JPH10102862A - Burglar preventing device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To use information in common between two control means and to increase the control speed of the whole of a device by a method wherein an S/L control means and an immobilization control means are operated based on information from one and the same transponder. SOLUTION: A burglar preventing device for a vehicle comprises a superlock(S/L) mechanism to restrict a locking mechanism for locking and unlocking the door of a vehicle in and a closed position to a locking state, and an S/L control means to control the superlock mechanism. Further, an immobilization control means is provided to determine go/no-go of the starting of an engine and prohibit the starting of the engine based on the determination result. In this mechanism, an S/L control unit 30 and an immobilization unit 44 are operated based on information from one and the same transponder 41. Thereby, information is used in common between the two control means and the control speed of the whole of a device is increased.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-theft device for a vehicle, and more particularly to a locking and restraining mechanism for locking a locking mechanism for locking and unlocking a vehicle door to a closed position, and a locking and locking mechanism. The present invention relates to an anti-theft device for a vehicle, comprising: a locking restraint control means for controlling the engine;

[0002]

2. Description of the Related Art A key cylinder is provided in a door of a vehicle. When a key plate inserted into the key cylinder is operated to a lock position, the door is locked at a closed position, and, for example, an inner lock knob is moved to a vehicle interior. When operated from, it is unlocked.

Therefore, even if the door or the like is locked, a thief breaks the door glass or inserts a metal rod or the like from the gap between the door and the door glass to illegally operate the inner lock knob. The locking mechanism can be unlocked and theft can be harmed.To prevent this, the locking mechanism is restrained in the locked state by a predetermined operation of the key plate inserted into the key cylinder. Various door lock devices have been proposed that include a lock and restraint mechanism that disables an unlocking operation using an inner lock knob and a lock and restraint control unit that controls the lock and restraint mechanism.

[0004] Further, when a reliable locking operation of an opening / closing body such as a door, a trunk lid, and a hood of an engine room when the vehicle leaves the vehicle is detected, an alarm state is set after a predetermined time, and the door key is not operated without a predetermined resetting operation. There have been proposed various types of alarms that immediately issue an alarm when the cylinder is broken or one of the above-mentioned opening / closing members is opened. To reset such an alarm, an unlocking operation using a proper key is performed. It is usually performed by detecting the rotation of the door key cylinder from the lock position to the unlock position, or by detecting the swing of the lock link of the door locking mechanism in the unlock direction.

Therefore, when the thief breaks the door glass or inserts a metal rod or the like into the gap between the door and the door glass, the inner lock knob is illegally operated to move the lock link in the unlocking direction. Again, it was vulnerable to unauthorized methods such as rocking and unlocking, so key insertion detection means for detecting whether or not a legitimate key was inserted into the door key cylinder was provided. Only when the insertion is detected, it is possible to swing the lock link in the unlocking direction, that is, to release the locked restraint state and reset the alarm to prevent an unauthorized unlocking operation. A vehicle anti-theft device has been proposed which can cope with this and also prevent key duplication (see Japanese Patent Application Laid-Open No. 62-199555).

On the other hand, a transbonder for transmitting a unique ID code is embedded in the ignition key, and the ID code transmitted from the transbonder when the key is inserted into the ignition key cylinder is collated. To determine whether the engine can be started,
There has also been proposed a vehicle theft prevention device that includes an engine operation prohibition control unit that prohibits the start of the engine based on the result of the determination, and in which the engine cannot be started using a key other than a regular engine key.

[0007] In the present specification, hereinafter, the locked and locked state is referred to as "super lock" and is abbreviated as "S / L".
Also, the normal locked state is called "normal lock",
It is abbreviated as “N / L”, the unlocked state is called “unlocked”, and is abbreviated as “U / L”. Further, the engine operation prohibition control and the engine operation prohibition function are abbreviated as “immobilization control” and “immobilization function”, respectively.

[0008]

From the viewpoint of crime prevention, it is desirable to provide both the S / L control means and the immobilization control means. When leaving, both the S / L setting operation and the immobilizer function setting operation must be performed, and when returning to the parked vehicle,
Since both the S / L release operation and the immobilizer function release operation must be performed, there is a problem that the operation becomes complicated.

In view of the above-mentioned circumstances, the present invention aims at coordinating the S / L control means and the immobilizer control means to improve the security and to perform the setting operation of the S / L and immobilizer functions and the S / L function.
It is an object of the present invention to provide a vehicle anti-theft device in which the operation of releasing the L and immobilizer functions is simplified.

[0010]

According to the first aspect of the present invention, there is provided an S / L mechanism for locking a locking mechanism for locking and unlocking a door of a vehicle in a closed position, and the S / L mechanism. The anti-theft device for a vehicle, comprising: S / L control means for controlling the engine control; and immobilization control means for judging whether the engine can be started and prohibiting the start of the engine based on the judgment result.
The S / L control means and the immobilization control means are operated based on information from the same transponder.

In this case, the immobilization control means may be operated based on information from a transponder obtained through a door key cylinder (claim 2), or the S / L control means may be operated. May be activated based on information from the transponder obtained via the ignition key cylinder (claim 3).

According to a fourth aspect of the present invention, there is provided an S / L mechanism that locks a locking mechanism for locking and unlocking a door of a vehicle in a closed position, and an S / L mechanism for controlling the S / L mechanism. In an anti-theft vehicle device comprising a control means and an immobilization control means for judging whether or not the engine can be started, and prohibiting the start of the engine based on the result of the judgment, the immobilization control means is controlled by the S / L control means. The present invention is characterized in that the mode of determining whether or not to start the engine is changed according to the state.

