JP2015000627A - Vehicle antitheft system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle antitheft system that prevents theft of a vehicle without halting an engine even when a user leaves a vehicle with the engine held run while carrying portable equipment.SOLUTION: If a smart key ID is not received from an immobilizer ECU (S400: No) or if a received ID does not square with a collation ID stored in an SBW ECU (S404: No), the SBW ECU decides that a user carrying an authenticated smart key has left a vehicle with the engine held run, and turns on an antitheft flag (S402). If the antitheft flag is on (S408: Yes), the SWB ECU executes antitheft processing so as to prevent the vehicle from being thieved (S412). During the antitheft processing, if a vehicle speed is equal to or lower than a predetermined speed, a shift range of an automatic transmission is changed to a P range. If the vehicle speed exceeds the predetermined speed, the shift range of the automatic transmission is changed to an N range.

Description

  The present invention relates to a vehicle antitheft device for preventing theft of a vehicle.

  In order to prevent theft of the vehicle, an ID is transmitted from a portable device such as a smart key to an in-vehicle authentication device such as an immobilizer, and the engine is allowed to start when the vehicle is authenticated as a legitimate portable device by the ID authentication result. In addition, a technique is known in which engine start is not permitted unless authenticated as a legitimate portable device (see, for example, Patent Document 1).

  In patent document 1, when the ID code transmitted from the portable device does not match the ID code stored in the immobilizer, the engine is not permitted to start, and the lock button for locking the handle is not unlocked. By trying to prevent theft of the vehicle.

JP 2004-276760 A

  In a vehicle that permits engine start when the immobilizer authenticates as a legitimate portable device, a third party drives the vehicle when the user leaves the vehicle with the portable device without locking the door during engine operation. And can steal.

  When the user leaves the vehicle with the portable device while the engine is running, even if the user locks the door or detects that the portable device has left the vehicle and automatically locks the door, There is no possibility of being unlocked at all.

  Therefore, when leaving the vehicle with the portable device, the user normally turns off the engine switch and stops the engine. Also in Patent Document 1, it is premised that the engine is stopped and the steering wheel is locked when the portable device is carried away from the vehicle. Although it is conceivable that the handle is locked without stopping the engine and the portable device is carried away from the vehicle, in Patent Document 1, it is necessary to manually lock the handle, which is complicated.

  When the user leaves the vehicle with the portable device while the engine is operating, it is conceivable that the engine operation is automatically stopped. In this case, the user carrying the portable device returns to the vehicle and operates the engine switch to start the engine.

  However, if the engine is stopped even when leaving the vehicle for a short time, it is complicated because the user needs to restart the engine by operating the engine switch when returning to the vehicle.

  The present invention has been made to solve the above-described problem, and prevents theft of the vehicle without stopping the engine even when the user is away from the vehicle with the portable device while the engine is operating. An object is to provide a prevention device.

  The vehicle antitheft device of the present invention includes information acquisition means, determination means, and travel restriction means. The determination means is whether or not the information acquisition means has acquired portable device information for determining whether or not the portable device wirelessly communicating with the vehicle is a regular portable device for the vehicle, or the information acquisition means is portable device information. Is acquired, it is determined whether or not the portable device is a regular portable device based on the portable device information.

  The travel restricting means determines that the determination means determines that the information acquisition means has not acquired the portable device information while the engine is operating, or the portable device is authorized based on the portable device information acquired by the information acquisition means. If it is determined that the vehicle is not a portable device, the vehicle travel is limited without stopping the engine.

  According to this configuration, during operation of the engine, for example, is the information acquisition unit unable to acquire the portable device information when the user leaves the vehicle and the portable device is out of the wireless communication area with the vehicle while holding the portable device? Alternatively, when an unauthorized portable device communicates with the vehicle in a state where the authorized portable device is away from the wireless communication area with the vehicle, traveling of the vehicle is restricted. As a result, it is possible to prevent a third party who does not have a legitimate portable device from driving and stealing a vehicle in which the engine is operating.

  And, even if the user leaves the vehicle while driving the engine while driving the engine, the operation is continued without stopping the engine, so when the user who has a legitimate portable device returns to the vehicle, the engine switch It is possible to drive and drive the vehicle without operating the. Thereby, the convenience of the user when resuming the traveling of the vehicle is improved.

