JP2009248872A - Vehicular engine starter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular engine starter having an operation restricting mechanism for use in operating a knob-lock mechanism and an interlock mechanism capable of being highly stably and reliably operated by a single solenoid. <P>SOLUTION: This vehicular engine starter comprises a body 12, a rotor 28 rotationally supported at its inner peripheral part and rotationally operated under a rotating operation of a knob, a lock arm 50 swingably supported at the body 12 and having a first claw and a second claw to be engaged with a lock step formed at the rotor 28, a solenoid 100 for use in oscillating and driving the lock arm 50 and a control part 300 for use in controlling driving of the solenoid 100. The driving of the solenoid 100 is controlled with the control part 300 and then the knob-lock operation and the interlock operation are performed with the single solenoid. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle engine starter, and more particularly to a vehicle engine starter provided with an operation restriction mechanism.

  There has been an increasing demand for anti-theft performance of vehicles. For example, the ID code on the portable device side is compared with the ID code on the vehicle side, and when the ID matches, the operation of the ignition switch is enabled and the engine There is a smart ignition device (vehicle engine starting device provided with an operation restriction mechanism) that permits starting. The smart ignition device is provided with a no-block mechanism based on ID verification for permitting / prohibiting operation of the starter knob. Since this smart ignition device uses an ID code that is more confidential than the mechanical key, the anti-theft property of the vehicle can be improved as compared with the case where the smart ignition device is not attached.

  Further, in order to improve the safety of the vehicle, there is an interlock mechanism that allows the knob of the smart ignition device to be operated from the ACC position to the LOCK position only when the vehicle is stopped.

There has been proposed a vehicle engine starter that realizes a mechanism for operating the above-mentioned no-block mechanism and interlock mechanism with one solenoid. When the starter knob is in the LOCK position, the vehicle engine starter drives the solenoid on the condition that the portable device side ID code matches the vehicle side ID code. At this time, the solenoid allows the starter knob to start the engine. Further, when the starter knob is at the ACC position, the solenoid is driven on condition that the stop state of the vehicle is detected. At this time, the solenoid enables the starter knob to be switched to the LOCK position.
JP 2002-295089 A

  However, the operation restriction mechanism of the vehicle engine starter disclosed in Patent Document 1 includes a locked portion of the operating means provided in a portion corresponding to the LOCK position and the ACC position, and a stopper pin that is driven by a solenoid and slides. The stopper pin needs to be configured to slide stably over a short distance in order to achieve a small vehicle engine starter. Therefore, a further improved operation restricting mechanism has been desired in order to perform a reliable and stable engagement or disengagement operation while the stopper pin receives a load from the operation means.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle engine starter having an operation restricting mechanism for operating a knock block mechanism and an interlock mechanism capable of stable operation with high reliability with a single solenoid. .

  [1] In order to achieve the above object, the present invention has a body having an inner peripheral portion formed in a cylindrical shape, a rotor that is rotatably supported by the inner peripheral portion and is rotated by a rotating operation of a knob, A lock arm having first and second claw portions supported by the body so as to be swingable and locked to a lock step portion formed on the rotor, and connected to the lock arm so as to be rotatable; A solenoid that swings and drives the lock arm, and a control unit that controls driving of the solenoid, and when the rotor is in the LOCK position, the control unit transmits a transmission signal transmitted from the portable device. The first claw portion of the lock arm is moved to the rotor of the rotor by driving the solenoid on the condition that the ID code included in the control portion matches the ID code preset in the control portion. When the rotor is in the ACC position, the control unit detects that the vehicle is stopped. On the condition that the solenoid is driven, the state where the second claw portion of the lock arm is locked to the lock step portion of the rotor is released, and the operation of switching the rotor to the LOCK position is performed. A vehicle engine starter equipped with an operation restriction mechanism is provided.

  [2] The lock arm is rotatably supported by the body about a swing shaft, and the swing shaft moves in an outer peripheral direction of the body along a long hole formed in the body. The vehicle engine starter provided with the operation restricting mechanism according to the above [1] may be configured.

