JP2011245964A - Operation regulation device of ignition switch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation regulation device of an ignition switch capable of downsizing the total device and reducing a power consumption cost.SOLUTION: The operation regulation device 100 includes: a rotor 33 which has a first engagement recessed part 50a and a second engagement recessed part 50b on a first position and a second position respectively, is rotated by rotative operation of an operation member 35 and moves in the push operating direction; and an engagement lever 54 which is arranged so as to be rotated or so as not to be rotated by switching of a solenoid 31 in a flat plane including the axial line of the rotor 33 and allows or regulates a first rotation from the second position side to the first position side of the rotor 33 and a second rotation from the first position side to the second position side of the rotor 33, wherein the engagement lever 54 is turned to be a state of releasing engagement with the first engagement recessed part 50a and the second engagement recessed part 50b when applying current to the solenoid 31 and is turned to be a state of being engaged with the first engagement recessed part 50a and the second engagement recessed part 50b when applying no current to the solenoid 31.

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 solenoid that moves in the suction direction when energized, and a first solenoid that has a first spring that applies a spring 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 applies a spring 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, the operation member has an engaging portion at each of a first position and a second position that are parallel in the circumferential direction. And a rotor that rotates in a push operation direction by a push operation of the operation member, and a rotor that is rotatable or non-rotatable by switching an actuator in a plane including an axis of the rotor, A mechanism for permitting or regulating the first rotation from the second position side to the first position side and the second rotation of the rotor from the first position side to the second position side. And the engagement lever is brought into a state of releasing the engagement with the engagement portion by energization of the actuator. Operation restricting apparatus of an ignition switch that is in a state of engaging the engaging portion when energized.

(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, and the plunger can be rotated by the engagement lever. It is connected to.

(3) In the ignition switch operation restricting device according to (1) or (2), the rotor is provided with a spring force in a direction opposite to the push operation direction by a first spring as a return force, The engaging lever is given a spring force smaller than that of the first spring in the direction of receiving the return force from the rotor 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 disassembled perspective view shown in order to demonstrate the operation control apparatus of the ignition switch which concerns on embodiment of this invention. Sectional drawing shown in order to demonstrate the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) And (b) is sectional drawing shown in order to demonstrate the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) shows a no-block mechanism, and (b) shows an interlock mechanism. (A)-(c) is sectional drawing shown in order to demonstrate operation | movement of the operation control apparatus of the ignition switch which concerns on embodiment of this invention. (A) is a state in which the rotation of the ignition rotor from the LOCK position to the ACC position is restricted, (b) is a state in which the rotation of the ignition rotor from the ACC position to the LOCK position is permitted, and the ACC position of the ignition rotor. And the state where the rotation is allowed between the START position and the START position.

[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 a portable device 10 that is carried by a user and an in-vehicle device 20 that is installed in an automobile, and bidirectional communication is performed between the portable device 10 and the in-vehicle device 20. Done.

(Configuration of portable device 10)
The portable device 10 includes a portable device ECU (Electronic Control Unit: ECU) 200, a reception unit 202, a transmission unit 204, and a battery 206.

  The portable device ECU 200 includes a memory 201 that stores an ID code that is an identification number code of the portable device 10, and performs overall control of the portable device 10.

  The receiving unit 202 is connected to the portable device ECU 200 and the antenna 203. And the receiving part 202 is comprised so that the signal transmitted from the vehicle equipment 20 may be received and decoded, and it may output to portable device ECU200.

  The transmission unit 204 is connected to the portable device ECU 200 and the antenna 205. And the transmission part 204 is comprised so that the ID code from portable machine ECU200 may be encrypted and the signal of the high frequency range containing this may be transmitted.

  The battery 206 is connected to the portable device ECU 200 and serves as a power source for the portable device 10. When the battery runs out, the battery can be replaced.

