JPH08207708A - Burglarproof device for vehicle - Google Patents

Abstract

PURPOSE: To securely prevent a deed of burglarizing a vehicle by changing an engine control unit. CONSTITUTION: A burglarproof device for a vehicle, in which the ID code input by a key 20 and the ID code previously set in an immobilizer unit 16 are collated with each other so as to start an engine in the case where both the ID codes coincide with each other, is provided with a cover 28, which is provided so as to cover connector parts 14, 18 of a harness connected to an EGI unit 12, and a tester terminal 32, which can perform the two-way communication between the EGI unit 12 and a failure diagnosing tester by connecting the failure diagnosing tester 30.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle anti-theft device, and more particularly, it collates an input code input to a code input section with a setting code preset on the input side of the input code to obtain an input code. The present invention relates to an anti-theft device for a vehicle, which allows an engine operation when the setting code and the setting code match.

[0002]

2. Description of the Related Art In recent years, theft of vehicles has become frequent in various countries. Therefore, conventionally, many anti-theft devices have been proposed to prevent the theft,
It is installed in the vehicle. As a system similar to such an anti-theft device, for example, Japanese Patent Laid-Open No. 2-279429
As disclosed in U.S. Pat.
A security system has been proposed that includes a signaling device (immobilizer unit) that can be operated by a user authorized to transmit to the unit) but that prevents unauthorized users from transmitting the function enable signal. This system is, for example, a device that prevents the engine from starting even if a robber enters the vehicle compartment and turns on the ignition switch.

[0003]

However, a conventional example configured as described above, for example, Japanese Patent Laid-Open No. 2-2794.
The one disclosed in Japanese Patent Publication No. 29 can prevent general vehicle theft such as theft due to a duplicated key or theft due to direct connection of an electric system such as a starter motor, but the following E
No theft can be dealt with using the control lines of the fuel system and ignition system that are integrated in the GI connector part. That is, bring an EGI unit of an old model vehicle that does not have a function of receiving a permission signal or a prohibition signal from the immobilizer unit, and connect the EGI unit of this old model vehicle to the connector part of the harness that connects the EGI unit and the engine. It is assumed that the engine can be easily started by replacing the mounted EGI unit.

Therefore, the present invention has been made to solve such a problem, and collates an input code input to a code input unit with a setting code preset on the input side of this input code. However, it is an object of the present invention to provide a vehicle antitheft device capable of reliably performing antitheft of a vehicle equipped with a vehicle antitheft device that allows engine operation when the input code and the setting code match. . Another object of the present invention is to provide an anti-theft device for a vehicle, which can provide a high quality service by performing a highly functional failure diagnosis.

[0005]

In order to achieve the above object, the vehicle antitheft device of the present invention is preset with an input code input to a code input section and an input side of this input code. In a vehicle anti-theft device that allows the engine to operate when the input code and the setting code match, the harness connector connected to the engine control unit that constitutes the input side of the input code. And a tester terminal capable of bidirectional communication between the engine control unit and the failure diagnosis tester by connecting the failure diagnosis tester to the cover member. There is.

In the present invention thus constructed,
The input code input to the code input unit is collated with the setting code preset on the input side of the input code, and when the input code and the setting code match, the engine operation is permitted. Further, since the cover member covers the connector portion of the harness connected to the engine control unit, it is possible to prevent the engine control unit from being easily replaced. Further, since the tester terminal capable of bidirectional communication is provided between the engine control unit and the failure diagnosis tester, high-performance failure diagnosis is possible and the adverse effect of providing the cover member is prevented. .

Further, in the present invention, it is preferable that the input side of the input code is composed of an engine control section and an immobilizer unit, and the tester terminal is provided so as to be taken out from a communication line connecting the engine control section and the immobilizer unit. . Further, the present invention preferably has a prohibition unit that prohibits the response of the immobilizer unit by transmission from the failure diagnosis tester after the input code and the setting code are collated and before the failure diagnosis by the failure diagnosis tester. Further, in the present invention, the input side of the input code is composed of the engine control unit and the immobilizer unit,
It is preferable that the tester terminal is provided so as to be taken out from a communication line provided in the engine control unit, separately from the communication line connecting the engine control unit and the immobilizer unit.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the accompanying drawings, but the background to which the present invention has been made will be briefly described once again. Recently, a system called an immobilizer unit (hereinafter referred to as an immobilizer unit) has been developed to prevent the vehicle from being stolen. The immobilizer unit is, for example, a device that prevents the engine from starting even if a robber enters the vehicle compartment and turns on the ignition switch. The principle is that a transmitter is attached to the ignition key, an ID code is sent from this transmitter to the immobilizer unit of the vehicle, and the engine can be started only when this ID code matches the correct key of the vehicle. It was done like this. Specifically, an EGI unit for controlling the operation of the engine is provided between the immobilizer and the engine, and the immobilizer unit causes the EGI unit to start the engine only when it is confirmed that the ID matches the key. Send a signal to allow. Also,
If the key and ID do not match, a signal is sent to prohibit starting the engine. Therefore, even if the robber prepares a key with the same shape as the correct key, the ID signal is not sent, or even if the ID code is sent, it does not match the preset ID, so the immobilizer unit prohibits starting the engine. Output the signal to start the engine.