  [3] The above-mentioned [1], wherein the plunger of the solenoid is set to a position that restricts the rotation operation of the rotor from the LOCK position to the ACC position in an OFF state where no power is supplied. The engine starting device for vehicles provided with the operation control mechanism as described in 1 above may be sufficient.

  ADVANTAGE OF THE INVENTION According to this invention, the engine starter for vehicles provided with the operation control mechanism which operates the knock block mechanism and interlock mechanism which can perform stable operation | movement with high reliability by one solenoid can be provided.

(Embodiment of the present invention)
FIG. 1A is a longitudinal sectional view of a vehicle engine starter according to an embodiment of the present invention. FIG.1 (b) is A arrow view in Fig.1 (a). 2A is a top plan view of the body 12, and FIG. 2B is a cross-sectional view taken along line BB shown in FIG. However, only the plunger 105 of the solenoid 100 is illustrated. FIG. 3 is an exploded perspective view of the knob 13, the rotor 28, the lock stopper 50, and the like disposed inside the body 12. FIG. 4 is a front view of the vehicle engine starter as viewed from the knob 13 side.

  As shown in FIGS. 1 and 3, the engine starter 10 provided in the instrument panel 2 in front of the driver's seat of the vehicle 1 includes a substantially cylindrical body 12. An inner peripheral portion 12a formed in a cylindrical shape is formed inside the body 12, and a knob 13 as an operation member that is rotatable and movable along the axial direction is formed on the inner peripheral portion 12a of the body 12. Has been inserted. The outer end portion (the right side in FIG. 1) of the knob 13 protrudes from the outer end opening 12 a of the body 12 and can be operated from the outside of the body 12.

  A step portion 13 a is formed on the outer peripheral surface of the knob 13. The stepped portion 13a is brought into contact with a stepped portion 12b formed on the inner peripheral surface of the body 12, whereby the knob 13 is restricted from being displaced outward (right side in FIG. 1). A cover 14 is provided at the outer end of the knob 13 to cover the protruding portion.

  As shown in FIG. 4, the knob 13 is switched to a LOCK position, an ACC (accessory) position, an ON (ignition on) position, and an ST (starter drive) position by rotating the knob 13. Then, it is checked whether or not an ID code signal transmitted from the portable device 200 described later matches an ID code registered in advance, and the knob 13 is switched from the LOCK position to the ACC position only when the ID is confirmed. Operation is possible.

  As shown in FIG. 1, a positioning stopper 27 is fixed to the inner end portion of the body 12. A rotor 28 is rotatably supported by the positioning stopper 27. A support shaft 28 a provided at the center of the rotor 28 is passed through the positioning stopper 27, and the tip of the support shaft 28 a is connected to an ignition switch 29 fixed to the body 12.

  An engagement groove 31 extending along the axial direction is formed on the outer peripheral surface of the rotor 28, and a protrusion 32 formed at the inner end of the knob 13 is engaged with the engagement groove 31. By this engagement, the knob 13 and the rotor 28 are slidable in the axial direction and rotate integrally. Therefore, when the knob 13 is rotated, the ignition switch 29 can be switched to the LOCK position, the ACC position, the ON position, and the ST position via the rotor 28.

  A lock step portion 28b for engaging with a lock arm 50, which will be described later, is formed in the central portion of the rotor 28 over a predetermined range in the circumferential direction. As shown in FIG. At both ends of 28b, slidable ends 28c and 28d for locking the lock arm 50 are formed. In the present embodiment, the lock step portion 28b is formed over about 120 ° in the circumferential direction.

  The lock arm 50 is plate-shaped, and a rocking shaft 51 that is a rocking center is erected on both sides of the plate-shaped front and back at a substantially central portion. As shown in FIG. 2, the body 12 is formed with a notch 12 c in which the lock arm 50 is arranged and can swing. In the wall portions 12d and 12e of the notch portion 12c, elongated holes 12f and 12g are formed so that the swing shaft 51 of the lock arm 50 is rotatably fitted and the movement of the body 12 in the axial direction is restricted. ing. Further, a part of the cutout portion 12 c is left as a support portion 12 h on the outer peripheral surface of the body 12 in order to support one end portion of the spring 52 that biases the lock arm 50 toward the rotor 28. The rocking shaft 51 of the lock arm 50 is rotatably fitted in the elongated holes 12f and 12g, respectively, and is urged from the body 12 toward the rotor 28 by the spring 52 with respect to the notch 12c. . Therefore, the lock arm 50 can swing around the swing shaft 51. When the load is greater than the urging force of the spring 52 from the direction of the rotor 28, the swing shaft 51 has the elongated holes 12f and 12g. It is set as the structure which can move to the outer peripheral direction of the body 12 along.

