is input to the theft determination unit 13 of the anti-theft module 4 via the 3G and 4G communication unit 23 of the anti-theft module 4 , and a theft-response engine control command is input to the engine control unit (not shown) of the ECU 3 .

The abnormality notification command is the same measure as in the case of theft described in Embodiment 1. Based on the command, the theft determination unit 13 operates the horn 14 and the headlights 15 to notify the surroundings of the abnormality.

In addition, the theft response engine control command is executed by the theft determination unit 25 of the anti-theft management center 21 based on the theft response engine control program shown in FIG. 7 .

In the theft determination unit 25, based on the control information of the ECU 3 received from the vehicle 1 side via the 3G and 4G communication unit 23, the running state of the vehicle 1 and the running state of the engine are sequentially grasped, and based on these information, the system of FIG. program to appropriately switch the content of the command sent to the ECU3 side.

First, in step S1, it is determined whether or not the vehicle 1 is parked. When the ECU 3 has a vehicle speed detection function, since the detection information is received by the anti-theft management center 21 side, the determination process of step S1 may be executed based on the vehicle speed. In addition, when the ECU 3 does not have the detection function of the vehicle speed, the vehicle position information obtained by the GPS receiver 22 of the anti-theft module 4 can also be sent to the anti-theft management center 21, and the steps are executed based on the change of the vehicle position. The judgment of S1.

When the determination in step S1 is "YES (affirmative)", the process proceeds to step S2 and it is determined whether the engine is stopped. When the determination is "YES", in step S3, engine start prohibition is sent to the vehicle 1 side as the theft-prevention engine control command. Based on this instruction, the start possibility determination unit 8 of the ECU 3 is switched to the prohibition side on the vehicle 1 side, and since the subsequent engine start is prohibited, the vehicle cannot run.

In addition, when step S2 judges as "No (negative)", it transfers to step S4 and transmits an engine stop as a theft prevention engine control command to the vehicle 1 side. Based on this command, the engine control unit of the ECU 3 stops fuel injection to stop the engine. Then, when it transfers to step S2 again, since the determination of "YES" is made, in step S3, engine start prohibition is sent, and the subsequent engine start is prohibited on the vehicle 1 side.

In addition, when step S1 judges as "No", it transfers to step S5 and sends engine output reduction as a theft countermeasure engine control command to the vehicle 1 side. Based on this command, the engine control unit of the ECU 3 executes timing delay and the like to reduce the engine output. As a result, a practical vehicle speed cannot be maintained, and the criminal stops the vehicle 1 without thinking of continuing to drive. Therefore, when shifting to step S1 again, a determination of "Yes" is made, the engine is stopped on the vehicle 1 side by the transmission of engine stop in step S4, and then the engine is stopped by the transmission of engine start prohibition in step S3 on the vehicle 1 side. Inhibits subsequent engine starts.

If the engine is stopped while the vehicle 1 is running, the running state becomes unstable, which may affect not only the own vehicle but also surrounding vehicles 1, but since only the speed of the vehicle is limited during the running, it can be Prevent such a situation from happening in the first place. Furthermore, during the running of the vehicle 1, the vehicle speed is reduced to promote parking, the engine is stopped when the vehicle 1 is stopped, and subsequent startup is prohibited when the engine is stopped. As a result, the means that criminals can adopt for stealing vehicles are gradually limited, so the criminal intent of criminals can be effectively reduced, and finally the criminals are forced to give up stealing vehicles.

In addition, instead of executing the program on the anti-theft management center 21 side, the above-mentioned theft response engine control program shown in FIG. 7 may be executed on the ECU 3 side or the anti-theft module 4 side. In this case, the program in FIG. 7 is sent from the antitheft management center 21 to the vehicle 1 as a theft counter engine control command, and the program in FIG. 7 is executed by the ECU 3 or the antitheft module 4 that received the command. Since the driving state of the vehicle 1 and the running state of the engine are originally grasped by the ECU3, the control content of the engine is sequentially switched based on the program in FIG. Same effect as above.