  In addition, the portable device 10 functions as an immobilizer that can communicate by approaching the indoor / outdoor verification unit 500 on the in-vehicle device 20 side when the battery 206 runs out and there is no replacement battery or when the engine 610 is started. A transponder 207.

  The transponder 207 includes a power storage circuit and an electrolytic capacitor (both not shown), and a predetermined amount or more of electric power is accumulated in the electrolytic capacitor via the power storage circuit by the magnetic flux from the indoor / outdoor verification unit 500 (magnetic flux generation circuit 506). And a signal including the ID code of the memory 201 using the power as a power source.

(Configuration of in-vehicle device 20)
The in-vehicle device 20 includes a main ECU 400 and an indoor / outdoor verification unit 500.

  The main ECU 400 is connected to the indoor / outdoor verification unit 500 and the engine ECU 600 and performs overall control of the in-vehicle device 20. When the ID verification is established between the in-vehicle device 20 and the portable device 10, the main ECU 400 permits or restricts the switching of the ignition switch 32 by energizing or de-energizing the solenoid 31.

  A shift position sensor (not shown) is connected to the main ECU 400. The shift position sensor detects at which position the shift lever is located, such as a drive (D position), a parking position (P position), or the like. The main ECU 400 can recognize the position of the shift lever through the shift position sensor.

  Further, the engine ECU 600 and the switch device 30 are connected to the main ECU 400. As a result, the switch device 30 requests the engine ECU 600 to start and stop the engine 610 via the main ECU 400. Details of the switch device 30 will be described later.

  The indoor / outdoor verification unit 500 includes an authentication ECU 504, an indoor transmission / reception unit 503A, an outdoor transmission / reception unit 503B, and a magnetic flux generation circuit 506, and is connected to the main ECU 400.

  The authentication ECU 504 includes a memory 505 that stores an ID code that is an identification number of the automobile, and performs authentication (collation) between the ID code included in the signal transmitted from the portable device 10 and the ID code stored in the memory 505. Do.

  The indoor transmission / reception unit 503A is connected to the indoor antenna 502A and the outdoor transmission / reception unit 503B. The indoor transmission / reception unit 503 </ b> A is configured to receive and decode the signal transmitted from the portable device 10 and output the signal to the authentication ECU 504.

  The outdoor transmission / reception unit 503B is connected to the outdoor antenna 502B, the authentication ECU 504, and the main ECU 400. The outdoor transmission / reception unit 503 </ b> B is configured to receive and decode a signal transmitted from the portable device 10 and output the signal to the authentication ECU 504.

  The magnetic flux generation circuit 506 generates a magnetic flux for supplying a power signal to the portable device 10 in an emergency or the like. Thereby, a power signal is supplied from the magnetic flux generation circuit 506 to the portable device 10 in an emergency through an antenna coil (not shown).

  Next, the configuration of the switch device and the ignition switch operation restriction device will be described. 2 and 3 show an operation restriction device for the ignition switch. 4A shows the knob mechanism of the ignition switch, and FIG. 4B shows the interlock mechanism of the ignition switch. As shown in FIGS. 2 and 3, the switch device 30 includes a solenoid 31 and an ignition switch 32. When the main ECU 400 (shown in FIG. 1) recognizes that the engine 610 (shown in FIG. 1) needs to be started or stopped through the switch device 30, the engine ECU 600 starts or stops the engine 610 accordingly.

    The solenoid 31 is a holding solenoid having a case 47 made of resin and a plunger 42 protruding from the case 47.

  The plunger 42 moves in a direction parallel to the axis of an ignition rotor 33 (described later), and is formed by a rod-shaped magnetic member. 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. A pair of holding pieces 48 that rotatably hold the rotating shaft 54 a of the engaging lever 54 are provided on both sides of the front end surface of the case 47.

  In a non-energized state where the coil is not energized, the plunger 42 is held movably in a state where it abuts against the fixed iron core by the spring force a of the return spring (first spring). In the energized state in which the coil is energized, a magnetic force c 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 a conventional suction type solenoid that attracts the plunger to the fixed iron core by energizing the coil from a position away from the fixed iron core, 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.

