JP2001073822A - Unfair use preventive locking device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an unfair use preventive locking device for a vehicle which can certainly prevent unfair use of the vehicle. SOLUTION: A magnet is arranged on a key rotor 12 of a key cylinder 2, and a whole element is arranged on a rotor case 11 of an unfair use preventive locking device 1. When a key 8 is inserted into the key rotor 12, a position signal is output from an ignition switch 4 accordingly to a rotation position of the key rotor 12, that is an ACC position, for instance. A whole element controller 3 determines whether or not an output of the whole element and an output of the position signal are in specified relation. When the switch 4 is directly operated without inserting the key 8 into the key rotor 12, the controller 3 determines that the outputs are not in the specified relation. A shift lever locking controller 5 disables running of an automobile through a solenoid 6 and an engine ECU 7.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lock device for preventing unauthorized use of a vehicle.

[0002]

2. Description of the Related Art Conventionally, when starting an automobile, a key is inserted into a key rotor of a key cylinder, and the key rotor is rotated by the key. Then, the ignition switch is operated integrally with the key rotor, and the engine is started.

[0003]

However, there is a possibility that the engine is started without using a key (having no key), that is, without rotating the key rotor.

An object of the present invention is to provide a locking device for preventing unauthorized use of a vehicle, which can reliably prevent unauthorized use of the vehicle.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the invention of claim 1 is directed to a rotatably provided rotor, a rotor case for accommodating the rotor, and a rotation position corresponding to the rotation position of the rotor. In a lock device for preventing unauthorized use of a vehicle, comprising an ignition switch for outputting a position signal, a detection member provided on one of the rotor and a rotor case for storing the rotor, and the rotor and the rotor are stored. A position sensor that is provided on the other of the rotor cases and detects the position of the detected member; whether a detection signal output from the position sensor and an output of an ignition switch position signal have a predetermined relationship; Determining means for determining whether the vehicle travels based on the determination result of the determining means. It is the gist of the door.

Therefore, according to the first aspect of the present invention, when the rotor is rotated, the ignition switch outputs a position signal corresponding to the rotational position of the rotor to the determination means.
On the other hand, when the rotor is rotated, the position of the detected member provided on one of the rotor and the rotor case is detected by a position sensor provided on the other, and a detection signal is output to the determination means. . The determining means determines whether or not the output of the detection signal and the output of the position signal have a predetermined relationship.

When the rotor is rotated, the determination means determines that the outputs of the two signals have a predetermined relationship, and the vehicle is allowed to travel. On the other hand, when the rotor is not rotated, the determination means determines that the output of the two signals does not have the predetermined relationship, and the prohibition means suppresses or disables the running of the vehicle.

A second aspect of the present invention is based on the first aspect, wherein the prohibiting means suppresses or invalidates the engine control of the engine control device.

Therefore, according to the second aspect of the present invention, in addition to the operation of the first aspect, when the rotor is not rotated, the engine control of the engine control device is suppressed or invalidated by the inhibiting means. .

A third aspect of the present invention is based on the first aspect, wherein the prohibiting means controls a steering lock mechanism for locking a steering mechanism of a steering wheel.

According to the third aspect of the present invention, in addition to the operation of the first aspect, when the rotor is not rotated, the prohibiting means controls the steering lock mechanism and locks the steering mechanism of the steering wheel. You.

According to a fourth aspect of the present invention, in the first aspect, the prohibiting means controls a shift lever lock mechanism for locking a shift lever.

According to the fourth aspect of the present invention, in addition to the operation of the first aspect, when the rotor is not rotated, the shift lever lock mechanism is controlled by the inhibiting means, and the shift lever is locked. .

According to a fifth aspect of the present invention, in the first aspect of the invention, the position sensor and the member to be detected are such that the rotor is located at a plurality of predetermined rotational positions. Each time the rotor is arranged so that a detection signal is output from the position sensor, and the output of the detection signal and the output of the position signal of the ignition switch are in a predetermined relationship if the rotor has a plurality of predetermined rotations. The gist is that when a detection signal is output from the position sensor every time the position is detected, the ignition switch outputs a position signal corresponding to the predetermined rotational position.

Therefore, according to the invention of claim 5, in addition to the effect of the invention of any one of claims 1 to 4,
A detection signal is output from the position sensor every time the rotor is located at a plurality of predetermined rotation positions. At this time, when a position signal corresponding to the predetermined rotation position is input from an ignition switch, the determination unit outputs the two signals. Are determined to have a predetermined relationship.