[0013] In this case, the immobilizer control means may include an S / L
In the state, the number of times the engine is started is determined by U /
It may be reduced compared to the L state (claim 5). Alternatively, in the S / L state, the start of the engine is prohibited without making a determination as to whether or not the engine can be started. (Claim 6).

According to a seventh aspect of the present invention, there is provided an S / L mechanism for locking a locking mechanism for locking and unlocking a door of a vehicle in a closed position, and an S / L for controlling the S / L mechanism. In a vehicle anti-theft apparatus comprising a control means and an immobilization control means for judging whether or not the engine can be started, and prohibiting starting of the engine based on a result of the judgment, the engine starting in the S / L control means and the immobilization control means The S / L mechanism is controlled in accordance with the result of the determination as to whether S / L is available.

In this case, when the immobilization control means determines that the engine cannot be started, the S / L control means switches the S / L mechanism to the S / L mechanism.
/ L state (claim 8), or, when the immobilization control means determines that the engine can be started, the S / L control means releases the S / L state and enters the U / L state. (Claim 9).

[0016]

According to the first aspect of the present invention, S /
Since the L control means and the immobilization control means are operated based on information from the same transponder, information can be shared between the two control means, and the control speed of the entire apparatus can be increased.

According to the second aspect of the present invention, the possibility of starting the engine is determined on the side of the door key cylinder, so that it is not necessary to perform the determination of whether the engine is on the side of the ignition key cylinder, and the operability is improved.

According to the third aspect of the present invention, the S / L control means is operated in accordance with the determination as to whether or not the engine can be started on the ignition key cylinder side. If you have a proper ignition key, it will be easy to release S / L from the cabin,
The escape property from the vehicle interior can be improved.

According to the fourth aspect of the present invention, the immobilizer control means changes the mode of determining whether or not to start the engine according to the control state of the S / L control means. Can be determined whether the engine can be started or not.

According to the fifth aspect of the present invention, in the S / L state, the immobilizer control means reduces the number of times of determining whether or not to start the engine as compared with the U / L state. At the time of L, it can be quickly determined that the engine cannot be started, and the crime prevention can be improved.

According to the invention described in claim 6, S / L
At times, the immobilization control means prohibits the engine start without making a determination as to whether or not the engine can be started, so that the load on the immobilization control means can be reduced.

According to the seventh aspect of the present invention, the S / L
Since the control means controls the S / L mechanism in accordance with the result of the determination as to whether the engine can be started by the immobilization control means, the security performance can be improved.

According to the eighth aspect of the invention, when the immobilization control means determines that the engine cannot be started, the S / L control means activates the S / L mechanism, so that the thief can be trapped in the passenger compartment. it can.

According to the ninth aspect of the present invention, when the immobilization control means determines that the engine can be started, the S / L control means sets the S / L mechanism to the U / L state. Escapeability from the room can be enhanced.

[0025]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a system block diagram of an embodiment of a vehicle antitheft device according to the present invention. The anti-theft device according to the present embodiment includes an S / L control unit 30 that controls an actuator unit 15 that operates a door lock mechanism, and an EMO unit 4 that determines whether or not to start an engine together with an EGI unit 49 that performs engine control.
4 is provided.

The door key cylinder attached to the door and the ignition key cylinder provided in the driver's seat are operated by inserting a common ignition key in which the transponder 41 is embedded and an antenna 32 for receiving a signal from the transponder 41. ,
42 are provided. The signals captured by the antennas 32 and 42 are amplified by the amplifiers 33 and 43, respectively, and are amplified by the S / L unit 30 and the immobilizer unit 44.
Respectively.

The antenna 32 provided on the door key cylinder is an induction coil antenna which generates a voltage when an ignition key is inserted. The antenna 42 provided on the ignition key cylinder is used for turning on / off an ignition switch. It is an induction coil antenna that operates in conjunction.

The S / L control unit 30 inserts the ignition key into the door key cylinder and a signal indicating the current locked state of the door, that is, the N / L state, the S / L state, or the U / L state. Is transmitted to the immobilizer unit 44 through the communication line 35, and the immobilizer unit detects that the key inserted into the door key cylinder does not have predetermined ID data. When the determination is made by 44, the information is received from the immobilizer unit 44, and the actuator 34 for inhibiting the rotation of the key is operated. When the S / L unit 30 is in the S / L state, the S / L unit 30 lights the indicator 25 provided in the vehicle interior for a predetermined period (for example, three seconds). A battery power supply (+ B) 36 is connected to the S / L unit 30 and the key rotation inhibiting actuator 34.

The immobilizer unit 44 is a controller for preventing the engine from being started by EGI (Electronic Fuel Injection) to prevent theft, and is automatically set when the driver turns off the ignition switch when the vehicle gets off the vehicle.

The immobilizer unit 44 includes an EEPROM 45 that stores data in advance, and a RAM that temporarily stores data when data is transferred between the EEPROM 45 and the EGI unit 49.
46, a timer 47 for transmitting data transmission / reception timing stored in the RAM 46 as data,
CPU 48 that controls the transmission and reception of data to and from EGI unit 49 based on timing information from, and exchanges information with S / L unit 30 through communication line 35.
It is composed of

Further, the immobilizer unit 44 operates the ignition switch O based on the battery power supply (+ B) 36 and the ignition switch power supply (IG1) 55.
The N / OFF information is provided, and based on the voltage value amplified by the amplifier 43, ID data is provided from the transponder 41, a predetermined control signal is transmitted to the EGI unit 49, and the S / L unit 30 Also, the content of the control signal is transmitted through the communication line 35.