  As shown in FIG. 3 and FIGS. 4A and 4B, the plunger 42 is provided with a cylindrical shaft portion 39 projecting from both sides on the outer peripheral surface on the tip side.

  The plunger 42 is pressed by a second spring (not shown) in a direction opposite to the insertion direction with respect to the case 47. The plunger 42 is pressed by the first spring via the shaft 39 and the engagement lever 54 in the insertion direction with respect to the case 47. The spring force a of the first spring is set to be larger than the spring force b (a> b) of the second spring. For this reason, in the non-energized state of the solenoid 31, the plunger 42 is kept in contact with the fixed iron core. The spring force b of the second spring is set to be smaller than the magnetic force c (b <c) of the solenoid 31.

  When the user rotates the ignition rotor 33 with the operation knob 35, the ignition switch 32 corresponds to the rotation position of the ignition rotor 33 (LOCK position, ACC position, ON position, START position shown in FIG. 4A). The contact state of “LOCK”, “ACC”, “ON”, “START” can be switched.

  Based on the connection state of the ignition switch 32, the main ECU 400 and the engine ECU 600 (both shown in FIG. 1) switch the states of the various in-vehicle devices and the engine 610. 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. Further, when the START state is entered, the engine 610 (shown in FIG. 1) is started. Thereafter, when the ON state is changed to the ACC state, the engine 610 is stopped.

  In addition to the solenoid 31 and the ignition switch 32 described above, the switch device 30 includes a rotor case 34 provided with a through window 34a at an axially intermediate portion, and a columnar ignition arranged rotatably in the rotor case 34. And a rotor 33. 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 and an engagement lever 54.

  The ignition rotor 33 is disposed in the rotor case 34 so as to be able to be pushed, and an ignition switch 32 is connected to the opposite side of the operation knob 35. As described above, the connection state of the contact point of the ignition switch 32 is switched to a position where “LOCK”, “ACC”, “ON”, and “START” correspond 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 operation knob 35, a first engagement recess 50a as an engagement portion disposed at a first position in the ignition rotor 33 and a second engagement as an engagement portion disposed at a second position. The power supply state of the automobile can be switched by rotating the ignition rotor 33 in the parallel direction of the recesses 50b, that is, the LOCK position, the ACC position, the ON position, and the START position. The first engagement recess 50 a and the second engagement recess 50 b are arranged in parallel in the circumferential direction of the ignition rotor 33.

  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 rotor case 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 spring 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 rotation of the steering is allowed.

  Further, the ignition rotor 33 is configured to move in the push operation direction d by a push operation of the operation knob 35.

  A spring force (return force) in a direction opposite to the push operation direction is applied to the ignition rotor 33 by the first spring. Thereby, after the ignition rotor 33 is pushed through the operation knob 35 and then the operation force is released, the ignition rotor 33 is returned to the initial push operation position by the spring force of the return spring.

  The first engagement recess 50a is formed by a notch that opens to the outer peripheral surface of the ignition rotor 33 and the end surface on the operation knob side, and engages with the engagement lever 54 when the ignition switch 32 is LOCK.

  The second engagement recess 50b is disposed at a predetermined interval in a direction opposite to the rotation direction from the first engagement recess 50a toward the ACC position (the arrow direction in FIG. 4A). It is formed by a notch that opens to the outer peripheral surface and the operation knob side end surface. The second engaging recess 50b has one end face in the circumferential direction engaged with the engaging lever 54 when the ignition switch 32 is ON, and the other end face in the circumferential direction is engaged with the engaging lever 54 when the ignition switch 32 is started. It is comprised so that it may engage with.