However, when an immobilizer unit is newly adopted for a certain car model due to a model change or the like, an old model car without the immobilizer unit and a new model car equipped with the immobilizer unit coexist in the same car model. It will be. In that case, even if a model change is performed, the design of the entire vehicle is not changed at all, and there is also the purpose of cost reduction due to common parts and the like, and the connector for connecting the EGI unit and the engine The pin layout and connector shape often follow those of the old model. Therefore, it is easy to remove the EGI unit of the new model vehicle and replace it with that of the old model vehicle. In addition, since the old model and the new model have a high degree of commonality, the theft unit may be relatively easily manufactured on the old model base. In these cases, the EGI unit of the old model vehicle does not have a function of receiving the permission signal or the prohibition signal from the immobilizer unit, so that the engine is started if a predetermined trigger signal is given. In particular, recently, there is a strong tendency for theft of vehicles to be carried out systematically, so the EGI unit is removed from the old model vehicle and replaced with the EGI unit of the new model vehicle in a short time. Starting the engine is not difficult.

Therefore, in the following embodiments, a vehicle anti-theft device will be described in which such a situation is assumed. FIG. 1 is a block diagram showing an overall configuration of a vehicle antitheft device according to an embodiment of the present invention. In FIG. 1, an EGI unit 12 for controlling the overall operation of the engine is connected to a vehicle engine 10 via a connector 14. An immobilizer unit 16 is connected to the EGI unit 12 via a connector 18 and a communication line (wire harness) 20. Further, an ID code is input to the immobilizer unit 16 from the key 20 via the coil 24 in the key cylinder 22 on the vehicle side.
Between the key cylinder 22 and the immobilizer unit 16, I
A preamplifier 26 for amplifying the D code is connected. An indicator 17 is connected to the immobilizer unit 16, and blinking and extinguishing are controlled by an ID code transmitted from the key 20. Also, these connectors 14, 1
8 is covered by a cover 28 (shown by a broken line) provided in close proximity.

Further, 30 shown by a chain line is a failure diagnosis tester, and this failure diagnosis tester 30 is provided in a service center or the like. Further, for the purpose of cost reduction, a tester terminal 32 is taken out from the communication line 20 connecting the EGI unit 12 and the immobilizer unit 16, and the tester terminal 32 is provided in the engine room or the vehicle interior. When performing the failure diagnosis, the failure diagnosis tester 30 is connected to the EGI unit 12 through the tester terminal 32, and the failure diagnosis tester 3 is connected.
0 and the EGI unit 12 can be bidirectionally communicated.
The operation of the vehicle antitheft device thus configured will be described. First, when the key 20 is inserted into the key cylinder 22, the ID code set in the key 20 is transmitted to the immobilizer unit 16 via the coil 24 in the key cylinder 22 by the electromagnetic coupling between the key 20 and the cylinder 22. . The immobilizer unit 16 receives the I transmitted from the key 20.
D is compared with the ID preset in the immobilizer unit 16, and if the IDs match, the EGI unit 1
2 sends a signal to permit starting of the engine. Also, ID
When the values do not match, a signal for prohibiting engine start is sent to the EGI unit 12. In this way, E
The GI unit 12 determines the engine 1 based on the ID code.
A first determination is made as to whether 0 should be started.