On the other hand, even if a detection signal is output from the position sensor every time the rotor is positioned at a plurality of predetermined rotation positions, at that time, a position signal other than the position signal corresponding to the predetermined rotation position is input from an ignition switch. Then, the determination means determines that the outputs of both signals do not have the predetermined relationship.

[0017]

(First Embodiment) A first embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is an electric block circuit diagram showing an electrical configuration of a lock device for preventing unauthorized use of a vehicle, which locks a shift lever of the vehicle to prevent unauthorized use of the vehicle. In FIG. 1, the lock device 1 for preventing unauthorized use includes a key cylinder 2, a hall element controller 3, an ignition switch 4, a shift lever lock controller 5, a shift lever lock solenoid 6, and an engine ECU 7.

As shown in FIGS. 2A and 2B, the key cylinder 2 has a rotor case 11 fixed in a lock body of an automobile and a rotor rotatably supported in the rotor case 11. Key rotor 12.
In the key rotor 12, two magnets 13a and 13b constituting a detected member are buried at positions separated from each other along the circumferential direction of the key rotor 12, and the rotor case 11 includes the magnets 13a and 13b. 13b
A Hall element 14 as a position sensor that outputs an output signal (Hall voltage) based on the strength of the magnetic field due to the above is fixed.

When the regular key 8 (see FIG. 1) is inserted and rotated, the key rotor 12 changes from the "LOCK" position (predetermined rotation position) as the locking position to the "ACC" position as the operating position. The setting is changed to each of the "ON" and "START" positions (each of which constitutes a predetermined rotational position). In the present embodiment, when the key rotor 12 is set to the “LOCK” position, the N-pole side of the magnet 13 a faces the Hall element 14, and when the key rotor 12 is set to the “ON” position, The S-pole side of the magnet 13b faces the Hall element 14. When the key rotor 12 is rotated and set to each of the above positions, the ignition switch 4 that rotates integrally with the key rotor 12 by the camshaft 9 (see FIG. 1)
A position signal (a position signal corresponding to a predetermined rotational position) for each position is output.

A Hall element controller 3 is provided near the key cylinder 2. The Hall element controller 3 serving as a determination unit includes the Hall element 14.
When the output signal (detection signal) is input, the N-pole, S-pole, and non-pole (N-pole, even S-pole) are placed at positions corresponding to the Hall element 14 in the key rotor 12 according to the value of the output signal (Hall voltage). ) Is detected. Then, the Hall element controller 3 inputs a position signal from the ignition switch 4, and the position signal (output of the position signal) and the detection result (output of the detection signal) are in a regular combination (predetermined relationship). If there is, an ID signal for unlocking the shift lever lock is output to the shift lever lock controller 5. On the other hand, the hall element controller 3 does not output the ID signal to the shift lever lock controller 5 when the position signal and the detection result are not a proper combination.

The normal combinations in the present embodiment are the following combinations, and other combinations are not normal combinations. The first normal combination is a combination in which the detection result is the N pole and the position signal is the “LOCK” position signal. The second combination is
This is a combination in which the detection result is non-polar and the position signal is the “ACC” position signal. The third combination is
This is a combination in which the detection result is the S pole and the position signal is the “ON” position signal. In the fourth combination, the detection result is non-polar, and the position signal is “START”.
This is a combination that is a position signal.

The Hall element controller 3 turns the key rotor 12 from the "LOCK" position to "ACC", "ON", "START", "O"
When the setting is changed in the order of "N", the N pole,
Detection is performed in the order of no pole, S pole, no pole, and S pole. Then, at this time, the Hall element controller 3 operates the ignition switch 4 to set “LOCK”, “ACC”, “ON”,
The ID signal is output to the shift lever lock controller 5 only when the position signals are input in the order of the “START” and “ON” position signals.

The shift lever lock controller 5 as a prohibiting means is connected to the brake lamp switch 15. The brake lamp switch 15 is turned on when a brake pedal (not shown) provided in front of the driver's seat is depressed, and the shift lever lock controller 5 is turned on.
To output a braking detection signal. When the shift lever lock controller 5 receives the braking detection signal and the ID signal from the Hall element controller 3, it outputs an excitation signal (determination result) to a shift lever lock solenoid 6 as a shift lever lock mechanism. On the other hand, the shift lever lock controller 5 outputs a degaussing signal (determination result) to the shift lever lock solenoid 6 when at least one of the braking detection signal and the ID signal is not input.