Since the immobilizer unit 44 is connected to the battery power supply 36, even if the ignition switch is turned off and the engine is stopped, power is supplied and the standby state is maintained. Further, it is connected to an indicator 56 provided in the vehicle interior, and controls blinking and extinguishing according to ID data transmitted from the transponder 41.

The EGI unit 49 is a controller for controlling the number of revolutions of the engine, the fuel injection amount, and the like. Like the immobilizer unit 44, the EGI unit 49 stores data in advance.
A PROM 50, a RAM 51 for temporarily storing data when transferring data to and from the immobilizer unit 44;
It is composed of a timer 52 for sending the data transfer timing stored in the M51 as data, and a CPU 53 for controlling the transfer of data to and from the immobilizer unit 44 based on the timing information from the timer 52.

The EGI unit 49 receives a predetermined control signal from the immobilizer unit 44 and controls a starter, a fuel injection amount, and the like based on the signal. This EGI
Unlike the case of the immobilizer unit 44, the unit 49 operates with the switch power supply 55 that operates in conjunction with the ON / OFF of the ignition switch, so that turning off the ignition switch turns off the power.

FIG. 2 is a block diagram showing a schematic configuration of a door lock device controlled by the S / L control unit 30. FIG. 3 is a key cylinder provided on a key cylinder attached to a door on the driver's seat side. FIG. 4 is a schematic view of a door lock device attached to a door on the driver's seat side.

The key cylinder 1 of the door on the driver's seat side shown in FIG.
In addition to the antenna 32 to receive information, it is provided with a key cylinder switch SW ₁ having the configuration as shown in FIG. 3, the door key cylinder 1, the ignition key (not illustrated in) to be inserted thereto, a key cylinder switch the movable contact 4a of the SW ₁ is adapted to rotate to the locked position B or unlocked position C from the neutral position a, the arms 1a attached to the key cylinder 1 (FIG. 4) via the rod 2, FIG. 4, the lock link 3 is turned to the lock position as the key cylinder 1 is turned to the lock position (B position).
Is rotated to the unlock position as the is rotated to the unlock position (C position).

As shown in FIG. 3, the key cylinder switch SW ₁ has a rotating shaft 5 a pivotally supported by the substrate 5 so as to be able to rotate integrally with the key cylinder 1, and is fixed to the rotating shaft 5 a. Movable contact piece 4a, fixed contact pieces 4b and 4c in the form of arcs fixed on the substrate 5, and a ground contact piece 4d. One end of the movable contact piece 4a is always at the ground contact point 4d. Is in sliding contact. One fixed contact piece 4b contacts the other end of the movable contact piece 4a when the key cylinder 1 is rotated to the lock position B, and the other fixed contact piece 4c turns the key cylinder 1 to the unlock position C. When it is moved, it comes into contact with the other end of the movable contact piece 4a.

The fixed contact 4c is connected directly to the terminal 20 of the S / L control unit 30 shown in FIG. 5, and the fixed contact 4b is connected to the terminal 20 of the S / L control unit 30 shown in FIG. When in the neutral position shown, nothing is connected to the terminal 20, so that the terminal 20 maintains a predetermined voltage value. However, when the movable contact piece 4a comes into contact with the fixed contact piece 4b on the lock side, the terminal R is connected via the resistor R. Is grounded, a first voltage value corresponding to the lock signal is generated at the terminal 20, and the movable contact piece 4a
Is in contact with the unlocking-side fixed contact piece 4c, the grounding causes a second voltage value corresponding to the unlock signal to be generated at the terminal.

The door lock device shown in FIG. 4 has a latch body 6 provided with the lock link 3 and the release link 7 so as to be swingable. Rods 8 and 9 are provided at both ends of the release link 7, respectively. The outer handle 10 and the inner handle 11 of the door are connected via the door, and the release link 7 is connected to the idle swing mechanism 1 provided in the latch body 6.
It is linked to a claw lever (release member) 13 through the second lever 2. When the lock link 3 is in the locked position, the swing mechanism 12 releases the release link 7 and the claw lever 13.
And the outer handle 10 and the inner handle 11 are swung.

The operation of each element constituting the door lock device is the same as that of the existing door lock device.
The detailed description is omitted.

Reference numeral 15 denotes an actuator unit, which is an S / L actuator 17
An idle swing mechanism 18 driven by the S / L actuator 17 and a power door lock actuator 2
1 and built-in. The actuator unit 15 is connected to the inner lock knob 19 via the rod 14a.
, And a lever 23 connected to the lock link 3 via a rod 14b so as to be swingable, and a shaft 22 rotated by the lever 22 is provided.
The idle swing mechanism 18 is interposed between a and the shaft 23a rotated by the lever 23.

In the S / L state, the idling mechanism 18
Lock link 3 and inner lock knob 1 in lock position
9, ie the rod 14a, the lever 2
To cut off the connection via 2, 23 and rod 14b,
Even if the inner lock knob 19 is operated, the inner lock knob 19 is swung so that the unlock operation by the inner lock knob 19 is disabled.

[0044] Whether the lock link of the door of the driver's seat 3 is in or unlock position in the locked position, but is detected by the lock link switch SW ₂ which is actuated in response to movement of the lock link 3, this Switch SW ₂
Are provided in the actuator unit 15.
Also within the actuator unit 15, as will be described later, is Suichi SW ₃ switched switch the motor circuit is provided in association with the operation of the actuator unit 15.

