JP2003341479A - Electronic type car theft preventive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electronic type car theft preventive device having high reliability at low cost. <P>SOLUTION: The electronic type car theft preventive device is equipped with a lock pin 12 to be engaged with and disengaged from a steering shaft 21, a motor 43 to actuate the lock pin 12, and a control means to control the drive of the motor 43. The lock pin 12 is energized at normal time by the second spring 30 in the unlocking direction. The motor 43 and the control means are maintained in the condition with no current fed except when the lock pin 12 is locked. <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 an electronic vehicle antitheft device for an automobile.

[0002]

2. Description of the Related Art Conventionally, a mechanical steering lock device has been widely used to prevent theft of a vehicle.

The steering lock device includes a key cylinder and a lock pin. The lock pin is activated by inserting a mechanical key into the key cylinder and rotating it. The lock pin is detachable from the steering shaft. When the lock pin engages with the steering shaft, the steering shaft and the steering wheel cannot rotate.

However, in recent years, electronic keys have come to be used in place of the mechanical keys that have been used so far. Therefore, in the future, it is expected that an electronic steering lock device in which the key cylinder is replaced with an actuator such as a motor that electrically operates will become popular.

[0005]

In the conventional electronic steering lock device, the motor is driven to engage the lock pin with the steering shaft or release the engagement with the steering shaft. That is, in the prior art, it was necessary to rotate the motor in the forward and reverse directions, and the driver circuit in the control device was complicated. Therefore, there is a problem in that the manufacturing cost of the entire control device increases.

Further, in the electronic steering lock device, electrical noise may be generated in the control device, so that the control device mistakenly drives the motor.
There was a possibility that the lock pin would engage the steering shaft when it was not needed.

The present invention has been made in view of the above problems, and an object thereof is to provide an inexpensive and highly reliable electronic vehicle antitheft device.

[0008]

In order to achieve the above-mentioned object, in the invention described in claim 1, a lock means for engaging and disengaging with a movable member constituting at least one of a drive system mechanism and a steering system mechanism of a vehicle. An electronic vehicle antitheft device comprising: a motor for driving the lock means; and a control means for controlling the drive of the motor, wherein the lock means is in a direction to release the engagement between the lock means and the movable member. The gist of the invention is to provide an elastic means for constantly energizing the motor and to keep at least one of the motor and the control means in a non-energized state except at the time of locking.

According to a second aspect of the present invention, an electric actuator that attracts the locking body into the main body when energized and projects the locking body from the main body when de-energized is provided with the locking body on the locking means side. The first engaging hole is provided at a position corresponding to the engaging body in the locking means in the locking position, and the electric actuator is kept in a non-energized state when the locking is completed. The gist is that the locking body is locked in the stop hole.

According to a third aspect of the present invention, a second locking hole is provided at a position corresponding to the locking body in the locking means in the unlocked position, and when the unlocking is completed, the electric actuator is de-energized. The gist of the invention is that the retaining body is retained and the retaining body is retained in the second retaining hole.

The "action" of the present invention will be described below. According to the first aspect of the present invention, the engagement between the lock means and the movable member is released by the urging force of the elastic means that is always acting. Therefore, the motor only needs to rotate in one direction to engage the locking means and the movable member. Therefore, the required control becomes simple, and the driver circuit for driving the motor does not become complicated. Therefore, the manufacturing cost of the control means as a whole can be reduced.
Further, at a time other than the locked time, at least one of the motor and the control means is held in a non-energized state. Further, the locking means is always biased in the unlocking direction by the elastic means. So when you don't need to lock
Accidental engagement of the locking means with the movable member is reliably prevented. Therefore, the reliability of the electronic vehicle theft prevention device can be increased.

According to the second aspect of the present invention, when the lock is completed, the locking body protruding from the main body of the electric actuator is locked in the first locking hole provided in the locking means and is de-energized. The state is maintained. in this case,
The locking means is mechanically fixed in the locked position by the locking body of the electric actuator. For this reason, the locking means is securely fixed to the locking position, even though it is always biased in the unlocking direction by the elastic means. Further, the electric actuator is maintained in the non-energized state while fixing the lock means in the lock position. Therefore, the power consumption of the electronic vehicle antitheft device can be reduced.

