WO1995012506A1 - Systeme antivol pour automobiles agissant sur la transmission, ou transmission equipee de ce systeme - Google Patents

Systeme antivol pour automobiles agissant sur la transmission, ou transmission equipee de ce systeme Download PDF

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Publication number
WO1995012506A1
WO1995012506A1 PCT/EP1994/003568 EP9403568W WO9512506A1 WO 1995012506 A1 WO1995012506 A1 WO 1995012506A1 EP 9403568 W EP9403568 W EP 9403568W WO 9512506 A1 WO9512506 A1 WO 9512506A1
Authority
WO
WIPO (PCT)
Prior art keywords
locking
motor vehicle
lock
theft device
transmission
Prior art date
Application number
PCT/EP1994/003568
Other languages
German (de)
English (en)
Inventor
Wolfgang Rambaum
Paul Tommack
Original Assignee
Tobé Kfz-Zubehör-Handel Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tobé Kfz-Zubehör-Handel Gmbh filed Critical Tobé Kfz-Zubehör-Handel Gmbh
Priority to DE4498428T priority Critical patent/DE4498428B4/de
Priority to AU79933/94A priority patent/AU7993394A/en
Publication of WO1995012506A1 publication Critical patent/WO1995012506A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/04—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor
    • B60R25/06—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor operating on the vehicle transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/04—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/10—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles actuating a signalling device
    • B60R25/1001—Alarm systems associated with another car fitting or mechanism, e.g. door lock or knob, pedals

