JP2007308036A - Anti-theft device for travel vehicle, and work machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To start an engine by carrying out specific operation when collation with a key ID transmitted from a transponder cannot be done. <P>SOLUTION: An engine control device sets a timer (S1202), and determines whether or not result of collation with the key ID has been received from an authentication device (S1202). In case where the result of collation with the key ID has not been received (S1202:NO), with prescribed time passing (S1203:YES), information indicating that authentication of the key ID cannot be done is sent to a display control device and a work machine control device (S1204), and the engine control device determines whether or not a signal indicating that an operator made prescribed operation has been received (S1205). In case where the prescribed operation has been conducted (A1205: YES) a signal indicating permission for engine start is sent to the display control device (S1206), and the engine is started (S1207). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention can start the engine when, for example, the code stored in the transponder cannot be determined due to the failure of the transponder or when the engine control means cannot receive the collation result due to the failure of the second transmission means. The present invention relates to a traveling vehicle antitheft device and a work machine including the same.

Conventionally, the anti-theft for vehicles has a built-in transponder and includes a key for turning on / off an ignition switch on the driver side, an immobilizer unit, and an EGI (Electronic Gasoline Injection) unit for engine control. There is a device.
This vehicle anti-theft device transmits an ID code representing a key-specific code from the transponder to the immobilizer unit after the ignition switch is turned on and the engine is started. The ID code is collated by the immobilizer unit and transmitted from the transponder. It is determined whether the ID code stored and the ID code stored in the immobilizer unit match. If the ID codes match, a password called a code word is further verified between the immobilizer unit and the EGI unit to prevent theft of the vehicle.

When the transponder breaks down and the ID code cannot be transmitted, the driver performs a predetermined operation on the ignition switch to input the code word to the immobilizer unit. The immobilizer unit compares the input code word with the code word stored in the immobilizer unit, and if they match, transmits an engine operation permission signal and a code word to the EGI unit. If they do not match, an engine operation non-permission signal is sent to the EGI unit to stop the engine. The EGI unit compares the transmitted code word with the code word stored in the EGI unit, and if it matches, the engine operation is continued, and if it does not match, the engine operation is stopped. . In this way, even when a part of the vehicle antitheft device breaks down, the operation of the vehicle engine can be continued only when a predetermined operation is performed. The movement of the vehicle when a part of the vehicle breaks down is achieved (see Patent Document 1).
Japanese Patent No. 3388648

  In the vehicle antitheft device described in Patent Document 1, a driver inputs a codeword by performing a predetermined operation on an ignition switch. However, the operation of turning on and off the ignition switch is an operation that is normally performed when the engine has not been started, and there is a possibility that the predetermined operation is accidentally performed and the engine is started.

  The present invention has been made in view of such circumstances, and the engine control means includes means for starting the engine when information indicating that a predetermined operation has been performed using an operation member provided in the traveling vehicle is received. Thus, for example, even if the transponder as the first transmission means or the authentication device as the second transmission means fails and the engine control means cannot receive the code verification result, use the ignition switch. An object of the present invention is to provide a traveling vehicle antitheft device capable of starting an engine by operating an operation member provided on the traveling vehicle, and a working machine including the same.

  Further, by connecting a means for outputting a predetermined signal and providing a connection portion for inputting the predetermined signal to the engine control means, for example, the transponder as the first transmission means or the authentication device as the second transmission means fails, Even if it is impossible for the engine control means to receive the code verification result, a signal for starting the engine can be input to the engine control means through the connection portion without using the ignition switch to start the engine. An object of the present invention is to provide a traveling vehicle antitheft device and a working machine equipped with the same.

  A traveling vehicle antitheft device according to a first aspect of the present invention is provided with a verification unit that receives a code transmitted from a first transmission unit and performs verification of the received code, and transmits a verification result by the verification unit. An operation provided on a traveling vehicle in a travel vehicle antitheft device comprising: a second transmission unit; and an engine control unit that receives a collation result by the collation unit and controls engine start based on the received collation result. Operation detecting means for detecting whether or not a member has been operated is provided, and the engine control means has means for detecting whether or not the collation result can be received and cannot receive the collation result. And a means for starting the engine when receiving a signal indicating that the operation member provided on the traveling vehicle has been operated. To.

  The traveling vehicle antitheft device according to a second aspect of the invention is characterized in that the operation detection means includes means for detecting whether one operation member is operated in a predetermined procedure.

  The traveling vehicle antitheft device according to a third aspect of the present invention is characterized in that the operation detection means includes means for detecting whether or not a plurality of operation members have been operated.

