JP2000329041A - Engine starting control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve convenience in use while keeping thief prevention even when power is not supplied to each part due to lowering of battery voltage. SOLUTION: When battery voltage is lowered, power is not supplied to each part even by setting ON a main switch. A user therefore starts an engine by operating a kick pedal. The engine is started by kicking and a generator starts power generation. Induction electromagnetic wave is emitted to an emitter by means of an immobilization C/U, for confirming identification codes. An engine control unit suspends the engine when starting allowance signal is not received from the immobilization C/U for a specified time Δt.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine start control device for controlling the start of an engine of a motorcycle or the like, and more particularly, to an engine provided with a transmitter for transmitting an identification code using an external energy signal. The present invention relates to a start control device.

[0002]

2. Description of the Related Art An identification code registered in a transmitter in advance is
Engine start control that transmits to a control device mounted on the vehicle body and controls permission / non-permission of engine start by comparing the identification code of the transmitter with the identification code registered in advance in the control device The device is conventionally known, for example, as an anti-theft device. Here, the control device is driven by being supplied with power from a vehicle-mounted power supply mounted on the vehicle body. Therefore, if sufficient power is not supplied to the control device due to a drop in battery voltage or the like, the identification code cannot be collated. Particularly, in the case of a motorcycle, since a relatively small capacity battery is often mounted, it is necessary to consider a decrease in the battery voltage. From the viewpoint of theft prevention, there is no problem even if the engine start control is disabled when the battery voltage drops, but the usability is greatly reduced.

Therefore, for example, it is conceivable to provide a sub-battery in addition to the main battery, and when the voltage of the main battery drops, supply the power from the sub-battery to the control device to verify the identification code. Further, for example, as described in Japanese Patent Application Laid-Open No. H10-54331, it has been proposed to perform identification code collation using power generation by kicking. Here, in the prior art described in the above publication, an identification code is actively transmitted by operating a transmission switch provided on an engine key, and the engine ignition control is enabled after the identification code collation is completed. It is important to keep in mind that this is a technology.

[0004]

In the prior art mounting a sub-battery, the size of the device is increased by the size of the sub-battery, a switching circuit for switching between the main battery and the sub-battery is required, and the manufacturing cost is increased.

Further, in the prior art in which the identification code is collated by utilizing the power generation at the time of kicking, a relatively large generator must be mounted, although it depends on the power consumption of the control device. The size increases, and the manufacturing cost increases. Although it depends on the method of transmitting the identification code, the amount of information, the information processing capability of the control device, and the like, it is relatively difficult to operate the control device stably during a short power generation period due to kicking.

The present invention has been made in view of the above-described various problems, and an object of the present invention is to provide an engine start control device that can be used even when sufficient power is not supplied to the control device. It is in.

[0007]

In order to solve the above-mentioned problems, an engine start control device according to the present invention enables the engine to be started before the identification code is collated, and performs the identification code collation after the engine is started. I have to.

That is, the present invention provides a transmitter for transmitting an identification code using an external energy signal, and a transmitter provided on a vehicle body, transmitting the energy signal to the transmitter and receiving the energy signal from the transmitter. A control device that compares the identification code with a pre-registered identification code, and controls a start of the engine of the vehicle body according to a result of the comparison of the identification codes, wherein the control device includes: After the start of the engine, the identification codes are collated.

Here, the "energy signal from the outside" includes, for example, an induced electromagnetic wave. With a so-called RF-ID system, a transmitter receives an induced electromagnetic wave from a control device to generate an electromotive force, and transmits an identification code using the electromotive force. However, the present invention is not limited to this. For example, light may be emitted from the control device side and converted into electric energy by a photoelectric conversion element provided in the transmitter. The “identification code” is unique information for distinguishing oneself from another. However, it need not be unique in a strict sense.