  The engaging lever 54 has a rotating shaft 54a at its intermediate portion, and is arranged to be rotatable or non-rotatable by switching the solenoid 31 within a plane including the axis of the ignition rotor 33, and both end portions of the rotating shaft 54a are respectively arranged. The case 47 is supported by a pair of holding pieces 48.

  A pair of connecting portions 54 b that sandwich the tip end portion of the plunger 42 from opposite sides are provided at the upper end portion of the engagement lever 54. The pair of connecting portions 54b is provided with a U-shaped connecting groove 540b into which the shaft portion 39 is fitted. The plunger 42 and the engaging lever 54 are rotatably connected by fitting the shaft portion 39 into the connecting groove 540b in a manner in which the pair of connecting portions 54b oppose each other via the plunger 42.

  The lower end portion of the engagement lever 54 is set to a width dimension that engages with the first engagement recess portion 50a and the second engagement recess portion 50b and is smaller than the width dimension of the pair of connection portions 54b. A rotor engaging portion 54c is provided.

  Then, the engagement lever 54 performs the first rotation (LOCK from the ON position) to the first engagement recess 50a (first position) from the second engagement recess 50b (second position) of the ignition rotor 33. Rotation to the position) and second rotation (second rotation from the LOCK position to the ON position) from the first engagement recess 50a to the second engagement recess 50b of the ignition rotor 33 are permitted or restricted. It is configured as follows.

  Accordingly, the engagement lever 54 is brought into a state of releasing the engagement with the first engagement recess 50a and the second engagement recess 50b by energization of the solenoid 31. Here, “the state in which the engagement lever 54 is disengaged from the first engagement recess 50a and the second engagement recess 50b” refers to the engagement lever 54 and the first engagement when the solenoid 31 is energized. Not only is the engagement between the joint recess 50a and the second engagement recess 50b released, but also the engagement state between the engagement lever 54 and the first engagement recess 50a and the second engagement recess 50b. In FIG. 5, when the ignition rotor 33 is pushed, the engagement between the engagement lever 54 and the first engagement recess 50a and the second engagement recess 50b is released. Therefore, in a state where the engagement between the engagement lever 54 and the first engagement recess 50a and the second engagement recess 50b is released, the ignition rotor 33 can be rotated.

  Further, the engagement lever 54 is brought into a state of being engaged with the first engagement recess 50 a and the second engagement recess 50 b by deenergization of the solenoid 31. Here, “the state in which the engagement lever 54 is engaged with the first engagement recess 50a and the second engagement recess 50b” refers to the engagement lever 54, the first engagement recess 50a, and the second engagement. Even when the ignition rotor 33 is pushed in the engaged state with the joint recess 50b, only the state in which the engagement of the engagement lever 54 with the first engagement recess 50a and the second engagement recess 50b is maintained. If the ignition rotor 33 is rotated in a state where the engagement of the engagement lever 54 with the first engagement recess 50a and the second engagement recess 50b is released when the solenoid 31 is not energized, This is a state in which the lever 54 is engaged with the first engagement recess 50a and the second engagement recess 50b. Therefore, when the engagement lever 54 is engaged with the first engagement recess 50a and the second engagement recess 50b, the rotation operation of the ignition rotor 33 becomes impossible.

  Thus, in the operation restriction device 100 having the engagement lever 54, for example, when the solenoid 31 is energized, the lever engagement portion 54c is engaged with the first engagement recess 50a or the second engagement recess 50b. If so, the plunger 42 is fixed to the case 47. Therefore, when the ignition rotor 33 is pushed, the engagement between the rotor engaging portion 54c and the first engaging recess 50a or the second engaging recess 50b is released, and the ignition rotor 33 is moved from the LOCK position to the ON position. The rotation operation from the ON position to the LOCK position becomes possible.