  A traveling vehicle antitheft device according to a fourth aspect of the present invention is provided with collation means for receiving the code transmitted from the first transmission means and collating the received code, and transmitting the collation result by the collation means. 2 A traveling vehicle antitheft device comprising: a transmission unit; and an engine control unit that receives a collation result by the collation unit and controls engine start based on the received collation result. A means for outputting a signal is connected, and a connecting portion for inputting the predetermined signal to the engine control means, and means for starting the engine when the predetermined signal is input are provided.

  A working machine according to a fifth aspect of the present invention includes the traveling vehicle antitheft device according to any one of the first to fourth aspects of the present invention.

  In the first to third inventions and the fifth invention, for example, it is not possible that the transponder as the first transmission means or the authentication device as the second transmission means fails and the engine control means receives the code verification result. When the engine control means detects that it is possible and receives a signal indicating that an operation member provided on the traveling vehicle has been operated, the engine control means starts the engine.

  In the fourth and fifth inventions, for example, even if the transponder as the first transmission means or the authentication device as the second transmission means fails, the means for outputting a predetermined signal for the operator to start the engine When a signal for starting the engine is input to the engine control means through the connection portion by connecting the to the connection portion, the engine control means starts the engine.

In the first to third inventions and the fifth invention, the engine control means detects that it is impossible to transmit the code verification result from the second transmission means to the engine control means, and is provided in the traveling vehicle. When the engine control means is provided with means for starting the engine upon receiving a signal indicating that the operation member has been operated, for example, the transponder as the first transmission means or the authentication device as the second transmission means fails, Even when it is impossible for the engine control means to receive the code collation result, the operator uses the operation member provided for traveling provided on the traveling vehicle, for example, the reverser lever for switching the traveling direction before and after the work implement. The engine can be started by performing a predetermined operation, and the engine can be started even when the first transmission unit or the second transmission unit fails. Further, it is not necessary to perform an operation that is normally performed when the engine does not start, for example, an operation of turning on or off the ignition switch, and it is possible to prevent the engine from starting accidentally.

  In the fourth and fifth inventions, the engine control means is provided with means for starting the engine when a signal indicating that a predetermined signal has been inputted from the connection portion is provided, for example, the first transmission means. Even when the authentication device as the transponder or the second transmission means fails and the engine control means cannot receive the code verification result, a signal for starting the engine is input from the connection portion to the engine control means. The engine can be started even when the first transmission means or the second transmission means fails. Further, it is not necessary to perform an operation that is normally performed when the engine does not start, for example, an operation of turning on or off the ignition switch, and it is possible to prevent the engine from starting accidentally.

Hereinafter, a tractor is mentioned as an application example of a working machine provided with the antitheft device for a traveling vehicle according to the present invention, and a detailed description will be given based on the drawings showing the embodiments thereof.
Embodiment 1
FIG. 1 is a schematic plan view showing a configuration of a part of a cockpit of a tractor equipped with an antitheft device according to Embodiment 1, and FIG. 2 is a schematic diagram showing a configuration of an instrument panel 31 provided in the cockpit. is there.

  In FIG. 1, reference numeral 20 denotes a front column provided in front of the driver's seat. A handle shaft protrudes from the upper part of the front column 20, and a traveling handle 1 for traveling the tractor is attached to the handle shaft. A reverser lever 22 for switching the advancing direction of the front and rear of the tractor protrudes from the upper left side surface of the front column 20, and is configured to move the reverser lever 22 to a forward, reverse or neutral position. In addition, a display switching button 21 for switching the display of a liquid crystal display panel 31a, which will be described later, is provided at a position above the front column 20 and substantially facing the driver's seat.

  A dash panel 30 is provided so as to surround the front column 20 from the front, and an instrument panel 31 showing various information such as the engine speed is provided at an approximately upper center of the dash panel 30. A key cylinder 32 is provided on the right side of the dash panel 30. The key cylinder 32 is provided with an insertion hole into which the ignition key 110 (see FIG. 3) is inserted. An annular loop coil 32a is provided in the key cylinder 32 so as to surround the insertion hole, and the ignition key 110 is connected to the loop coil. It is configured to be inserted into the insertion hole of the key cylinder 32 through the inside of 32a. Further, a side column 40 is disposed on the right side of the driver's seat, and a main transmission lever 41 that projects the speed of the tractor in a predetermined step, for example, six steps, protrudes from the upper portion of the side column 40.

