JP2011236707A - Operation regulating device of ignition switch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation regulating device of an ignition switch capable of downsizing a whole device and reducing a cost for electric power consumption.SOLUTION: An operation regulating device of an ignition switch comprises: a cylinder 34 having a regulation hole 50 and a rotation regulation part 71 at a first position and a second position respectively; an ignition rotor 33 that is disposed to be rotatable inside the cylinder 34 and rotates in an area containing the first position and the second position; a slide pin 45 for regulating a first rotation from the first position side to the second position side and a second rotation from the second position side to the first position side of this rotor 33; and a rotation link 49 that is disposed to be rotatable or unrotatable inside a moving plane of the slide pin 45 and is for allowing the first rotation and the second position of the rotor 33. Supplying power to a solenoid 31 makes the rotation link 49 a state for allowing the first rotation and the second position of the rotor 33, and cutting the power to the solenoid 31 makes the rotation link 49 a state for regulating the first rotation and the second position of the rotor 33.

Description

  The present invention relates to an ignition switch operation restricting device, and more particularly to an ignition switch operation restricting device having a function of restricting the rotation operation of an ignition switch in a vehicle or the like.

  In recent years, there has been proposed an electronic key system that performs collation using an electric signal (ID code: Identification code) of a vehicle key.

  In such an electronic key system, when the ID code included in the transmission signal from the vehicle key matches the ID code registered in advance in the vehicle transmission / reception device, the operation knob (switch switching member) of the ignition switch is operated. It becomes possible. For this reason, an engine etc. of a vehicle can be started because a crew member rotates a switch change member.

  Conventionally, as an operation control device for an ignition switch of a vehicle in which this kind of electronic key system is adopted, the switch switching member is moved from the “LOCK” position to the “ACC (accessory)” position by non-verification of the vehicle key. When the first lock mechanism (no-block mechanism) that prevents the switching operation and the shift lever of the vehicle are switched to a position other than the parking position (P position) (neutral position: N position, drive position: D position) There is one provided with a second lock mechanism (interlock mechanism) that prevents the switching operation from the “ACC” position of the switch switching member to the “LOCK” position (Patent Document 1).

  The first locking mechanism is configured to prevent the switching operation of the switch switching member from the “LOCK” position to the “ACC” position by de-energization of the first solenoid, and “LOCK” of the switch switching member by energization of the first solenoid. A switching operation from the position to the “ACC” position is made possible.

  The first solenoid includes a first plunger that moves in the suction direction when energized, and a first solenoid that has a first spring that imparts a repulsive force in a direction opposite to the suction direction to the first plunger.

  The second lock mechanism enables the switching operation of the switch switching member from the “ACC” position to the “LOCK” position by deenergization of the second solenoid, and “ACC” of the switch switching member by energization of the second solenoid. The switching operation from the position to the “LOCK” position is prevented.

  The second solenoid includes a suction type solenoid having a second plunger that moves in the suction direction when energized, and a second spring that imparts a repelling force in a direction opposite to the suction direction to the second plunger.

  Thus, when the first solenoid is energized and the first lock mechanism is activated, the switch switching member can be switched from the “LOCK” position to the “ACC” position. Further, when the first solenoid is de-energized and the first lock mechanism is activated, the switching operation of the switch switching member from the “LOCK” position to the “ACC” position is prevented.

  On the other hand, when the second solenoid is energized and the second lock mechanism is activated, the switch switching member is prevented from switching from the “ACC” position to the “LOCK” position. When the second solenoid is de-energized and the second lock mechanism is activated, the switch switching member can be switched from the “ACC” position to the “LOCK” position.

JP 2002-295089 A

  However, according to the operation restriction device for the ignition switch shown in Patent Document 1, two solenoids are required as actuators for restricting the operation to the LOCK position and the operation from the LOCK position. There was a problem that the power consumption cost increased.

  Accordingly, an object of the present invention is to provide an ignition switch operation restricting device capable of reducing the size of the entire device and reducing the power consumption cost.

  In order to achieve the above object, the present invention provides an operation restriction device for an ignition switch of (1) to (3).