In addition, the function based on the theft prevention engine control program of FIG. 7 mentioned above can also be applied to Embodiment 1. FIG. In this case, it is only necessary to add this function to the theft determination unit 13 of the anti-theft module 4 in Embodiment 1. When theft occurs, the vehicle 1 alone bears the stepwise restriction such as the reduction of the engine output. Therefore, it is possible to obtain Same effect as above.

On the other hand, when the communication between the vehicle 1 side and the anti-theft management center 21 is interrupted, the theft determination section 13 of the anti-theft module 4 on the vehicle 1 side is used instead of the theft determination section 25 on the anti-theft management center 21 side to perform theft suppression. deal with. The theft suppression process at this time is the same as that in Embodiment 1. Whether or not a theft has occurred is determined based on inclination change, vibration detection, or vehicle position information, and the horn 14 and headlights 15 are appropriately used to report predictions to the surroundings.

In addition, when the vehicle 1 is taken away in front of the user, based on the notification of vehicle theft made from the user side to the anti-theft management center 21, an abnormality notification command and a theft response engine control are sent from the theft determination unit 25 to the vehicle 1 side. instruction. Therefore, even in this case, the process is executed by the vehicle 1 side in the same manner as described above, in order to suppress vehicle theft.

On the other hand, the prohibition process of engine start based on ID verification is the same as that of Embodiment 1. If the mutual IDs are associated and registered in the ID authentication units 6 and 10 on the ECU 3 side and the anti-theft module 4 side, the subsequent When the engine is started, the engine is started on the condition that the IDs in the respective ID authentication units 6 and 10 match, and if the IDs do not match, the engine start is prohibited, so that vehicle theft can be prevented before it happens.

In addition, if the user who purchased the motorcycle 1 without the anti-theft module 4 installs the anti-theft module 4 during use, the ID of the ECU 3 and the ID of the anti-theft module 4 will be automatically associated and registered with each other. Thereby, the anti-theft function by ID authentication can be obtained extremely easily without taking the motorcycle 1 to a sales dealer or the like.

Next, a description will be given of the execution procedure of the forced engine start in the case where the diagnosis tool 19 is connected to the ECU 3 for fault diagnosis of the vehicle 1 .

First, when an abnormality occurs in the engine, control system, or equipment of the vehicle 1 side, the warning light is turned on, and the fault code corresponding to the abnormal content is stored in the ECU 3 . At the same time, the ECU 3 sends a request to the anti-theft management center 21 via the 3G and 4G communication unit 23 to send a specific operating condition for the engine to be forced to start. When the specific operation condition is transmitted from the ID registration unit 24 of the anti-theft management center 21 to the vehicle 1 in response to the request, it is input to the ECU 3 via the 3G or 4G communication unit 23 and temporarily stored.

If the user who recognizes the fault based on the lighting of the warning light takes the vehicle 1 to a sales dealer or the like, the diagnostic tool 19 is connected to the connector 18 of the K-Line 17 of the ECU 3 instead of the anti-theft module 4, and then The ID cannot be mutually authenticated between the ECU3 and the anti-theft module 4 . The user provides the technical personnel of the sales dealer with the specific operating conditions registered in the anti-theft management center 21 together with his own ID, and the technical personnel operate according to the specific operating conditions when the engine needs to be started. As a result, the engine can be forcibly started without ID authentication, so that fault diagnosis can be performed without any problem.

In addition, make the specific operating conditions stored in the ECU 3 subject to time and frequency limitations. For example, as the time limit, it is set by ECU3 to pass 24 hours since the anti-theft module 4 is separated. If 24 hours have passed, the specific operating conditions in ECU3 will be automatically deleted. start up. In addition, 5 times are set as the limited number of times, and even if the operation is performed according to the specific operation condition within the limited time, the forced activation will not be executed for operations exceeding 5 times.