  A reverser lever switch 22a (see FIG. 6) is provided in the front column 20 and in the vicinity of the reverser lever 22. The reverser lever switch 22a opens and closes an electric circuit provided in the front column 20, and when the position of the reverser lever 22 is in the forward, neutral or reverse position, a signal corresponding to the forward, neutral or reverse position. Is input to the work machine control device 150 (see FIG. 3).

  The display switching button 21 opens and closes an electric circuit provided in the front column 20, and a signal indicating opening / closing is input to the work machine control device 150 and a display control device 100 (see FIG. 3) described later. ing.

  A main transmission lever sensor 41a (see FIG. 6) using a potentiometer is provided in the side column 40 and in the vicinity of the main transmission lever 41 that can change gears in predetermined steps, for example, six steps. Inside the side column 40, the main transmission lever 41 has a pivot at its end, and this pivot is connected to the rotary shaft of a potentiometer, which is the main transmission lever sensor 41a, and a slider is placed on the rotary shaft of the potentiometer. Is provided. In response to the pivot of the main transmission lever 41, the output shaft of the potentiometer rotates and the slider moves to change the voltage applied to the slider. The work machine control device 150 detects this change in voltage.

  In FIG. 2, the instrument panel 31 is provided with a tachometer 31c indicating the engine speed, and a liquid crystal display panel 31a for displaying operation procedures, warnings, etc. to the operator below the tachometer 31c. Various lamps 31 b such as blinker lamps are provided on the left and right parts of the instrument panel 31, and a warning lamp 31 d is attached to the left part of the instrument panel 31.

  Next, the configuration of the tractor antitheft device according to Embodiment 1 will be described. FIG. 3 is a block diagram showing the overall configuration of the tractor antitheft device according to the first embodiment. The tractor antitheft device according to the first embodiment includes a display control device 100, an authentication device 120 as a second transmission means, an engine control device 130, a work implement control device 150, and a CAN communication bus 160 that interconnects them. It is comprised by. Each device is configured to be able to grasp the state of hardware installed in a communication destination device by performing communication via the CAN communication bus 160.

  The authentication device 120 is disposed in the front column 20 and in the vicinity of the key cylinder 32, and the display control device 100 is disposed in the dash panel 30. The engine control device 130 is disposed inside an engine room (not shown), and the work implement control device 150 is disposed inside the side column 40.

  The authentication device 120 includes an antenna 127 configured by a loop coil 32a and the like in order to receive a key-specific code (hereinafter referred to as a key ID) from a transponder 111 serving as a first transmission unit built in the ignition key 110. Yes. The authentication device 120 performs collation with a collation key ID stored in advance in the EEPROM 122 in order to determine whether or not the key ID received by the antenna 127 is a valid key ID. If the key ID is verified in the authentication device 120 and the key ID is authenticated, the key ID verification result and a unique code of the authentication device 120 (hereinafter referred to as a unit ID) are then sent to the engine control device 130. Send.

  In general, a plurality of ignition keys 110 for starting the engine 144 are prepared, and a unique key ID is assigned to each. In this case, since it is necessary for the authentication device 120 to perform collation for a plurality of key IDs, the EEPROM 122 has a key ID storage area 122a for storing an appropriate number of key IDs for collation. The example shown in FIG. 3 shows that “KEY01”,..., “KEY06” are registered as key IDs. The EEPROM 122 has a unit ID storage area 122b for storing one unit ID. In the example illustrated in FIG. 3, the unit ID “UNT01” is registered.

When the engine control device 130 receives the key ID collation result and the unit ID transmitted from the authentication device 120, the engine control device 130 determines whether or not the unit ID is a valid unit ID, that is, the valid authentication device 120 is connected. In order to determine whether or not it is present, an EEPROM 132 for storing a unit ID for collation is provided. In the example shown in FIG. 3, the unit ID “UNT01” is registered in the unit ID storage area 132 a secured in the EEPROM 132.

  The engine control device 130 collates the received unit ID with the unit ID registered in the EEPROM 132, and starts the engine 144 when the received unit ID is authenticated. At this time, the engine control device 130 operates the fuel injection pump 141 and outputs a predetermined signal to the engine starter relay 142. When a predetermined control signal is input to the engine starter relay 142, the starter motor 143 is driven, and the engine 144 is started by the driving force of the starter motor 143.