According to the third aspect of the present invention, when the unlocking is completed, the electric actuator has the locking body protruding from the main body locked in the second locking hole provided in the locking means and not locked. The power is maintained. In this case, the control means is maintained in the non-energized state, and the lock means is unlocked by the elastic means. further,
The locking means is mechanically fixed to the unlocked position by the locking body. Therefore, due to the synergistic effect of the electrical and mechanical unlocking means, the locking means is more securely fixed in the unlocked position. Further, when the unlocking is completed, both the control means and the electric actuator are kept in the non-energized state, so that the power consumption of the electronic vehicle theft prevention device can be further reduced.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of an electronic steering lock device 1 embodying an electronic vehicle antitheft device embodying the present invention will be described below with reference to FIGS.

As shown in FIGS. 1 to 3, the electronic steering lock device 1 of this embodiment is attached to a steering post of a vehicle which constitutes a steering system mechanism. The case body 10 that constitutes the electronic steering lock device 1 has a substantially box shape. The case body 10 is configured by attaching the cover 19 to the lock body 13.

As shown in FIGS. 2 and 3, a housing 17 made of synthetic resin is installed on the inner surface of the cover 19. The housing case 17 is configured by combining a first case 17a and a second case 17b. The printed board 20 is housed in the housing case 17. The printed circuit board 20 is fixed by screwing a screw 71 onto the second case 17b. The printed circuit board 20 includes an electric component 20a such as an IC and a capacitor.
Is implemented in multiple locations. In addition, the printed circuit board 20
An electric wire 18 is electrically connected to the. The electric wire 18 is adapted to extend to the outside of the case body 10.

As shown in FIG. 1, the lock body 13 is provided with a substantially arcuate mounting portion 13b extending in the leftward direction shown in FIG. The attachment portion 13b is attached to a column tube (not shown) with a bolt (not shown). The steering shaft 21 is inserted into the column tube. A recess 22 is provided on the outer peripheral surface of the steering shaft 21. As shown in FIG. 3, the lock body 13 is provided with a guide hole 13a having a substantially rectangular cross section. The guide hole 13a is arranged so as to correspond to the mounting portion 13b. The guide hole 13a communicates with the inside of the column tube when the case body 10 is attached to the column tube.

Further, the lock body 13 is provided with a solenoid 91 as an electric actuator having a locking pin 94 as a locking body. The solenoid 91 is
The locking pin 94 is arranged so as to face the side surface of the lock pin 12 serving as the locking means. Solenoid 91
Includes a first spring 95 that biases the locking pin 94 toward the side surface of the lock pin 12. Solenoid 91
Attracts the locking pin 94 into the main body when energized and projects the locking pin 94 from the inside of the main body when de-energized. Locking pin 94
Is driven by the urging force of the first spring 95.
It is designed to project from the main body of 1.

As shown in FIG. 3, a lock pin 12 as a locking means is provided in the guide hole 13a.
It is arranged so as to be movable along a. Lock pin 12
A pressed portion 12a and a retracting stopper 7 are provided at the base end portion of the. The tip of the lock pin 12 can be retracted from the outer surface of the lock body 13. The lock pin 12 is formed in a substantially rectangular column shape and a substantially rectangular cross section. The cross-sectional area of the lock pin 12 is somewhat smaller than the cross-sectional area of the guide hole 13a. Therefore, lock pin 1
The tip of 2 is quickly engaged with and disengaged from the recess 22.

The lock pin 12 has two locking holes on its side surface for locking the locking pin 94 of the solenoid 91. In the lock pin 12 in the locked position, a first locking hole 12c is formed at a position corresponding to the locking pin 94. The first locking hole 12c is formed on the retracting stopper 7 side of the lock pin 12. On the other hand, in the lock pin 12 in the unlocked position, a second locking hole 12b is formed at a position corresponding to the locking pin 94. The second locking hole 12b is formed on the tip side of the lock pin 12. The first locking hole 12c and the second locking hole 12b are formed to be slightly larger than the diameter of the locking pin 94. Therefore, the tip of the locking pin 94 is adapted to be quickly engaged and disengaged from the first locking hole 12c and the second locking hole 12b.

