JP2003278629A - Switch for starting/stopping engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a switch for starting/stopping an engine capable of surely making an operator recognize whether a starting/stopping control of the engine based on a pressing operation of a switch part is an effective state or an inhibited state. <P>SOLUTION: The switch 20 for starting/stopping is provided with the switch part 19 and an actuator 47. The actuator 47 becomes a non-driving state when a lock state detection switch 32 is in an open state, that is, when a steering lock mechanism is in a lock state. The actuator 47 becomes a driving state when the lock state detection switch 32 is in a closed state, that is, when the steering lock mechanism is in a lock releasing state. At the time of non-driving of the actuator 47, a rod 48 becomes a projected state, and the pressing operation of an operation part 41 of the switch part 19 is made unoperable. At the time of driving the actuator 47, the rod 48 becomes a recessed state and the pressing operation of the operation part 41 is made unoperable. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a push button type engine start / stop switch.

[0002]

2. Description of the Related Art Conventionally, there has been proposed a one-push type engine starting / stopping system in which a push button type switch is provided in a vehicle compartment and the engine is started / stopped when the switch is pressed.

In such a system, the stop of the engine by the normal pressing operation of the switch is prohibited while the vehicle is traveling. For this reason,
Even if the switch is pressed while the vehicle is traveling, the stop system does not perform engine stop control based on the operation.

Further, when a steering lock mechanism is provided in the vehicle for the purpose of ensuring the antitheft property of the vehicle, the starting of the engine is prohibited when the steering lock is not released. . Therefore, the engine start / stop system does not perform engine start control based on the operation of the switch even if the switch is pressed while the steering lock is not released.

[0005]

However, in such a conventional engine start / stop system, whether the engine start / stop control based on the pressing operation of the switch is in an effective state or in a prohibited state is operated. Person is difficult to recognize.

The present invention has been made in view of the above circumstances, and an object thereof is to determine whether the engine start / stop control based on the pressing operation of the switch portion is in an effective state or in a prohibited state. An object is to provide an engine start / stop switch that can be surely recognized by an operator.

[0007]

In order to solve the above-mentioned problems, in the invention according to claim 1, a push-button type switch portion is arranged in a vehicle compartment and performs a switching operation by being pressed. An engine start / stop switch connected to vehicle control means for controlling engine start / stop based on a switching operation from the switch part, the engine start control being based on a pressing operation of the switch part. The gist of the present invention is to provide a notifying means for notifying the prohibition when the pressing operation is performed in a state where at least one of the stop control and the stop control is prohibited.

According to a second aspect of the present invention, in the engine start / stop switch according to the first aspect, the notification means is that the antitheft mechanism is operating, that the vehicle is running, and that the shift is performed. The switch unit in a state where at least one of the condition that the position is not at a predetermined position and the mutual communication is not established between the portable device and the vehicle control means is satisfied. The gist is to give a notification when the button is pressed.

According to a third aspect of the present invention, in the engine starting / stopping switch according to the first or second aspect, the switch portion is provided with a biasing force in a direction away from the switch body. A push button switch that performs a switching operation when the operation portion is pressed against the biasing force, and the informing means disables the pressing operation of the operation portion. It is any one of an operation regulation unit that regulates the state, a vibration imparting unit that imparts a vibration to the operation unit, and a biasing force changing unit that changes the strength of the biasing force to the operation unit. To do.

The "action" of the present invention will be described below. According to the first aspect of the present invention, when the switch portion is pressed while at least one of the engine start control and the engine stop control is prohibited, the informing means informs the prohibition. To be done. Therefore, the operator can surely recognize that the engine start / stop control based on the pressing operation of the switch portion is prohibited.

According to the second aspect of the present invention, the anti-theft mechanism is activated, the shift position is not in a predetermined position, and the mutual communication between the portable unit and the vehicle control means. By setting at least one of the above conditions not being established as the notification condition, it becomes possible to notify the engine start inhibition state. Further, by setting at least one of the detected vehicle speed and the fact that the shift position is not located at the predetermined position as the notification condition, it is possible to notify the engine stop prohibition state.