On the other hand, the CW (codeword) set in the immobilizer unit 16 is also sent to the EGI unit 12, and the EGI unit 12 compares this CW with the CW set in the EGI unit 12 in advance. To do. In this way, the EGI unit 12 makes a second determination as to whether or not to start the engine 10 based on CW. Then, the EGI unit 12 only when both the first determination result and the second determination result have the same ID or CW,
The engine 10 is started. That is, in the present embodiment, the first judgment for checking whether the key 20 and the immobilizer unit 16 correspond to each other, and the immobilizer unit 16
The double check of the second determination for checking whether or not the EGI unit 120 and the EGI unit 120 correspond to each other is performed.
It should be noted that in the above first determination and second determination, EGI
When neither the engine start permission signal nor the prohibition signal based on the ID is input to the unit 12, or the immobilizer unit 1
When the CW signal is not input from 6, the EGI unit 12 locks the engine 10 in a non-operating state.

Next, the reason for performing the above-mentioned double check will be described with reference to FIG. Although various combinations of the EGI unit 12 and the vehicle can be considered, a typical case will be described here. As shown in FIG. 2A, this is a case where an EGI unit 12 corresponding to a vehicle having an immobilizing function (vehicle equipped with the immobilizing unit 16) is connected. In this case, even if the robber brings a key having the same shape as the original key (however, the ID is different), the ID of the key does not match the ID of the immobilizer unit 16 due to the original immobilizer function.
0 cannot be started. When the connector 18 is removed and the EGI unit 12 and the immobilizer unit 16 are separated from each other, the CW signal from the immobilizer unit 16 is not input to the EGI unit 12, so E
The GI unit 12 is automatically locked, and the engine 10 cannot be started even if a trigger or the like is externally applied.

Next, as shown in FIG. 2B, a vehicle having an immobilizing function is added to an old vehicle E having no immobilizing function.
This is the case where the GI unit 12a (or a modified old base) may be connected. In this case, since the EGI unit 12a having no immobilizing function operates completely independently of the immobilizing unit 16, the engine 10 will start when a predetermined trigger signal is applied from the outside. In consideration of this case, the cover 28 is provided in the present embodiment as described above. The cover 28 will be described in detail later. Next, as a countermeasure against the case of FIG. 2B, a configuration will be described in which the EGI unit of the vehicle cannot be easily replaced with another.

As shown in FIG. 3, the instrument panel center member 4 is provided substantially at the center of the instrument panel of the vehicle.
2 are integrally formed. The instrument panel center member 42 includes a pair of vertical portions 42a extending in the vertical direction of the vehicle body.
42b and a horizontal portion 42c bridging these vertical portions 42a and 42b. EGI unit 1
2 is fixed to the front surface of the horizontal portion 42c of the instrument panel center member 42 by a bolt 44. EGI unit 12
Includes female connectors 14a, 1 as external input connection parts.
4b and 18a are formed on the female connector 14
The wire harness 46 (including the communication line 20) disposed on the vehicle body side of the a, 14 b, and 18 a includes the male connector 14
It is connected via c, 14d, and 18b. The female connectors 14a and 14b and the male connectors 14c and 14d are shown in FIG.
The EGI unit 12 and the engine 10 are connected to each other corresponding to the connector 14 in FIG. Also, the male connector 1
8a and the male connector 18b are the connector 1 in FIG.
Corresponding to 8, EGI unit 12 and immobilizer unit 16
And are connected. It should be noted that the immobilizer unit 16 is installed at a predetermined position on the vehicle body that cannot be easily reached.

The wire harness 46 also functions as the communication line 20 as described above, and the tester terminal 32 is taken out from a predetermined portion of the wire harness 46 via the wire harness 47. As described above, the tester terminal 32 is
It is provided in the engine room or the vehicle compartment so that work can be performed easily.

On the other hand, a cover mounting bracket 48 extending from the vehicle body side is provided above the horizontal portion 44c of the instrument panel center member 42.
A cover mounting nut 50 is fixed to the back surface of the by welding or the like. On the bracket 48, the male connectors 14c, 14d, 18b of the wire harness 46 are attached to the EGI.
A cover 28 covering the EGI unit 12 is secured by bolts 54 to prevent it from being easily removed from the unit 12. The cover 28 is integrally formed with a mounting portion 28 a for the bracket 48 and mounting portions 28 b, 28 c for the vertical portions 42 a, 42 b of the instrument panel center member 42. The mounting portions 28b and 28c are fixed to the bolts 56 with respect to the vertical portions 42a and 42b. Further, the lower end portion 28d of the cover 28 has a sharp edge, which may damage the wire harness 46, and therefore is bent outward to form a flange portion 28e. The flange portion 28e also serves to reinforce the cover 28.