As shown in FIG. 3, the retracting stopper 7 provided on the lock pin 12 is formed with an abutting portion 7a extending toward the solenoid 91. Between the lower wall of the contact portion 7a and the upper wall 13c of the lock body 13, a second
One spring 30 is arranged. The second spring 30 contacts the contact portion 7 while being pressed from both ends thereof.
It is fixed to the lower wall of a and the upper wall 13c of the lock body 13. The lock pin 12 including the contact portion 7a is arranged so as to be movable along the guide hole 13a of the lock body 13. Therefore, when the motor 43 is not driven, the lock pin 12 is biased by the second spring 30 in the unlock direction (direction of arrow F3 in FIG. 3).

As shown in FIG. 2, a motor 43 for actuating the lock pin 12 is housed in the case body 10. A first spur gear 48 is attached to the first rotating shaft 45 of the motor 43. The first spur gear 48 is adapted to interlock with the rotation of the first rotating shaft 45. The first spur gear 48 is adapted to rotate the second spur gear 50 by meshing with the second spur gear 50. Therefore, the second
The spur gear 50 rotates about the second rotation shaft 44 in the opposite direction to the first spur gear 48. The diameter of the second spur gear 50 is
It is larger than the diameter of the first spur gear 48. As shown in FIG. 3, a substantially fan-shaped cam 41 is fixed to the second rotating shaft 44. The cam 41 is configured to rotate about the second rotation shaft 44 in the same direction as the second spur gear 50.

The lock pin 12 is attached to the steering shaft 2.
The operation in the case of engaging 1 will be described. First shown in FIG.
The spur gear 48 rotates clockwise around the first rotation shaft 45 of the motor 43. Since the second spur gear 50 rotates so as to mesh with the first spur gear 48, the first spur gear 4
Rotate in the opposite direction to 8. Therefore, the second spur gear 50
Rotates counterclockwise about the second rotation axis 44. Therefore, the cam 41 shown in FIG. 3 rotates counterclockwise (in the direction of arrow F2 in FIG. 3) about the second rotation shaft 44. In this case, the cam 41 presses the pressed portion 12a of the lock pin 12 to operate the lock pin 12 in the lock direction (arrow F4 direction in FIG. 3). Therefore, the tip of the lock pin 12 is engaged with the recess 22 of the steering shaft 21. Then, the solenoid 91 operates and the solenoid 9 enters the first locking hole 12c of the lock pin 12.
One locking pin 94 is locked.

Lock pin 12 and steering shaft 2
The operation for releasing the engagement with 1 will be described. As shown in FIG. 3, the second spring 30 constantly biases the lock pin 12 in the unlock direction. When the engagement between the first locking hole 12c of the lock pin 12 and the locking pin 94 of the solenoid 91 is released, the pressed portion 12a of the lock pin 12 is released.
Pushes the cam 41, and the lock pin 12 operates in the unlocking direction. In this case, the range of rotation of the cam 41 is
The cam 41 is regulated by coming into contact with the rubber stopper 6. Therefore, the lock pin 12 operates to the unlock position after the engagement with the recess 22 of the steering shaft 21 is released. When the lock pin 12 is completely unlocked, the solenoid 91 operates and the locking pin 94 of the solenoid 91 is locked in the second locking hole 12b of the lock pin 12.

As shown in FIG. 4, the motor 43 for rotating the cam 41 is drive-controlled by a microcomputer 32 as a control means. In this case, the microcomputer 32
The CU 37 is connected. The verification ECU 37 performs mutual communication with a portable device (not shown) carried by the owner (driver) of the vehicle, and collates the ID code set in the portable device with the ID code set in itself. . Then, on condition that the ID codes match each other, the engine is brought into a startable state. That is, the verification ECU 37
Makes the engine unstartable when the ID codes do not match.

Further, the verification ECU 37 outputs an encrypted predetermined drive request signal to the microcomputer 32 on condition that the ID codes match each other. Specifically, the verification ECU 37 outputs a drive request signal including a lock release code to the microcomputer 32 when the ID codes match each other. On the other hand, the verification ECU 37 determines whether the microcomputer 32
To the drive request signal including the lock code.