According to the third aspect of the invention, the operator can surely recognize that the engine start / stop control based on the pressing operation of the switch portion is prohibited. Moreover, when the operation restriction means is used as the notification means,
Since the pressing operation itself of the operation unit is disabled, the pressing operation signal is not input to the vehicle control means. Therefore, it is possible to reliably prevent the engine from being started / stopped by the pressing operation of the switch portion even when the engine start / stop is prohibited. Further, when the vibration applying means or the urging force changing means is used as the notifying means, the pressing operation of the operating portion itself can be performed, so that it is possible to prevent an excessive load from being applied to the switch portion. Become.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION (First Embodiment) The present invention is embodied in a start / stop switch of a one-push engine start / stop control system mounted on a vehicle equipped with an electronic steering lock mechanism. The first embodiment will be described in detail with reference to FIGS.

As shown in FIG. 1, the engine start / stop control system 1 comprises a portable device 11 and a vehicle control device 12 as vehicle control means arranged in the vehicle 2.
The portable device 11 is carried by the owner (driver) and can communicate with the vehicle control device 12. Specifically, when the portable device 11 receives the request signal output from the vehicle control device 12, the portable device 11 includes an I including a predetermined ID code.
Automatically send D code signal. This ID code signal is transmitted as a radio wave having a predetermined frequency (for example, 300 MHz).

The vehicle control device 12 includes a transmission / reception unit 13, a collation control unit 14, a power supply control unit 15, a lock control unit 16 as lock control means, an engine control unit 17, and a meter control unit 18. Each of the control units 14 to 18 is specifically configured by a CPU unit including a CPU, a ROM, and a RAM (not shown). The transmission / reception unit 13 is electrically connected to the matching control unit 14, and the matching control unit 14 is electrically connected to the power supply control unit 15, the lock control unit 16, and the engine control unit 17. A lock control unit 16, an engine control unit 17, a meter control unit 18, and a start / stop switch 20 are electrically connected to the power supply control unit 15.
The start / stop switch 20 includes a switch section 19 composed of a momentary type push button switch,
An actuator 47 as a notification means is provided.
The verification control unit 14, the lock control unit 16, the engine control unit 17, and the meter control unit 18 are electrically connected by a communication line (not shown).

The transmission / reception unit 13 transmits the request signal output from the collation control unit 14 to a radio wave of a predetermined frequency (for example, 13
4 kHz), and outputs the radio wave to the vehicle interior.
In addition, the transmission / reception unit 13 uses the ID transmitted from the portable device 11.
When the code signal is received, the ID code signal is demodulated into a pulse signal and output to the matching control unit 14.

The collation control unit 14 intermittently outputs a request signal to the transmission / reception unit 13. Further, when the ID code signal is input from the transmission / reception unit 13, the matching control unit 14 compares the ID code included in the ID code signal with the ID code preset in itself (ID code matching). As a result, when the ID codes match, the collation control unit 14 outputs a lock release request signal to the lock control unit 16. Then, the collation control unit 14
When the lock release completion signal is input from the lock control unit 16, outputs a start permission signal to the power supply control unit 15 and the engine control unit 17. On the other hand, the collation control unit 1
When the ID codes do not match with each other, 4 outputs a start prohibition signal to the power supply controller 15 and the engine controller 17. In addition, the collation control unit 14 sends an engine drive signal indicating that the engine is being driven to the power supply control unit 15.
Is input, the output of the request signal to the transmitter / receiver 13 is stopped. In the present embodiment, a lock release request signal, a lock release completion signal, a start permission signal,
The start prohibition signal and the engine drive signal are composed of a binary signal pattern having a predetermined number of bits. For this reason,
When an abnormality such as a short circuit or a disconnection occurs in the communication path between the matching control unit 14 and each of the control units 15 to 17, each control unit 1
4 to 17 makes it possible to detect that fact, and it is also possible to prevent malfunction of the respective control units 14 to 17 due to the abnormality.

The power control unit 15 includes an accessory relay (ACC relay) 21 and a first ignition relay (I
G1 relay) 22, second ignition relay (IG2
Relays 23 and starter relays (ST relays) 24 are connected to one ends of coil portions L1 to L4. Specifically, one end of the coil parts L1 to L4 of each of the relays 21 to 24 is connected to the power supply controller 15 via a switching element such as an FET (not shown). The other ends of the coil portions L1 to L4 are grounded. And
Each of the relays 21 to 24 is adapted to operate when an operation signal (in this embodiment, an H-level operation signal) is output from the power supply controller 15.