(1) In an operation restriction device for an ignition switch that switches a power supply state of a vehicle by a rotation operation of an operation member, a body having a rotation restriction portion at each of a first position and a second position arranged in parallel in the circumferential direction; A rotor that is rotatably disposed within the rotor and rotates in a region including the first position and the second position by a rotation operation of the operation member, and is held by the rotor so as to be movable within a rotation surface thereof, A lock pin for restricting a first rotation of the rotor from the first position side to the second position side and a second rotation from the second position side to the first position side; A rotation link which is arranged to be rotatable or non-rotatable in a moving surface of the lock pin, and which allows the first rotation and the second rotation of the rotor by switching an actuator; The rotating link is allowed to allow the first rotation and the second rotation of the rotor by energization of the actuator, and the first rotation and the first rotation of the rotor by deenergization of the actuator. An operation restriction device for an ignition switch that is in a state of restricting rotation of the ignition switch 2.

(2) In the ignition switch operation restricting device according to (1), the actuator includes a solenoid having a plunger that moves in a direction parallel to the axis of the rotor.

(3) In the ignition switch operation restricting device according to the above (1) or (2), the lock pin is provided with an elastic force to press the body and the rotation link by a first spring, and the rotation The link is given a resilient force smaller than the resilient force of the first spring in the direction of receiving the pressing force of the lock pin by the second spring.

  According to the present invention, it is possible to reduce the size of the entire apparatus and reduce the power consumption cost.

The block diagram shown in order to demonstrate the electronic key system to which the operation control apparatus of the ignition switch which concerns on embodiment of this invention was applied. The front view shown in order to demonstrate the switch apparatus to which the operation control apparatus of the ignition switch which concerns on embodiment of this invention was applied. AA sectional drawing of FIG. (A) is BB sectional drawing of FIG. 3, (b) is a side view which shows the principal part. It is a perspective view shown in order to demonstrate the part A in FIG. Sectional drawing which shows the state from which the rotation from the LOCK position of the ignition rotor was controlled in the operation control apparatus of the ignition switch which concerns on embodiment of this invention. Sectional drawing which shows the state by which the rotation to the LOCK position of the ignition rotor was controlled in the operation control apparatus of the ignition switch which concerns on embodiment of this invention. The table | surface which shows the energization state of the solenoid corresponding to the position of a shift lever and an ignition rotor in the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) And (b) is sectional drawing and side view which show the state in which the rotation operation | movement from the LOCK position of the ignition rotor to the ACC position was permitted in the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) shows a sectional view, and (b) shows a side view. (A) And (b) is sectional drawing and a side view which show the state by which the rotation operation from the ACC position of the ignition rotor to the LOCK position was controlled in the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) shows a sectional view, and (b) shows a side view. (A) And (b) is sectional drawing and a side view which show the state which the rotation operation | movement from the ACC position of the ignition rotor to the LOCK position was permitted in the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) shows a sectional view, and (b) shows a side view. (A) And (b) is sectional drawing and the side view which show the state by which the rotation operation from the LOCK position of the ignition rotor to the ACC position was controlled in the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) shows a sectional view, and (b) shows a side view.

[Embodiment]
[Overall configuration of electronic key system]
FIG. 1 shows an electronic key system. As shown in FIG. 1, the electronic key system 1 includes an electronic key 10 as an operation member carried by a user and an in-vehicle device 20 mounted on an automobile, and between the electronic key 10 and the in-vehicle device 20. Two-way communication is performed.

(Configuration of electronic key 10)
The electronic key 10 includes an LF (Low Frequency) communication unit 12 that transmits and receives radio waves to and from the in-vehicle device 20, and a transponder control device 11.

  The transponder control device 11 has a memory 11a. A transponder code is registered in the memory 11a. When the user brings the electronic key 10 close to the immobilizer communication device 22 of the in-vehicle device 20, the LF communication unit 12 receives the driving radio wave from the immobilizer communication device 22 and the transponder control device 11 is activated. Then, the transponder control device 11 transmits a transponder signal including a transponder code from the LF communication unit 12.

(Configuration of in-vehicle device 20)
The in-vehicle device 20 includes an in-vehicle control device 21 that performs its own overall control. When the on-vehicle device 20 receives the transponder signal from the LF communication unit 12 by the immobilizer communication device 22, the on-vehicle device 20 collates the transponder code included in the transponder signal with the transponder code stored in the memory 21 a of the on-vehicle controller 21. . When the collation is established, the in-vehicle control device 21 permits switching of the ignition switch 32 by energizing the solenoid 31 and restricts switching of the ignition switch 32 by de-energizing the solenoid 31.