The microcomputer 65, the starter motor 69, and the solenoid 91 are electrically connected to the battery 65. The starter motor 69 is adapted to start the engine by being operated by the power source supplied from the battery 65. The starter motor 69 is connected to the drain terminal of an FET (field effect transistor) 100. The gate terminal of the FET 100 is connected to the microcomputer 32, and the source terminal of the FET 100 is grounded.

The battery 65 is electrically connected to the second contact 72a. The second contact 72b is connected to an electronic fuel injection device (not shown) and other electric components for operating the engine. That is, the second contact 7
The ignition power supply path 82 is a path through which a current flows through the electronic fuel injection devices 2a and 72b and other electronic components. That is, a current for operating the electronic fuel injection control device of the vehicle and other electric components flows through the ignition power supply path 82 via the second contacts 72a, 72b.

The battery 65 is electrically connected to the first contact 71a. The first contact 71b is electrically connected to the motor 43. The motor 43 is FE
It is electrically connected to the drain terminal of T62. FE
The gate terminal of T62 is connected to the microcomputer 32, and FET
The source terminal of 62 is grounded. That is, the path through which the current flows through the first contacts 71a and 71b, the motor 43, and the FET 62 serves as the lock means power supply path 81. FET62
Is turned on when a drive signal is output from the microcomputer 32. At this time, the motor 43 is controlled so that the first rotation shaft 45 rotates in the clockwise direction. Then, the second
The rotating shaft 44 and the cam 41 rotate in the counterclockwise direction (direction of arrow F2 in FIG. 3). That is, the lock pin 12 is connected to the steering shaft 21 in the lock means power supply path 81.
The current that drives the motor 43 in the direction of engaging the
It is designed to flow through the contacts 71a and 71b.

The solenoid 91 has a battery 65.
And the FET 110 are electrically connected. The solenoid 91 is connected to the drain terminal of the FET 110. The solenoid 91 has a locking pin 94 projecting from the inside of the body in the non-energized state. The gate terminal of the FET 110 is connected to the microcomputer 32, and the source terminal of the FET 110 is grounded. When the transmission signal is transmitted from the portable device owned by the user, the verification ECU 37 compares the ID code included in the transmission signal with the ID code previously included in the verification ECU 37. The microcomputer 32 outputs an operation signal to the FET 110 based on a release signal from the verification ECU 37 that is output when these ID codes match. That is, the microcomputer 32 outputs a drive signal to the FET 110 to turn on the FET 110 when releasing the engagement between the lock pin 12 and the steering shaft 21.
Then, the solenoid 91 is energized and the locking pin 9
4 is sucked into the body.

A change-over switch 61 as a switching means is arranged between the battery 65 and the motor 43. The changeover switch 61 has movable contacts 61a and 61b. The movable contact 61a includes the first contact 71a,
The contact 71a is brought into contact with the contacts 71a, 71b to establish electrical continuity. At this time, the motor 43 is switched to the energized state. The movable contact 61a is separated from the first contacts 71a, 71b when the changeover switch 61 is manually operated. Then, the changeover switch 61 opens the first contacts 71a, 71b when the vehicle is being driven, and mechanically cuts off the locking means power supply path 81. That is, the movable contact 61a switches the lock means power supply path 81 to the non-energized state in conjunction with the changeover switch 61. At this time, the motor 43 becomes inoperable. In addition, the movable contact 61b
Is brought into contact with the second contacts 72a and 72b in conjunction with the operation of the changeover switch 61. At this time, the movable contact 61b
Switches the ignition power supply path 82 to the energized state. At this time, the electronic fuel injection device and other electric components are switched to the energized state.

Next, the operation of the electronic steering lock device 1 will be described. First, FIG. 5A shows a state of the electronic steering lock device 1 when the vehicle is parked. In this case, the control device and the motor 43 are in the non-energized state. The tip of the lock pin 12 is engaged with the recess 22 of the steering shaft 21. A locking pin 94 protruding from the main body of the solenoid 91 is locked in the first locking hole 12c formed in the side surface of the lock pin 12. In this case, the solenoid 91 is maintained in the non-energized state. In addition, the second spring 3 arranged between the contact portion 7a and the upper wall 13c of the lock body 13.
0 is held in a state of being compressed from both ends thereof.