When the start permission signal is input from the collation control unit 14, the power supply control unit 15 enters the engine start permission state. Then, when the switch unit 19 is pressed and the pressing operation signal (H level signal in the present embodiment) is input in the engine start permission state, the power supply control unit 15
Outputs an operation signal to the IG1 relay 22, the IG2 relay 23, and the ST relay 24. Therefore, IG1
The relay 22, the IG2 relay 23, and the ST relay 24 are activated, and the contacts CP2 to CP4 of the relays 22 to 24 are turned on.
It becomes a state. One end of each of the contacts CP2 to CP4 is connected to the battery terminal. The other end of CP2 is connected to the power supply terminals of the engine control unit 17 and the meter control unit 18, the other end of CP3 is connected to the power supply terminal of the engine control unit 17, and the other end of CP4 is connected to a starter motor (not shown). Has been done. Therefore, when the IG1 relay 22 and the IG2 relay 23 operate, power is supplied to the engine control unit 17 and the meter control unit 18. And ST relay 2
When 4 is activated, the starter motor is activated. Further, as the pressing operation signal is input from the switch unit 19, the power supply control unit 15 outputs a start signal to the engine control unit 17.

On the other hand, the power supply control unit 15 is in the engine start prohibited state when the start permission signal is not input from the collation control unit 14. Then, in this state, even if the pressing operation signal is input, the power supply control unit 15 does not output an operation signal to the relays 22 to 24 or output a start signal to the engine control unit 17. That is, the power supply control unit 15 does not perform the process based on the pressing operation of the switch unit 19 in the engine start prohibited state.

The engine control unit 17 receives a start permission signal from the collation control unit 14 and also has a power supply control unit 15
When a start signal is input from, fuel injection control and ignition control are performed. Then, the engine control unit 17 detects the drive state of the engine based on the ignition pulse, the alternator output, etc., and outputs a complete explosion signal to the power supply control unit 15 when it determines that the engine is being driven.

When the complete explosion signal is input from the engine control unit 17, the power supply control unit 15 stops the output of the actuation signal to the ST relay 24 and deactivates the ST relay 24. An operation signal is output to the ACC relay 21. Note that one end of the contact point CP1 of the ACC relay 21 is connected to the battery, and the other end is connected to the power supply terminals of various electrical components of the accessory drive system.

The meter control section 18 controls the operation of combination meters provided on the instrument panel, and outputs a vehicle information signal such as vehicle speed information to the power supply control section 15 during operation.

When the power supply controller 15 determines that the vehicle is traveling based on the vehicle information signal from the meter controller 18, the engine stop prohibition state is set. In this state, the power supply control unit 15 does not perform the processing for stopping the engine even when the pressing operation signal is input from the switch unit 19. That is, the power supply control unit 15 does not perform the process based on the pressing operation of the switch unit 19 in the engine stop prohibited state.

The lock control section 16 constitutes a steering lock mechanism 31 together with a lock state detection switch 32 and a motor 33. Then, this lock control unit 16
A lock state detection switch 32 and a motor 33 are electrically connected to.

As shown in FIG. 2, the steering lock mechanism 31 includes a lock control unit 16, a lock state detection switch 32, a motor 33, and a lock pin 34 as a lock means. In this embodiment, the lock state detection switch 32 is a normally open (A contact) type mechanical switch (here, a limit switch).
It is composed by. One end of the lock state detection switch 32 is connected to the battery, and the other end is connected to the input terminal of the lock control unit 16 and the power supply terminal of the actuator 47. Therefore, an L level signal is input to the lock control unit 16 when the lock state detection switch 32 is open, and an H level signal is input to the lock control unit 16 when the switch 32 is closed. . Further, when the lock state detection switch 32 is open, power is not supplied to the actuator 47, and when the switch 32 is open, power is supplied to the actuator 47.

The motor 33 is drive-controlled by the lock controller 16 and is driven when a drive signal is input from the lock controller 16. This motor 33
A worm gear 35 is externally fitted to the rotating shaft of the worm gear, and the worm gear 35 interlocks with the rotating shaft of the motor 33. Further, a spur gear 36 is arranged so as to mesh with the worm gear 35.

The lock pin 34 is provided so that the tip end thereof can be engaged with and disengaged from the recess 3a provided on the outer peripheral surface of the steering shaft 3. Therefore, when the lock pin 34 is in the state of being engaged with the recess 3a (the state shown in FIG. 2A), the rotation of the steering shaft 3 is restricted. On the other hand, when the lock pin 34 is not engaged with the recess 3a (the state shown in FIG. 2B),
The steering shaft can be rotated.