When an excitation signal is output to the shift lever lock solenoid 6, the shift lever lock solenoid 6 is excited to unlock the shift lever (not shown) and switch the shift lever (parking (P)).
The switching operation from the position to the reverse (R) position, the drive (D) position, the second (2) position, and the low (1) position) is allowed. On the other hand, when the degaussing signal is output to the shift lever lock solenoid 6, the shift lever lock solenoid 6 is held demagnetized, and the shift lever (not shown) remains locked at the parking (P) position. The switching operation of the shift lever is disabled (the traveling of the vehicle is disabled).

The shift lever lock controller 5 is connected to the engine ECU 7. The shift lever lock controller 5 receives a braking detection signal from the brake lamp switch 15 and an ID signal from the Hall element controller 3 and outputs a signal to the engine ECU 7.
And outputs an engine drive permission signal to the controller. On the other hand, the shift lever lock controller 5 transmits the braking detection signal and the ID
If at least one of the signals is not input, the engine drive permission signal is not output to the engine ECU 7 (engine control is invalidated). When the engine ECU 7 as the engine control device inputs the engine drive permission signal, the ignition plug 17 and the fuel injection valve 1
8 to drive the engine to make the vehicle ready to start.

Next, the operation of the lock device 1 for preventing unauthorized use configured as described above will be described. First, the operation when the key 8 is inserted into the key rotor 12 of the key cylinder 2 to start the vehicle (operation for starting by a conventional key operation) will be described. In this case, when the brake pedal is depressed, the key 8 is inserted into the key rotor 12, and the key 8 is not yet rotated, the key rotor 12 is located at the "LOCK" position. It faces the Hall element 14. Therefore, the Hall element controller 3 performs N pole detection based on the output signal (Hall voltage) from the Hall element 14. On the other hand, when the key rotor 12 is located at the “LOCK” position, a “LOCK” position signal is input to the Hall element controller 3 from the ignition switch 4.

Thereafter, when the key rotor 12 is rotated to the "ACC" position, there is no magnet at the position facing the Hall element 14, so that the Hall element controller 3 performs non-polarity detection. On the other hand, when the key rotor 12 is located at the “ACC” position, an “ACC” position signal is input from the ignition switch 4 to the hall element controller 3. Further, when the key rotor 12 is rotated to the “ON” position, the Hall element controller 3 detects the S pole because the S pole of the magnet 13 b is located at a position facing the Hall element 14. On the other hand, when the key rotor 12
When it is located at the “N” position, an “ON” position signal is input from the ignition switch 4 to the Hall element controller 3.

When the key rotor 12 is rotated to the "START" position, since there is no magnet at the position facing the Hall element 14, the Hall element controller 3 performs non-polarity detection. On the other hand, the key rotor 12 is “START”
When located in the position, the Hall element controller 3
Is supplied with a "START" position signal from the ignition switch 4. Thereafter, when the turning operation of the key 8 is released, the urging force of an urging means such as a spring (not shown)
The key rotor 12 moves from the “START” position to “O”
The key rotor 1 is rotated in the direction toward the "N" position.
2 is held in the "ON" position. At this time, since the S pole of the magnet 13b is located at a position facing the Hall element 14, the Hall element controller 3 performs S pole detection.
On the other hand, an “ON” position signal is input from the ignition switch 4 to the Hall element controller 3.

Therefore, as described above, the hall element controller 3 determines that the key rotor 12 is changed from the "LOCK" position to the "ACC", "ON", "START", and "ON" positions in this order. N
Detection is performed in the order of pole, no pole, S pole, no pole, and S pole. At this time, "LOCK", "ACC",
Position signals are input in the order of “ON”, “START”, and “ON” position signals. As a result, the hall element controller 3 outputs the shift lever lock release ID signal to the shift lever lock controller 5.

When the brake pedal is depressed, the brake lamp switch 15 is turned on.
The shift lever lock controller 5 receives a brake detection signal from the brake lamp switch 15. Therefore,
Since both the brake detection signal and the ID signal are input to the shift lever lock controller 5, the shift lever lock controller 5 outputs an excitation signal to the shift lever lock solenoid 6 and transmits an engine drive permission signal to the engine ECU 7. Output. Then, the switching operation of the shift lever is permitted based on the excitation of the shift lever lock solenoid 6, and the engine is driven by the engine ECU 7, so that the vehicle can be started.