  When the solenoid 31 is deenergized from this state (the state in which the rotor engagement portion 54c and the first engagement recess 50a or the second engagement recess 50b are engaged), Since the plunger 42 is movable, the engagement lever 54 rotates counterclockwise around the rotation shaft 54a by the spring force b of the second spring, and the rotor engagement portion 54c of the engagement lever 54 is in the first position. The ignition rotor 33 is pressed in the engagement recess 50a or the second engagement recess 50b. For this reason, the engagement state between the rotor engagement portion 54c and the first engagement recess 50a or the second engagement recess 50b is maintained. Thus, when the ignition rotor 33 is pushed against the spring force a of the first spring, the engagement lever 54 rotates counterclockwise around the rotation shaft 54a following this operation. The engagement state between the joint portion 54c and the first engagement recess 50a or the second engagement recess 50b is maintained, and the ignition rotor 33 is rotated from the LOCK position to the ACC position and from the ACC position to the LOCK position. It becomes impossible.

  In addition, when the solenoid 31 is turned off at the time when the rotor engaging portion 54c of the engaging lever 54 is disposed between the first recessed portion 50a and the second recessed portion 50b by the rotation operation, the engagement is performed. The lever 54 receives the spring force a of the first spring and rides on the outer peripheral edge of the ignition rotor 33. In this case, since the spring force b of the second spring is applied to the engagement lever 54 in the counterclockwise direction around the rotation shaft 54a, the ignition rotor 33 is against the spring force a of the first spring. When the lever is pushed and rotated, the engagement lever 54 rotates counterclockwise around the rotation shaft 54a when the rotor engagement portion 54c reaches the first engagement recess 50a or the second engagement recess 50b. Then, the engagement state between the rotor engaging portion 54c and the first recess 50a or the second recess 50b is maintained. Thereby, the rotation operation of the ignition rotor 33 from the LOCK position to the ACC position and from the ACC position to the LOCK position becomes impossible.

[Operation of ignition switch operation restriction device]
Next, the operation of the operation restriction device 100 for the ignition switch 32 will be described with reference to FIGS. FIG. 5A shows the rotation operation of the ignition rotor from the LOCK position to the ACC position when the solenoid is not energized. FIG. 5B shows the rotation operation of the ignition rotor from the LOCK position to the ACC position when the solenoid is energized. FIG. 5C shows a rotation operation between the ACC position and the START position of the ignition rotor when the solenoid is not energized.

  The main ECU 400 (shown in FIG. 1) switches the energization state of the solenoid 31 in accordance with the positions of the shift lever and the ignition rotor 33. Further, the main ECU 400 can detect the rotational position of the ignition rotor 33 through the connection state of the contacts of the ignition switch 32. It is assumed that the user unlocks the door and sits in the driver's seat in the automobile after ID authentication is established by the authentication ECU 504.

  When starting the engine 610, the user first holds the operation knob 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.

  Here, when the user does not own the regular portable device 10, the solenoid 31 is not energized because the ID authentication by the immobilizer function is not established.

  When the solenoid 31 is not energized, the plunger 42 can move with respect to the case 47. Therefore, the plunger 42 receives the spring force b of the second spring from the position in the energized state of the solenoid 31 and moves together with the engagement lever 54 in the direction opposite to the insertion direction with respect to the case 47, and the engagement lever 54 rotates. Rotating counterclockwise about the shaft 54a, the rotor engaging portion 54c of the engaging lever 54 is engaged with the first engaging recess 50a. Thereby, when the ignition rotor 33 is rotated from the LOCK position to the ACC position side, the rotation of the ignition rotor 33 is restricted. Here, as shown in FIG. 5 (a), when the ignition rotor 33 is pushed against the spring force a of the first spring, the engagement lever 54 follows the operation to move the rotating shaft 54a. It further rotates counterclockwise around the center, and the engagement state between the rotor engagement portion 54c of the engagement lever 54 and the first engagement recess 50a is maintained.

  As described above, when the user does not own the regular portable device 10, the engagement state between the rotor engaging portion 54c and the first engaging recess 50a is maintained, and the ignition rotor 33 is shifted from the LOCK position to the ACC position. Rotation is regulated.