A gear portion 34a that meshes with the spur gear 36 is formed on the outer surface of the lock pin 34. Therefore, the lock pin 34 can move in the directions indicated by the arrows F1 and F2 in the figure as the spur gear 36 rotates.
That is, the lock pin 34 is moved by the rotation of the motor 33 and can be engaged with and disengaged from the steering shaft 3.

A switch drive portion 34b is formed at the base end of the lock pin 34. And FIG. 2 (a)
As shown in FIG. 3, the switch driving portion 34b does not contact the lock state detection switch 32 when the lock pin 34 is engaged with the recess 3a of the steering shaft 3, that is, in the lock state of the lock pin 34. It becomes a state. Therefore, when the lock pin 34 is in the locked state, the lock state detection switch 32 is in the open state, and the L level signal is input to the lock control unit 16. Therefore,
The lock control unit 16 receives the L level signal from the lock state detection switch 32, and thereby the lock pin 3
It becomes possible to recognize that 4 is in the locked state.

On the other hand, as shown in FIG. 2B, when the lock pin 34 is separated from the recess 3a, that is, when the lock pin 34 is unlocked, the switch driving portion 34b detects the locked state. The switch 32 is contacted and the switch 32 is closed. Therefore, in the unlocked state of the lock pin 34, the lock state detection switch 32 is closed, and the H level signal is input to the lock control unit 16. Therefore, the lock controller 16
When the H level signal is input from the lock state detection switch 32, it can be recognized that the lock pin 34 is in the unlocked state. In the lock state detection switch 32, the lock pin 34 has the steering shaft 3
It is set so as to be in a closed state when completely separated from the concave portion 3a.

When the lock release request signal is input from the collation control unit 14, the lock control unit 16 outputs a drive signal (unlock drive signal) for unlocking the motor 33. In this case, the motor 33 rotates the rotary shaft in the direction indicated by the arrow R1 in FIG. 2 and moves the lock pin 34 in the direction indicated by the arrow F1. Therefore, as shown in FIG. 2B, the lock pin 34 and the recess 3a of the steering shaft 3 are disengaged from each other, and the lock state detection switch 32 is closed. Then, the lock control unit 16 switches the lock state detection switch 32 to H
When the level signal is input, the lock release completion signal is output to the matching control unit 14.

Further, the lock controller 16 is the power controller 1
When a predetermined condition is satisfied based on a control signal from the control signal 5 or an output signal from the door courtesy switch, the motor 3
A drive signal (lock drive signal) for locking 3 is output. In this case, the motor 33 rotates the rotating shaft in the direction indicated by the arrow R2 in FIG. 2 and moves the lock pin 34 in the direction of the arrow F2. Therefore, as shown in FIG. 2A, the lock pin 34 and the recess 3a of the steering shaft 3 are engaged with each other, and the lock state detection switch 32 is opened.

As shown in FIG. 3, the start / stop switch 2
0 includes a switch unit 19 and an actuator 47. The switch unit 19 includes the operation unit 41 and the switch body 4.
2 and. The operation unit 41 and the switch body 42 are arranged to face each other. The operation portion 41 is inserted into the through hole 4 a of the wall portion 4 formed of an instrument panel or the like, and projects from the wall portion 4. A recess 41a is provided on the surface of the operation unit 41 on the switch body 42 side, and a recess 42a is provided on the surface of the switch body 42 on the operation unit 41 side.
Is provided. Then, these recesses 41a, 42a
A coil spring 43 is disposed inside, and each end of the spring 43 is provided with an operating portion 41 and a switch body 4 respectively.
It is fixed at 2. The operation portion 41 is fixed at a position separated from the switch body 42 by the biasing force of the coil spring 43. Therefore, as shown by the arrow F in FIG. 3A, the operating portion 41 is pressed against the biasing force of the spring 43 to bring the operating portion 41 and the switch main body 42 close to each other. Further, a contact point 44a is provided on the operation unit 41.
And a contact 44b is formed on the switch body 42. When the operating portion 41 is pressed, both contacts 44a and 44b come into contact with each other, and when these contacts 44a and 44b come into contact with each other, the switch portion 19 is closed. The contact point 44b is the power supply controller 1
5, the pressing operation signal is input to the power supply controller 15 when the contacts 44a and 44b contact each other.