[0010] When the control device transmits an energy signal, the transmitter uses the energy signal to transmit an identification code. The control device collates the identification code received from the transmitter with the identification code registered in advance. The control device controls the start of the engine in accordance with the result of collation of each identification code. As a typical example, when each identification code matches, the engine can be started, and when each identification code does not match, the engine can be prohibited. Here, it should be noted that the identification codes are collated after the engine is started. From the viewpoint of theft prevention, it can be said that it is most preferable to start the engine after checking the identification code. However, even if the identification code is collated after the engine is started, if the engine is stopped in a short time after the start, the antitheft property is not substantially reduced.

If the control device is operable before the engine is started, the identification codes are checked before the engine is started, and the control device is disabled before the engine is started. In this case, the identification codes can be collated after the engine is started.

For example, when the voltage of the on-vehicle battery is low, the necessary power cannot be supplied to the control device, so that the control device cannot operate and the identification code can be collated. Can not. Therefore, in a normal case where the control device can be operated before the engine is started, the identification code is collated before the engine is started to give priority to theft prevention. On the other hand, in an emergency where the control device cannot be operated before the engine is started due to a decrease in the battery voltage or the like, the identification code is collated after the engine is started.

If the identification codes do not match within a predetermined time after the engine is started, the control device may:
The engine may be stopped.

In the present invention, the identification code may be collated after the engine is started. In this case, if the identification codes do not match within a predetermined time after the engine is started, the engine is stopped. The predetermined time is preferably as short as possible from the viewpoint of anti-theft property.

The control device transmits the energy signal to the transmitter, collates the identification codes, and outputs a collation result, and a collation result from the first control device. And a second control device that controls the start of the engine based on the second control device.

On the other hand, the present invention relates to a motorcycle engine start control device provided with auxiliary starting means, wherein a transmitter for transmitting an identification code using an external energy signal is provided, and A control device for transmitting a signal to the transmitter, collating the identification code received from the transmitter with a pre-registered identification code, and controlling an engine start of the vehicle body according to a result of collation of each identification code. And power supply means for supplying power to the control means, and when the power supply means is supplying necessary power, before starting the engine, the identification codes are checked and the identification codes are checked. When the power is not supplied by the power supply means, when the engine is started by the auxiliary start means, the identification codes are permitted. Characterized in that to stop the engine when the respective identification codes do not match by performing a collation.

[0017] Thus, when the power supply means is supplying the required power, the identification code can be collated before the engine is started, and the antitheft property can be improved. On the other hand, in an emergency, when the power supply cannot supply the necessary power,
The starting of the engine by the auxiliary starting means is permitted, and the identification code can be collated after the engine is started and the necessary power is supplied. Therefore, the usability can be improved while maintaining the anti-theft property.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to FIGS.

FIG. 1 is a block diagram showing a functional configuration when an engine start control device is applied to a motorcycle.

The transmitter 1 is configured as a transponder carried by a user, and has an ID storage unit 2
And a control unit 3 and a transmission unit 4. When the antenna 4A of the transmission unit 4 receives the induced electromagnetic wave, an induced electromotive force is generated, and the control unit 3 operates. The control unit 3
The identification code (abbreviated as “ID” in the figure) stored in the ID storage unit 2 in advance is read and transmitted via the transmission unit 4. The transmitter 1 can be provided, for example, on a grip portion of an engine key.

An immobilizer control unit (hereinafter, immobilizer C / U) 11 as a “first control device” includes a transmission / reception unit 12, a control unit 13, an ID storage unit 14, and an input / output unit 15. . The transmitting / receiving unit 12 includes an antenna 12
A transmits the induction electromagnetic wave from A and receives the identification code transmitted from the transmitter 1. Control unit 13
Receives the identification code of the transmitter 1, reads the identification code registered in the ID storage unit 14 in advance, and determines whether each identification code matches. The collation result of the identification code is output via the input / output unit 15.

An engine control unit (hereinafter referred to as "ECU") 21 as a "second control device" is configured as a microcomputer system, and serves as a key switch 22 for detecting insertion and rotation of an engine key, and for starting a starter motor. Are connected. The ECU 21 controls an ignition control mechanism 32 of the engine 31 and the like. The engine 31 is provided with a generator 33 that generates electric power by rotation of a crankshaft. Generator 33
Rotates by kicking by the pedal 34 to generate electric power. For convenience of explanation, the key switch 22 and the cell switch 23 are not shown accurately in terms of electrical structure, but their electrical configurations such as connection positions are not different from those of the related art.