  When the user owns the regular portable device 10, the solenoid 31 is energized because ID authentication by the immobilizer mechanism is established.

  In the energized state of the solenoid 31, the rotor engaging portion 54c of the engaging lever 54 and the first engaging recess 50a are engaged at the LOCK position of the ignition rotor 33. In this case, since the plunger 42 is fixed to the case 47 together with the engaging lever 54 in a state where the plunger 42 is in contact with the fixed iron core, as shown in FIG. When the push operation is performed against a, the engagement lever 54 does not follow this operation, and the engagement state between the rotor engagement portion 54c of the engagement lever 54 and the first engagement recess 50a is released. .

  In this state, when the ignition rotor 33 is rotated from the LOCK position to the ACC position side, the rotation is allowed, and the ignition rotor 33 can be disposed at the ACC position.

  In addition, the ignition rotor 33 at the ACC position can be rotated to the ON position and the START position. When the ignition rotor 33 is rotated from the LOCK position to the ACC position side, the energized state of the solenoid 31 is maintained because the shift lever is in the P position.

  In this state, as shown in FIG. 5C, the engaging lever 54 rides on the outer peripheral edge of the ignition rotor 33 against the spring force b of the second spring, and the solenoid 31 is deenergized. In this case, the rotor engaging portion 54c is disposed so as to be slidable in the riding area of the ignition rotor 33.

  Then, when driving the automobile, the user operates the shift lever from the P position to the D position. When the shift lever is operated from the P position to the D position at the ACC (ON) position of the ignition rotor 33, the non-energized state of the solenoid 31 is maintained. Here, for example, when the ignition rotor 33 is rotated to the START position through the operation knob 35, the engine 610 is started. After the engine 610 is started, the ignition rotor 33 is returned to the ON position by the spring force of the return spring.

  When the solenoid 31 is not energized, the plunger 42 can move with respect to the case 47. Therefore, the plunger 42 receives the spring force b of the second spring from the position in the energized state of the solenoid 31 and moves together with the engagement lever 54 in the direction opposite to the insertion direction with respect to the case 47, and the engagement lever 54 rotates. It rotates counterclockwise around the shaft 54a, and the engagement lever 54 presses the ignition rotor 33 in the second engagement recess 50b. Thereby, the rotor engaging portion 54c of the engaging lever 54 is engaged with the second engaging recess 50b.

  If the ignition rotor 33 is pushed against the spring force a of the first spring from this state, the engagement lever 54 follows the operation and the rotation shaft 54a is centered by the spring force b of the second spring. Further, the rotor engagement portion 54c presses the ignition rotor 33 in the second engagement recess 50b. For this reason, the engagement state of the rotor engaging portion 54c and the second engaging recess 50b is maintained. Thereby, when the ignition rotor 33 is rotated from the ACC position to the LOCK position, the rotation of the ignition rotor 33 is restricted.

  The user moves the shift lever from the D position or the like to the P position when rotating the ignition rotor 33 to the LOCK position. When the shift lever is operated from the D position or the like to the P position, the solenoid 31 is energized. For this reason, since the plunger 42 is fixed to the case 47 in a state where the plunger 42 is in contact with the fixed iron core, if the ignition rotor 33 is pushed against the spring force a of the first spring, this operation is involved. The engagement lever 54 does not follow, and the engagement state between the rotor engagement portion 54c of the engagement lever 54 and the second engagement recess 50a is released.

  In this state, when the ignition rotor 33 is rotated from the ACC position to the LOCK position side, the rotation is allowed, and the ignition rotor 33 can be disposed at the LOCK position.