  A brake sensor 23 is electrically connected to the in-vehicle control device 21. The in-vehicle control device 21 recognizes the presence or absence of a brake operation through the brake sensor 23. And the vehicle-mounted control apparatus 21 transmits the drive radio wave which is a radio signal of LF band through the immobilizer communication apparatus 22, only when there exists a brake operation. The driving radio wave is transmitted to a short distance from the immobilizer communication device 22, for example, a range of several tens of centimeters.

  A shift position sensor 26 is electrically connected to the in-vehicle control device 21. The shift position sensor 26 detects at which position the shift lever is located, such as a drive position (D position), a parking position (P position), or the like. The in-vehicle control device 21 can recognize the position of the shift lever through the shift position sensor 26.

  The in-vehicle control device 21 is connected to a switch device 30 that requests starting and stopping of the engine 24 through a user operation.

  Next, the configuration of the switch device 30 will be described. FIG. 2 shows a switch device. 3 and 4 (a) and 4 (b) show an ignition switch operation restricting device. FIG. 5 shows a rocking plate and a cylinder. FIG. 6 shows a state in which the rotation of the ignition rotor from the LOCK position is restricted. FIG. 7 shows a state where the rotation of the ignition rotor to the LOCK position is restricted. The switch device 30 shown in FIG. 2 has a solenoid 31 and an ignition switch 32 as shown in FIG. When the in-vehicle control device 21 (shown in FIG. 1) recognizes that the start or stop of the engine 24 (shown in FIG. 1) is requested through the switch device 30, the engine 24 is started or stopped accordingly.

  As shown in FIGS. 4A and 4B, the solenoid 31 includes a holding solenoid having a case 47 made of resin and a plunger 42 protruding from the case 47.

  The plunger 42 is formed by a rod-shaped magnetic member. The plunger 42 is configured to move in a direction parallel to the axis of the ignition rotor 33. Thereby, the protrusion amount of the solenoid 31 in the radial direction of the cylinder 34 can be reduced, and the switch device 30 can be downsized. The case 47 is provided with an insertion hole (not shown) for inserting the plunger 42. A coil (not shown) is fixed to the inner peripheral surface of the insertion hole. A fixed iron core (not shown) is disposed at a position on the bottom surface of the insertion hole that can come into contact with the end surface of the plunger 42.

  In a non-energized state in which the coil is not energized, the plunger 42 is held in contact with the fixed iron core by the elastic force of a torsion coil spring 59 (described later) and can move freely with respect to the case 47. . When the coil is energized, a magnetic force that attracts the plunger 42 to the fixed iron core is generated by the magnetic field formed by the coil.

  Thereby, in the solenoid 31, the plunger 42 is attracted to the fixed iron core from the position where the plunger 42 abuts on the fixed iron core by energizing the coil. For this reason, since the solenoid 31 requires less energization time than the suction type solenoid, power consumption can be reduced. Further, since the energization time for the coil is short, heat generation due to energization is reduced, and a mechanism for suppressing the heat generation can be omitted.

  The plunger 42 is provided with a cylindrical shaft portion 39 projecting from both sides on the outer peripheral surface on the distal end side. The plunger 42 is pressed by a torsion coil spring 59 in the insertion direction (right side in FIG. 4) with respect to the case 47 via the shaft portion 39. For this reason, in the non-energized state of the solenoid 31, the plunger 42 is kept in contact with the fixed iron core.

  As shown in FIG. 3, when the user inserts the electronic key 10 into the key hole 35 and rotates the ignition rotor 33 (described later), the ignition switch 32 rotates the ignition rotor 33 (the LOCK position shown in FIG. 2). The connection state of the contacts “LOCK”, “ACC”, “ON”, and “START” can be switched corresponding to the ACC position, ON position, and START position.