A battery 41 which constitutes "power supply means" together with the generator 33 supplies necessary electric power to the immobilizer C / U 11 and the ECU 21. Before the generator 33 generates power, power is supplied from the battery 41. After the engine is started, the generator 33 starts generating power, and the electric power generated by the generator 33 is supplied to the immobilizer C / U 11 and the ECU 21 and the battery 41 is charged.

Next, the operation of the present invention will be described with reference to FIGS. In the drawings, steps are abbreviated as “S”.

FIG. 2 is an explanatory diagram showing the entire flow up to the start of the engine. When the user inserts an engine key integrated with the transmitter 1 in order to start the engine of the motorcycle (S1), the key switch 22 is turned on (S2). In a normal case where the voltage of the battery 41 has not dropped (S3: YES), the key switch 22 is turned on, so that a current flows through the power supply line and immobilization is performed.
Electric power is supplied to each of the C / U 11 and the ECU 21 (S
7, S9). On the other hand, when the voltage of the battery 41 is low (S3: NO), power is not supplied to the immobilizer C / U 11 and the ECU 21 even if the key switch 22 is turned on. Then, the user depresses the kick pedal 34 to start the engine by kicking (S4).

When the engine is started (S5), the generator 33 starts to generate power by the engine torque (S6).
The electric power generated by the generator 33 includes the immobilizer C / U 11 and the ECU.
21 (S7, S9). As a result, the immobilizer C / U 11 performs an immobilizer process described later (S
8), the ECU 21 performs an engine start process (S10).
Here, it should be particularly noted that when the voltage of the battery 41 is low (S3: NO), the engine is started by kicking as "auxiliary starting means", and power is generated by starting the engine. The immobilization process and the engine start process are performed after the machine 33 starts power generation.

Next, FIG. 3 is a flowchart showing an example of the immobilization process shown in S8 in FIG. Immobilizer C /
U11 operates when supplied with electric power from the battery 41 or the generator 33, and transmits an induced electromagnetic wave via the antenna 12A (S21). Then, after transmitting the induction electromagnetic wave, it is monitored whether or not the identification code from the transmitter 1 has been received (S22). If the identification code is received from the transmitter 1 (S22: YES), the received identification code is compared with the identification code stored in the ID storage unit 14 (S23),
It is determined whether the two match (S24). If both identification codes match (S24), the legitimate transmitter 1
In this case, the start permission signal is output to the ECU 21 because it can be considered that the user having the vehicle gets on the vehicle (S2).
5). Although only the main parts in the processing have been described, for example,
In S22, it can be monitored whether or not the identification code has been received within a predetermined time after transmitting the induction electromagnetic wave.

FIG. 4 is an explanatory diagram showing an example of the engine start process shown as S10 in FIG. ECU
21 operates when power is supplied from the battery 41 or the generator 33, and first starts an engine stop timer (S31). The engine stop timer determines a grace period until a start permission signal is received from the immobilizer C / U 11, and can be set to a short time of, for example, several hundred milliseconds to several seconds.

After starting the engine stop timer,
It is determined whether a start permission signal has been received from the immobilizer C / U 11 (S32). When the start permission signal is received (S3
2: YES), it is determined whether or not the engine is being started (S33). At a normal time when the terminal voltage of the battery 41 has not dropped, the engine has not been started yet.
In No. 3, the determination is "NO". And cell switch 2
3 is turned on (S34), and when the cell switch 23 is turned on, the ignition control mechanism 32 is operated to start the engine (S35). On the other hand, when the engine has been started by kicking, the engine has already been started, and thus the determination in S33 is “YES”.

The ECU 21 monitors whether or not a start permission signal has been received from the immobilizer C / U 11 before a predetermined time has elapsed since the start of the engine stop timer (S3).
6). If the start permission signal is not received even after the predetermined time has elapsed (S36: YES), the engine is stopped (S3).
7). Therefore, as described with reference to FIGS. 3 and 4, in the normal case where the battery 41 can supply power, the start of the engine is permitted after the identification code is collated. on the other hand,
When the voltage of the battery 41 is low, the identification code is collated after the engine is started, and if the start permission signal is not obtained within a predetermined time, the engine is stopped.