Definitions

  • Anti-theft device for motor vehicles with a transmission or such a transmission The invention relates to a motor vehicle transmission or an anti-theft device for motor vehicles which interacts with such a transmission in accordance with the preamble of claim 1 or claim 7.
  • automatic transmissions are known in the prior art, in which a Locking member is provided, which ties the transmission in particular in a parking position.
  • the locking element the so-called parking lock, acts on the output shaft and blocks the latter.
  • the locking member In vehicles equipped with front wheel drive, the locking member can also be assigned to the differential.
  • the locking member is displaced by a linkage which is actuated by the gear selector switch.
  • the gear position can be set by an electronic control.
  • DE 27 32 586 To prevent theft, it was already proposed in DE 27 32 586 to block the linkage against pivoting of the gear selector switch.
  • DE 38 27 660 an electronic control of a motor vehicle transmission is known, in which a device for manual entry of a security code is connected to a central unit, which fixes actuating elements of the motor vehicle transmission in a neutral position via the central unit. After entry and identification of a security code, an electronic blocking of the control is released, so that the control of the motor vehicle transmission again is functional and can actuate actuating elements of the transmission.
  • a device for locking motor vehicle gearboxes is known from published patent application 22 04 778. There, the relocatability of the gearshift is to be locked by means of a locking pin of a security lock. In the gear housing, a tooth piece for blocking a sliding wheel is also provided, so that in the locked position
  • a motor vehicle transmission or an anti-theft device in which the lock acts directly on the transmission or on the output shaft, so that a vehicle equipped with this anti-theft device or with this transmission activated immobilizer cannot be moved.
  • the locking member cannot be moved out of the locking position without releasing the lock. It is particularly advantageous if the locking member is locked in the locking position when the locking member is not under electrical power and can only be shifted to the release position when the lock is electrically acted on.
  • the locking member is advantageously designed as a parking lock. This embodiment is particularly advantageous because known automatic transmissions generally have a parking lock of this type, which is intended to secure the vehicle in the parking position from rolling away. The lock can attack an existing link of the transmission.
  • the lock can be designed as an electromagnetically displaceable bolt, the bolt head cooperating with a locking projection of the locking part.
  • the lock preferably has an electromagnetically displaceable armature.
  • the lock is designed as an electromagnetic switch. It is conceivable that the blocking member cannot be displaced by mechanical action, for example by a linkage, but by an electromagnet or the like. In this case, a switch forming the lock is in the power supply device of the blocking element switched.
  • the lock is preferably acted upon by an electronic central unit. This central unit is advantageously arranged in the gear housing itself. The central unit supplies the lock with power so that it can be operated.
  • the central unit can be designed as a transponder or have the latter. From the outside this transponder receives an electromagnetic signal or the like which is encoded. If the coding is correct, the central unit then acts on the lock so that it is actuated and the locking element can be shifted from the locking position into the release position.
  • the electronic central unit has an autonomous power supply. This can be formed by an accumulator.
  • the configuration in which the central unit is connected to the vehicle electrical system is also preferred. A variant provides that the
  • Code input to the central unit takes place via a separate input unit, which is connected to the electronic central unit via wire contact or wirelessly.
  • a separate input unit which is connected to the electronic central unit via wire contact or wirelessly.
  • transmissions in particular electronic transmissions, which have an electronic actuation unit (valve box), it can be provided that
  • Locking member also acts directly on this control unit.
  • the electronic lock only releases a locking pin for unlocking the transmission when the electronic central unit has identified a code entered via the input unit. Only the authorized vehicle user knows that
  • An advantageous embodiment of the invention provides that the electronic central unit is arranged directly on or within the gear housing. Manipulation of the electronic fuse, for example to bypass the electronic central unit, is now no longer possible without opening the gear housing or gaining access to an area which is difficult to access and in which the central unit is attached. The theft protection is thus secure against the generation of short circuits.
  • the anti-theft device has a second electromechanical lock which secures the locking element in the unlocked state against unintentional gear locking.
  • a first switch actuated by the locking element is arranged in the power supply for the starter actuation.
  • the engine can therefore only be started after the transmission has been unlocked.
  • the starter actuation can be triggered with a second switch. With this second switch (ignition lock) a short-term contact can be made to start the engine, which is quickly interrupted after the engine starts.
  • a third switch is provided which releases the second electromechanical lock when actuated. Only when this switch is actuated can the locking element be moved into the locking position.
  • a further embodiment of the invention provides on a safety pin a locking tooth provided with a ramp, which interacts with a spring-loaded bolt of the electromechanical lock, the ramp deflecting the bolt when the mandrel is actuated into the locking position until it engages behind the ramp .
  • a locking pin advantageously has a second ratchet tooth provided with a second ramp, which interacts with a bolt of the electromechanical lock pretensioned by a spring, the second
  • the ramp deflects the bolt out of the locking position until it engages behind the second ramp.
  • Each of the locks performs its locking function in the de-energized state and locks the mandrel.
  • the input unit has a keyboard or a reading device for a data carrier.
  • An identification code can be entered directly using a keyboard, while in the case of a reading device for a data carrier, the code can be entered, for example, from a magnetic card, a chip card or an IC module on the vehicle key.
  • Another embodiment of the invention provides that the electronic central unit according to a predetermined Time period automatically resets itself. When the transmission is locked, the electronic central unit can also be reset so that the anti-theft device is activated even when the vehicle is unlocked.
  • the first switch continues to switch the power supply for the ignition, the fuel supply and / or other systems. Switching the ignition power supply only with this switch combines switching off the engine with locking the transmission and activating the anti-theft device each time the engine is switched off.
  • the safety pin is operatively connected to the mode selector switch of a vehicle with an automatic transmission and locks the transmission in its parked position.
  • the anti-theft device outputs a locking signal with the aid of a sensor or in another way when the locking element locks the transmission. If the first switch actuated by the locking element is designed as a changeover switch, the locking signal can be tapped from it.
  • the anti-theft device advantageously has a warning device which emits an acoustic and / or visual warning signal when the driver's door lock of the motor vehicle is actuated and the sensor does not Lock signal emits.
  • the locking of the driver's door of the motor vehicle advantageously has a device which only allows the driver's door to be locked when a locking signal is present. The driver must be informed that the driver's door is not locked. This causes the driver to carry out the gear lock and thus to activate the anti-theft device, even if he does not consider a gear lock to be necessary in the current situation.
  • the inclusion of the driver's door lock in the anti-theft device is also advantageous for vehicles with central locking, since the device which only allows the driver's door to be locked when a locking signal is present can be easily integrated into the central locking.
  • a steering wheel lock can be dispensed with.
  • the locking member is designed hammer-shaped and interacts with its hammer head with a rectangular toothing of the drive shaft. If the hammer head engages in a tooth gap, the drive shaft is locked.
  • the hammer can be swiveled around an axis and can be locked in the park position by a control element by operating the selector lever. In this locked position, the Tie the hammer (the pawl) with a lock.
  • the lock is connected to a magnetic armature, which lies in a coil and is spring-loaded into the locked position.
  • the locking pin When current is applied to the coil, the locking pin is moved out of the locked position so that the hammer can pivot when the control member is moved to the release position (out of the park position).