The block diagram which shows the vehicle control system by this embodiment. The flowchart which shows a vehicle control process. The flowchart which shows antitheft processing.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
A vehicle control system 10 shown in FIG. 1 includes a battery 20, an immobilizer ECU (also referred to as an immobilizer ECU) 30, a smart key 40, a shift-by-wire (SBW) ECU 50, a shift lever 60, an actuator 70, and an automatic transmission. Machine (A / T) ECU80.

  The immobilizer ECU 30, the SBWECU 50, the A / TECU 80, and other ECUs (not shown) are supplied with power from the battery 20 through the power line 200. Further, the immobilizer ECU 30, the SBWECU 50, the A / TECU 80, and other ECUs (not shown) are connected to each other as an in-vehicle network, for example, via a CAN 202.

  The immobilizer ECU 30 periodically transmits a request signal to a predetermined wireless communication area inside the vehicle and outside the door. When the smart key 40 receives a request signal from the immobilizer ECU 30 in the wireless communication area, the smart key 40 transmits an ID stored therein. The immobilizer ECU 30 compares the ID received from the smart key 40 with the ID stored in the immobilizer ECU 30 to determine whether the smart key 40 is a normal key for the vehicle.

  In the present embodiment, when receiving the ID from the smart key 40, the immobilizer ECU 30 transmits the ID received from the smart key 40 to the SBWECU 50 via the CAN 202 regardless of whether the smart key 40 is a regular key. . When the ID is not received from the smart key 40, the immobilizer ECU 30 does not transmit information regarding the smart key 40 to the SBWECU 50.

  When the ID of the smart key 40 received from the immobilizer ECU 30 as the mobile device information of the smart key 40 matches the ID for collation stored in the ROM or the like by the SBWECU 50, the SBWECU 50 determines the operation position of the shift lever 60. The actuator 70 such as a motor is controlled based on the output signal of the sensor to be detected. The SBWECU 50 controls the actuator 70 while detecting the drive amount of the actuator 70 so that the automatic transmission has a shift range corresponding to the operation position of the shift lever 60.

  In accordance with the drive amount of the actuator 70, the oil path of the hydraulic circuit that supplies hydraulic oil to a plurality of friction engagement devices of an automatic transmission (not shown) is switched. By switching the oil passage, the shift range of the automatic transmission according to the operation position of the shift lever 60 is determined.

  If the ID of the smart key 40 is not received from the immobilizer ECU 30 or if the ID of the smart key 40 received and does not match the ID for verification, the SBWECU 50 determines the shift range for the automatic transmission by operating the shift lever 60. Does not accept switching.

  As a shift range of the automatic transmission, a P (parking) range, an R (reverse) range, an N (neutral) range, and a D (forward) range are set. When the P range is selected by the shift lever 60, the SBWECU 50 drives the actuator 70, so that the output shaft of the automatic transmission is mechanically locked.

  The A / TECU 80 automatically controls the solenoid valve installed in the hydraulic circuit in a state where the hydraulic path of the hydraulic circuit supplying hydraulic oil to the automatic transmission is switched according to the operation position of the shift lever 60. The hydraulic pressure applied to the plurality of friction engagement devices of the transmission is controlled. As a result, the friction engagement devices of the automatic transmission are engaged or released, and the gear position of the automatic transmission when the D range is selected by the combination is determined.

(Vehicle control processing)
The vehicle control process in FIG. 2 is always executed by the SBWECU 50. In FIG. 2 and FIG. 3 described later, “S” represents a step.

  In S400 of FIG. 2, the SBWECU 50 determines whether or not the ID of the smart key 40 is received from the immobilizer ECU 30 during the operation of the engine. When the ID of the smart key 40 is not received from the immobilizer ECU 30 (S400: No), the SBWECU 50 determines that the user has left the wireless communication area with the immobilizer ECU 30 while holding the smart key 40 while the engine is operating. That is, it is determined that the user has left the vehicle while holding the smart key 40.