  Further, the engine control device 130 controls to display information indicating that the key ID or the unit ID cannot be authenticated when the key ID collation result is not received or when the received unit ID is not authenticated. It transmits to the apparatus 100 and the work machine control apparatus 150. Thereafter, the engine control device 130 determines whether or not a signal indicating that a predetermined operation has been performed is received from the work machine control device 150, and permits the engine 144 to be started when the signal indicating that the predetermined operation has been received. A signal indicating this is transmitted to the display control apparatus 100, and the engine 144 is started.

  FIG. 4 is a block diagram showing an internal configuration of the display control apparatus 100. The display control apparatus 100 includes a CPU 101, an EEPROM 102, a CAN driver 103, an input interface 104, and an output interface 105. A display switching button 21 is connected to the input interface 104, and a liquid crystal display panel 31a and a warning lamp 31d are connected to the output interface 105.

  The CPU 101 includes a RAM 101a, a CAN-I / O 101b, and a ROM 101c. The ROM 101c has a control program for generating a screen to be displayed in accordance with a signal input through the CAN driver 103 or the input interface 104, displaying appropriate information on the liquid crystal display panel 31a, and turning on and off various lamps 31b. Stored.

  FIG. 5 is a block diagram showing the configuration of the ignition key 110 and the internal configuration of the authentication device 120. The ignition key 110 includes a transponder 111 that transmits a key ID to the authentication device 120. The authentication device 120 includes a CPU 121, an EEPROM 122, a CAN driver 123, an input interface 124, an output interface 125, a modulation / demodulation circuit 126, and a built-in antenna 127.

  The CPU 121 includes a RAM 121a, a CAN-I / O 121b, and a ROM 121c. The CPU 121 executes a verification program stored in the ROM 121c to authenticate the ignition key 110. Specifically, the key ID transmitted from the transponder 111 is checked to see if it matches the key ID set in the ROM 121c, and when the key ID is authenticated, the key ID check result and itself are specified. To transmit the unit ID to the engine control device 130. Various data generated during execution of the collation program are temporarily stored in the RAM 121a. In addition, a CAN driver 123 is connected to the CAN-I / O 121b, and various signals transmitted and received via the CAN communication bus 160 are input.

FIG. 6 is a block diagram showing an internal configuration of the work machine control device 150. The work machine control device 150 includes a CPU 151, an EEPROM 152, a CAN driver 153, an input interface 154, and an output interface 155. A reverser lever switch 22a, a display switching button 21 and a main transmission lever sensor 41a are connected to the input interface 154, and a forward / reverse switching solenoid valve 70 for switching forward / backward travel of the traveling machine body is connected to the output interface 155. A double-speed solenoid valve 71 for driving the traveling vehicle body so that the peripheral speed of the front wheels is higher than the peripheral speed of the rear wheel, a four-wheel drive electromagnetic valve 72 for bringing the traveling vehicle body into a four-wheel drive state, A PTO solenoid valve 73 for turning on / off power transmission, a brake solenoid valve 74 for turning on / off a brake, and a warning lamp 75 for warning by turning on or blinking a lamp are connected.

  The CPU 151 includes a RAM 151a, a CAN-I / O 151b, and a ROM 151c. The ROM 151c stores in advance a control program for controlling the various types of hardware described above, and also stores in advance a program for detecting that a predetermined operation has been performed using the operation member. Various data generated during the execution of the control program are temporarily stored in the RAM 151a. Further, a CAN driver 153 is connected to the CAN-I / O 151b, and various signals transmitted / received via the CAN communication bus 160 are input.

  As will be described later, the CPU 151 depresses the display switching button 21 for 5 seconds or longer (hereinafter, long-pressing), switches the reverser lever 22 forward and backward from the neutral position three times, returns it to the neutral position, and returns to the main position. It is detected that a series of operations in which the speed change lever 41 is set to the position indicating the sixth speed and the display switching button 21 is long pressed is performed.

  FIG. 7 is a block diagram showing the internal configuration of the engine control device 130 and the configuration of input / output devices connected to the engine control device 130. The engine control device 130 includes a CPU 131, an EEPROM 132, a CAN driver 133, an input interface 134, and an output interface 135. An ignition switch 145, an engine speed sensor 146, an engine oil amount sensor 147, and an engine water temperature sensor 148 are connected to the input interface 134, and a fuel injection pump 141 and an engine starter relay 142 are connected to the output interface 135. Has been.