Next, the operation when the engine is started and the vehicle is started without using the key 8 without rotating the key rotor 12 (for example, when somebody tries to use the vehicle illegally) Will be described. In this case, when the ignition switch 4 has not been operated yet, a “LOCK” position signal is input from the ignition switch 4 to the Hall element controller 3. on the other hand,
Since the key 8 is not inserted into the key rotor 12 of the key cylinder 2 (having no key 8), the key rotor 12
Is located at the "LOCK" position, the N pole side of the magnet 13a faces the Hall element 14, and the Hall element controller 3 performs N pole detection.

After that, when the ignition switch 4 is rotated to the position for outputting the "ACC" position signal based on the direct rotation operation of the camshaft 9, the Hall element controller 3 sends the "AC" signal from the ignition switch 4 to the "AC" position.
C "position signal is input. On the other hand, the key rotor 12 is not rotated (there is no operation because there is no key 8).
The key rotor 12 is held at the “LOCK” position, and the Hall element controller 3 performs N pole detection. Further, the ignition switch 4 is turned "ON".
When the Hall element controller 3 is rotated to the position at which the position signal is output, the ignition switch 4 outputs "O"
N "position signal is input. On the other hand, since the key rotor 12 is not rotated, the Hall element controller 3 performs N pole detection as described above.

When the ignition switch 4 is set to "STA
When the Hall element controller 3 is rotated to the position for outputting the “RT” position signal, the “START” position signal is input from the ignition switch 4 to the Hall element controller 3. On the other hand, since the key rotor 12 is not rotated, the Hall element controller 3 performs N pole detection as described above. Thereafter, when the camshaft 9 is operated in the direction opposite to the above and the ignition switch 4 is rotated to the position where the "ON" position signal is output, the Hall element controller 3 outputs "ON" from the ignition switch 4. A position signal is input.
On the other hand, since the key rotor 12 is not rotated, the Hall element controller 3 performs N pole detection as described above.

Therefore, as described above, from the ignition switch 4 to the Hall element controller 3, "LOCK",
In the process of inputting position signals in the order of “ACC”, “ON”, “START”, and “ON” position signals, the Hall element controller 3 continues to perform N pole detection. As a result, the Hall element controller 3 does not output the shift lever lock release ID signal to the shift lever lock controller 5. Therefore, the shift lever lock controller 5 outputs a demagnetizing signal to the shift lever lock solenoid 6, and does not output an engine drive permission signal to the engine ECU 7. Therefore, the shift lever is kept locked, the switching operation of the shift lever becomes impossible, and the engine is not driven.
The vehicle cannot be started.

Therefore, according to the present embodiment, the following effects can be obtained. (1) In the present embodiment, the engine is started without rotating the key rotor 12 without using the regular key 8,
When the vehicle is to be started (for example, when someone tries to use the vehicle illegally), the vehicle is disabled from running, so that unauthorized use of the vehicle can be reliably prevented.

(2) In the present embodiment, in the case of (1), the engine control of the engine ECU 7 is invalidated so that the engine is not driven, so that the effect described in (1) is achieved.

(3) In the present embodiment, in the case of (1), the shift lever is locked at the parking position and the switching operation of the shift lever is disabled, so that the effect described in (1) is achieved.

(4) In the present embodiment, in the case of (1), the engine is not driven and the switching operation of the shift lever is disabled, so that their synergistic effects are exhibited.
Unauthorized use of the vehicle can be more reliably prevented.
That is, even if the shift lever lock solenoid 6 is destroyed by any method and the shift lever can be switched, the vehicle cannot be started because the engine is not driven.

(Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 3 is an electric block circuit diagram showing an electrical configuration of a lock device for preventing unauthorized use of a vehicle, which locks a steering wheel (handle) of the vehicle to prevent unauthorized use of the vehicle. In FIG. 1, the lock device 1 for preventing unauthorized use includes a key cylinder 2, a hall element controller 3, an ignition switch 4, a handle lock controller 21, a steering lock mechanism 22, and an engine ECU 7.

The lock device 1 for preventing unauthorized use of the present embodiment has a shift lever lock controller 5 and a shift lever lock solenoid 6 which are different from those of the first embodiment.
In that a handle lock controller 21 and a steering lock mechanism 22 are provided instead of the lock, and the handle is locked instead of locking the shift lever.
Therefore, the same or corresponding components as those of the first embodiment are denoted by the same reference numerals and description thereof is omitted. In the present embodiment, the brake lamp switch 15 is omitted.