The power door lock actuator 21 provided in the actuator unit 15 is used to simultaneously lock other doors by the door lock operation of the key cylinder 1 of the driver's seat door. The motor that operates the lock actuator 21 can also serve as the motor that operates the S / L actuator 17.

Although FIG. 4 does not show the S / L actuator 17, the idling mechanism 18 and the power door lock actuator 21, the S / L actuator and the associated idling mechanism are described in, for example, 62-199555 and the like, and a detailed description thereof will be omitted.

FIG. 5 is a diagram showing a configuration of an electric circuit of the door lock device.

The microcomputer 31 mounted on the S / L control unit 30 has an ignition key switch SW ₄ in addition to an input port to which signals from the key cylinder switch SW ₁ and the lock link switch SW ₂ are input. , Keyless switch SW ₅ (O when the engine key is inserted into the ignition key cylinder,
N) and an input port to which signals from the door switch SW ₆ are input.

The microcomputer 31 has an input port through which a signal from the transponder 41 received by an antenna 32 provided in the door key cylinder 1 is amplified by an amplifier 33 and input.

Further, the microcomputer 31 has a U
An output port for outputting a / L command signal, an N / L command signal, and an S / L command signal, an output port for operating an indicator 25 indicating that the S / L state has been established, and an immobilizer unit 44 And an output port for driving an actuator 34 that inhibits rotation of a key inserted into the door key cylinder 1.

[0051] Further, the S / L control unit 30, a relay RL ₁ excited by U / L command signal outputted from the microcomputer 31, a relay RL ₂ which is energized by the N / L instruction signal, S a relay RL ₃ excited by / L instruction signal is provided. These three relays RL ₁ ~RL ₃ includes a fixed contact a connected to a battery power source 36, a fixed contact b connected to ground, S
/ L control unit 30 has a movable contact c connected to an output terminal thereof. In a non-excited state, the movable contact c is connected to a ground-side fixed contact b. Are connected to a fixed contact a on the battery power supply side.

The actuator 1 of the S / L mechanism 16
A changeover switch SW ₃ that is switched in accordance with the operation of No. 7
Is a fixed contact a connected to the N / L output terminal, a fixed contact b connected to the S / L output terminal, and a movable contact connected to one terminal of the motor M in the U / L state shown. And a contact c. The other terminal of the motor M is U /
Connected to L output terminal.

In this embodiment, when the ignition key inserted into the door key cylinder 1 is turned from the neutral position A to the lock position B, an N / L command signal is output from the microcomputer 31 and the relay RL ₂ is output.
Are excited, and the power supply voltage is applied to the N / L output terminal.
Further, by turning repeated twice key plate from the neutral position A to the locked position B within the set time (e.g. 3 seconds), and is output S / L instruction signal from the microcomputer 31 is a relay RL ₃ exciting Then, a power supply voltage is applied to the S / L output terminal. Further, by rotating the key plate from the neutral position A to the unlock position C,
Micro U / L command signal from the computer 31 is output relay RL ₁ is energized, the power supply voltage is applied to the U / L output terminal.

Next, U / L, N / L , the operation of the switch SW ₃ switched when migrating from each state of the S / L to other states will be described.

(1) From U / L state to N / L state From the U / L state shown in FIG.
From N / L when a command signal is output relay RL ₂ is energized, the fixed contact a of the switch SW ₃ current from N / L output terminals, the motor M, U / L output terminals and the relay RL
_It flows to the ground side for a predetermined short time through _one fixed contact b. This and briefly turning the predetermined motor M, for example, in the positive direction, the power door lock actuator 21 is driven, with all the doors will be locked to the N / L state, the movable contact of the switch SW ₃ c is switched to the fixed contact b side.

(2) From the N / L state to the S / L state From the N / L state, the microcomputer 31
When / L instruction signal is output relay RL ₃ is energized, the fixed contact b of the current S / L switch SW ₃ from the output terminal, the motor M, a fixed contact b of the U / L output terminals and the relay RL ₁ Then, it flows to the ground side for a predetermined short time. As a result, the motor M further rotates in the forward direction for a predetermined short time, the S / L actuator 17 is driven, the idling mechanism 18 is operated, the S / L state is established, and the indicator 25 is turned on for a predetermined time.

(3) From N / L state to U / L state From the N / L state, the microcomputer 31
/ L instruction signal is output when the relay RL ₁ is energized, the motor M current from U / L output terminals, the switch SW
_{The current} flows to the ground through the fixed contact b of No. ₃ , the S / L output terminal and the fixed contact b of the relay RL3 for a predetermined short time. As a result, the motor M rotates in the reverse direction for a predetermined short time, the power door lock actuator 21 is driven in the release direction, and all the doors are unlocked and the U / L
With a state, the movable contact c of the switch SW ₃ is returned to the fixed contact a.

(4) From S / L state to U / L state From the S / L state, the microcomputer 31
/ L instruction signal is output when the relay RL ₁ is energized, the motor M current from U / L output terminals, the switch SW
₃ fixed contact b, S / L output terminal and relay RL ₃
Flows to the ground side for a longer time than the above through the fixed contact b. As a result, the motor M rotates in the reverse direction for a predetermined long time, the S / L actuator 17 is driven in the release direction, and the idling mechanism 18 is made inoperative. The power door lock actuator 21 is driven in the release direction, it becomes all the locks are released U / L state of the door, the movable contact c is a fixed contact a of the switch SW ₃
Return to the side.

FIG. 6 is a timing chart showing an example of the operation when shifting from the U / L state to the N / L and S / L states.