  Further, the lock arm 50 has claw portions 50a and 50b formed as first and second claw portions to be engaged with the end portions 28c and 28d of the lock step portion 28b, and is shown in FIG. As described above, a connection end 50d is formed in the upper portion of the claw portion 50a. The connection end 50d is formed with a long hole portion 50c that is rotatably connected to the connection pin 108 provided on the plunger 105 of the solenoid 100.

  An inner spring accommodating portion 33 is formed at the center of the rotor 28, and a small-diameter compression spring 34 as an urging member is accommodated therein. One end of the small-diameter compression spring 34 is brought into contact with the inner back surface of the inner spring accommodating portion 33, and the other end is engaged with a projecting portion 35 protruding from the inner end portion of the shutter 17. Due to this elastic force, the shutter 17 is always urged to the closed position. Further, an outer spring accommodating portion 36 is formed at an outer portion of the inner spring accommodating portion 33 in the rotor 28, and a large-diameter compression spring 37 is accommodated therein. One end of the large-diameter compression spring 37 is in contact with the inner back surface of the outer spring accommodating portion 36, and the other end is in contact with the inner end surface of the knob 13. It is biased toward the protruding standby position. Since the slide operation by pressing the knob 13 and the operation of the shutter 17 are functions that are not used in the embodiment of the present invention, detailed description thereof is omitted.

  As shown in FIG. 1, the outer surface of the body 12 is provided with a solenoid 100 that constitutes a no-lock mechanism and an interlock mechanism that control the rotation of the rotor 28. The solenoid 100 includes a casing yoke 101, a lower yoke 102, a core 103, a coil 104 around which a conductive wire material that generates a magnetic field when energized is wound, and a plunger 105.

  The housing yoke 101 is provided with a core 103 at the center and a lower yoke 102 at the bottom. In the center of the lower yoke 102, a hole through which the plunger 105 can move is formed. The plunger 105 is urged by a predetermined spring force in a direction protruding outward from the lower yoke 102 by the spring 106, and the plunger 105 and the core 103 are separated at a predetermined interval by the stopper ring 107 provided on the plunger 105. Installed in. A connecting pin 108 is erected at the distal end portion of the plunger 105 through a long hole portion 50c of the lock arm 50 so as to be rotatably connected to the connecting end 50d.

  When the solenoid 100 is OFF, that is, when the coil 104 is not energized, no magnetic flux is generated, so that the plunger 105 is separated from the core 103 by the urging force of the spring 52 and protrudes to a predetermined position. When the solenoid 100 is turned on, that is, when the coil 104 is energized, a magnetic flux mainly passing through the housing yoke 101, the lower yoke 102, the plunger 105, and the core 103 is generated, and the plunger 105 is attracted to the core 103 to form a closed magnetic path. Is done. Thereby, the protrusion amount of the plunger 105 becomes small.

  The solenoid 100 is fixed to the outer peripheral surface of the body 12 by a housing yoke 101. The solenoid 100 is in a non-energized state when the shift lever (not shown) provided in the vehicle 1 is switched to a parking position (hereinafter referred to as P position). On the other hand, when the shift lever is switched to a position other than the P position, such as a neutral position or a drive position, the coil 104 is energized.

  FIG. 5 is a block diagram showing the configuration of the vehicle engine starter according to the embodiment of the present invention. The communication unit 201 of the portable device 200 includes a transmission circuit 201A that transmits an ID code signal to the vehicle control unit 300 on the vehicle side and a reception circuit 201B that receives a request signal from the vehicle control unit 300, and is connected to the control unit 202. ing.