The hall element controller 3 of this embodiment inputs a position signal from the ignition switch 4 and if the position signal and the polarity detection result are a proper combination, the handle lock controller 21 releases the handle lock. Output an ID signal for use. On the other hand, the hall element controller 3 does not output the ID signal to the handle lock controller 21 when the position signal and the polarity detection result are not a proper combination. The legal combination in the present embodiment is:
This is the same as the first to fourth regular combinations in the first embodiment.

The hall element controller 3 turns the key rotor 12 to “LOCK” by rotating the key 8.
"ACC", "ON", "STAR"
When the setting is changed in the order of “T” and “ON”, the detection is performed in the order of N pole, no pole, S pole, no pole, and S pole.
Then, at this time, the Hall element controller 3 sends “LOCK”, “ACC”,
The ID signal is output to the handle lock controller 21 only when the position signals are input in the order of the position signals of “ON”, “START”, and “ON”.

When the ID signal is input, the handle lock controller 21 as a prohibiting means controls the steering lock mechanism 22 so that the lock of the steering mechanism of the handle is unlocked to unlock the handle. On the other hand, the handle lock controller 21
When there is no input of the D signal, the steering lock mechanism 22 is controlled so that the steering mechanism of the steering wheel is continuously locked, and the locked state of the steering wheel is maintained as it is.

The handle lock controller 21 is connected to the engine ECU 7, and when an ID signal is input from the hall element controller 3, the engine ECU 7
7, an engine drive permission signal is output. On the other hand, when there is no input of the ID signal, the handle lock controller 21 does not output the engine drive permission signal to the engine ECU 7.

Next, the operation of the lock device 1 for preventing unauthorized use configured as described above will be described. First, when the operation for starting by the conventional key operation is performed, similarly to the first embodiment, the Hall element controller 3 sets the key rotor 12 from the “LOCK” position to “ACC”, “ON”. , “START”, and “ON” in the process of changing the setting in this order.
Detection is performed in the order of no pole, S pole, no pole, and S pole. At this time, "LOCK", "ACC", "O" is supplied to the Hall element controller 3 from the ignition switch 4.
The position signals are input in the order of the position signals “N”, “START”, and “ON”. As a result, the hall element controller 3 outputs an ID signal for releasing the handle lock to the handle lock controller 21.

Then, the handle lock controller 21
Unlocks the steering mechanism of the steering wheel via the steering lock mechanism 22 and the engine E
An engine drive permission signal is output to CU7. Therefore, the steering wheel can be operated, and the engine is driven, so that the vehicle can be started.

Next, the operation when the engine is started and the car is started without using the key 8 and without rotating the key rotor 12 (for example, when somebody tries to use the car illegally) Will be described. In this case, similarly to the first embodiment, the ignition switch 4 sends “LOCK” and “AC” to the Hall element controller 3.
In the process of inputting the position signals in the order of the position signals of "C", "ON", "START", and "ON", the Hall element controller 3 continues to perform the N pole detection. As a result, the Hall element controller 3 sends the handle lock release ID to the handle lock controller 21.
Does not output a signal.

Therefore, the handle lock controller 2
Reference numeral 1 denotes a state in which the steering mechanism of the steering wheel is locked through the steering lock mechanism 22 and does not output an engine drive permission signal to the engine ECU 7.
Therefore, the steering wheel remains locked, and the steering wheel cannot be operated, and the vehicle cannot be started because the engine is not driven.

Therefore, according to the present embodiment, the following effects can be obtained. (1) In the present embodiment, the engine is started without rotating the key rotor 12 without using the regular key 8,
When the vehicle is to be started (for example, when someone tries to use the vehicle illegally), the vehicle is disabled from running, so that unauthorized use of the vehicle can be reliably prevented.

(2) In this embodiment, in the case of (1), the engine control of the engine ECU 7 is invalidated so that the engine is not driven, so that the effect described in (1) is achieved.

(3) In the present embodiment, in the case of (1), the steering mechanism of the steering wheel is locked to disable the operation of the steering wheel, so that the effect described in (1) is achieved. (4) In the present embodiment, in the case of (1), since the engine is not driven and the steering wheel operation is disabled, the synergistic effects thereof are exhibited, and the unauthorized use of the vehicle is more reliably prevented. be able to. That is, even if the steering lock mechanism 22 is broken by any method and the shift lever can be switched, the vehicle cannot be started because the engine is not driven.