FIG. 4 is a side view of the mounting structure of FIG. As shown in FIG. 4, the EGI unit 12
Is located on the front side of the vehicle body with respect to the audio unit 62, the ashtray 64, and the like arranged on the vehicle compartment side of the instrument panel. Has been done. As already described with reference to FIG. 3, the EGI unit 12 is attached to the instrument panel center member 42. In the EGI unit 12, the wire harness 46 for exchanging signals with the engine 12 and the OMOBI unit 16 is provided on the female side. It is connected to the connectors 14a, 14b, 18a via male connectors 14c, 14d, 18b. And male side connectors 14c, 14d, 18b
Around the part where is connected to the EGI unit 12,
It is covered by a cover 28. Further, since the wire harness 46 is flexible, the cover 2
There is a possibility of contacting the lower end 28d of the No. 8. At this time, the lower end portion 28d of the cover 28 is bent outward and rounded so that the wire harness 46 is not damaged by the lower end portion 28d of the cover 28 and is not broken. 3 and 4 is configured to cover only the connector portion, it may be entirely covered including the wire harness 46.

Here, the bolts 54 and 56 for attaching the cover 28 to the vehicle body side have a common structure, and although not shown, a male screw portion screwed into a nut on the vehicle body side and an end portion of this male screw portion. And a tool engaging portion connected to the head via a constricted cutting portion. Bolts 54 configured in this way,
In 56, the cutting portion is cut from the head when the head is rotated by a tool and tightened to a predetermined tightening torque. As a result, outside the cover 28, the bolt 54,
Only the head of 56 remains so that the bolds 54, 56 cannot be easily loosened. In this way,
After attaching the cover 28 with the bolts 54 and 56, the bolts 54 and 56 cannot be easily removed, and the EGI unit 12 is prevented from being replaced.

Next, the operation of the fault diagnosis tester 30 for fault diagnosis will be described. First, the EGI unit 12, which is a prerequisite for failure diagnosis, will be described. EG
The I unit 12 is equipped with a backup RAM (not shown), and this backup RAM stores a failure code indicating the presence / absence of past failures of sensors and valves. The backup RAM is always connected to the battery power supply, and is capable of storing and holding for a predetermined period even when the battery power supply is turned off.

Conventionally, the failure diagnosis has been performed by checking the failure code stored in the backup RAM from the outside via the connectors 14 and 18.
Thus, conventional fault diagnosis is one-way communication,
The serviceability of the degree of freedom of failure diagnosis is low (a diagnosis that arbitrarily operates the valve of the actuator as described later could not be performed. However, even with such failure diagnosis, as described above, the connector 14, Since the 18 is covered by the cover 28, the failure code cannot be checked, so in the present embodiment, EG is used.
The tester terminal 32 is taken out from the communication line 20 that connects the I unit 12 and the immobilizer unit 16. As a result, the harmful effect of providing the cover 28 is eliminated,
By using the tester terminal 32, it is possible to easily confirm the failure code and the like as in the conventional case.

Further, in this embodiment, in order to improve the function of the failure diagnosis, the failure diagnosis tester 30 and the EGI unit 12 can be bidirectionally communicated via the tester terminal 32. Specifically, the failure diagnosis tester 30
From the diagnostic control signal via the tester terminal 32 to the EG
By inputting to the I unit 12, the EGI unit 12 can arbitrarily drive the valves of the sensors and actuators that require the engine side failure diagnosis based on this control signal. Then, this result is E
By receiving the failure diagnosis tester 30 from the GI unit 12, high-performance failure diagnosis can be performed. The sensors include an O ₂ sensor, a water temperature sensor, a crank angle sensor, etc., and the actuator valves include:
These are ISC valves, EGR valves, etc. Here, from the viewpoint of theft prevention, the failure diagnosing tester 30 cannot perform diagnosis such as directly rotating the engine.