Further, the actuator 47 is arranged in the switch body 42. In the present embodiment, the actuator 47 is composed of a solenoid and is arranged on the outer surface of the switch body 42. Switch body 4
A communication hole 42b that communicates with the recess 42a is provided in the second member 2. A rod 48 connected to a movable iron core (not shown) of the actuator 47 is inserted through the communication hole 42b.

The actuator 47 of this embodiment is used.
Shows the rod 48 protruding in the non-driving state (see FIG.
The state shown in (a)) and the rod 48 in the driven state (the state shown in FIG. 3B) are configured to be set.

Therefore, as shown in FIG. 3 (a), when the actuator 47 is not driven, the tip of the rod 48 is in contact with the contact portion 45 provided in the recess 41a of the operating portion 41. , The movement of the operation unit 41 in the arrow F direction is restricted. Therefore, in the open state of the lock state detection switch 32, that is, in the lock state of the lock pin 34, the pressing operation of the operation portion 41 is disabled.

On the other hand, as shown in FIG. 3B, when the actuator 47 is driven, the tip of the rod 48 is separated from the contact portion 45 of the operating portion 41, and the arrow F of the operating portion 41 is moved. It is possible to move in the direction. Therefore, in the closed state of the lock state detection switch 32, that is, in the unlocked state of the lock pin 34, the pressing operation of the operation unit 41 is enabled. Therefore, in the present embodiment, the actuator 47 functions as an operation restricting unit that restricts the pressing operation of the switch unit 19.

Therefore, according to this embodiment, the following effects can be obtained. (1) When the lock pin 34 is engaged with the recess 3a of the steering shaft 3, starting of the engine is prohibited. Then, in the engine start prohibiting state, the actuator 47 restricts the pressing operation of the switch portion 19 to be impossible. Therefore, even if an attempt is made to press the switch portion 19 while the lock pin 34 is locked, the pressing operation cannot be performed. Therefore, the operator can certainly recognize that the engine start is prohibited because the switch portion 19 cannot be pressed. Moreover, since the fact that the engine start prohibition state is acted on is notified by tactile sensation, compared to the case where it is done by sound or display (when it is notified by acting on the sight or hearing), the need for visual recognition and ears are reduced. The operator does not need to incline it, and the operator can easily recognize it.

(2) It is possible to reliably prevent the pressing operation signal from being input to the power supply control unit 15 when the lock pin 34 is in the locked state. Therefore, even if the power supply control unit 15 is in the engine start permitted state due to the malfunction of the lock control unit 16 or the like, it is possible to reliably prevent the engine start based on the pressing operation of the switch unit 19. Therefore, it is possible to reliably prevent the engine from being started with the lock pin 34 locked. (Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIG. In each of the following embodiments, differences from the first embodiment will be mainly described, and common points will be denoted by the same member numbers and description thereof will be omitted.

As shown in FIG. 4, this embodiment is different from the first embodiment in the driving condition of the actuator 47. More specifically, in the present embodiment, the actuator 47 is drive-controlled based on the vehicle speed. As a configuration for this, as shown in FIG. 4, a vehicle speed signal is input to the power supply terminal of the actuator 47 via the driver section 50. In the present embodiment, the vehicle speed signal is a detection signal from a vehicle speed sensor (not shown), and is composed of pulse signals having different cycles depending on the vehicle speed.

In this embodiment, unlike the first embodiment, the actuator 47 has the rod 48 retracted in the non-driving state and the rod 48 in the driving state.
Is configured to be in a protruding state.

In this embodiment, the driver section 50 includes a resistor R1, a capacitor C1, an inverter circuit 51, and an N-channel MOSFET (hereinafter simply referred to as "FET") 5
It is composed of two. The vehicle speed signal is input to one end of the resistor R1, and the other end is connected to one end of the capacitor C1 and the input terminal of the inverter circuit 51. The other end of the capacitor C1 is grounded, and the output terminal of the inverter circuit 51 is connected to the gate terminal of the FET 52. The drain terminal of the FET 52 is connected to the battery and the source terminal is connected to the power supply terminal of the actuator 47.

Therefore, when the vehicle speed signal is not input to the driver section 50, that is, when the vehicle 2 is stopped, the gate voltage of the FET 52 becomes L level and the actuator 47 becomes non-driving state. Therefore, when the vehicle 2 is stopped, the operation section 41 can be moved in the arrow F direction, that is, the switch section 19 can be pressed.