  When the ignition rotor 33 rotates to the LOCK position side, the engagement lever 54 rides on the outer peripheral edge of the ignition rotor 33 from the second engagement recess 50b, and the solenoid 31 is deenergized. In this case, the rotor engaging portion 54c is disposed so as to be slidable in the riding area of the ignition rotor 33. For this reason, when the ignition rotor 33 is rotated from the ACC position to the LOCK position, the rotor engagement portion 54c slidably contacts the riding area of the ignition rotor 33 and reaches the first engagement recess 50a. Engaged with the engaging recess 50a. That is, the ignition rotor 33 is returned to the LOCK position. As described above, the solenoid 31 is energized again when the ID authentication 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 side (ON) position and the rotation from the ACC position to the LOCK (ACC side) position are restricted. As a result, the rotation operation of the ignition rotor 33 can be regulated using a single solenoid 31, and the overall apparatus can be made smaller and lighter and the power consumption cost can be reduced than when a plurality of solenoids are used. Can do.

(2) The plunger 42 is attracted to the fixed iron core from the position where the plunger 42 contacts the fixed iron core by energizing the coil of the solenoid 31. 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 of the solenoid 31 is short, heat generation due to energization is reduced, and a mechanism or the like 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, when the electronic key is not inserted into the key hole, ID authentication is performed by wireless communication using an electronic key system (so-called smart key system) by a transmitter / receiver provided in the portable device. However, the present invention is not limited to this, and ID authentication may be performed by inserting an electronic key into the key hole and performing immobilizer communication (transponder communication).

(2) In the embodiment, the case where the spring force a of the first spring is applied to the ignition rotor 33 and the spring force b of the second spring is applied to the engagement lever 54 has been described. However, the present invention is not limited to this, and other pressing force such as air pressure may be applied to the ignition rotor and the engaging lever.

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

  DESCRIPTION OF SYMBOLS 1 ... Electronic key system, 10 ... Portable machine, 20 ... Car-mounted machine, 24 ... Engine, 30 ... Switch apparatus, 31 ... Solenoid, 32 ... Ignition switch, 33 ... Ignition rotor, 33a ... Rotation restriction pin, 34 ... Rotor case, 34a ... penetrating window, 35 ... operation knob, 39 ... shaft, 42 ... plunger, 47 ... case, 48 ... holding piece, 50a ... first engaging recess, 50b ... second engaging recess, 54 ... engagement Lever, 54a ... rotating shaft, 54b ... connecting part, 540b ... connecting groove, 54c ... rotor engaging part, 200 ... portable machine ECU, 201 ... memory, 202 ... receiving part, 203 ... antenna, 204 ... transmitting part, 205 ... Antenna, 206 ... Battery, 207 ... Transponder, 400 ... Main ECU, 500 ... Indoor / outdoor verification unit, 502A, 502B ... Antenna, 503A ... Indoor use Receiving unit, 503B ... outdoor transmission / reception unit, 504 ... authentication ECU, 505 ... memory, 506 ... magnetic flux generation circuit, 600 ... engine ECU, 610 ... engine, 100 ... operation regulating device, a ... spring force of second spring, b: spring force of the first spring, c: magnetic force

Claims (3)

In the ignition switch operation restricting device that switches the power state of the vehicle by rotating the operation member,
A rotor having engaging portions respectively at a first position and a second position arranged in parallel in the circumferential direction, rotating by a rotation operation of the operation member, and moving in a push operation direction by a push operation of the operation member; ,
A first rotation from the second position side of the rotor to the first position side, and a rotation of the rotor in the plane including the axis of the rotor. An engagement lever for allowing or restricting the second rotation from the first position side to the second position side;
The engagement lever is in a state of releasing the engagement with the engagement portion by energization of the actuator, and is in a state of engaging with the engagement portion by non-energization of the actuator. apparatus.   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 the axis of the rotor, and the plunger is rotatably connected to the engagement lever. In the rotor, a spring force in a direction opposite to the push operation direction is applied by the first spring as a return force,
The ignition switch operation restricting device according to claim 1 or 2, wherein a spring force smaller than the first spring is applied by the second spring in a direction in which the engagement lever receives the return force from the rotor. .

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