The above embodiments may be modified as follows. In the first embodiment, the shift lever lock controller 5 and the engine ECU 7 are electrically connected. However, the shift lever lock controller 5 and the engine ECU 7 may not be connected. In this case, when both the brake detection signal and the ID signal are input, the shift lever lock controller 5 performs the excitation control of the shift lever lock solenoid 6 to allow the shift lever switching operation and start the vehicle. To On the other hand, when there is no input of at least one of the two signals, the shift lever lock controller 5 performs demagnetization control of the shift lever lock solenoid 6 to continuously disable the shift lever switching operation, Make the car unstartable.

In the second embodiment, the handle lock controller 21 and the engine ECU 7 are electrically connected.
The connection with the CU 7 may not be connected. In this case, upon input of the ID signal, the steering wheel lock controller 21 performs unlocking control of the steering wheel by the steering lock mechanism 22 so that the steering wheel can be operated and the vehicle can be started. On the other hand, when there is no input of the ID signal, the handle lock controller 21 continuously performs the lock control of the handle by the steering lock mechanism 22 to continuously disable the handle operation,
Make the car unstartable.

In the above embodiments, two magnets (magnets 13a and 13b) and one Hall element (Hall element 1
4) Although used, the number of magnets and Hall elements may be changed as follows. That is, one magnet and one Hall element may be used. For example, as the magnet, the magnet 13b is omitted and only the magnet 13a is used, and the Hall element uses the Hall element 14 of each of the above embodiments. In this case, when the key rotor 12 is set to the “LOCK” position,
The Hall element controller 3 detects the N pole, and the key rotor 12 is moved to a position other than the “LOCK” position (“A
("CC", "ON", "START" positions), the Hall element controller 3 detects no pole.

Further, two magnets and two Hall elements may be used. For example, the magnets 13a and 13b of the above embodiments are used as the magnets. On the other hand, when the key rotor 12 is set to the “LOCK” position, the Hall element includes a first Hall element (corresponding to the Hall element 14 in each of the above-described embodiments) facing the N pole of the magnet 13a and a key rotor 12 Is set to the "LOCK" position, the second Hall element facing the S pole of the magnet 13b is used.

Further, one magnet and two Hall elements may be used. For example, the magnet is the magnet 13 of each of the above embodiments.
Use a. On the other hand, when the key rotor 12 is set to the “LOCK” position, the Hall element
The first Hall element (corresponding to the Hall element 14 in each of the above-described embodiments) opposing the N pole of the magnet 13a and the first Hall element opposing the N pole of the magnet 13a when the key rotor 12 is set to the “ON” position. 2 Hall elements are used.

It is also possible to use three or more magnets and three or more Hall elements (three each, three magnets and four Hall elements, four magnets and three or four Hall elements, etc.). In these cases, the smaller the number of magnets and Hall elements used (however, at least one is required), the lower the price and the more the vehicle can be prevented from being illegally used. On the other hand, as the number of magnets and Hall elements used increases, the cost increases, but the unauthorized use of the vehicle can be more reliably prevented.

A key detection switch (constituting a key detection means and shown by a two-dot chain line in FIGS. 1 and 3) for detecting that the key 8 has been inserted into the key rotor 12 is provided. When the detection is performed, a predetermined voltage may be supplied to the Hall element controller 3. In this case, unless the key 8 is inserted into the key rotor 12, the predetermined voltage is not supplied to the Hall element controller 3. Therefore, since the Hall element controller 3 does not operate, it is impossible to determine whether the output of the detection signal and the output of the position signal have a predetermined relationship.

Instead of the key detection switch 25, a magnet is provided so that the N pole side (or the S pole side) may face the Hall element 14 when the key rotor 12 is set to the "ACC" position. When the position 12 is set to the “ACC” position, a predetermined voltage may be supplied to the Hall element controller 3. In this case, as long as the key 8 is inserted into the key rotor 12 and thereafter the key 8 is not rotated (the setting is changed from the “LOCK” position to the “ACC” position), the predetermined voltage is applied to the Hall element controller 3. Is not supplied (does not work).

Therefore, in these cases, even if the engine is started and the vehicle is started without rotating the key rotor 12 without using the regular key 8 (having no key 8), the shift lever lock is not required. Controller 5
The ID signal is not input to (in the case of the first embodiment) or the handle lock controller 21 (in the case of the second embodiment). Therefore, even in such a case, the switching operation of the shift lever (in the case of the first embodiment) and the operation of the steering wheel (in the case of the second embodiment) become impossible, so that unauthorized use of the automobile can be reliably prevented. .