  • the locking member which can be pivoted about an axis, is to be pressed into the release position under gravity or spring loading.
  • the lock is preferably located in a screw-in pot in the gearbox and cannot be unscrewed from the gearbox without a special tool. It can preferably be firmly connected to the gear housing, for example glued.
  • the screw-in housing can also have the electronic central unit, so that only three supply lines, possibly also only two supply lines, are necessary, namely a supply voltage and the code input signal line. The third line may still be the ground line. This embodiment has a high level of operational reliability. Even if the coil is de-energized in an operating position of the transmission assigned to the driving position
  • FIG. 1 shows a first exemplary embodiment of the invention
  • Figure 2 shows a second embodiment of the invention
  • Figure 3 shows a third embodiment of the invention
  • Figure 4 shows a fourth embodiment of the invention
  • Figure 5 shows a section along the line VV.
  • a gear 10 is locked by a locking pin 12.
  • the locking pin 12 is actuated by hand by means of a pivotable locking lever 14 which bears against a support plate 16.
  • the locking pin 12 has a first locking tooth 18 with a ramp 20 and a second locking tooth 22 with a ramp 24. Furthermore, the locking pin 12 actuates a first switch 26.
  • the first locking tooth 18 interacts with a first electromechanical lock 28 which has a bolt 30 which is biased against the locking pin 12 by means of a spring 32.
  • the second locking tooth 22 of the locking pin 12 interacts with a second electro-mechanical lock 34, which in turn has a bolt 36 which is prestressed against the locking pin 12 by means of a spring 38.
  • the locking pin 12 locks the transmission 10 and the first electromechanical lock 28 locks the locking pin 12 in this position, the lock 30 of the lock engaging with the locking tooth 18 of the pin.
  • the second electromechanical lock 34 is not active and its bolt 36 lies in front of the ramp 24 of the second locking tooth 22 of the safety pin 12.
  • An electronic central unit 42 connected to a keyboard 40 is electrically supplied by the vehicle battery 44 and controls the first electromechanical lock 28.
  • the transmission 10, the largest part of the safety pin 12 together with the first and the second locking tooth and the switch 26, the two electromechanical locks 28 and 34 and the electronic central unit 42 are arranged within a gearbox 46 or as a complete assembly in an area of the gearbox which is difficult to access.
  • a user enters a code on the keyboard 40.
  • the electronic central unit 42 actuates the first electromechanical lock 28 for a predetermined period of time, so that the bolt 30 is moved against the spring 32 and releases the locking pin 12.
  • the user identified as authorized can now flip the safety lever 14 within this period and thus move the safety pin out of the locking position into a release position.
  • the ramp 24 of the second locking tooth 22 of the locking pin 12 deflects the bolt 36 of the second electromechanical lock against its spring 38 until the bolt 36 engages behind the second locking tooth 22.
  • the first switch 26 in the power supply for starter actuation and ignition 48 is closed.
  • the user can now actuate the starter 52 with the switch 50 and start the engine.
  • the safety pin 12 on the one hand switches off the ignition via the switch 26, ie the engine is switched off, and on the other hand locks the transmission 10.
  • the necessary shifting of the safety lever 14 into the safety position cannot take place unintentionally, but only when the switch 54 is actuated, which actuates the second electromechanical lock, whereupon this releases the safety pin 12.
  • the switch 54 is actuated, the electronic central unit continues to be reset, so that the transmission can only be unlocked again after an identification code has been entered.
  • the switch 54 is preferably attached to the safety lever 14, which enables one-handed operation of the lever 14 and switch 54.
  • the switch 50 can be arranged so that it is operated simultaneously when the lever 14 is actuated.
  • the lock 28 is designed as an electromagnetically operated bolt 30.
  • the lock 28 can be actuated electromagnetically by a central unit, not shown, which is arranged in the transmission housing.
  • the central unit can have a transponder which can be actuated in a known manner in a coded manner via electromagnetic waves or the like. If the coding is correct, the electronic central unit acts on the lock 28 so that the latch 30 can be withdrawn.
  • the bolt is closed, the bolt 30 protrudes into the movement path of a locking projection 60.
  • This locking projection 60 is assigned to the end section of a locking member 63, which engages in a recess 64 of the output shaft 10.
  • the locking member 63 is shown in the release position and dashed lines in the locking position.
  • the blocking member 63 is displaced in the direction of the recess 64 of the output shaft 10 by actuation by means of an actuating element 62, which can be assigned to a linkage, not shown.
  • a spring 61 is tensioned, which can move the locking member 63 back into the release position. The relocation is prevented in the locking position by the bolt 30 when it rests on the locking projection 60.
  • the locking projection 60 can be plate-shaped.
  • An actuating element 62 in the form of a plunger then acts on this plate 60
  • Actuating element 62 take place, but exclusively by the force of the spring 61.
  • the actuating member 63 can be actuated by an electromagnet 67.
  • a magnetic armature 60 is arranged in the electromagnet 67 and, depending on the polarity of the electromagnet 67, can be displaced in one of the two arrow directions.
  • the blocking member 63 can only be moved by applying current to the electromagnet 67.
  • the lock is designed as a switch 68.
  • the switch 68 is a magnetic switch which can be operated by the electronic central unit, not shown. When switch 68 is not energized, it is in the open position. lung.
  • the blocking element 63 can therefore only be displaced when current is applied to the switch 68.
  • the parking position locking bolt is locked either mechanically or - in particular if an electronic control unit already exists - electronically.
  • the blocking position ie the blocking of the parking position locking bolt in the parking position, should only be reversed when electronic deactivation takes place.
  • the blockage of the parking position locking pin goes hand in hand with the blockage of the ignition circuit or other electrical circuits.
  • the starter, or the gasoline and / or injection pump, as well as the ignition coil or central locking can then be deactivated. It is also conceivable to activate an alarm system together with the blocking position.
  • An electronic signal is provided to release all blockages. The electronic signal can be transmitted over a wire or wirelessly via electromagnetic waves.
  • the deactivation can also be triggered by inserting a vehicle key or typing a code into a keyboard.
  • a particularly preferred embodiment of the invention provides, however, that the deactivation of the lock takes place contactlessly by radio, transponder or other electromagnetic waves.
  • contactless deactivation it can also be provided that an alarm system is deactivated and / or a central locking system is opened.
  • a key that can be coded with a particularly high level of security is used for deactivation, in particular an electronically or magnetically codable key.
  • FIGS. 4 and 5 A further exemplary embodiment of the invention is shown in FIGS. 4 and 5.
  • the output shaft 110 has a rectangular toothing 164.
  • the locking member is designed as a hammer 160 with a hammer head 163, which has a cross-sectional contour such that it is adapted to the tooth gaps 164.
  • the hammer 160 is pivotable about an axis 106 and has a rear recess 103 and a projection 104 projecting towards the free end. Projection 104 and recess 103 form a control curve for the free end of a control member 101, which is pivotable about an axis 102.
  • the pivot axis 106 and the pivot axis 102 are mounted in the transmission housing 105 as well as the control member 101 and the hammer 160.
  • the control member 101 is actuated by means of the linkage and the selector switch.
  • the hammer 160 can be moved back from the locked position into the release position by spring loading or by gravity.
  • the locked position (FIG. 4)
  • the hammer 160 can be locked by a locking pin 130.
  • the locking pin enters the path of movement of the hammer. In this position, the hammer cannot be moved out of the locked position even when the control member 101 is pivoted.
  • the locking pin 130 is assigned to a lock 128.
  • the lock can have a housing which has an external thread 109 which can be screwed into a threaded bore of the gear housing 105.
  • the housing can 00524 also have the electronic central unit,
  • 00526 actuates a coil, which is designed as a magnet armature
  • the lock 128 is selected so that when in release position
  • the movement path can enter, but on the hammer
  • Step out 00537 for code entry advantageously,
  • the locking pin 130 is by means of a spring 108 in the
  • the exemplary embodiment is characterized by high security against manipulation.
  • control unit can always optimally secure the vehicle.
  • the lock activation can be done with the ignition or