At time t1, the key cylinder switch S
W ₁ By turns ON the lock side, a predetermined pulse width T
1, the power door lock actuator 21 (FIG. 2) is operated to enter the N / L state, and the rising edge E1 of the N / L signal is generated.
, The set time is set to a predetermined time T3 (for example, 3 seconds).
Is set. Then, at time t2 before the set time T3 of the timer elapses, the key inserted into the door key cylinder 1 is again operated to the lock position to generate the N / L signal output again, so that S
/ L signal output is generated, whereby the S / L actuator 17 (FIG. 2) is operated to shift to the S / L state, and the indicator 25 indicating that the S / L state has been reached is set for the set time T4 ( (For example, 3 seconds).
Moreover, by operating the key cylinder switch SW ₁ to the unlocked position in N / L state and S / L state, U / L signal output is generated having a predetermined pulse width T1, U /
Return to the L state.

When the state shifts to the S / L state in a very short time after the N / L state, the S / L actuator 17 may malfunction.
An OFF time of time T2 is provided after time T1, and even if a key is operated several times in a very short time,
The N / L signal output is at least T
2, an OFF time (ON prohibition time) is interposed. The times T1 and T2 are determined according to the performance of the S / L actuator 17.

As described above, when the key inserted into the door key cylinder 1 is operated to the lock position a set number of times, for example, twice, within the set time T3 of the timer, the state shifts to the S / L state. On the contrary, it is possible to prevent the shift to the S / L state.

The timer may start counting from the falling edge E2 of the N / L signal. If the key is operated to the lock position more than the set number of times (two times in FIG. 6) as long as the key is within the set time T3 of the timer, the S / L state may be maintained. Conversely, the U / L state may be returned immediately after the lock position is operated a number of times (for example, three times) exceeding the set number of times. Then, when the S / L state is erroneously set, the S / L state can be immediately released.

Alternatively, irrespective of the number of times the key plate is operated, if the key plate is again operated to the lock position within a predetermined time since the previous operation to the lock position, S /
An L signal output may be generated.

FIG. 7 is a flowchart schematically showing a processing routine corresponding to FIG. S represents each step.

[0066] First, the key cylinder switch SW ₁ it is determined whether the change in the lock (S1), if changed to the lock (S1: YES), starts a T3 timer (S2), a key cylinder switch SW _While the number of times the lock has been changed to ₁ is less than the set number of times (S3: NO, once when the set number is two, once and once when the set number is three), the key cylinder switch SW Increment the counter that counts the number of times ₁ has changed to lock (S
4) Output an N / L signal (S5).

[0067] When the key cylinder switch SW ₁ is determined to have changed to the lock or the set number (S3: YE
S) If the T3 timer is within the operating time (S6: YES), the N / L signal and the S / L signal are output simultaneously (S7, S8).

Next, a procedure for transmitting and receiving data among the transponder 41, the immobilizer unit 44, and the EGI unit 49 will be described with reference to FIG.

FIG. 8 is a diagram for explaining the procedure for determining the ID data of the transponder 41 having certain unique ID data. In the following description, the transponder 4
1 transmits an ID code representing a unique code of an ignition key to the immobilization unit 44, and transmits a password called a code word (hereinafter abbreviated as “CW”) from the immobilization unit 44 to the EGI unit 49. Do. Also, CW is the immobilizer unit 44 and EG
This code is registered one by one with the I unit 49, and the same CW is registered in each unit.

[0070] In FIG. 8, insert the ignition key having a transponder 41 into the key hole of the ignition key cylinder, when operating the engine by rotating the ignition switch SW _4, EGI unit 4
9 issues a CW request to the immobilizer unit 44, and in response, the immobilizer unit 44
, An ID signal serving as a trigger signal for the immobilizer unit 44 is transmitted from the transponder 41 to the immobilizer unit 44.

In the immobilizer unit 44, the transmitted ID code of the transponder 41 is stored in the RA in the unit 44.
It is temporarily stored in M46. Then immobilizer unit 4
4 and the ID code transmitted from the transponder 41 are stored in the EEPROM 45 in C4.
The matching is performed in the PU 48. The immobilizer unit 44
If the D code collation results match, an engine operation permission signal (immobilizer function release command) and CW are transmitted to EGI unit 49. If they do not match, an engine operation prohibition signal (immobilizer function setting command) is transmitted and E
The GI unit 49 receives the signal and stops the engine.

The EGI unit 49 includes the immobilizer unit 4
4 is stored in the RAM 51, and the CW from the immobilizer unit 44 and the EEPROM in the EGI unit 49 are stored.
The CW is compared with the CW registered in 50, and if they match, the engine is continuously operated, and if they do not match, the engine is stopped.

FIGS. 9 to 12 are flowcharts showing the procedure for determining the ID code on the immobilizer unit 44 side.

When the process is started as shown in FIGS. 9 to 11 and the ignition switch SW ₄ is turned to the ON position by the ignition key including the transponder 41, the process enters a waiting state for the immobilizer function release judgment.
The mode is set to temporarily allow the engine to start. Thereafter, the ignition switch SW ₄ is turned to the starter position by the transponder internal ignition key, it determines whether or not the engine has started (S
11). When the engine starts (S11: YE
S), the process proceeds to S12, and if it is determined that the program does not start (S11: NO), the process returns to the start of the program. In S12, a predetermined condition (engine speed 500 rpm
It is determined whether or not a predetermined condition is satisfied (S12: YE).
S), it is determined whether a CW request has been issued from the EGI unit 49 side (S13). If a CW request has been issued (S13: YES), an ID request is issued to the transponder 41 (S14). It is determined whether or not an ID response has been received from the transponder 41 that has issued the ID request (S
15) If an answer is received (S15: YES), S1
6 and if no answer is received (S15: N
O), and proceed to S29 of FIG.