When the key rotor 12 is set to the "ACC" position, a key interlock solenoid (rotor lock mechanism) for preventing the key rotor 12 from rotating inadvertently in the "LOCK" position setting direction and preventing the key 8 from coming off. 1 and 3 in FIGS. 1 and 3).
6 may be used in combination. That is, the key interlock solenoid 26 is used for the shift lever lock controller 5 (in the case of the first embodiment) and the handle lock controller 21 (in the case of the second embodiment), in addition to the above-described operation (prevention of the key 8 from coming off). When the ID signal is not input, the following operation may be performed. For example, even if the key rotor 12 is allowed to be changed from the “LOCK” position to the “ON” position via the “ACC” position, the setting change from the “ON” position to the “START” position is disabled ( Lock the key cylinder 2).

In this case, the Hall element controller 3
When the key 8 is rotated, the key rotor 12
When the setting is changed in the order of “ACC” and “ON” from the “K” position, detection is performed in the order of N pole, no pole, and S pole. Then, at this time, the Hall element controller 3 sets “LOCK” from the ignition switch 4,
An ID signal is output to the shift lever lock controller 5 only when a position signal is input in the order of the position signals “ACC” and “ON”.

In this case, if an illegal operation (when the regular key 8 is not used) is performed, the key rotor 12
It cannot be set to the "TART" position (position where the engine is driven (started)), and the engine cannot be driven, and thus the vehicle cannot be started, so that unauthorized use of the vehicle can be reliably prevented. .

In the above embodiments, the shift lever and the handle are locked, but the transmission may be locked. In the above embodiments, the key rotor 12 has the magnet 13a,
13b is provided and the hall element 14 is provided in the rotor case 11, but the hall element 14 may be provided in the key rotor 12 and the magnets 13a and 13b may be provided in the rotor case 11.

In each of the above embodiments, when the ID signal is not input to the shift lever lock controller 5 (in the first embodiment) or the handle lock controller 21 (in the second embodiment), the vehicle is driven. Although disabled, the running of the vehicle may be suppressed as follows. That is,
If an ID signal is not input due to fraud, the engine may be driven only for a predetermined time (for example, 10 seconds), and then the engine may be stopped. Alternatively, even if the car is stolen, the speed may be set so that the owner can catch up immediately.

In each of the above embodiments, the Hall element controller 3 operates the key rotor 12 by rotating the key 8.
From "LOCK" position to "ACC", "ON",
When the setting is changed in the order of “START” and “ON”, detection is performed in the order of N pole, no pole, S pole, no pole, and S pole. Then, at this time, the Hall element controller 3 sets “LOCK” from the ignition switch 4,
Only when the position signals are input in the order of “ACC”, “ON”, “START”, and “ON” position signals,
An ID signal is output to the shift lever lock controller 5 and the handle lock controller 21. That is, although the ID signal is output or not output depending on the combination of the detection result and the position signal, the following may be performed.

That is, regardless of the position signal from the ignition switch 4, the Hall element controller 3
However, the ID signal may be output to the shift lever lock controller 5 or the handle lock controller 21 only when the detection is performed in the order of N pole, no pole, S pole, no pole, and S pole. In this case, the key rotor 1
Unless the key 2 is rotated by the key 8, the detection is not performed in the order described above. Therefore, when the regular key 8 is not used, no ID signal is input to the shift lever lock controller 5 or the handle lock controller 21. Therefore, also in this case, unauthorized use of the vehicle can be prevented.

Further, regardless of the position signal from the ignition switch 4, the ID signal may be output only when the Hall element controller 3 detects no pole. Further, the ID signal may be output only when the Hall element controller 3 detects the S pole regardless of the position signal from the ignition switch 4. In such a case, the above detection is not performed unless the key rotor 12 is rotated by the key 8 (N pole detection is performed when the key rotor 12 is not rotated). Therefore, when the regular key 8 is not used, the shift lever and the steering wheel cannot be operated, so that unauthorized use of the automobile can be prevented.

In the above embodiments, the Hall element 14 is used as the position sensor. Instead of the Hall element 14, a magnetic element such as a magnetoresistive element, a magnetic diode, a magnetic transistor, a magnetic thyristor, or a reflective element may be used. A device using light such as a photointerrupter or a contact type such as sliding resistance may be used.

Next, regarding technical ideas other than the inventions described in the claims that can be understood from the above embodiments and other examples,
These effects are described below. The locking device for preventing unauthorized use of a vehicle according to claim 1, wherein the prohibiting means controls a rotor lock mechanism that locks the rotor.