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
  • Burglar Alarm Systems (AREA)

Abstract

L'invention concerne une transmission d'automobile ou un système antivol pour automobile. L'arbre de sortie doit être maintenu bloqué à l'aide d'un élément d'arrêt qui peut être déplacé en position de libération au moyen d'éléments d'actionnement mécaniques, électriques ou électromécaniques. Il est prévu de bloquer l'élément d'arrêt en position de blocage à l'aide d'un cliquet à commande électromagnétique. Les cliquets (28, 68) et l'électronique de commande associée qui déplace le cliquet vers l'arrière sur introduction d'un code correspondant, doivent être montés dans le carter même de la transmission, dans la mesure du possible à un endroit inaccessible, ce qui garantit une protection extrêmement sûre contre les manipulations. L'exploitation de la norme effective du fabricant de la transmission est garantie. Ce procédé permet de lever l'obligation de bloquer mécaniquement le volant. L'arbre d'entrée est bloqué.
PCT/EP1994/003568 1993-10-30 1994-10-29 Systeme antivol pour automobiles agissant sur la transmission, ou transmission equipee de ce systeme WO1995012506A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE4498428T DE4498428B4 (de) 1993-10-30 1994-10-29 Diebstahlsicherung für Kraftfahrzeuge mit Getriebe oder derartiges Getriebe
AU79933/94A AU7993394A (en) 1993-10-30 1994-10-29 Anti-theft system for motor vehicles acting on the transmission, or a transmission with such a system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE9316651U DE9316651U1 (de) 1993-10-30 1993-10-30 Diebstahlsicherung für Kraftfahrzeuge
DEG9316651.6U 1993-10-30