  Based on the connection state of the ignition switch 32, the state of various on-vehicle devices and the engine 24 (shown in FIG. 1) is switched by the on-vehicle controller 21 (shown in FIG. 1). Specifically, when the connection state of the contacts of the ignition switch 32 is the LOCK state, power is not supplied to all the on-vehicle devices. In the ACC state, power is supplied to some in-vehicle devices such as audio, and in the ON state, power is supplied to all in-vehicle devices. When the START state is reached, the engine 24 is started. Thereafter, when the ON state is changed to the ACC state, the engine 24 is stopped.

  In addition to the solenoid 31 and the ignition switch 32 described above, the switch device 30 includes a cylinder 34 as a body and a columnar ignition rotor 33 that is rotatably disposed in the cylinder 34. The switch device 30 is provided with an operation restriction device 100 for the ignition switch 32.

  The operation restriction device 100 for the ignition switch 32 includes an ignition rotor 33, a cylinder 34, a sliding pin 45, a biasing spring 48 (first spring), and a rotation link 49 (shown in FIG. 4).

  The ignition rotor 33 is provided with a key hole 35 that opens to an end surface exposed to the outside of the cylinder 34 and into which the electronic key 10 can be inserted. The user can rotate the ignition rotor 33 by rotating the electronic key 10 while the electronic key 10 is inserted into the key hole 35.

  An ignition switch 32 is connected to the side of the ignition rotor 33 opposite to the key hole 35. As described above, the connection state of the contact of the ignition switch 32 is switched between “LOCK”, “ACC”, “ON”, and “START” corresponding to the rotational position of the ignition rotor 33. The position of the ignition rotor 33 that is in the LOCK state is defined as a LOCK position. Similarly, the positions of the ignition rotor 33 that are in the ACC state, the ON state, and the START state are defined as an ACC position, an ON position, and a START position, respectively.

  Using the electronic key 10, as shown in FIG. 4A, a restriction hole 50 as a rotation restriction portion disposed at the first position in the cylinder 34 and a rotation restriction portion 71 disposed at the second position. The power state of the automobile can be switched by rotating the ignition rotor 33 to the included region, that is, the LOCK position, the ACC position, the ON position, and the START position.

  A ring-shaped return spring (not shown) is disposed on the outer periphery of the ignition rotor 33. One end of the return spring is fixed to the inner peripheral surface of the cylinder 34, and the other end is fixed to the outer peripheral surface of the ignition rotor 33. After the ignition rotor 33 is rotated to the START position, when the operating force is released, the ignition rotor 33 is returned to the ON position by the elastic force of the return spring.

  When the ignition rotor 33 is in the LOCK position, the steering lock is activated and the rotation of the steering is restricted. When the ignition rotor 33 is rotated from the LOCK position to the ACC position, the steering lock is released and the steering is allowed to rotate.

  The ignition rotor 33 is provided with a substantially cylindrical pin through hole 44 that is open on the outer peripheral surface thereof and penetrates in the radial direction.

  The pin through hole 44 includes a small diameter hole portion 44a disposed on the upper side of FIG. 4A and a large diameter hole portion 44b disposed on the lower side. The diameter of the large diameter hole portion 44b is set to be larger than the diameter of the small diameter hole portion 44a. A slide pin 45 as a lock pin is inserted into the pin through hole 44.

  The cylinder 34 is provided with a restriction hole 50 that opens to the inner peripheral surface thereof and into which a first tip 45a (described later) of the sliding pin 45 is fitted. As shown in FIG. 5, the restriction hole 50 is formed by a first restriction portion 51 and a second restriction portion 52.

  The first restricting portion 51 is formed by a substantially trapezoidal restricting piece. The thickness of the 1st control part 51 is set smaller than the outer diameter of the 1st front-end | tip part 45a. The upper surface of the first restricting portion 51 is formed as a gently curved surface along the inner peripheral surface of the cylinder 34. The side surface (rotation restricting portion) that forms the restricting hole 50 in the first restricting portion 51 is formed as a curved surface corresponding to the spherical surface of the first tip portion 45a.

  The second restricting portion 52 is formed in a substantially rectangular parallelepiped shape along the inner circumferential direction of the cylinder 34. A side surface of the second restriction portion 52 that forms the restriction hole 50 is formed as a curved surface corresponding to the spherical surface of the first tip portion 45a.