On the other hand, when the vehicle speed signal is input to the driver section 50, that is, when the vehicle 2 is running, the gate voltage of the FET 52 becomes H level and the actuator 47 is driven. Therefore, the tip of the rod 48 of the actuator 47 and the abutting portion 45 of the operating portion 41.
And are in contact with each other, and the operation unit 41 cannot move in the arrow F direction. Therefore, in the traveling state of the vehicle 2, the pressing operation of the switch unit 19 is disabled.

Therefore, according to this embodiment, the following effects can be obtained. (3) While the vehicle 2 is running, stopping the engine is prohibited. Then, in the engine stop prohibition state, the actuator 47 restricts the pressing operation of the switch unit 19 to an impossible state. Therefore, even if an attempt is made to press the switch portion 19 while the lock pin 34 is locked, the pressing operation cannot be performed. Therefore, the operator is able to surely recognize that the engine stop prohibition state is set because the switch portion 19 cannot be pressed.

(4) It is possible to reliably prevent the pressing operation signal from being input to the power supply control unit 15 while the vehicle 2 is running. Therefore, even if the vehicle is in the running-permitted stop state due to a malfunction of the power supply control unit 15 or the like, it is possible to reliably prevent the engine stop based on the pressing operation of the switch unit 19. Therefore, it is possible to reliably prevent the engine from stopping while the vehicle is traveling. (Third Embodiment) Next, a third embodiment of the present invention will be described with reference to FIG.

As shown in FIG. 5, the difference between this embodiment and each of the above embodiments is the driving condition of the actuator 47. Specifically, in this embodiment, the actuator 47 is drive-controlled based on the engagement / disengagement state of the lock pin 34 in the steering lock mechanism 31 and the vehicle speed. As a configuration for this purpose, as shown in FIG. 5, an open / close signal indicating the open / closed state of the lock state detection switch 32 and the vehicle speed signal are input to the power supply terminal of the actuator 47 via the driver section 50. It is supposed to be done.

In the present embodiment, the driver section 50 is composed of the resistor R1, the capacitor C1 and the FET 52, and an AND circuit 53. One end of the lock state detection switch 32 is connected to the battery, and the other end is connected to the lock control unit 16 and the first input terminal of the AND circuit 53. Further, the second input terminal of the AND circuit 53 is
A vehicle speed signal is input via an inverter and an integrating circuit formed by a resistor R1 and a capacitor C1. The output terminal of the AND circuit 53 is connected to the gate terminal of the FET 52. As in the second embodiment, the drain terminal of the FET 52 is connected to the battery, and the source terminal is connected to the power supply terminal of the actuator 47.

The actuator 47 of this embodiment is used.
In the same manner as in the first embodiment, the rod 48 projects in the non-driving state, and the rod 48 sinks in the driving state.

For this reason, the actuator 47 receives no vehicle speed signal, and the lock state detection switch 3
It drives on condition that 2 is a closed state. Therefore, in the locked state of the lock pin 34, the operation unit 4
Since the movement of 1 in the direction of arrow F is restricted by the actuator 47, the pressing operation of the switch portion 19 becomes impossible. Even when the lock pin 34 is unlocked, the switch portion 19 cannot be pressed while the vehicle is traveling.

On the other hand, when the lock pin 34 is in the unlocked state and the vehicle is in the stopped state, the operating portion 41 can be moved in the direction of the arrow F, so that the switch portion 19 can be pressed. Become.

Therefore, according to the present embodiment, it is possible to combine the effects of the above (1) to (4). (Fourth Embodiment) Next, a fourth embodiment of the present invention will be described with reference to FIG.

As shown in FIG. 6, in the present embodiment,
The difference from the first embodiment is that the start / stop switch 2
0 configuration. As shown in FIG.
A support 48a is connected to the tip of the rod 48 of No. 7. That is, the support 48a is arranged in the recess 42a. The support 48a is arranged inside the coil spring 43. Further, one end of an auxiliary spring 49 as an elastic member made of a coil spring is fixed to the support body 48a. The other end of the auxiliary spring 49 is fixed to the operating portion 41. That is, the auxiliary spring 49 is supported by the operation portion 41 and the switch body 42. Therefore, the coil spring 43 and the auxiliary spring 49 are interposed between the operation portion 41 and the switch body 42. Therefore, the urging force from the coil spring 43 and the urging force from the auxiliary spring 49 are applied to the operation portion 41. In addition, in the present embodiment, the retracted state of the rod 48 (see FIG.
The auxiliary spring 49 in the state shown in (b) is set to be in a fully extended state. Therefore, in this state, the operation portion 41 has a coil spring 43.
Only the biasing force from is added.