In S16, it is determined whether or not the ID code is registered in the EEPROM 45 built in the immobilizer unit 44. If the ID code has not been registered (S16: NO), the process proceeds to S24 of FIG. 10 to temporarily store the ID code in the RAM 46, and then, together with the ID unregistered command (IE command), stores the ID code and CW in the EG.
After transmitting to the I unit 49 (S25), it is determined whether or not the EGI unit 49 has responded to the transmission of the ID code and the CW (S26). If there is a response from EGI unit 49 (S26: YES), the response is OK (that is, ID of transponder 41).
Is the same as the ID registered in the EGI unit 49), the ID stored in the RAM 46 of the immobilizer unit 44 is registered in the EEPROM 45 (S27).
The indicator 46 is turned off (S28).

On the other hand, the EEPROM of the immobilizer unit 44
45 when an ID code is registered (S16: YE
S), the process proceeds to S17 shown in FIG.
1 is compared with the ID registered in the immobilizer unit 44. And these IDs
Is determined (S18), and if they match,
(S18: YES), an immobilizer function release command and CW are transmitted to the EGI unit 49 (S19), and this program ends.

If these IDs do not match (S18: NO), an immobilizer function setting command is transmitted to the EGI unit 49 (S20), and thereafter, in S21, the processing of S13 to S17 is repeated again. Then, it is determined whether the ID transmitted from the transponder 41 again matches the ID registered in the immobilizer unit 44 (S22), and when they match (S22: YE)
S), the process proceeds to S19, and if they do not match (S22: N
O), and again transmits the immobilizer function setting command to the EGI unit 4.
9 (S23), and then proceeds to S29 in FIG.

[0078] Since the immobilizer function is automatically set by the ignition switch SW ₄ to OFF, unless the immobilizing function is released, the state immobilizing function is set or immobilizing function cancellation determination described above, It goes into a waiting state. That is, S23 and FIG.
The immobilizer function setting command in S35 of this item means an immobilizer function setting maintaining command to be exact.

<ID determination procedure on the immobilizer unit 44 side when ID code transmission is impossible> Next, the transponder 41
The procedure for determining the ID when the ID code cannot be transmitted to the immobilizer unit 44 due to the failure of the device will be described. When the transponder 41 breaks down and the ID code cannot be transmitted, the immobilizer unit 44 first informs the operator (driver) that the ID signal from the transponder 41 cannot be received or the ID signal cannot be read. Warning by flashing a warning lamp. Upon receiving this warning, the operator (driver) recognizes the abnormality of the transponder 41. The fact that the ID signal cannot be received or the ID signal cannot be read means that no code is transmitted or the signal waveform representing the transmitted ID code is dull.

FIG. 12 shows the immobilizer unit 4 when transmission is disabled.
9 is a flowchart showing a procedure for determining an ID code on the fourth side. When the ID response from the transponder 41 is not received (FIG. 9, S15: NO), S2 shown in FIG.
9 to determine that the ID code cannot be received, blink the warning lamp, and inform the driver of the transponder 4
1 or an abnormality such as disconnection of a communication line between the antenna 42 and the immobilizer unit 44 is notified. Thereafter, it is determined whether there is CW input by a predetermined operation of the ignition switch SW ₄ of the driver (S30). CW by ON / OFF operation of ignition switch SW ₄
If there is an input (S30: YES), the CW registered in the EEPROM 45 in the immobilizer unit 44 is compared with the CW input by the above-mentioned predetermined operation (S3).
1). Then, it is determined whether or not the CWs match (S3
2) If it is determined that they match (S32: YES),
Immobilizer function release command and CW are transmitted to EGI unit 49
(S33), and turns off the warning lamp (S33).
34).

On the other hand, if it is determined that the CWs do not match (S32: NO), an immobilizer function setting command is transmitted to the EGI unit 49 in S35, and the process returns to S11 in FIG. Also, when it is determined that there is no CW input by the predetermined operation (S30: NO), the process proceeds to S35, and the immobilizer function setting command is transmitted to the EGI unit 49.

Next, the procedure for determining CW on the EGI unit 49 side will be described with reference to the flowcharts of FIGS.

In FIG. 13, when the process is started, the timer starts counting for 500 milliseconds from the time when the ignition is turned on while waiting for the determination of the release of the immobilizer function and the number of CW requests to the immobilizer unit 44 is zero (see FIG. 13). S
41). Then, it is determined whether or not an additional write command has been received (S42). If no additional write command has been received (S42: NO), the process proceeds to S43, and if an additional write command has been received (S42: YE).
S), additional writing of an ID code is performed.
The details of the additional writing of the code are omitted.

In S43, it is determined whether the engine speed is 500 rpm or more and the voltage is 10 V or more as predetermined conditions. When the predetermined condition is satisfied (S43: YES), it is determined whether or not the counting of 500 milliseconds started in S41 has been completed (S44). When the counting has been completed (S44: YES), EGI is performed. A CW request is issued from the unit 49 to the immobilizer unit 44 (S4
5). Thereafter, it is determined whether or not there is an immobilizer function release command and an answer of CW from the immobilizer unit 44 to the EGI unit 49 (S46).
If it is determined that there is an answer (S46: YES), S
The process proceeds to 49, but when it is determined that there is no answer (S46:
NO), 5 CW requests have already been issued to the immobilizer unit 44
It is determined whether or not the CW request has been made five times (S47). If it is determined that the CW request has been made five times (S47: YE
S), it is determined that the vehicle is about to be broken or stolen, the immobilization function is set (S48), and the engine is stopped. If it is determined that the CW request has not been made five times (S47: NO), the process returns to S45, and again makes a CW request to the immobilizer unit 44.