  The CPU 131 includes a RAM 131a, a CAN-I / O 131b, and a ROM 131c. The ROM 131c stores a control program for controlling the various hardware described above. The RAM 131a temporarily stores various data generated during execution of the control program. In addition, a CAN driver 133 is connected to the CAN-I / O 131b, and various signals transmitted and received via the CAN communication bus 160 are input. The CPU 131 causes the engine control device 130 to function as a control device by executing a control program stored in advance in the ROM 131c. That is, the key ID collation result is received through the CAN driver 133, the authentication process is performed on the unit ID received through the CAN driver 133, and when the unit ID is authenticated, the fuel injection pump 141, the engine starter relay 142, etc. are operated. Then, the engine 144 is started.

  The CPU 131 also receives a signal indicating that a predetermined operation has been performed from the work machine control device 150 when the collation result of the key ID has not been received or when the received unit ID has not been authenticated. The fuel injection pump 141, the engine starter relay 142, etc. are operated to start the engine 144.

  FIG. 8 is a flowchart showing a processing procedure of the CPU 101 provided in the display control apparatus 100, and FIG. 9 is a schematic diagram showing an example of a screen displayed on the liquid crystal display panel 31a provided in the instrument panel 31.

The CPU 101 determines whether information indicating that the key ID or unit ID cannot be authenticated is received from the engine control device 130 through the CAN driver 103 (S801). If the information indicating that the key ID or unit ID cannot be authenticated has not been received (S801: NO), the process returns to step S801. When the information indicating that the key ID or the unit ID cannot be authenticated is received (S801: YES), the CPU 101 outputs a signal for turning on the warning lamp 31d, and turns on the warning lamp 31d. Further, the CPU 101 transmits the display data to the liquid crystal display panel 31a, and displays, for example, an “ID authentication impossible” message shown in FIG. 9A (S802). Next, the CPU 101 determines whether or not the display switching button 21 is pressed and held based on a signal input from the display switching button 21 (S803). When the display switching button 21 is not pressed for a long time (S803: NO), the operator does not perform the first operation among the series of operations for starting the engine, and the series of operations for starting the engine. The CPU 101 returns to step S803 and maintains the display on the liquid crystal display panel 31a.

  When the display switching button 21 is pressed for a long time (S803: YES), the operator is performing the first operation in a series of operations for starting the engine, and knows the series of operations for starting the engine. The CPU 101 transmits the display data to the liquid crystal display panel 31a, and displays, for example, the message “Please start operation” shown in FIG. 9B (S804). Next, the CPU 101 determines whether or not a signal indicating permission of engine start is received from the engine control device 130 through the CAN driver 103 (see step S1206 in FIG. 12) (S805). If the signal indicating permission to start the engine has not been received (S805: NO), the driver has not performed a predetermined operation, and the CPU 101 returns to step S805 to maintain the display on the liquid crystal display panel 31a. deep. If a signal indicating permission to start the engine has been received (S805: YES), the driver has performed a predetermined operation to start the engine, and the CPU 101 outputs a signal to turn off the warning lamp 31d, and the warning The lamp 31d is turned off. Further, the display data is transmitted to the liquid crystal display panel 31a, and for example, the message “Emergency operation” shown in FIG. 9C is displayed (S806).

  10 and 11 are flowcharts showing a processing procedure of the CPU 151 provided in the work machine control device 150. The CPU 151 determines whether or not information indicating that the key ID or unit ID cannot be authenticated is received from the engine control device 130 through the CAN driver 153 (S1001). When the information indicating that the key ID or unit ID cannot be authenticated has not been received (S1001: NO), the CPU 151 returns to step S1001. When the information indicating that the key ID or the unit ID cannot be authenticated is received (S1001: YES), the CPU 151 presses and holds the display switching button 21 based on the signal input from the display switching button 21. It is determined whether or not it has been done (S1002). If the display switching button 21 is not pressed for a long time (S1002: NO), the operator is a person who does not know the first operation in a series of operations for starting the engine and may be theft. The process returns to S1002. When the display switching button 21 is pressed for a long time (S1002: YES), the operator knows the first operation in a series of operations for starting the engine, and the CPU 151 outputs from the reverser lever switch 22a. It is determined whether or not the signal is a signal indicating that the reverser lever 22 is in a neutral position (S1003). If the signal is not a signal indicating that the reverser lever 22 is in the neutral position (S1003: NO), the reverser lever 22 is not in the neutral position, and the CPU 151 returns to step S1003. If the signal indicates that the reverser lever 22 is in the neutral position (S1003: YES), the reverser lever 22 is in the neutral position and the process proceeds to the next step.