The actuator 47 of this embodiment is used.
In the same manner as in the first embodiment, the rod 48 projects in the non-driving state, and the rod 48 sinks in the driving state. Therefore, in FIG.
As shown in (a), when the actuator 47 is not driven, the biasing force from the coil spring 43 and the biasing force from the auxiliary spring 49 are applied to the operating portion 41. In addition, as shown in FIG.
When driving 7, the biasing force from the coil spring 43 is applied to the operating portion 41. Therefore, the strength of the urging force applied to the operation unit 41 is changed by the actuator 47. That is, the actuator 47 functions as a biasing force changing unit, and the strength of the pressing force required to move the operation unit 41 in the arrow F direction changes according to the driving state of the actuator 47.

In the start / stop switch 20, the battery is connected to the power supply terminal of the actuator 47 via the lock state detection switch 32, as in the first embodiment. Therefore, as shown in FIG. 6A, in the open state of the lock state detection switch 32, that is, in the lock state of the lock pin 34, the actuator 47 is in the non-driving state, and the operating portion 41 is moved by the arrow F.
A high pressing force is required to move in the direction.

On the other hand, as shown in FIG. 6B, when the lock state detecting switch 32 is closed, that is, when the lock pin 34 is unlocked, the actuator 4 is released.
7, the pressing force required to move the operation portion 41 in the arrow F direction becomes low.

Therefore, according to this embodiment, the following effects can be obtained. (5) The pressing force required to press the switch portion 19 changes depending on whether the lock pin 34 is locked or unlocked. Therefore, the operator can surely recognize that the engine start is prohibited by this change.
Moreover, even when the engine start is prohibited, the switch unit 1
Since the pushing operation of 9 is possible, the switch portion 19
There is no added force to push in. Therefore, it is possible to prevent an excessive load from being applied to the switch portion 19. Furthermore, since the fact that the engine start prohibition state is actuated is notified by tactile sensation, there is no need for visual recognition or listening, as compared with the case of making a sound or display, so the operator is not required. Is easy to recognize.

The embodiment of the present invention may be modified as follows. In each of the above embodiments, the actuator 47 is
The actuator is not limited to the solenoid, and may be any electric drive actuator such as a motor that moves the rod 48 in and out.

In each of the above-mentioned embodiments, the actuator 47 as the notification means functions as the operation restriction means or the biasing force changing means. However, a vibrator vibration motor is used as the actuator 47, and the vibration motor is provided in the switch unit 19 so that the vibration of the vibration motor is transmitted to the operation unit 41. Then, when the engine start prohibited state or the stop prohibited state, the switch unit 19
When is pressed, the motor is driven. With this configuration, when the switch section 19 is pressed in the engine start / stop prohibited state, the operation section 41 vibrates, so that the operator can surely recognize the engine start / stop prohibited state by the vibration. You can Therefore, in this case, the vibration motor can be caused to function as the vibration applying means. An example of embodying such an aspect is shown in FIG.
Shown in. In this specific example, the vibrator vibration motor 54 is arranged in the recess 41 a of the operation portion 41.
Further, here, the vibration motor 54 is driven when the operation portion 41 is pressed while the lock state detection switch 32 is closed. However, the driving condition of the vibration motor 54 is the same as in the second or third embodiment. The driving condition may be the same as the form.

In the first and third embodiments,
Check that the shift position is in the "P" / "N" range, that the parking brake is ON, and that mutual communication between the portable device 11 and the vehicle control device 12 is established. , May be added as a driving condition of the actuator 47.

In the fourth embodiment, the actuator 47 may be drive-controlled based on the vehicle speed as in the second embodiment. Further, the actuator 47 may be drive-controlled based on the drive state of the steering lock mechanism 31 and the vehicle speed as in the third embodiment.

The lock state detection switch 32 is not limited to the limit switch, but may be a contact switch such as a reed switch or a non-contact switching element including a proximity sensor using a hall element or the like. Good.