When the user approaches the vehicle, a transmission signal is transmitted from the portable device in his possession. Then, the verification EC
U37 receives the transmission signal from the portable device and compares the ID code included in the transmission signal with the ID code included in the verification ECU 37. As shown in FIG.
Transmits an actuation signal to the FET 110 based on a release signal from the verification ECU 37 that is output when these ID codes match. Then, FET110 is ON
With this, the solenoid 91 is energized. As a result, the solenoid 91 operates so as to attract the locking pin 94, which has locked the lock pin 12, into its main body. After the locking pin 94 is sucked into the body,
The solenoid 91 immediately returns to the non-energized state.

As shown in FIG. 5B, the lock pin 12
One end of the abutting portion 7a provided on the above is pressed by the second spring 30 fixed to the upper wall 13c of the lock body 13. The solenoid 91 is activated and the lock pin 1
When the engagement between 2 and the steering shaft 21 is released, the lock pin 12 is actuated in the unlocking direction (direction of arrow F3 in FIG. 5A) by the pressing force of the second spring 30. At this time, the cam 41, which is in contact with the pressed portion 12a of the lock pin 12, rotates in the counterclockwise direction (direction of arrow F1 in FIG. 5A) about the second rotation shaft 44.

As shown in FIG. 5C, the lock pin 12
When is completely unlocked, the locking pin 94 protruding from the solenoid 91 is locked in the second locking hole 12b formed in the side surface of the lock pin 12. In this case, the rotation of the cam 41 is restricted by coming into contact with the rubber stopper 6 (not shown). In this way, the lock pin 1
The engagement between 2 and the recess 22 of the steering shaft 21 is released, and the steering shaft 21 and the steering wheel can rotate.

Next, the user selects the changeover switch 6 shown in FIG.
When 1 is operated, the movable contact 61a moves to the first contact 71a,
By separating from 71b, the locking means power feeding path 8
No. 1 is cut off to be in a non-energized state. That is, the motor 43 that operates the lock pin 12 is maintained in the non-energized state except when the lock pin 12 is locked. In conjunction with that, the movable contact 6
1b contacts the second contacts 72a and 72b. As a result, the ignition power supply path 82 is switched to the energized state. In this state, the engine is started by operating the starter motor 69. Even in this state, the second spring 30 continues to urge the lock pin 12 in the unlock direction. Therefore, the lock pin 12 does not operate in the lock direction (direction of arrow F4 in FIG. 5C).

When the user operates the changeover switch 61 to stop the engine, the changeover switch 61 is changed to the state shown in FIG.
Return to the state shown in. Therefore, the movable contact 61a comes into contact with the first contacts 71a and 71b again. Here, the microcomputer 32 sends an operation signal to drive the motor 43.
Output to T62. The FET 62 is turned on, and the locking means power supply path 81 is turned on again. The microcomputer 32 also outputs an operation signal to the FET 110 to operate the solenoid 91. The FET 110 is turned on, and the locking pin 94 that has locked the lock pin 12 is sucked into the body of the solenoid 91. Second
When the engagement between the engagement hole 12b and the engagement pin 94 is released,
The motor 43 starts driving. Then, the cam 41 becomes the second
A clockwise direction around the rotation axis 44 (arrow F in FIG. 5C)
Rotate in 2 directions). As a result, the lock pin 12 returns to the state shown in FIG.
Is engaged with. Therefore, the steering shaft 21 and the steering wheel (not shown) cannot rotate.

According to this embodiment, the following effects can be obtained. (1) The lock pin 12 is constantly urged in the unlock direction by the second spring 30. Therefore, the lock pin 12 can be disengaged from the steering shaft 21 without driving the motor 43.
That is, the motor 43 may be rotationally driven only in the direction in which the lock pin 12 is engaged with the steering shaft 21. That is, the microcomputer 32 only needs to control the motor 43 to rotate normally. In this case, the amount of control for driving the motor 43 can be smaller than that in the case of rotating the motor 43 in the forward and reverse directions. Therefore, the driver circuit for driving the motor 43 in the control device does not become complicated. Therefore,
The manufacturing cost of the electronic steering lock device 1 can be reduced. (2) The motor 43 is maintained in a non-energized state except when locked. Therefore, the motor 43 will not be driven by electrical noise. The lock pin 12 does not operate unless the motor 43 is driven. Therefore, the problem that the lock pin 12 is erroneously engaged with the concave portion 22 of the steering shaft 21 at a time other than the locked state, that is, when the steering lock is not required, is reliably prevented. Therefore, the reliability of the electronic steering lock device 1 can be improved.