The CPU 151 determines whether or not the output signal from the reverser lever switch 22a is a signal indicating that the reverser lever 22 is in the forward position (S1004). When the signal is not a signal indicating that the reverser lever 22 is in the forward position (S1004: NO), the reverser lever 22 is not in the forward position, and the CPU 151 returns to step S1004. If the signal indicates that the reverser lever 22 is in the forward position (S1004: YES), the reverser lever 22 is in the forward position and the process proceeds to the next step. The CPU 151 determines whether or not the output signal from the reverser lever switch 22a is a signal indicating that the reverser lever 22 is in the reverse position (S1005). If it is not a signal indicating that the reverser lever 22 is in the reverse position (S1005: NO), the reverser lever 22 is not in the reverse position, and the CPU 151 returns to step S1005. If the signal indicates that the reverser lever 22 is in the reverse position (S1005: YES), the reverser lever 22 is in the reverse position and increments the number of trials for switching between forward and reverse (S1006) in the RAM 151a. Remember. Next, it is determined whether the number of trials has reached 3 (S1007).

  If the number of trials is not three (S1007: NO), the process returns to step S1004. When the number of trials is three (S1007: YES), the number of trials stored in the RAM 151a is cleared (S1008), and the CPU 151 outputs an output signal from the reverser lever switch 22a and the reverser lever 22 is in a neutral position. It is determined whether or not the signal indicates that the signal is present (S1009). If the signal is not a signal indicating that the reverser lever 22 is in the neutral position (S1009: NO), the reverser lever 22 is not in the neutral position, and the CPU 151 returns to step S1009. If the signal indicates that the reverser lever 22 is in the neutral position, the reverser lever 22 is in the neutral position (1009: YES), and the process proceeds to the next step.

  The CPU 151 takes in a signal indicating the output voltage from the main transmission lever sensor 41a, and determines whether the signal indicates, for example, E volts or more, that is, whether the main transmission lever sensor 41a is at a position indicating the sixth speed. (S1010). If the signal indicates that it is less than E volts, that is, if the main speed change lever 41 is not in the sixth speed position (S1010: NO), the CPU 151 returns to step S1010. If it is a signal indicating E volts or more, that is, if the main shift lever 41 is in the sixth speed position (S1010: YES), the CPU 151 proceeds to the next step. The CPU 151 determines whether or not the display switching button 21 has been pressed for a long time based on the signal input from the display switching button 21 (S1011). If the display switching button 21 has not been pressed for a long time (S1011: NO), the CPU 151 returns to step S1011. When the display switching button 21 is pressed for a long time (S1011: YES), it is detected that the operator has performed a series of predetermined operations for starting the engine, and a signal indicating that the predetermined operations have been performed is sent through the CAN driver 153. It transmits to the engine control apparatus 130 (S1012).

FIG. 12 is a flowchart showing a processing procedure of the CPU 131 provided in the engine control device 130. First, the CPU 131 sets a timer (not shown) (S1201), and determines whether or not a key ID verification result has been received from the authentication device 120 based on a signal received through the CAN driver 133 (S1202). If the key ID verification result has not been received (S1202: NO), the CPU 131 determines whether or not a predetermined time has elapsed using a timer (S1203). If the predetermined time has not elapsed (S1203: NO), the CPU 131 returns to step S1202. When the predetermined time has elapsed (S1203: YES), there is a possibility that the key ID has not been authenticated due to a failure of the transponder 111 or the authentication device 120, and information indicating that the key ID cannot be authenticated. The data is transmitted to the display control device 100 and the work machine control device 150 through the CAN driver 133 (S1204). Then, the CPU 131 determines whether or not a signal indicating that the operator has performed a predetermined operation using the operation member has been received from the work machine control device 150 through the CAN driver 133 (S1205). If the signal indicating that the operator has performed a predetermined operation using the operation member has not been received (S1205: NO), the CPU 131 returns to step S1201. When the signal indicating that the operator has performed a predetermined operation using the operation member has been received (S1205: YES), the CPU 131 sends a signal indicating that the engine is permitted to start through the CAN driver 133. (S1206). Then, an ON signal is output to the fuel injection pump 141 and the engine starter relay 142 through the output interface 135 (S1207).

  When the key ID collation result is received from the authentication device 120 based on the signal received through the CAN driver 133 (S1202: YES), the CPU 131 authenticates the unit ID transmitted from the authentication device 120. The received unit ID is collated with the unit ID registered in advance in the unit ID storage area 132a of the EEPROM 132, and it is determined whether or not the received unit ID matches the unit ID registered in the engine control device 130. (S1208). If it is determined that the received unit ID does not match the unit ID registered in the engine control device 130 (S1208: NO), information indicating that the unit ID cannot be authenticated is displayed through the CAN driver 133. 100 and the work machine control device 150 (S1204). Then, the process proceeds to step S1205 described above.