On the other hand, when it is determined that the immobilizer function release command and the answer of CW are present (S46: YES), EGI
The CW is temporarily stored in the RAM 51 of the unit 49 (S49), and the process proceeds to S50 of FIG.
It is determined whether or not the CW is registered in the EEPROM 50 built in the P.9, and when the CW is not registered (S50: N
O), the process returns to S48. If it is registered (S50: YES), it is determined whether or not the CW stored in the RAM 51 matches the CW registered in the EEPROM 50 (S51). If it is determined that the function is performed (S51: YES), the immobilizer function is released (S5).
2) Perform normal EGI control. If it is determined that they do not match (S51: NO), the process returns to S47.

FIG. 8 and FIGS.
The flowchart shown in FIG. 4 shows that the immobilizer unit 44 and the EG when the cooperative operation with the S / L control unit 30 is not performed.
In the present embodiment, the operation with the I unit 49 is described. In the present embodiment, the S / L control unit 30 and the immobilizer control unit constituted by the immobilizer unit 44 and the EGI unit 49 are connected to the same transponder 41. It is configured to be activated based on the ID information (claim 1). For this reason, the immobilization control means may be activated based on the ID information from the transponder 41 obtained via the door key cylinder 1 (claim 2), and the S / L control unit 30 may be operated via the ignition key cylinder. It can also be operated based on the ID information from the transponder 41 obtained (claim 3).

The immobilizer control means changes the mode of determining whether or not to start the engine according to the control state of the S / L control unit 30 (claim 4).
In S45 of 3, the EGI unit 49 is switched to the immobilizer unit 4.
If there is no response even if a CW request for ID collation is made to ID No. 4 in the U / L state, as shown in S47, CW
While the request is repeated five times, in the S / L state, this is reduced to two times (claim 5). In the S / L state, immobilization is immediately performed without making a CW request for ID verification. A function is set to prohibit the start of the engine (claim 6), thereby simplifying the process while improving security.

On the other hand, the S / L control unit 30 also controls the S / L mechanism in accordance with the determination result of whether or not the engine can be started by the immobilization control means (claim 7). If it is determined that the engine cannot be started, the S / L control unit 30 activates the S / L mechanism to enter the S / L state (claim 8). If the immobilizer control unit determines that the engine can be started, the S / L control is performed. The unit 30 releases the S / L state and changes to the U / L state (claim 9).

FIG. 15 is a flowchart showing a process corresponding to claim 5. First, it is determined whether or not the vehicle is in the S / L state (S61). If the vehicle is not in the S / L state (S61:
(NO), the number of times of ID collation is set to 5 (S62), and the immobilizer ID determination process is performed (S64). If it is in the S / L state (S61: YES), the number of times of ID collation is reduced to two. (S63), an immobilizer ID determination process is performed (S6).
4). When it is determined that the ID is a legitimate ID (S6
5: YES), the immobilization unit 44 transmits an engine start permission command, that is, an immobilization function release command to the EGI unit 49 (S66). If the ID is not determined to be a valid ID (S65: NO), the immobilization unit 44 transmits E
An engine start prohibition command, that is, an immobilizer function setting command is transmitted to the GI unit 49 (S67).

FIG. 16 is a flowchart showing a process corresponding to claim 6. First, it is determined whether or not it is in the S / L state (S71), and if it is in the S / L state (S71: Y
ES), immediately without the ID collation, the immobilizer unit 44 transmits the engine start prohibition, that is, the immobilizer function setting command to the EGI unit 49 (S72). On the other hand, if the state is not the S / L state (S71: NO), the number of times of ID collation is set to 5 (S73), and an immobilizer ID determination process is performed (S74). Then, when it is determined that the ID is a legitimate ID (S75: YES), the immobilization unit 44 returns to E
An engine start permission command, that is, an immobilizer function release command is transmitted to the GI unit 49 (S76), and the regular ID is transmitted.
If it is not determined (S75: NO), the immobilizer unit 44 transmits an engine start prohibition command, that is, an immobilizer function setting command to the EGI unit 49 (S7).
2).

FIG. 17 is a flowchart showing the processing corresponding to claims 8 and 9. First, an immobilizer ID determination process is performed (S81). If the data is not determined to be regular ID data (S82: NO), the S / L control unit 30
The S / L signal is output from the controller (S83), the S / L state is set, and the engine start prohibition command, that is, the immobilizer function setting command is transmitted from the immobilizer unit 44 to the EGI unit 49 (S72).

On the other hand, if it is determined that the data is legitimate ID data (S82: YES), the immobilization unit 44
An engine start permission command, that is, an immobilizer function release command is transmitted to the unit 49 (S85), and a U / L signal is output from the S / L control unit 30 (S86), and the S / L
Release the state.

FIG. 18 is a flowchart showing a process for operating the actuator 34 for inhibiting the rotation of the key inserted into the door key cylinder 1.