Further, in this embodiment, the processing shown in FIG. 5 is performed before starting the above-mentioned failure diagnosis. That is, in FIG. 5, in step S1, it is determined whether the immobilizer unit has completed communication. This means whether or not the above-described first determination and second determination have been completed, and specifically, EG
The I unit 12 receives a command to be transmitted to the immobilizer unit 16 to confirm the end of communication, or confirms that the indicator 17 of the immobilizer unit 16 is turned off. If it is confirmed that the communication of the immobilizer unit is completed, in step S2, the failure diagnosis tester 3
0 transmits an immobilizer stop command to the immobilizer unit 16. After that, the procedure goes to step S3, and the failure diagnosis tester 30 starts the failure diagnosis communication with the EGI unit 12. Here, when it is confirmed in step S1 that the indicator 17 of the immobilizer unit 16 is turned off, step S3 needs to be manually performed. In this way, the above-mentioned failure diagnosis is started. Next, another embodiment of the present invention will be described with reference to FIG. In the above embodiment, the tester terminal 32 is taken out from the communication line 20 connecting the EGI unit 12 and the immobilizer unit 16. In this embodiment, the tester terminal 66 is directly attached to the communication line (wire harness) 68 drawn from the EGI unit 12.

With this configuration, the communication line 68 for high-function failure diagnosis is not affected by the immobilizer unit 16. Therefore, the processing before the failure diagnosis shown in FIG. 5 becomes unnecessary. In addition, when the communication specifications (for example, the ISO system) for collating IDs and CWs and the communication specifications (for example, the PWM system) for highly functional failure diagnosis, especially the hardware part, become large, the communication lines must be separated. In this case, it can be dealt with easily.

In the embodiment of the present invention described above, the ID and CW are collated by the immobilizer unit and the EGI unit, and the antitheft device is designed so that the engine can be started only when they match. The present invention is not limited to this type and may be as follows. That is, when the key is inserted into the key cylinder and the ignition switch is rotated, the engine starts first, and thereafter, as described above, the immobilizer unit and the EG
If the ID and CW are checked by the I unit and the operation of the engine is continued only when they match, and if they do not match, the operation of the engine is forcibly stopped. The invention can be applied. An anti-theft device of this type is shown in the specification of Japanese Patent Application Laid-Open No. 6-327423 filed on Dec. 28, 1994 by the same applicant. Specifically, the description corresponding to FIGS. 1 to 7 of the specification of this application is [0008] to [0016].
It is the part described in.

[0026]

As described above, according to the vehicle antitheft device of the present invention, the input code input to the code input section is collated with the setting code preset on the input side of the input code. It is possible to reliably prevent the vehicle equipped with the vehicle antitheft device that permits the engine operation when the input code and the setting code match. In addition, high-quality service can be provided by performing high-performance failure diagnosis.

[Brief description of drawings]

FIG. 1 is a block diagram showing an overall configuration of a vehicle antitheft device according to an embodiment of the present invention.

FIG. 2 is a diagram showing examples (a) and (b) of a combination of an EGI unit and a vehicle.

FIG. 3 is an exploded perspective view showing a cover provided in the vehicle antitheft device of the present invention and an assembly structure in the vicinity thereof.

FIG. 4 is a side view showing the assembly structure of FIG.

FIG. 5 is a flowchart showing processing before failure diagnosis according to an embodiment of the present invention.

FIG. 6 is a partial block diagram showing another embodiment of the present invention.

[Explanation of symbols]

 10 engine 12 EGI unit 14 connector 16 immobilizer unit 18 connector 20 key 22 key cylinder 24 coil 28 cover 30 fault diagnostic tester 32 tester terminal 46 wire harness 66 tester terminal 68 wire harness

Claims (4)

[Claims] 1. A vehicle which allows an engine operation when the input code input to the code input section is collated with a setting code preset on the input side of the input code and the input code and the setting code match. In the anti-theft device for a vehicle, the engine control unit is connected by connecting a cover member provided to cover the connector portion of the harness connected to the engine control unit that constitutes the input side of the input code, and a failure diagnosis tester. An anti-theft device for vehicle, comprising: a tester terminal capable of bidirectional communication between the tester and the tester for failure diagnosis. 2. The input side of the input code is composed of an engine control unit and an immobilizer unit, and the tester terminal is provided so as to be taken out from a communication line connecting the engine control unit and the immobilizer unit. The antitheft device for a vehicle according to claim 1. 3. A prohibition unit for prohibiting the response of the immobilizer unit by transmission from the failure diagnosis tester after the input code and the setting code are collated and before the failure diagnosis by the failure diagnosis tester. The antitheft device for a vehicle according to claim 2, wherein 4. The communication, wherein the input side of the input code is composed of an engine control unit and an immobilizer unit, and the tester terminal is provided in the engine control unit separately from a communication line connecting the engine control unit and the immobilizer unit. The vehicle antitheft device according to claim 1, wherein the antitheft device for a vehicle is provided so as to be taken out from a line.