  Thereby, the rotation of the ignition rotor 33 (shown in FIG. 4A) is caused by the first tip portion 45a of the sliding pin 45 coming into contact with the side surfaces of both regulating portions 51 and 52 forming the regulating hole 50. Be regulated.

  A rotation restricting portion 71 that restricts the rotation of the ignition rotor 33 to the LOCK position by contacting the first tip portion 45a of the sliding pin 45 is provided on the opposite side of the restricting hole 50 in the first restricting portion 51. It has been.

  Further, the cylinder 34 is separated from the rotation restricting portion 71 toward the ON position side of the ignition rotor 33, and the rotation restricting portion 34a that restricts the rotation of the ignition rotor 33 to the opposite side to the ON position at the START position (FIG. 4). Is provided).

  The cylinder 34 is provided with an opening window 34 c that penetrates the peripheral wall on the side of the first restricting portion 51.

  On the inner peripheral surface of the cylinder 34, there is provided a pin receiving surface 34b that is interposed between the rotation restricting portions 71 and 34a and constitutes a moderation surface together with the sliding contact plate 54 (the contact surface 56 and the inclined surfaces 57a and 57b). It has been. The pin receiving surface 34 b is formed as a concave surface that opens to the inner peripheral surface of the cylinder 34.

  As shown in FIGS. 4A and 4B, the sliding pin 45 has a cylindrical shape having an outer diameter substantially the same as the inner diameter of the small-diameter hole portion 44a, and a large-diameter hole portion 44b partially in the axial direction. A sliding portion 46 having an outer diameter that is substantially the same as the inner diameter is provided. The sliding pin 45 is held by the ignition rotor 33 so as to be movable in its rotational surface, and the sliding portion 46 can move in the pin through hole 44 by sliding in the large diameter hole portion 44b. It is configured. Further, the sliding pin 45 abuts against the side surface of the restriction hole 50 to perform the first rotation (the clockwise direction in FIG. 4A) of the ignition rotor 34 from the first position side to the second position side. Further, the second rotation (counterclockwise direction in FIG. 4) from the second position side to the first position side is regulated by contacting the rotation restricting portion 71.

  The length of the sliding pin 45 in the axial direction is larger than the outer diameter of the ignition rotor 33. Here, in the sliding pin 45, the tip portion pressed against the inner peripheral surface of the cylinder 34 by the biasing spring 48 is referred to as a first tip portion 45a, and the tip portion on the opposite side of the first tip portion 45a is a second tip portion. It is set as the front-end | tip part 45b. These tip portions 45a and 45b are formed as spherical surfaces.

  The urging spring 48 is disposed on the outer periphery of the sliding pin 45 and is accommodated in the pin through hole 44, and is formed by a compression coil spring.

  The urging spring 48 is interposed between the upper end surface of the sliding portion 46 and the inner top surface of the large-diameter hole portion 44b facing the upper end surface. As a result, the elastic force of the urging spring 48 is constantly applied to the sliding pin 45 on the inner peripheral surface side of the cylinder 34.

  The rotation link 49 includes a sliding contact plate 54 and a connecting piece 60, and is arranged in a state of straddling the inside and outside of the cylinder 34 so as to be rotatable or non-rotatable on the moving surface of the sliding pin 45, and connected to the solenoid 31. Yes. The rotation link 49 constitutes a link mechanism together with the solenoid 31, and the rotation with respect to the cylinder 34 is permitted or restricted.

  The slidable contact plate 54 has a slidable contact portion 55 that slidably contacts the slide pin 45, is disposed on the upper portion of the rotary link 49, and is provided integrally with the connecting piece 60. The sliding contact plate 54 rotates with the connecting piece 60 between a position parallel to the first restricting portion 51 along the axial direction of the ignition rotor 33 and a position spaced apart from the first restricting portion 51. It is configured.

  A curved contact surface 56 along the inner peripheral surface of the cylinder 34 is provided on the tip surface (the surface on the cylinder 34 side in FIG. 5) of the sliding contact portion 55, and inclined surfaces 57a and 57b are provided on both sides thereof. ing. The contact surface 56 and the inclined surfaces 57a and 57b function as a pin receiving surface constituting a moderation mechanism with the sliding pin 45 when the first rotation and the second rotation are allowed.