The limit time of the specific operation condition is set as a sufficient time to complete the diagnosis regardless of the content of the failure of the vehicle 1, and further, the limit number of times of the specific operation condition is set as the engine startup is required in the failure diagnosis regardless of the content of the failure. enough times. As a result, the normal fault diagnosis at the sales dealer will not be hindered at all, and the specific operating condition in the ECU 3 will be automatically deleted if the time limit elapses after the fault diagnosis is completed.

This prevents criminals from maliciously using specific operating conditions in the ECU 3 to forcibly start the engine during the subsequent use of the vehicle 1 by the user.

In addition, it is not necessarily necessary to automatically delete the specific operating conditions in the ECU 3 , for example, the specific operating conditions may always be stored in the ECU 3 .

In addition, since the ECU 3 in the fault diagnosis can recognize the connection of the diagnostic tool 19, it is also possible to execute the engine forced start with the connection of the diagnostic tool 19 as a condition, for example, in addition to the specific operation condition. According to such a configuration, illegal forced start of the engine can be prevented more reliably.

Therefore, during the use of the motorcycle 1, the ECU 3 and the anti-theft module 4 sometimes break down and must be replaced. In addition, sometimes due to the transfer of the motorcycle 1, the user changes (the email address and the specific operating conditions for the forced start of the engine also inevitably change), and further, the new user may feel that the 3G, 4G communication unit 23 The generated communication fee becomes a burden, and it is desired to obtain a theft prevention function.

Therefore, for the failure of such as ECU3, anti-theft module 4, after the user changes, the user utilizes the registered mail address to notify the anti-theft management center 21 of the ID re-registration request together with the ID (or preset password, etc.) Conditions The ID is re-registered in the ID registration unit 24 of the anti-theft management center 21 . As a specific step, for example, in the ID registration part 24, only the registration ID on the side where the unit has been replaced is deleted, or on the basis of deleting the respective registration IDs of the ECU3 and the anti-theft module 4, the above-mentioned steps are used again to register the ID of the vehicle 1. The side sends an ID notification request, and registers by associating the ID returned from the vehicle 1 side with the user's ID.

In addition, for user change, the old user uses the registered email address to notify the anti-theft management center 21 of the ID erasure request together with his own ID, and deletes the ID of the old user and the ID associated with it in the ID registration part 24 on this condition. ID of ECU3 and anti-theft module4. Thus, the ID registration section 24 restores all IDs to the unregistered initial state, registers the new user's email address and specific operation conditions with its ID, and then utilizes the above steps again to send the ID notification request to Each ID is registered on the vehicle 1 side.

In addition, when a new user wishes to obtain an anti-theft function, respond to the notification of the ID erasure request from the old user in the same manner as above to delete all IDs of the ID registration unit 24, and on this basis, send the vehicle information from the anti-theft management center 21 to the vehicle. 1 side sends a normal mode switching command. The mode switching unit 7 of the ECU 3 returns to the normal mode based on the normal mode switching command, and fixes the start possibility determining unit 8 to the permitted side. As a result, the ECU 3 returns to the initial state. Therefore, if a new user detaches the anti-theft module 4 from the ECU 3 thereafter, the anti-theft function will be removed from the motorcycle 1 .

[Embodiment 3]

Next, Embodiment 3 which actualized this invention as another antitheft device 2 which cooperates with the antitheft management center 21 is demonstrated.

FIG. 8 is an overall configuration diagram showing the antitheft device 2 of the motorcycle 1 according to the third embodiment.

The point of cooperation with the anti-theft management center 21 is the same as that of the second embodiment, but the main difference is that ID authentication between the ECU 3 and the anti-theft module 4 is performed at the anti-theft management center 21 side when the engine is started. Therefore, the description of the points that are the same as those in Embodiment 2 will be omitted, and the description will focus on the points that are different.