(3) When the lock is completed, the locking pin 94 protruding from the solenoid 91 maintained in the non-energized state
Is locked in the first locking hole 12c of the lock pin 12. Therefore, the lock pin 12 is mechanically fixed by the locking pin 94. Therefore, the lock pin 12 is securely fixed to the lock position, even though it is always biased in the unlock direction by the second spring 30. Therefore,
The reliability of the electronic steering lock device 1 can be increased.

(4) When the unlocking is completed, the locking pin 94 protruding from the solenoid 91 is moved to the second position of the lock pin 12.
It is locked in the locking hole 12b. Therefore, the lock pin 12
Are mechanically fixed by locking pins 94. Therefore,
The lock pin 12 that is disengaged from the steering shaft 21 is securely fixed to the unlock position by the solenoid 91. Therefore, the reliability of the electronic steering lock device 1 can be improved.

(5) The solenoid 91 has a locking pin 94 protruding from its main body in a non-energized state.
When the lock pin 12 is not locked,
Is mechanically fixed in the locked position and the unlocked position. In this case, the motor 43 and the solenoid 91 are maintained in the non-energized state. Therefore, the power consumption of the electronic steering lock device 1 can be reduced.

(6) When unlocking is completed, the locking pin 94 protruding from the solenoid 91 is locked in the second locking hole 12b provided in the lock pin 12. Lock pin 12
Is mechanically fixed to the unlocked position by the solenoid 91. Moreover, since the control device is maintained in the non-energized state, the motor 43 that operates the lock pin 12 is not accidentally driven. Further, the lock pin 12 is constantly urged in the unlock direction by the second spring 30. Thus, the synergistic effect of the electrical means and the mechanical means surely prevents the lock pin 12 from being erroneously engaged with the steering shaft 21, and more reliably unlocks the lock pin 12. Can be fixed in position.

The present embodiment may be modified as follows. In the above-described embodiment, the elastic means that constantly urges the lock pin 12 in the unlock direction is the second spring 30. However, the elastic means may be something other than a spring. Specifically, silicone rubber, synthetic rubber, natural rubber, sponge or the like may be used.

In the above embodiment, the solenoid 91 is used as the electric actuator. However, the electric actuator is not limited to the solenoid 91, and may be a motor or the like as long as it can drive the locking pin 94. Alternatively, the locking pin 94 may be driven by a fluid actuator such as an air cylinder.

In the above embodiment, the electronic steering lock device 1 for controlling whether or not the steering shaft 21 can rotate is embodied as an electronic vehicle antitheft device. However, the electronic vehicle anti-theft device is, for example, an electronic travel restricting device that restricts the rotation of the wheels by a locking device that corresponds to the lock pin 12, or an electronic device that restricts shift position switching operation by a locking device that corresponds to the lock pin 12. It may be a shift lock device or the like. That is, the movable member may be an axle in the electronic travel restricting device or a shift lever in the electronic shift lock device.

In the above embodiment, one solenoid 91 for fixing the lock pin 12 to the lock position or the unlock position is mounted on the lock body 13. However, the solenoid 91 may be provided separately for fixing the lock pin 12 at the lock position and for fixing the lock pin 12 at the unlock position.

In the above embodiment, one second spring 30 is mounted between the upper wall 13c of the lock body 13 and the contact portion 7a. However, the plurality of second springs 30 are connected to the upper wall 13c of the lock body 13 and the contact portion 7.
It may be attached between a and.

In the above embodiment, the power supply to the lock means power supply path 81 is mechanically cut off by operating the changeover switch 61. However, when the key plate is inserted, the movable contact 6
It is also possible to mechanically cut off the energization of the lock means power supply path 81 by directly operating 1a and 61b.