  One inclined surface 57a is arranged on the regulation hole 50 side of the sliding contact portion 55, and the other inclined surface 57b is arranged on the opposite side.

  The connecting piece 60 has a shaft 60c at an intermediate portion thereof, is disposed at a lower portion of the rotary link 49, and is rotatably supported around the shaft 60c on the cylinder 34 side. The whole is formed by a substantially plate-like member. Yes.

  A pair of connecting portions 68 are provided at the lower end of the connecting piece 60 so as to sandwich the tip of the plunger 42 from the opposite side. The pair of connecting portions 68 is provided with a U-shaped link groove 60a into which the shaft portion 39 is fitted. The plunger 42 and the rotary link 49 are connected by fitting the shaft portion 39 into the link groove 60a in a manner in which the pair of connecting portions 68 oppose each other via the plunger 42.

  The connection piece 60 is connected to the plunger 42 so as to be rotatable relative to the shaft portion 39. A torsion coil spring 59 (second spring) is held on the shaft 60 c of the connecting piece 60.

  One end of the torsion coil spring 59 is locked to the wall surface 62 of the case of the switch device 30 (shown in FIG. 3), and the other end is locked to the protrusion 61 of the connecting piece 60. Then, the torsion coil spring 59 is urged by the urging spring 48 in the counterclockwise direction of FIG. 4B, that is, in the direction in which the sliding contact plate 54 receives the pressing force of the sliding pin 45. It is configured to give a smaller resilience. Thereby, the rotation link 49 is maintained at a position parallel to the first restricting portion 51 along the axial direction of the ignition rotor 33.

  In the link mechanism, the plunger 42 is fixed to the case 47 when the solenoid 31 is energized. Therefore, the sliding contact plate 54 of the rotary link 49 is maintained in parallel with the first restricting portion 51, and the sliding pin 45 can ride on the inclined surface 57a of the sliding contact plate 54 from the restricting hole 50 side. is there. Further, the sliding pin 45 can ride on the inclined surface 57b of the sliding contact plate 54 from the rotation restricting portion 71 side. Therefore, the rotation of the slide pin 45 from the restriction hole 50 side to the rotation restriction portion 71 side and from the rotation restriction portion 71 side to the restriction hole 50 side is allowed.

  On the other hand, if the solenoid 31 is in a non-energized state, the plunger 42 can move in the axial direction. For this reason, the rotation link 49 rotates in a direction away from the first restricting portion 51 by the pressing force of the slide pin 45, and the rotation link 49 is retracted out of the rotation locus of the slide pin 45. Therefore, as shown in FIG. 6, the sliding pin 45 cannot ride on the inclined surface 57a of the sliding contact plate 54 from the restricting hole 50 side, and the rotation restricting portion 71 (from the restricting hole 50 (first position) side). The rotation (first rotation) of the sliding pin 45 toward the (second position) side is restricted. Further, as shown in FIG. 7, the sliding pin 45 cannot ride on the inclined surface 57b of the sliding contact plate 54 from the rotation restricting portion 71 side, and the sliding pin from the rotation restricting portion 71 side to the restricting hole 50 side. The rotation of 45 (second rotation) is restricted.

[Operation of ignition switch operation restriction device]
Next, operation | movement of the operation control apparatus 100 of the ignition switch 32 is demonstrated using FIGS. 8-10. FIG. 8 is a table showing the energization state of the solenoid corresponding to the positions of the shift lever and the ignition rotor. FIGS. 9A, 9B and 12A, 12B show the rotation operation of the ignition rotor from the LOCK position to the ACC position. FIGS. 10A and 10B and FIGS. 11A and 11B show the rotation operation of the ignition rotor from the ACC position to the LOCK position. The in-vehicle control device 21 (shown in FIG. 1) switches the energization state of the solenoid 31 according to the table of FIG. Note that the in-vehicle control device 21 can detect the rotational position of the ignition rotor 33 through the connection state of the contacts of the ignition switch 32.

  When starting the engine 24, the user first inserts the electronic key 10 into the key hole 35. At this time, since the automobile is parked, the shift lever is in the P position, and the ignition rotor 33 is in the LOCK position.

  When the electronic key 10 is a regular key, as shown in the table of FIG. 8, the in-vehicle control device 21 determines that the transponder code verification has been established and energizes the solenoid 31.