  The control unit 202 includes a microcomputer having a memory 202A in which a preset ID code is stored. When a request signal is input from the reception circuit 201B, the control unit 202 transmits an ID code signal including a predetermined ID code as a response signal. The signal is output to the circuit 201A and transmitted to the vehicle control unit 300 via the transmission antenna 203.

  The transmission antenna 203 is a UHF (Ultra High Frequency) antenna that transmits an ID code signal (radio wave) having a predetermined frequency (about 300 MHz in the present embodiment) to the vehicle control unit 300, and is connected to the transmission circuit 201A. .

  The reception antenna 204 is an LF (Low Frequency) antenna that receives a request signal having a predetermined frequency (about 130 kHz in the present embodiment) from the vehicle control unit 300, and is connected to the reception circuit 201B. As the receiving antenna 204, a coil antenna in which a coil is wound around a magnetic core made of ferrite is used.

  The battery 205 is made of, for example, a lithium battery, and is configured to supply power to the communication unit 201, the control unit 202, and the like.

  In FIG. 5, the vehicle control unit 300 includes a communication unit 301 and a control unit 302, a transmission antenna 303, and a reception antenna 304, and is mounted on the vehicle 1.

  The communication unit 301 includes a transmission circuit 301 </ b> A that transmits a request signal and a reception circuit 301 </ b> B that receives an ID code signal from the portable device 200, and is connected to the control unit 302.

  The control unit 302 includes a microcomputer having a memory 302A in which a preset ID code is stored, and is configured to intermittently output request signals. When the ID code signal is input from the receiving circuit 301B, the ID code included in the ID code signal is compared with the ID code stored in the memory 302A (ID code verification), and this ID code verification is performed. Based on the result, the drive control of the solenoid 100 is performed.

  The transmission antenna 303 is connected to the transmission circuit 301A and configured to transmit a request signal having a predetermined frequency (about 130 kHz in the present embodiment) to the portable device 200.

  The receiving antenna 304 is connected to the receiving circuit 301B and is configured to receive an ID code signal (radio wave) having a predetermined frequency (about 300 MHz in the present embodiment) from the portable device 200.

  A shift lock ECU 150 is connected to the control unit 302. The shift lock ECU 150 detects that the shift range of the automatic transmission of the vehicle 1 is in the stop range (parking position) and that the shift button provided on the operation lever of the automatic transmission is not pressed. It has become. Thereby, the shift lock ECU 150 detects the stop state of the vehicle and outputs a vehicle stop signal to the control unit 302.

(No-lock operation)
FIG. 6 is a series of operation decomposing units for sequentially explaining the no-block operation and its release operation, the interlock operation and its release operation along (a) to (f). When the knob 13 is in the LOCK position, the solenoid 100 is in an OFF state and the coil 104 is in a non-energized state, so that the plunger 105 protrudes downward from the lower yoke 102 by the biasing force of the spring 52. At this time, the connecting end 50d of the lock arm 50 that is rotatably connected to the connecting pin 108 of the plunger 105 is moving downward as shown in FIG. That is, in the lock arm 50, the claw portion 50 a of the lock arm 50 is engaged with the end portion 28 c of the rotor 28 around the swing shaft 51, while the claw portion 50 b is separated from the lock step portion 28 b of the rotor 28. Therefore, it is not locked to the end portion 28d. In this state, the rotor 28 is restricted from rotating from the LOCK position to the ACC position (FIG. 6A).

  When the portable device 200 receives a request signal from the vehicle control unit 300 while the knob 13 is in the LOCK position, the ID code stored in the memory 202A is output as a response signal to the transmission circuit 201A according to the received request signal. Then, the data is transmitted to the vehicle control unit 300 via the transmission antenna 203. Control unit 302 compares the ID code included in the ID code signal from the response signal received by receiving antenna 304 with the ID code stored in memory 302A (ID code verification).