By transferring the ID authentication function from the ECU3 and the anti-theft module 4 side to the anti-theft management center 21 side, the ID registers 27, 28 that do not have the authentication function are provided in the ECU3 and the anti-theft module 4, and the anti-theft management center 21 possesses the ID registration part with the authentication function. ID authentication unit 29 .

Each ID registration step of ECU3, anti-theft module 4, user carried out to anti-theft management center 21 is basically the same as embodiment 2, if the specific operating conditions of vehicle information, mail address and user engine forced start are notified to anti-theft management center by the user 21, then these information are registered in the ID verification unit 29. If the ID registered in the ECU 3 of the vehicle 1 side and the ID authentication part 27,28 of the anti-theft module 4 is replied according to the notification request of the ID from the anti-theft management center 21, then it will be in the state associated with the user ID or the like. Then register to the ID verification unit 29.

The prohibition process of engine start by ID check in the anti-theft management center 21 is performed by the following procedure.

First, on the vehicle 1 side, the ID registered in the ID verification units 27 and 28 of the ECU 3 and the anti-theft module 4 is sent to the anti-theft management center 21 as a request signal via the 3G and 4G communication unit 23 every time the engine is started. In the ID verification unit 29 of the anti-theft management center 21, the received ID of the ECU3 is checked with the registration ID of the ECU3, and the received ID of the anti-theft module 4 is checked with the registration ID of the anti-theft module 4.

Then, when the IDs of the ECU 3 and the antitheft module 4 both match, the ID verification unit 29 returns ID matching information as a response signal to the vehicle 1 side. In addition, in other cases (when the IDs of either or both of the ECU3 and the anti-theft module 4 do not match, or when the ID of the ECU3 or the anti-theft module 4 is not received as a request signal), the ID authentication unit is used to 29 returns the ID inconsistency information to the vehicle 1 side as a response signal.

The response signal from the anti-theft management center 21 is input from the 3G and 4G communication parts 23 of the anti-theft module 4 to the start-up possibility determination part 8 via the mode switching part 7 of the ECU3, and the start-up determination part 8 determines that the content of the response signal is ID matching information. In this case, it switches to the permission side, and when the content of the response signal is ID mismatch information, it switches to the prohibition side.

Therefore, although the description will not be repeated, when the anti-theft management center 21 determines that the IDs do not match, the ECU 3 on the vehicle 1 side prohibits engine start based on the ID inconsistency information, so that vehicle theft can be prevented before it happens.

Therefore, in this embodiment, information (response signal and request signal) is sent and received between the vehicle 1 side and the anti-theft management center 21 side through the mobile phone line every time the engine is started, so the engine cannot be started when the communication is interrupted. . Assuming such a situation, in the present embodiment, the engine can be started without receiving the ID matching information even if the user operates according to the specific operation condition of the engine forced start described in the second embodiment. Furthermore, the specific operating conditions are thus always kept in the ECU 3 .

Thus, even if the engine is not started even if the start operation is performed, the user can start the engine without any problem by performing an operation that satisfies a specific operation condition (for example, performing five full-accelerator operations within five seconds). to drive the vehicle 1 . The specific operation condition is a condition determined by the user himself, so it is difficult for a third person to obtain it illegally, and its safety can be sufficiently ensured.

In addition, when such communication is interrupted, Bluetooth or wireless LAN can also be used. For example, Bluetooth and wireless LAN functions are given to the anti-theft module 4 in advance. If the engine cannot be started, ID matching information is sent from the user's mobile phone to the anti-theft module 4 via Bluetooth and wireless LAN as a response signal. In addition, security can be ensured by using a password set in advance at the time of transmission. Furthermore, the anti-theft module 4 having received the ID matching information executes the same processing as in the case of returning the ID matching information from the anti-theft management center 21, and can start the engine without any problem.