  In the energized state of the solenoid 31, since the plunger 42 is fixed to the case 47, the rotary link 49 is fixed to the cylinder 34. For this reason, as shown in FIGS. 9A and 9B, the sliding contact plate 54 of the rotary link 49 is maintained in parallel with the first restricting portion 51, and the sliding pin 45 is connected to the sliding contact plate 54. It is possible to ride on the inclined surface 57a from the regulation hole 50 side.

  In this state, when the ignition rotor 33 is rotated from the LOCK position to the ACC position side, the first tip portion 45a is along the inclined surface 57a of the sliding contact portion 55 while resisting the elastic force of the biasing spring 48. Move. Then, the first tip portion 45 a reaches the contact surface 56.

  Thereafter, when the ignition rotor 33 is further rotated to the ACC position side, the first tip 45a moves on the inclined surface 57b of the sliding contact portion 55 and is disposed on the rotation restricting portion 71, and the ignition rotor 33 is moved to the ACC position. Placed in.

  Then, the ignition rotor 33 at the ACC position can be rotated to the ON position and the START position. As shown in the table of FIG. 8, when the ignition rotor 33 is rotated from the LOCK position to the ACC position, the energized state of the solenoid 31 is maintained because the shift lever exists at the P position.

  When the ignition rotor 33 is rotated from the ACC position to the START position via the ON position through the electronic key 10 while the solenoid 31 is energized, the engine 24 is started. After the engine 24 is started, the ignition rotor 33 is returned to the ON position by the elastic force of the return spring.

  Then, when driving the automobile, the user operates the shift lever from the P position to the D position. As shown in the table of FIG. 8, when the shift lever is operated from the P position to the D position in the ON position of the ignition rotor 33, the solenoid 31 is not energized.

  In this non-energized state, the plunger 42 can move in the axial direction. For this reason, as shown in FIGS. 10A and 10B, the sliding contact plate 54 rotates in a direction away from the first restricting portion 51 by the pressing force of the sliding pin 45, and the rotary link 49 slides. Retreat out of the rotation locus of the pin 45. Therefore, the rotation of the sliding pin 45 from the rotation restricting portion 71 side to the restricting hole 50 side is restricted.

  Further, when the shift lever is in the P position in the energized state of the solenoid 31, the sliding contact plate 54 of the rotary link 49 is connected to the first restricting portion 51 as shown in FIGS. 11 (a) and 11 (b). The parallel state can be maintained, and the sliding pin 45 can ride on the inclined surface 57b from the rotation restricting portion 71 side of the sliding contact plate 54.

  In this state, when the ignition rotor 33 is rotated from the ACC position to the LOCK position side, the first tip portion 45a moves along the inclined surface 57b of the sliding contact portion 55 while resisting the elastic force of the biasing spring 48. Move. Then, the first tip portion 45 a reaches the contact surface 56.

  Thereafter, when the ignition rotor 33 is further rotated to the LOCK position side, the first tip 45a moves on the inclined surface 57a of the sliding contact portion 55 and is disposed in the restriction hole 50, and the ignition rotor 33 is moved to the LOCK position. Be placed.

  On the other hand, when the electronic key 10 is not inserted into the key hole 35 or when the electronic key inserted into the key hole 35 is not a regular key, the verification of the transponder code by the in-vehicle control device 21 is not established. 31 is not energized.

  When the solenoid 31 is not energized, the plunger 42 can move with respect to the case 47. For this reason, as shown in FIGS. 12A and 12B, when the ignition rotor 33 is rotated from the LOCK position to the ACC position side, the sliding contact plate 54 of the rotation link 49 is pressed by the pressing force of the sliding pin 45. It rotates in the direction away from the first restricting portion 51, and the rotation link 49 is retracted out of the rotation locus of the sliding pin 45. The first restricting portion 51 is exposed on the rotation locus of the sliding pin 45. Therefore, the rotation of the slide pin 45 from the LOCK position to the ACC position side is restricted, and the ignition rotor 33 remains disposed at the LOCK position. As described above, the solenoid 31 is energized again when collation is established.

[Effect of the embodiment]
According to the embodiment described above, the following effects can be obtained.