Based on the time charts of FIGS. 5 and 6,
The processing flow will be further described. First, FIG.
1 shows a time chart in a normal state where power can be supplied.
The left side of the figure shows a normal case where the identification codes match, and the right side of the figure shows a case of an abnormal state where the identification codes do not match. First, the case of normal operation will be described.

As shown in the upper part of FIG. 5, when the engine key is inserted and rotated and the main switch is turned on, the main power supply line is also turned on, and for example, 12
A voltage of about V is applied. Thereby, immobilizer C / U1
1 operates and starts transmitting the induced electromagnetic wave. When receiving the identification code from the transmitter 1 in response to the induced electromagnetic wave, the immobilizer C / U 11 checks the identification code and outputs a start permission signal. In the figure, the reason why the start permission signal is output a plurality of times is to collate the identification code every predetermined time. On the other hand, when power is supplied via the power line,
The ECU 21 also starts operating. The ECU 21 is an immobilizer C / U 11
When the start permit signal is received from the CPU, the process waits until the cell switch 23 is turned on. When the cell switch 23 is turned on, the starter motor rotates and the engine starts.

On the other hand, if the identification codes do not match even if the battery voltage is normal, the following operation is performed. That is,
As shown on the right side in FIG. 5, even when the immobilizer C / U 11 operates, the start permission signal is not output. The ECU 21 waits for reception of the start permission signal until a predetermined time Δt has elapsed after the start of the operation, and stops the operation if the start permission signal is not received even after the predetermined time Δt has elapsed. Therefore, the valid transmitter 1
The engine does not start even if a user who does not have the key turns on the cell switch 23.

FIG. 6 is a time chart showing a flow in an emergency when the voltage of the battery 41 is low. First, a case where a user having a valid transmitter 1 gets on the board will be described.

Even when the user inserts and turns the engine key to turn on the main switch, the battery 41 is dead and power is not supplied to each part. Therefore, in this case, even if the user turns on the cell switch 23, the engine cannot be started. Therefore, when the user depresses the kick pedal 34 to start by kicking, the generator 33 starts to generate power by the rotational force due to the kick, and power is supplied via the power supply line. As a result, the ECU 21 starts operating, and the engine starts without waiting for the reception of the start permission signal. When sufficient power is supplied stably from the generator 33 by starting the engine, the immobilizer C / U 11 starts operating, checks the identification code, and outputs a start permission signal.

On the other hand, if the identification codes do not match when the battery voltage drops, the start permission signal is output because the identification codes do not match even if the immobilizer C / U 11 operates, as shown on the right side of FIG. Not done. Therefore, ECU2
1 stops the operation after a predetermined time Δt has elapsed since the start of the operation, whereby the engine also stops.

According to the present embodiment configured as described above, the following effects can be obtained.

First, since the identification code is collated after the engine is started, for example, even when the battery voltage is low, the user authentication is performed after the power is supplied to the immobilizer C / U 11 and the ECU 21 by the engine start. It can be carried out. Therefore, even when the battery is low, the usability can be improved while ensuring theft prevention. That is, in the conventional device, the engine start is permitted only when the collation result of the identification code is affirmative. Therefore, when the battery voltage drops, the engine cannot be started by kicking, and the usability is greatly increased. To decline. In contrast,
According to the present invention, the identification code is collated after the engine is started, and if the result is negative, the engine is stopped. Therefore, usability can be improved while maintaining anti-theft property.

Here, in particular, since the identification code is transmitted from the transmitter 1 using the electromagnetic wave induced by the immobilizer C / U 11 as an energy source, the user authentication after the engine is started can be easily performed. it can. That is, in the case where the identification code is transmitted by the user pressing the transmission switch as in the prior art described in the above-mentioned publication, it is difficult to verify the identification code after the engine is started. This is because the identification code is not transmitted unless the user operates the transmission switch. In contrast, RF
In the present invention employing the -ID system, the identification code is collated as soon as power is supplied to the immobilizer C / U 11 by starting the engine, so that the user does not need to perform any special operation.