The above completes the description of the embodiment, but the aspects of the present invention are not limited to this embodiment. For example, in the above-mentioned embodiment, the antitheft device 2 of the motorcycle 1 is embodied, but it is not limited thereto. For example, it is possible to prohibit the starting of engines mounted on three-wheeled motorcycles and ships based on ID authentication. The start of the engine.

In addition, in above-mentioned Embodiment 1, between ECU3 and antitheft module 4 mutual authentication is carried out to each other's ID, but not limited to this, for example also can be provided with independent ID authentication device between ECU3 and antitheft module 4 ( engine start judging unit), utilize the ID authentication device to authenticate the IDs of the ECU3 and the anti-theft module 4 respectively.

In addition, in the above-mentioned embodiment, as described based on FIGS. 2 and 3 , the ECU 3 and the anti-theft module 4 are connected via the K-Line, but it is not limited thereto. For example, CAN (Controller Area Network: Controller LAN) etc. to replace K-Line.

Label description

1 motorcycle (vehicle)

3 ECU (engine control unit, engine start determination unit)

4 Anti-theft module (anti-theft control unit, engine start determination unit)

18a Connector (first connector)

18b connector (second connector)

19 Diagnostic Tools

21 Anti-theft management center

23 3G, 4G communication department (communication unit).

Claims (8)

1. An anti-theft device for a vehicle, comprising: an engine control unit, which is assigned a unique ID in advance, and controls an engine mounted on a vehicle as a driving power source; A communication unit, which can send and receive information between itself and an external anti-theft management center through a communication line; and An anti-theft control unit, which is pre-given with a unique ID, adopts a structure that can be connected to the engine control unit arbitrarily, and after being electrically connected to the engine control unit, the The ID of the engine control unit and its own ID are sent to the anti-theft management center, and when both IDs are associated and registered at the anti-theft management center, theft suppression processing for suppressing theft of the vehicle is started. , and after that, when the engine is started each time, the ID of the engine control unit and its own ID are sent to the anti-theft management center, and the IDs of both parties are respectively registered with the associated registration ID is checked, and according to the result of checking, if the ID consistent information indicating that the IDs of both parties are consistent is replied from the anti-theft management center, the engine control unit is allowed to start the engine, and the anti-theft management center is replied to indicate that the In the case of ID inconsistency information in which either one of the IDs or both of the IDs do not match, the engine is prohibited from starting. 2. The anti-theft device for a vehicle according to claim 1, wherein: The anti-theft control unit cooperates with the anti-theft management center via the communication unit to execute the theft suppression process. 3. The anti-theft device for a vehicle according to claim 1 or 2, characterized in that, The ID of the engine control unit and the ID of the anti-theft control unit are associated with the ID of the user of the vehicle to register with the anti-theft management center. 4. The anti-theft device for a vehicle according to claim 1, wherein: The engine control unit includes: a first connector, which is used to connect with the anti-theft control unit; and a second connector, which has the same specifications as the first connector, A diagnostic tool for reading fault codes stored in the engine control unit can be connected to the second connector. 5. The anti-theft device for a vehicle according to claim 1, wherein: The anti-theft control unit is configured to be arbitrarily connected to the engine control unit, and to be connected to a diagnostic tool for reading fault codes stored in the engine control unit. 6. The anti-theft device for a vehicle according to claim 1, wherein: The engine control unit is configured to start the engine even if the one or both of the IDs do not match when the vehicle is operated according to a specific operation condition set in advance by a user. 7. The anti-theft device for a vehicle according to claim 1, wherein: When the vehicle is stolen, the engine control unit reduces the output of the engine while the vehicle is running based on an instruction sent from the anti-theft management center, and reduces the output of the engine when the vehicle is parked and When the engine is running, the engine is stopped, and when the vehicle is parked and the engine is stopped, the engine is prohibited from starting. 8. The anti-theft device for a vehicle according to claim 1, wherein: The engine control unit and the anti-theft control unit are assigned product information stored inside each as the unique ID.