  On condition that the ID code match is confirmed, the control unit 302 energizes the coil 104 of the solenoid 100 in the OFF state, and the solenoid 100 is turned on. When the solenoid 100 is in the ON state, the plunger 105 is attracted to the core 103 against the urging force of the spring 52, so that the protruding amount of the plunger 105 is reduced, and the connecting end 50d of the lock arm 50 is connected via the connecting pin 108. The plunger 105 moves upward as shown in FIG. By this operation, the claw portion 50a of the lock arm 50 is separated from the end portion 28c of the rotor 28 and the locked state is released. On the other hand, since the lock arm 50 swings around the swing shaft 51, the claw portion 50 b comes into contact with the outer peripheral surface of the lock step portion 28 b of the rotor 28. The swing shaft 51 can move in the outer circumferential direction of the body 12 along the elongated holes 12f and 12g (FIG. 6B).

  6B, while the knob 13 is rotated from the LOCK position to the ACC position (C direction), the claws 50a and 50b of the lock arm 50 are both in contact with the outer peripheral surface of the lock step portion 28b of the rotor 28. Rotates while touching. The swing shaft 51 is slightly moved in the outer peripheral direction of the body 12 along the long hole portions 12f and 12g (FIG. 6C).

  When the end portion 28d of the lock step portion 28b reaches the claw portion 50b of the lock arm 50, the lock arm 50 is biased from the body 12 toward the rotor 28 by the spring 52, so that the claw portion 50b is engaged with the end portion 28d. It will be stopped. On the other hand, the claw portion 50 a remains in contact with the outer peripheral surface of the lock step portion 28 b of the rotor 28. With the above operation, the no-block operation is released, and the knob 13 can be rotated from the LOCK position to the ACC position (FIG. 6D). In this state, the knob 13 can be further switched from the ACC position to the ON position and the ST position, and functions as an engine starter of the vehicle 1.

(Interlock operation)
6D, the claw portion 50b of the lock arm 50 is locked to the end portion 28d of the rotor 28, and the rotor 28 rotates (in the D direction) from the ACC position to the LOCK position. It is regulated and the interlock operation is functioning (FIG. 6 (d)).

  When the shift lock ECU 150 detects the stop state of the vehicle and outputs a vehicle stop signal to the control unit 302 with the knob 13 in the ACC position, the ON state is set on condition that the stop state of the vehicle is detected. The coil 104 of the solenoid 100 is de-energized and the solenoid 100 is turned off. When the solenoid 100 is in the OFF state, the plunger 105 is biased by a predetermined spring force in a direction protruding downward by the spring 52. At this time, the connecting end 50d of the lock arm 50 that is rotatably connected to the connecting pin 108 of the plunger 105 moves downward as shown in FIG. 6 (e). By this operation, the claw portion 50 a of the lock arm 50 contacts the outer peripheral surface of the lock step portion 28 b of the rotor 28, and the lock arm 50 swings around the swing shaft 51. The latching state is released away from the end portion 28d (FIG. 6E).

  When the knob 13 is rotated from the ACC position to the LOCK position (D direction) from the state shown in FIG. 6E, the claws 50a and 50b of the lock arm 50 are both connected to the rotor 28 as shown in FIG. It rotates while abutting on the outer peripheral surface of the lock step portion 28b. The swing shaft 51 is slightly moved in the outer peripheral direction of the body 12 along the elongated holes 12f and 12g (FIG. 6 (f)).

  When the end portion 28c of the lock step portion 28b reaches the claw portion 50a of the lock arm 50, the lock arm 50 is biased from the body 12 toward the rotor 28 by the spring 52, so that the claw portion 50a is engaged with the end portion 28c. It will be stopped. On the other hand, the claw portion 50 b remains in contact with the outer peripheral surface of the lock step portion 28 b of the rotor 28. Thereby, the rotor 28 returns to the LOCK position (FIG. 6A). By the above operation, the interlock operation is released, and the knob 13 can be rotated from the ACC position to the LOCK position. In the above-described embodiment, the LOCK position and the ACC position are locked. However, when the ACC position is not provided, the LOCK position and the ON position may be locked as appropriate.