Second, before starting the engine, the immobilizer C / U 11
If the ECU 21 is operable, the identification code is checked before the engine is started, and the immobilizer C / U1 is checked before the engine is started.
When the ECU 1 and the ECU 21 are inoperable, the identification code is collated after the engine is started, so that the anti-theft property can be improved when the battery voltage is normal and the anti-theft property is maintained in the emergency when the battery voltage is low. Further, the usability can be improved.

Third, if the start permission signal from the immobilizer C / U 11 is not received within a predetermined time Δt from the start of operation of the ECU 21, the engine is stopped.
When the signal line between U11 and ECU 21 is disconnected,
The engine can be stopped immediately.

It should be noted that those skilled in the art are not limited to the above-described embodiment, and can make various additions and changes without departing from the present invention. For example, the auxiliary starting means is not limited to kicking. It may be so-called pushing start.

If the identification codes do not match after the engine is started by kicking, the engine is stopped. In addition, for example, a buzzer or the like can be sounded.

Further, the engine is stopped by stopping the ignition control. However, in the case of an engine equipped with an electronic fuel injection device or the like, the engine may be stopped by stopping the fuel injection. . Further, in order to make the engine start control device so-called retrofit possible, the engine may be stopped simply by cutting the main power supply line.

Although the description has been given by taking a motorcycle as an example, the invention is applicable to an automobile.

[0046]

As described above, according to the engine start control device of the present invention, the identification code can be collated after the engine is started, so that the usability can be improved while maintaining theft prevention. .

[Brief description of the drawings]

FIG. 1 is a block diagram showing a functional configuration of an engine start control device according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing an overall flow at the time of starting an engine.

FIG. 3 is a flowchart illustrating a process for collating an identification code.

FIG. 4 is a flowchart showing an engine start process.

FIG. 5 is a time chart at a normal time when the battery voltage is normal.

FIG. 6 is a time chart in an emergency when the battery voltage is low.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 transmitter 2 ID storage unit 3 control unit 4 transmission unit 11 immobilizer C / U 12 transmission / reception unit 13 control unit 14 ID storage unit 15 input / output unit 21 ECU 31 engine 33 generator 34 kick pedal 41 battery

Claims (5)

[Claims] A transmitter for transmitting an identification code using an external energy signal; and a transmitter provided on a vehicle body for transmitting the energy signal to the transmitter and receiving the identification code from the transmitter. A control device for collating with a pre-registered identification code and controlling an engine start of the vehicle body according to a result of collation of each identification code, wherein the control device is configured to start the engine. An engine start control device, wherein the identification codes are collated later. 2. If the control device is operable before the engine is started, the identification codes are checked before the engine is started, and the control device is disabled before the engine is started. 2. The engine start control device according to claim 1, wherein in the case, the identification codes are collated after the start of the engine. 3. The engine start control device according to claim 2, wherein the control device stops the engine if the identification codes do not match within a predetermined time after the engine is started. 4. The first control device transmits the energy signal to the transmitter, performs a collation of the identification codes, and outputs a collation result. 4. The engine start control device according to claim 3, further comprising a second control device that controls the start of the engine based on a result of the comparison. 5. A motorcycle engine start control device provided with auxiliary starting means, comprising: a transmitter for transmitting an identification code by using an external energy signal; and a transmitter provided on a vehicle body side for transmitting the energy signal. A control device that transmits the identification code received from the transmitter to the pre-registered identification code, and controls an engine start of the vehicle body according to a result of the verification of each of the identification codes. Power supply means for supplying power to the means, when the power supply means is supplying necessary power, before starting the engine, the identification codes are collated and the identification codes are matched. If the power supply means is not supplying the required power,
After the engine is started by the auxiliary starting means,
An engine start control device for a motorcycle, wherein the identification codes are collated and the engine is stopped when the identification codes do not match.