When a key is inserted into the door key cylinder 1, the ID determination is performed in the immobilizer unit 44, and
If the D data matches (S91: YES), the key is determined to be a legitimate key (S92), and the operation of the door key cylinder 1 by the key is enabled without operating the actuator 34 for inhibiting the rotation of the key. On the other hand, if the IDs do not match in the ID determination (S41: NO), it is determined whether the predetermined number of times has been repeated (S94). If the number of determinations has not reached the predetermined number (S94: NO), the process returns to S91. If the number of determinations has reached the predetermined number (S94: YE
S), it is determined that the key is improper (S95), and the actuator 34 for inhibiting the rotation of the key is operated (S96).

As is apparent from the above description, according to the present invention, since the S / L control unit 30 and the immobilizer control means are coordinated, the S / L and immobilizer functions can be set while improving the security. The operation and the operation of releasing the S / L and immobilizer functions can be simplified.

Further, by providing the door key cylinder 1 with the actuator 34 for inhibiting the rotation of the key, an illegally duplicated key having no transponder or predetermined ID data is not provided even if the transponder is provided. Even if the key is inserted into the door key cylinder 1, the key cannot be turned, and the security can be significantly improved.

[Brief description of the drawings]

FIG. 1 is a system block diagram of an embodiment of a vehicle antitheft device according to the present invention;

FIG. 2 is a block diagram showing a schematic configuration of a door lock device in the vehicle antitheft device according to the present invention;

FIG. 3 is a schematic diagram around a key cylinder switch provided on a key cylinder of a door.

FIG. 4 is a schematic diagram showing a mechanical configuration of a door lock device.

FIG. 5 is a schematic diagram of an electric circuit of the S / L control means.

FIG. 6 is a timing chart showing conditions for shifting to the S / L state;

FIG. 7 is a flowchart of a processing routine corresponding to FIG. 6;

FIG. 8 is a diagram illustrating a procedure for determining an ID code and a codeword (CW) of a transponder having certain unique ID data.

FIG. 9 is a flowchart showing a procedure for determining and registering an ID code on the immobilizer unit side;

FIG. 10 is a flowchart showing a procedure for determining and registering an ID code on the immobilizer unit side;

FIG. 11 is a flowchart showing an ID code determination and registration procedure on the immobilizer unit side;

FIG. 12 is a flowchart showing a procedure for determining an ID code on the immobilizer unit side when ID code transmission is impossible.

FIG. 13 is a flowchart showing a procedure for determining an ID code in the EGI unit.

FIG. 14 is a flowchart showing a procedure for determining an ID code in the EGI unit.

FIG. 15 is a flowchart showing processing corresponding to claim 5;

FIG. 16 is a flowchart showing processing corresponding to claim 6;

FIG. 17 is a flowchart showing processing corresponding to claims 8 and 9;

FIG. 18 is a flowchart illustrating a process of operating an actuator that inhibits rotation of a key inserted into a door key cylinder.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Door key cylinder 3 Lock link 6 Latch main body 7 Release link 15 Actuator unit 16 S / L mechanism 17 S / L actuator 18 Empty swing mechanism 19 Inner lock knob 21 Power door lock actuator 25 Indicator 30 S / L control unit 44 Immobilizer unit 49 EGI unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 45/00 345 F02D 45/00 345L

Claims (9)

[Claims] 1. A locking mechanism for locking a locking mechanism for locking and unlocking a door of a vehicle in a closed position, a locking restraining control means for controlling the locking locking mechanism, and determining whether to start the engine. And, in the vehicle anti-theft device provided with engine operation prohibition control means for prohibiting engine start based on the determination result, the locking restraint control means and the engine operation prohibition control means use information from the same transponder. An anti-theft device for a vehicle, wherein the anti-theft device is operated on the basis of: 2. The vehicle antitheft device according to claim 1, wherein said engine operation prohibition control means is operated based on information from said transponder obtained via a door key cylinder. 3. The anti-theft device for a vehicle according to claim 1, wherein said locking restraint control means is operated based on information from said transponder obtained through an ignition key cylinder. 4. A locking and restraining mechanism for locking a locking mechanism for locking and unlocking a vehicle door to a closed position in a locked state, locking and locking control means for controlling the locking and locking mechanism, and determining whether to start the engine. And an engine operation prohibition control device for prohibiting engine start based on the determination result, wherein the engine operation prohibition control device is configured to start the engine in accordance with the control state of the locking constraint control device. An anti-theft device for a vehicle, wherein a determination mode is changed. 5. The system according to claim 4, wherein the engine operation prohibition control means reduces the number of times of judging whether the engine can be started in the locked state as compared with the unlocked state.
The anti-theft device for a vehicle according to the above. 6. The vehicle according to claim 4, wherein the engine operation prohibition control unit issues a command to prohibit engine start in the locked lock state without determining whether the engine can be started. Anti-theft device. 7. A lock restraint mechanism for locking a lock mechanism for locking and unlocking a vehicle door to a closed position in a locked state, a lock restraint control means for controlling the lock restraint mechanism, and determining whether or not to start the engine. And an engine operation prohibition control unit for prohibiting engine start based on the determination result, wherein the locking restraint control unit responds to an engine start prohibition determination result by the engine operation prohibition control unit. An anti-theft device for a vehicle, characterized in that the locking and restraining mechanism is controlled by the vehicle. 8. The vehicle according to claim 7, wherein when the engine operation prohibition control means determines that the engine cannot be started, the lock restriction control means sets the lock restriction mechanism in a lock restriction state. apparatus. 9. The vehicle according to claim 7, wherein when the engine operation prohibition control means determines that the engine can be started, the lock restriction control means sets the lock restriction mechanism in an unlocked state. apparatus.