In the above-described embodiment, the steering lock mechanism 31 that controls whether or not the steering shaft 3 can rotate is embodied as a theft prevention mechanism. But,
The anti-theft mechanism is, for example, an electronic travel restricting device that restricts rotation of wheels by a member equivalent to the lock pin 34, an electronic shift lock device that restricts shift position switching operation by a member equivalent to the lock pin 34, or the like. Good. That is, the anti-theft mechanism is not limited to the steering lock mechanism 31 and may be any mechanism that restricts the operation of the steering system mechanism or the drive system mechanism of the vehicle.

Next, in addition to the technical ideas described in the claims, the technical ideas grasped by the above-described embodiment will be listed below. (1) In the engine start / stop switch according to claim 1 or 2, the notification means prohibits at least one of engine start control and stop control based on a pressing operation of the switch portion. The fact that it has been done is to be notified by tactile sensation. According to the invention described in this technical idea (1), it becomes unnecessary for the operator to visually recognize or to listen, as compared with the case of notifying by visual and auditory senses. It will be easier.

(2) The engine starting according to claim 1
In the stop switch, the notification means detects from at least one of an operation detection means that detects an operation state of the anti-theft mechanism, a vehicle speed detection means that detects a vehicle speed, and a shift detection means that detects a shift position. The operation is controlled based on the signal. The operation detecting means corresponds to the lock state detecting switch 32 in the above embodiment, the vehicle speed detecting means corresponds to a known vehicle speed sensor, and the shift detecting means corresponds to a known shift position sensor.

[0067]

As described in detail above, according to the present invention,
It is possible to make the operator surely recognize whether the engine start / stop control based on the pressing operation of the switch portion is in the valid state or the prohibited state.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of an engine start / stop control system according to a first embodiment of the present invention.

2A and 2B are schematic configuration diagrams schematically showing a configuration of a steering lock mechanism of the first embodiment.

3A and 3B are cross-sectional views schematically showing the configuration of the start / stop switch of the first embodiment.

FIG. 4 is a sectional view schematically showing the configuration of a start / stop switch according to a second embodiment.

FIG. 5 is a sectional view schematically showing the configuration of a start / stop switch according to a third embodiment.

6A and 6B are cross-sectional views schematically showing the structure of a start / stop switch according to a fourth embodiment.

FIG. 7 is a sectional view schematically showing a configuration of a start / stop switch according to another embodiment.

[Explanation of symbols]

1 ... Engine start / stop control system, 2 ... Vehicle, 11
... portable machine, 12 ... vehicle control device as vehicle control means,
15 ... Power control unit, 19 ... Switch unit, 20 ... Start / Stop switch, 31 ... Steering lock mechanism as anti-theft mechanism, 32 ... Lock state detection switch, 41 ... Operation unit, 42 ... Switch body, 47 ... Notification means An actuator as (operation restricting means or biasing force changing means),
54 ... A vibration motor as an informing means (vibration applying means).

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Masaki Yoshino             260-chome, Toyota, Oguchi-cho, Niwa-gun, Aichi             Tokai Rika Electric Co., Ltd. (72) Inventor Masaki Hayashi             260-chome, Toyota, Oguchi-cho, Niwa-gun, Aichi             Tokai Rika Electric Co., Ltd. (72) Inventor Tomoyuki Funayama             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Toshio Asahi             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Tomoo Kakegawa             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Tokunori Aoki             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Hiroyuki Yamada             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd.

Claims (3)

[Claims] 1. A vehicle provided with a push-button type switch unit disposed in a vehicle compartment and performing a switching operation when pressed, and performing engine start / stop control based on the switching operation from the switch unit. An engine start / stop switch connected to the control means, wherein at least one of engine start control and engine stop control based on the pressing operation of the switch section is prohibited during the pressing operation. An engine start / stop switch characterized by including an informing means for informing that the prohibition has been made. 2. The informing means comprises: an anti-theft mechanism is in operation; the vehicle is traveling; the shift position is not in a predetermined position; and the portable unit and the vehicle control means. The engine start-up according to claim 1, wherein the notification is performed when the switch portion is pressed in a state where at least one condition that mutual communication is not established between the two is established. Stop switch. 3. The switch section includes a switch body and an operation section to which a biasing force is applied in a direction away from the switch body, and the operation section is pressed against the biasing force. Is a push button switch that performs a switching operation by means of: the notifying means is an operation restricting means that restricts a pressing operation of the operation part to a disabled state, a vibration applying means that applies vibration to the operation part, the operation part The engine starting / stopping switch according to claim 1 or 2, which is any one of urging force changing means for changing the strength of the urging force applied to the engine.