(1) When the solenoid 31 is not energized, the rotation of the ignition rotor 33 from the LOCK position to the ACC position and the rotation of the ignition rotor 33 from the ACC position to the LOCK position are restricted. As a result, the rotation operation of the ignition rotor 33 can be regulated using a single solenoid 31, and the entire apparatus can be made smaller and simplified and the power consumption cost can be reduced than when a plurality of solenoids are used. Can do.

(2) When the solenoid 31 is energized, the plunger 42 is attracted to the fixed iron core from the position where it comes into contact with the fixed iron core. For this reason, the energization time of the solenoid 31 is shorter than that of the suction type solenoid, and the power consumption can be reduced.

(3) Since the energization time to the coil is short, the heat generated by energization is reduced, and a mechanism for suppressing the heat generation can be omitted.

  As mentioned above, although the operation control device of the ignition switch of the present invention has been described based on the above embodiment, the present invention is not limited to the above embodiment, and various modes can be used without departing from the gist thereof. For example, the following modifications are possible.

(1) In the embodiment, the case where the electronic key 10 is inserted into the key hole 35 and ID authentication is performed by immobilizer communication (transponder communication) has been described. However, the present invention is not limited to this, and the electronic key is used as the key. Instead of being inserted into the hole, ID authentication may be performed by wireless communication using an electronic key system (so-called smart key system) by a transmitter / receiver provided in the portable device.

(2) In the embodiment, the case where the present invention is applied to an automobile has been described. However, the present invention is not limited to this, and can be similarly applied to other vehicles.

  DESCRIPTION OF SYMBOLS 1 ... Electronic key system, 10 ... Electronic key, 12 ... LF communication part, 20 ... In-vehicle device, 21 ... In-vehicle control device, 21a ... Memory, 22 ... Immobilizer communication device, 23 ... Brake sensor, 24 ... Engine, 26 ... Shift Position sensor, 30 ... Switch device, 31 ... Solenoid, 32 ... Ignition switch, 33 ... Ignition rotor, 34 ... Cylinder, 34a ... Rotation restricting part, 34b ... Pin receiving surface, 35 ... Key hole, 39 ... Shaft part, 42 ... Plunger, 43 ... groove, 44 ... pin through hole, 44a ... small diameter hole, 44b ... large diameter hole, 45 ... sliding pin, 45a ... first tip, 45b ... second tip, 46 ... slide Moving part, 47 ... Case, 48 ... Biasing spring, 49 ... Rotating link, 50 ... Restricting hole, 51 ... First restricting part, 51c ... Inclined surface, 52 ... Second restricting part, 54 ... Sliding contact plate 55 ... Sliding contact portion, 56 ... Contact surface, 57a, 57b ... Inclined surface, 59 ... Torsion coil spring, 60 ... Connecting piece, 60a, 60b ... Link groove, 60c ... Shaft, 61 ... Projection, 62 ... Wall surface, 68 ... Connection part, 100 ... Operation control apparatus

Claims (3)

In the ignition switch operation restricting device that switches the power state of the vehicle by rotating the operation member,
A body having a rotation restricting portion at each of a first position and a second position arranged in parallel in the circumferential direction;
A rotor that is rotatably arranged in the body, and rotates a region including the first position and the second position by a rotation operation of the operation member;
A first rotation of the rotor from the first position side to the second position side, and the first position from the second position side, which is held by the rotor so as to be movable within the plane of rotation. A lock pin for restricting the second rotation to the side,
A rotation link which is arranged to be rotatable or non-rotatable in a moving surface of the lock pin, and which allows the first rotation and the second rotation of the rotor by switching an actuator,
The rotary link is allowed to allow the first rotation and the second rotation of the rotor by energization of the actuator, and the first rotation and the second rotation of the rotor by deenergization of the actuator. Ignition switch operation restriction device that is in a state of restricting rotation.   The ignition switch operation restricting device according to claim 1, wherein the actuator includes a solenoid having a plunger that moves in a direction parallel to an axis of the rotor. The lock pin is given an elastic force by the first spring to press the body and the rotation link,
3. The ignition switch according to claim 1, wherein the rotary link is provided with a repelling force smaller than a repelling force of the first spring in a direction to receive a pressing force of the lock pin by the second spring. Operation control device.

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