In this case, the SBWECU 50 turns on the anti-theft flag (S402), and proceeds to S408.
When the ID of the smart key 40 is received from the immobilizer ECU 30 (S400: Yes), the SBWECU 50 matches the ID received from the immobilizer ECU 30 during engine operation with the ID for verification stored in the ROM or the like of the SBWECU 50 It is determined whether or not (S404).

  If the IDs do not match (S404: No), the smart key 40 from which the immobilizer ECU 30 has received the ID is not a regular key for the vehicle, so the SBWECU 50 turns on the anti-theft flag (S402) and shifts the process to S408. .

  If the IDs match (S404: Yes), the smart key 40 from which the immobilizer ECU 30 has received the ID is a legitimate key for the vehicle. Therefore, the SBWECU 50 turns off the anti-theft flag (S406), and proceeds to S408. .

  In S408, the SBWECU 50 determines whether or not the anti-theft flag is off. If the anti-theft flag is off (S408: Yes), the SBWECU 50 permits the vehicle to travel (S410). The vehicle travel permission represents accepting a driving operation on the vehicle by the user such as an accelerator operation, a brake operation, a shift operation, and a steering operation.

  When the anti-theft flag is on (S408: Yes), the user is away from the vehicle while holding the smart key 40 while the engine is running, or the smart key 40 that the immobilizer ECU 30 receives the ID is not a normal key for the vehicle. This indicates that the vehicle is not stolen, so the SBWECU 50 executes an anti-theft process in order to prevent the vehicle from being stolen (S412). Details of the anti-theft process in S412 will be described later.

  Note that the immobilizer ECU 30 cannot receive an ID from the smart key 40 because the user is away from the vehicle while holding the smart key 40, or if the ID of the received smart key 40 is not an ID of a normal smart key for the vehicle. By determining, portable device information indicating whether or not the regular smart key 40 exists in the wireless communication area may be transmitted to the SBWECU 50.

  In this case, instead of S400 and S404 in FIG. 2, the SBWECU 50 may determine portable device information indicating whether or not the regular smart key 40 exists in the wireless communication area.

(Anti-theft processing)
The anti-theft process of FIG. 3 is a process executed in S412 of FIG.
In S420, the SBWECU 50 detects the drive amount of the actuator 70, and determines whether or not the current shift range selected by the actuator 70 is the P range.

  If the shift range is the P range (S420: Yes), the output shaft of the automatic transmission is mechanically locked, and the SBWECU 50 determines whether the user is away from the vehicle while holding the smart key 40 or the immobilizer ECU 30. Even if the smart key 40 that received the ID is not a legitimate key for the vehicle, it is determined that a third party other than the user cannot drive and steal the vehicle, and the process ends.

  When the shift range is not the P range (S420: No), in order to prevent theft of the vehicle, the actuator 70 is driven to switch the shift range to the P range to lock the output shaft of the automatic transmission. When the output shaft of the automatic transmission is locked in a state where the speed exceeds the predetermined speed, an impact is applied to the lock mechanism. Therefore, when the shift range is not the P range (S420: No), the SBWECU 50 determines whether the vehicle speed is equal to or lower than a predetermined speed (S422).

  The predetermined speed set as the determination threshold value in S422 is set to a speed at which an impact applied to the lock mechanism is within an allowable range even when the output shaft of the automatic transmission is locked. For example, about 5 km / h is set as the predetermined speed.

  When the vehicle speed is equal to or lower than the predetermined speed (S422: Yes), even if the output shaft of the automatic transmission is locked, the impact applied to the lock mechanism is small, so the SBWECU 50 switches the shift range to the P range by driving the actuator 70 ( S424).

  When the vehicle speed exceeds the predetermined speed (S422: No), if the output shaft of the automatic transmission is locked, the impact applied to the lock mechanism is large, so the SBWECU 50 drives the actuator 70 to switch the shift range to the N range ( S426). In the N range, the output shaft of the automatic transmission cannot be locked, but since the shift range of the automatic transmission is not set to the D range or the R range, it is possible to prevent the vehicle from being stolen. .