Publications (1)

Publication Number Publication Date
WO1995012506A1 true WO1995012506A1 (fr) 1995-05-11

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ID=6900123

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1994/003568 WO1995012506A1 (fr) 1993-10-30 1994-10-29 Systeme antivol pour automobiles agissant sur la transmission, ou transmission equipee de ce systeme

Country Status (3)

Country Link
AU (1) AU7993394A (fr)
DE (2) DE9316651U1 (fr)
WO (1) WO1995012506A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1512591A2 (fr) * 2003-08-22 2005-03-09 Audi Ag Véhicule avec un dispositif d'immobilisation
FR2891518A1 (fr) * 2005-10-05 2007-04-06 Peugeot Citroen Automobiles Sa Boite de vitesses comprenant un systeme antivol pour vehicules automobiles
EP1630056A3 (fr) * 2004-07-23 2007-11-14 Audi Ag Dispositif d'immobilisation pour véhicules
WO2009075615A1 (fr) * 2007-12-12 2009-06-18 Volvo Lastvagnar Ab Système d'immobilisation de véhicule et procédé d'immobilisation de véhicule

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4442789B4 (de) * 1994-12-01 2004-04-15 Marquardt Gmbh Verriegelungssystem, insbesondere für ein Betriebsaggregat an einem Kraftfahrzeug
DE102010027826A1 (de) * 2010-04-15 2011-10-20 Fsg Automotive Holding Ag Parksperre für ein Kraftfahrzeug

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US3718202A (en) * 1970-05-20 1973-02-27 Texas Instruments Inc Vehicle anti-theft system
US4615355A (en) * 1983-09-26 1986-10-07 Garcia Gervasio B Automobile anti-theft device
EP0260007A1 (fr) * 1986-08-22 1988-03-16 Duilio Durigon Dispositif de verrouillage pour commande de transmission
US5020344A (en) * 1983-09-26 1991-06-04 Garcia Gervasio B Automobile anti-theft device
US5179868A (en) * 1992-03-02 1993-01-19 Roland Thibeault Drive train enable-disable vehicle use device

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DE2723586C2 (de) * 1977-05-25 1982-01-14 Rudi 7512 Rheinstetten Stoll Getriebeschalthebelsperre
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Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
US3718202A (en) * 1970-05-20 1973-02-27 Texas Instruments Inc Vehicle anti-theft system
US4615355A (en) * 1983-09-26 1986-10-07 Garcia Gervasio B Automobile anti-theft device
US5020344A (en) * 1983-09-26 1991-06-04 Garcia Gervasio B Automobile anti-theft device
EP0260007A1 (fr) * 1986-08-22 1988-03-16 Duilio Durigon Dispositif de verrouillage pour commande de transmission
US5179868A (en) * 1992-03-02 1993-01-19 Roland Thibeault Drive train enable-disable vehicle use device

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1512591A2 (fr) * 2003-08-22 2005-03-09 Audi Ag Véhicule avec un dispositif d'immobilisation
EP1512591A3 (fr) * 2003-08-22 2006-05-17 Audi Ag Véhicule avec un dispositif d'immobilisation
EP1630056A3 (fr) * 2004-07-23 2007-11-14 Audi Ag Dispositif d'immobilisation pour véhicules
FR2891518A1 (fr) * 2005-10-05 2007-04-06 Peugeot Citroen Automobiles Sa Boite de vitesses comprenant un systeme antivol pour vehicules automobiles
WO2009075615A1 (fr) * 2007-12-12 2009-06-18 Volvo Lastvagnar Ab Système d'immobilisation de véhicule et procédé d'immobilisation de véhicule

Also Published As

Publication number Publication date
DE9316651U1 (de) 1994-01-05
DE4498428B4 (de) 2005-11-17
AU7993394A (en) 1995-05-23
DE4498428D2 (de) 1996-09-26

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