In the above embodiment, the changeover switch 61 is used as the switching means. However, as a switching means, a power transistor or a power MOSF is used.
A non-contact switching element such as ET may be used.

In the above embodiment, the FET 62 was used as the switching element. However, FET62
Instead of, a bipolar transistor, an IC or the like may be used as the switching element.

In the above-described embodiment, the ID codes are collated with each other by the smart ignition device that processes the transmission signal transmitted from the portable device on the radio wave. However, the portable device may be changed to a key having an IC chip, and the ID codes may be compared with each other by a transponder that processes a signal transmitted when the key is inserted into the key cylinder. With this configuration, it is possible to omit the power supply that had to be provided inside the portable device.

Next, the technical ideas grasped by the above embodiment and other examples will be listed below. (1) An electronic vehicle antitheft device according to any one of claims 1 to 3, wherein the electric actuator is a solenoid. By doing so, since the structure can be simplified, an inexpensive and highly reliable electronic vehicle antitheft device can be manufactured.

(2) An electronic vehicle antitheft device according to any one of claims 1 to 3, wherein the elastic means is a metal spring. By doing so, since the structure can be simplified, an inexpensive and highly reliable electronic vehicle antitheft device can be manufactured.

[0054]

As described in detail above, according to the invention described in claim 1, the electronic vehicle antitheft device can be manufactured at low cost and the reliability can be improved.

According to the second aspect of the invention, the power consumption of the electronic vehicle antitheft device can be reduced. According to the invention described in claim 3, the power consumption of the electronic vehicle theft prevention device can be further reduced, and the reliability of the function can be further improved.

[Brief description of drawings]

FIG. 1 is a side view showing a steering lock device according to an embodiment.

FIG. 2 is a sectional view taken along line 2-2 of FIG.

FIG. 3 is a sectional view taken along line 3-3 of FIG.

FIG. 4 is a circuit diagram of an electronic steering lock mechanism.

FIG. 5A is a sectional view for explaining a state in which a lock pin is fixed at a lock position. (B) is sectional drawing for demonstrating the state where the engagement between the lock pin and the steering shaft was released. (C) is sectional drawing for demonstrating the state by which the lock pin was fixed to the unlock position.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Electronic steering lock device, 12 ... Lock pin, 12b ... 2nd locking hole, 12c ... 1st locking hole, 21 ...
Steering shaft, 22 ... Recessed portion, 30 ... Second spring, 43 ... Motor, 91 ... Solenoid, 94 ... Locking pin, 95 ... First spring.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Masaki Yoshino             260-chome, Toyota, Oguchi-cho, Niwa-gun, Aichi             Tokai Rika Electric Co., Ltd. F term (reference) 2E250 AA21 BB08 BB65 BB66 DD06                       FF22 FF23 FF27 FF36 HH01                       JJ00 JJ44 JJ47 KK03 LL00                       LL18 NN04 PP03 RR05 RR12                       RR33 RR46 RR61 SS01

Claims (3)

[Claims] 1. A lock means for engaging and disengaging a movable member constituting at least one of a drive system mechanism and a steering system mechanism of a vehicle, a motor for driving the lock means, and a control means for controlling the drive of the motor. In an electronic vehicle antitheft device including: an elastic means for constantly urging the locking means in a direction for releasing the engagement between the locking means and the movable member, and the motor and the control device except when locked. An electronic vehicle antitheft device, characterized in that at least one of the means is held in a non-energized state. 2. An electric actuator for attracting a locking body into the main body when energized and projecting the locking body from the main body when not energized is arranged such that the locking body faces the locking means side, and A first locking hole is provided at a position corresponding to the locking body in the locking means in the locking position, and when the locking is completed, the electric actuator is kept in a non-energized state and the locking body is held in the first locking hole. The electronic vehicle theft prevention device according to claim 1, wherein the electronic vehicle theft prevention device is locked. 3. A second locking hole is provided at a position corresponding to the locking body in the locking means in the unlocked position, and when the unlocking is completed, the electric actuator is maintained in a non-energized state and the second engaging member is maintained. The electronic vehicle antitheft device according to claim 2, wherein the locking body is locked in a stop hole.