Therefore, according to the invention described in (a), when the rotor is not rotated, the rotor lock mechanism is controlled by the prohibiting means, and the rotor is locked.
Therefore, in such a case, for example, if the rotor is disabled from rotating to the position where the engine is driven, the engine will not be driven, so that the effect of the invention described in claim 1 is achieved.

(B) Key detection means for detecting whether or not a key has been inserted into the rotor is provided, and when the key detection means detects a key, the judgment means makes a judgment. The locking device for preventing unauthorized use of a vehicle according to any one of claims 1 to 4.

Therefore, according to the invention described in (b), when a key is inserted into the rotor, key detection is performed by the key detection means, and based on the key detection, the determination means outputs a detection signal. And whether the output of the position signal is in a predetermined relationship. That is, unless the key is inserted into the rotor, the determination is not performed, so that the effect of the invention described in claim 1 is achieved.

[0074]

According to the first and fifth aspects of the present invention, when the rotor is not rotated (for example, when someone tries to use the vehicle illegally), the traveling of the vehicle is suppressed or Since the vehicle is disabled, unauthorized use of the vehicle can be reliably prevented.

According to the second aspect of the present invention, when the rotor is not rotated, the engine is not driven.
The effects of the invention described in claim 1 are achieved. According to the third aspect of the invention, when the rotor is not rotated, the operation of the steering wheel is disabled, so that the effect of the first aspect of the invention is achieved.

According to the fourth aspect of the invention, when the rotor is not rotated, the operation of switching the shift lever becomes impossible, so that the effect of the first aspect of the invention is exhibited.

[Brief description of the drawings]

FIG. 1 is an electric block circuit diagram showing an electric configuration of a lock device for preventing unauthorized use according to a first embodiment.

FIG. 2A is a front sectional view of a key cylinder,
(B) is a side sectional view.

FIG. 3 is an electric block circuit diagram showing an electric configuration of a lock device for preventing unauthorized use according to a second embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Locking device for preventing unauthorized use, 3 ... Hall element controller as determination means, 4 ... Ignition switch, 5 ... Shift lever lock controller as prohibition means, 6 ... Shift lever lock solenoid as shift lever lock mechanism, 7 ... An engine ECU as an engine control device, 11 a rotor case, 12 a key rotor as a rotor, 13a a magnet as a detected member, 1
3b: magnet as detected member; 14: Hall element as position sensor; 21: handle lock controller as prohibiting means; 22: steering lock mechanism.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02P 11/04 301 F02P 11/04 301C 3G301 F16H 59/10 F16H 59/10 3J052 F-term (Reference) 2E250 AA21 HH01 JJ05 KK02 LL00 LL18 PP15 RR01 SS01 3G019 AB09 AC01 CB07 CB13 DC06 3G084 BA11 BA16 CA01 DA00 FA00 3G092 AA01 BA08 BB10 EA14 EA15 EA17 FB10 HF11X HF18X HF19Z HF21X01 GB03 EB04 PF07Z PF15Z PF16Z 3J052 AA20 FB34 GA15 GA18 LA01

Claims (5)

[Claims] A lock device for preventing unauthorized use of a vehicle, comprising: a rotatably provided rotor; a rotor case for housing the rotor; and an ignition switch for outputting a position signal according to the rotational position of the rotor. In the above, the detected member provided in any one of the rotor and the rotor case that houses the rotor, and of the rotor case that houses the rotor and the rotor,
A position sensor that is provided on the other side and detects a position of the detected member; a determination that determines whether an output of a detection signal of the position sensor and an output of a position signal of an ignition switch have a predetermined relationship. A lock device for preventing unauthorized use of a vehicle, comprising: a means; 2. The lock device for preventing unauthorized use of a vehicle according to claim 1, wherein the prohibiting means suppresses or invalidates engine control of an engine control device. 3. The locking device for preventing unauthorized use of a vehicle according to claim 1, wherein the prohibition means controls a steering lock mechanism that locks a steering mechanism of a steering wheel. 4. The locking device for preventing unauthorized use of a vehicle according to claim 1, wherein the prohibiting means controls a shift lever lock mechanism that locks a shift lever. 5. The position sensor and the detected member are arranged such that a detection signal is output from the position sensor each time the rotor is positioned at a plurality of predetermined rotational positions. And that the output of the position signal of the ignition switch is in a predetermined relationship, when the detection signal is output from the position sensor every time the rotor is located at a plurality of predetermined rotational positions, the ignition switch outputs the predetermined rotational position. The lock device for preventing unauthorized use of a vehicle according to any one of claims 1 to 4, wherein a position signal corresponding to the control signal is output.