  If it is determined that the received unit ID matches the unit ID registered in the engine control device 130 (S1208: YES), an ON signal is output to the fuel injection pump 141 and the engine starter relay 142 through the output interface 135 ( S1207).

  In the traveling vehicle antitheft device or the tractor including the same according to the first embodiment, it is detected whether the engine control device 130 can receive the key ID collation result, and is provided in the tractor. When detecting whether or not a predetermined operation has been performed using an operation member used for traveling, for example, a reverser lever 22 that switches the traveling direction of the traveling vehicle, the transponder 111 or the like Even if the authentication device 120 fails and the engine control device 130 cannot receive the key ID verification result or the unit ID cannot be authenticated, the operation member used for traveling provided on the tractor is used. Then, the engine can be started by performing a predetermined operation. Therefore, even when the transponder 111 or the authentication device 120 breaks down, it is not necessary to perform an operation that is normally performed when the engine does not start, for example, an operation of turning on or off the ignition switch, thereby preventing the engine from starting accidentally. Meanwhile, the engine can be started.

  The traveling vehicle antitheft device according to Embodiment 1 may be used for other traveling vehicles such as a combine. In addition, when the engine control device 130 cannot receive the unit ID due to a failure of the authentication device 120, the engine can be started by performing a predetermined operation using an operation member used for traveling provided on the tractor. There may be.

Embodiment 2
Hereinafter, the present invention will be described in detail with reference to the drawings showing the second embodiment. FIG. 13 is a schematic perspective view showing the configuration of the front column 20 provided in the cockpit of the tractor according to the second embodiment, and FIG. 14 is a block diagram showing the overall configuration of the tractor antitheft device.

  In FIG. 13, the connector 23 is embedded in the lower part of the front column 20 toward the driver's seat side. The fitting hole of the connector 23 and the plug 50c at the tip of a lead wire provided in the forced starter 50 described later are fitted.

  The forced starter 50 includes a substantially rectangular parallelepiped case 50a, and a signal output start button 50b is provided on the upper surface of the case 50a. A lead wire is provided at one end of the case 50a, and a plug 50c is provided at the tip of the lead wire. A forced start circuit (not shown) is disposed inside the case 50a.

  As shown in FIG. 14, the tractor antitheft device according to the second embodiment includes a display control device 100, an ignition key 110, an authentication device 120 as a second transmission means, an engine control device 130, and a CAN communication bus 160. ing. The authentication device 120 is disposed in the front column 20 and in the vicinity of the key cylinder 32, and the display control device 100 and the engine control device 130 are disposed in the dash panel 30. In addition, a signal for starting the engine from the forced start device 50 is input to the engine control device 130 through the connector 23.

  When the plug 50c is connected to the connector 23 and the signal output start button 50b is turned on, the forced start circuit transmits a specific code signal for forcibly starting the engine.

  FIG. 15 is a flowchart showing a processing procedure of the CPU 131 provided in the engine control device 130. The CPU 131 determines whether or not a specific code signal for forcibly starting the engine is input from the forcible starter 50 to the engine control unit 130 through the connector 23 (S1501). When a specific code signal for forcibly starting the engine is input (S1501: YES), the CPU 131 transmits a signal indicating that the engine has been started to the display control device 100 through the CAN driver 133 (S1502). Then, the CPU 131 outputs an ON signal to the fuel injection pump 141 and the engine starter relay 142 through the output interface 135 (S1503).

  If the specific code signal for forcibly starting the engine is not input (S1501: NO), the CPU 131 receives the key ID verification result from the authentication device 120 based on the signal received through the CAN driver 133. Judgment is made (S1504). If the key ID verification result has not been received from the authentication device 120 (S1504: NO), the process returns to step S1501. When the verification result of the key ID is received from the authentication device 120 (S1504: YES), the CPU 131 receives the unit ID based on the signal received through the CAN driver 133, and authenticates the unit ID. The received unit ID is collated with the unit ID registered in advance in the unit ID storage area 132a of the EEPROM 132, and it is determined whether or not the received unit ID matches the unit ID registered in the engine control device 130. (S1505). If it is determined that the received unit ID does not match the unit ID registered in the engine control device 130 (S1505: NO), the process returns to step S1501. If it is determined that the received unit ID matches the unit ID registered in the engine control device 130 (S1505: YES), an ON signal is output to the fuel injection pump 141 and the engine starter relay 142 through the output interface 135 ( S1503).