When the vehicle speed drops below the predetermined speed from the state where the vehicle speed exceeds the predetermined speed, the shift range is switched to the P range in S424.
If the anti-theft flag is on, the process of FIG. 3 is executed. Therefore, even if a third person who does not have the proper smart key 40 operates the shift lever 60, the SBWECU 50 is in the operating position of the shift lever 60. The shift range change for the corresponding automatic transmission is not accepted.

  In the above-described embodiment, the user cannot receive the ID from the smart key 40 because he / she is away from the vehicle while holding the smart key 40, or the ID of the received smart key 40 is the ID of the smart key that is valid for the vehicle. If not, the SBWECU 50 drives the actuator 70 according to the vehicle speed to switch the shift range to the P range or the N range.

Thereby, even if the user leaves the vehicle while holding the smart key 40 while the engine is operating, a third person can be prevented from driving and stealing the vehicle.
Furthermore, even if the user leaves the vehicle while holding the smart key 40 while the engine is operating, the operation is continued without stopping the engine, so that the user who has the regular smart key 40 returns to the vehicle. Then, the user can drive and drive the vehicle without operating the engine switch. This eliminates the need for restarting the engine, which improves the convenience for the user when restarting the vehicle.

  Further, when the user leaves the vehicle while holding the smart key 40 while the engine is operating, the shift range is not automatically switched to the automatic transmission by operating the shift lever 60, and the shift range is automatically set to the P range or Since switching to the N range, it is possible to prevent theft of the vehicle using the shift-by-wire mechanism by modifying the control program in the immobilizer ECU 30 and the SBWECU 50 without adding a new anti-theft mechanism.

[Other Embodiments]
In the above embodiment, as the anti-theft process when the user leaves the vehicle while holding the smart key 40 while the engine is operating, the shift range for the automatic transmission by the operation of the shift lever 60 is not accepted, and the vehicle speed is increased. In response, the SBWECU 50 drives the actuator 70 to automatically switch the shift range to the P range or the N range.

  On the other hand, when a third person who does not have the regular smart key 40 operates the shift lever 60, if the shift operation is to the N range and the P range other than the D range and R range, which are travel ranges, the shift operation is performed. The shift range switching for the automatic transmission may be accepted.

  Anti-theft processing other than limiting shift range switching, for example, automatically locking the steering wheel, automatically applying brake pressure to activate braking force, or fuel injection amount or intake air even if the accelerator is depressed By not increasing the amount, the traveling of the vehicle may be limited.

  As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

30: Immobilizer ECU, 40: Smart key (portable device), 50: SBWECU (vehicle antitheft device), 60: Shift lever

Claims (6)

Information acquisition means (S400) for acquiring portable device information for determining whether or not the portable device (40) wirelessly communicating with the vehicle is a regular portable device for the vehicle;
Whether the information acquisition unit has acquired the portable device information, or if the information acquisition unit has acquired the portable device information, whether the portable device is a regular portable device based on the portable device information Determining means for determining whether or not (S400, S404);
During operation of the engine, the determination unit determines that the information acquisition unit has not acquired the portable device information, or the portable device is authorized based on the portable device information acquired by the information acquisition unit. If it is determined that the vehicle is not a portable device, travel restriction means (S402, S412, S420 to S426) for restricting the travel of the vehicle without stopping the engine,
A vehicle antitheft device (50) comprising:   2. The vehicle antitheft device according to claim 1, wherein the travel restriction unit restricts switching of a shift range for the automatic transmission by a shift operation when restricting travel of the vehicle.   The vehicle antitheft device according to claim 2, wherein the travel restricting means does not accept the shift range switching for the automatic transmission by a shift operation when restricting the travel of the vehicle.   The vehicle antitheft device according to claim 2 or 3, wherein the travel restriction means (S424, S426) switches to the shift range other than the travel range when restricting the travel of the vehicle.   The travel restriction means (S424) is characterized in that when the vehicle travel is restricted, the shift range is switched to the parking range and the output shaft of the transmission is locked if the vehicle speed is equal to or lower than a predetermined speed. The vehicle antitheft device according to claim 4.   5. The vehicle theft prevention according to claim 4, wherein when the vehicle is restricted to travel, the travel restriction unit (S <b> 426) switches the shift range to a neutral range if a vehicle speed exceeds a predetermined speed. apparatus.