According to the embodiment of the present invention, the following effects can be obtained.
(1) A no-lock mechanism and an interlock mechanism based on ID verification can be configured to operate with a single solenoid 100.
(2) When the solenoid 100 is not energized, a no-block operation is performed to restrict the rotation of the knob 13 from the LOCK position to the ACC position. A vehicle engine starter having a high speed can be realized.
(3) Since the plunger 105 of the solenoid 100 is rotatably connected to the connecting end 50d of the lock arm 50 via the connecting pin 108 and the long hole portion 50c, the operation of the plunger 105 is stable and highly reliable. Block operation and interlock operation are possible.
(4) Since the swinging motion of the lock arm 50 is used and the swinging shaft 51 can move in the outer peripheral direction of the body 12 along the elongated holes 12f and 12g, the number of parts can be increased. A vehicle engine starter equipped with a knock block mechanism and an interlock mechanism while being suppressed is made possible.

FIG. 1A is a longitudinal sectional view of a vehicle engine starter according to an embodiment of the present invention. FIG.1 (b) is A arrow view in Fig.1 (a). 2A is a top plan view of the body 12, and FIG. 2B is a cross-sectional view taken along line BB shown in FIG. FIG. 3 is an exploded perspective view of the knob 13, the rotor 28, the lock stopper 50, and the like disposed inside the body 12. FIG. 4 is a front view of the vehicle engine starter as viewed from the knob 13 side. FIG. 5 is a block diagram showing the configuration of the vehicle engine starter according to the embodiment of the present invention. FIG. 6 is a series of operation decomposing units for sequentially explaining the no-block operation and its release operation, the interlock operation and its release operation along (a) to (f).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Instrument panel, 10 ... Engine starter, 12 ... Body 13 ... Knob, 14 ... Cover, 17 ... Shutter, 27 ... Stopper, 28 ... Rotor 29 ... Ignition switch, 31 ... Engagement groove, 32 ... Projection 33 ... Inner spring accommodating part, 34 ... Small diameter compression spring, 35 ... Overhang part 36 ... Outer spring accommodating part, 37 ... Large diameter compression spring 50 ... Lock arm, 51 ... Oscillating shaft, 52 ... Spring 100 ... Solenoid 101 ... Housing yoke, 102 ... Lower yoke, 103 ... Core 104 ... Coil, 105 ... Plunger 107 ... Stopper ring, 108 ... Connecting pin 108
DESCRIPTION OF SYMBOLS 150 ... Shift lock ECU, 200 ... Portable machine, 201 ... Communication part, 202 ... Control part 203 ... Transmission antenna, 204 ... Reception antenna, 205 ... Battery, 300 ... Vehicle control part 301 ... Communication part, 302 ... Control part, 303 ... Transmission antenna, 304 ... Reception antenna

Claims (3)

A body having an inner periphery formed in a cylindrical shape;
A rotor that is rotatably supported by the inner peripheral portion and is rotated by a rotating operation of a knob;
A lock arm having first and second claw portions supported by the body in a swingable manner and locked to a lock step portion formed in the rotor;
A solenoid that is rotatably coupled to the lock arm and that swings and drives the lock arm;
A control unit for controlling the drive of the solenoid,
When the rotor is in the LOCK position, the control unit sets the solenoid on condition that an ID code included in a transmission signal transmitted from a portable device matches an ID code preset in the control unit. To release the state in which the first claw portion of the lock arm is locked to the lock step portion of the rotor and permit the engine to start by rotating the rotor. When there is no ACC position or an ON position when there is no ACC position, the control unit drives the solenoid on condition that a stop state of the vehicle is detected, whereby the second of the lock arms The claw portion of the rotor is released from the state of being locked to the lock step portion of the rotor, and the switching operation of the rotor to the LOCK position is permitted. Vehicle engine starting apparatus comprising an operation regulating mechanism for.   The lock arm is rotatably supported by the body around a swing shaft, and the swing shaft can move in an outer peripheral direction of the body along a long hole formed in the body. A vehicle engine starter comprising the operation restricting mechanism according to claim 1.   The solenoid plunger is set to a position that restricts a rotation operation from the LOCK position of the rotor to the ACC position or to an ON position when there is no ACC position in an OFF state where no power is supplied. A vehicle engine starter comprising the operation restricting mechanism according to claim 1.

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