  In the anti-theft device according to the second embodiment and the tractor including the anti-theft device, by providing the engine control device 130 with a means for starting the engine when a predetermined signal is input to the engine control device 130 from the connector 23, for example, Even if the transponder 111 or the authentication device 120 fails and the engine control device 130 cannot receive the key ID verification result or the unit ID cannot be authenticated, a signal for starting the engine is forcibly started. The engine can be started by inputting the engine control device 130 from 50 through the connector 23. Therefore, it is possible to forcibly start the engine while preventing the engine from starting accidentally without requiring an operation normally performed when the engine does not start, for example, an operation of turning on or off the ignition switch. it can. Further, the forced starter 50 may be connected to the connector 23, and the engine can be started easily without requiring a special operation.

Of the other configurations according to the second embodiment, the same configurations as those of the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

2 is a schematic plan view showing a configuration of a part of a cockpit of a tractor including the antitheft device according to Embodiment 1. FIG. FIG. 3 is a schematic diagram showing a configuration of an instrument panel provided in the cockpit in the first embodiment. It is a block diagram which shows the whole structure of the anti-theft device of the tractor which concerns on Embodiment 1. FIG. 3 is a block diagram illustrating an internal configuration of a display control apparatus according to Embodiment 1. FIG. FIG. 2 is a block diagram showing the configuration of an ignition key and the internal configuration of an authentication device in the first embodiment. 3 is a block diagram showing an internal configuration of a work machine control device in Embodiment 1. FIG. It is a block diagram which shows the internal structure of the engine control apparatus in Embodiment 1, and the structure of the input / output apparatus connected to the engine control apparatus. 3 is a flowchart showing a processing procedure of a CPU provided in the display control apparatus in the first embodiment. 4 is a schematic diagram illustrating an example of a screen displayed on a liquid crystal display panel provided in the instrument panel in Embodiment 1. FIG. 3 is a flowchart illustrating a processing procedure of a CPU provided in the work machine control device according to the first embodiment. 3 is a flowchart illustrating a processing procedure of a CPU provided in the work machine control device according to the first embodiment. 3 is a flowchart showing a processing procedure of a CPU provided in the engine control apparatus in the first embodiment. 6 is a schematic perspective view showing a configuration of a front column provided in a cockpit of a tractor according to Embodiment 2. FIG. It is a block diagram which shows the whole structure of the anti-theft device of the tractor which concerns on Embodiment 2. FIG. 6 is a flowchart showing a processing procedure of a CPU provided in the engine control apparatus in the second embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 21 Display switching button 22 Reverser lever 23 Connector 31 Instrument panel 41 Main transmission lever 50 Forced starting device 50c Plug 100 Display control device 110 Ignition key 111 Transponder 120 Authentication device 130 Engine control device 131 CPU
131a RAM
131b CAN-I / O
131c ROM
132 EEPROM
133 CAN driver 134 Input interface 135 Output interface 141 Fuel injection pump 142 Engine starter relay 150 Work implement control device

Claims (5)

A verification unit configured to receive the code transmitted from the first transmission unit and verify the received code; a second transmission unit configured to transmit a verification result by the verification unit; and a verification result from the verification unit An antitheft device for a traveling vehicle comprising: an engine control means for controlling start of an engine based on the received verification result;
Comprising an operation detecting means for detecting whether or not an operating member provided on the traveling vehicle has been operated;
The engine control means includes means for detecting whether or not the collation result can be received, detects that the collation result cannot be received, and operates the operation member provided on the traveling vehicle. An antitheft device for a traveling vehicle, comprising means for starting the engine when a signal indicating that the operation has been received is received.   2. The traveling vehicle antitheft device according to claim 1, wherein the operation detecting means includes means for detecting whether one operation member has been operated in a predetermined procedure.   The anti-theft device for a traveling vehicle according to claim 1 or 2, wherein the operation detection means includes means for detecting whether or not a plurality of operation members have been operated. A verification unit configured to receive the code transmitted from the first transmission unit and verify the received code; a second transmission unit configured to transmit a verification result by the verification unit; and a verification result from the verification unit An antitheft device for a traveling vehicle comprising: an engine control means for controlling start of an engine based on the received verification result;
The engine control means includes means for connecting a means for outputting a predetermined signal, inputting the predetermined signal to the engine control means, and means for starting the engine when the predetermined signal is input. The antitheft device for traveling vehicles characterized by the above-mentioned.   The working machine provided with the antitheft device for traveling vehicles as described in any one of Claims 1 thru | or 4.

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