WO2009119119A1

WO2009119119A1 - Theft deterrent device and transporting device

Info

Publication number: WO2009119119A1
Application number: PCT/JP2009/001456
Authority: WO
Inventors: 椎賢博
Original assignee: ヤマハモーターエレクトロニクス株式会社
Priority date: 2008-03-28
Filing date: 2009-03-30
Publication date: 2009-10-01
Also published as: JP2011126293A

Abstract

A microcomputer of a theft deterrent device authenticates a user by using an ID reading device with an engine running. If the authentication fails, the microcomputer detects the speed of the engine. If the speed of the engine is higher than a predetermined safe stop speed, the microcomputer controls ignition of the engine or controls fuel injection of the engine to gradually reduce the engine speed to a level lower than or equal to the safe stop speed. When the engine speed reaches the level lower than or equal to the safe stop speed, the microcomputer stops the engine.

Description

Theft deterrent device and transport equipment

The present invention relates to a theft deterrent device (immobilizer) that deters theft of a transport device and a transport device equipped with the same.

In a motorcycle equipped with a theft deterrent device, when the battery is in a discharged state or when the battery is disconnected, no power is supplied to the theft deterrent device, so user authentication cannot be performed. As a result, even a legitimate user cannot drive the motorcycle.

In order to eliminate such inconvenience, an unauthorized driving prevention device that can perform user authentication even in a vehicle that does not have a battery has been proposed (for example, see Patent Document 1). In this unauthorized operation prevention device, the output of the generator driven by the engine is used as the power source of the unauthorized operation prevention device. In this case, by starting the engine with a kick lever or the like, electric power is supplied from the generator to the unauthorized operation prevention device, and user authentication is performed while the engine is rotating. When user authentication is successful (when the user is identified as a legitimate user), the engine continues to rotate. On the other hand, when user authentication fails (when the user is not recognized as a legitimate user), the rotation of the engine is stopped.
Japanese Patent Laid-Open No. 2001-18753

In the above unauthorized driving prevention device, the engine is started before the user authentication is completed (that is, before it is determined whether or not the user is a regular user). Anyone other than can drive the vehicle. In that case, if the user authentication fails while the vehicle is running, the rotation of the engine is stopped.

However, when the above-described unauthorized driving prevention device is mounted on a motorcycle, there is a possibility that the motorcycle will fall because the engine suddenly stops when the vehicle body is tilted due to cornering or the like. For this reason, it is difficult to use the unauthorized driving prevention device in an actual vehicle.

An object of the present invention is to provide a theft deterring device capable of safely deterring the theft even when performing user authentication while the engine is rotating, and a transport device equipped with the theft deterrent device.

(1) A theft deterring device according to one aspect of the present invention is a theft deterring device that deters theft of a transport device equipped with an engine, and a state in which the engine is rotating and a detection unit that detects the rotational speed of the engine. And when the rotation speed detected by the detection section when the user authentication by the authentication section fails is higher than a predetermined stop speed, the engine rotation speed gradually decreases below the stop speed. And a control unit for controlling the engine so as to be lowered.

In the antitheft device, user authentication is performed by the authentication unit while the engine is rotating. Further, the rotation speed of the engine is detected by the detection unit. When the rotational speed detected when the user authentication fails is higher than a predetermined stop speed, the engine is controlled by the control unit so that the rotational speed of the engine gradually decreases below the stop speed. . Thereby, the sudden stop of the transportation equipment due to the sudden stop of the engine is prevented. As a result, even when user authentication is performed while the engine is rotating, the theft of the transport device can be safely suppressed.

(2) When the rotation speed detected by the detection section is higher than the stop speed when the user authentication by the authentication section fails, the control section gradually steps the engine rotation speed below the stop speed. The engine may be controlled so as to decrease.

In this case, the rotational speed of the engine gradually decreases gradually below the stop speed. Thereby, it is possible to avoid a sudden stall of the transportation equipment and to further improve the safety.

(3) The stop speed may be a rotational speed when the engine is idling. In this case, the rotational speed of the engine gradually decreases below the rotational speed in the idling state.

(4) The anti-theft device further includes a generator that rotates together with the engine, and a rectifier that rectifies an alternating current supplied from the generator, and the detection unit is configured to detect the engine based on the voltage waveform output from the rectifier. The rotational speed may be detected.

In this case, existing generators and rectifiers in transportation equipment can be used effectively to detect the rotational speed of the engine. This makes it possible to avoid an increase in manufacturing cost due to an increase in the number of parts.

(5) The anti-theft device further includes a pulse generator that generates a pulse signal that controls the ignition timing of the engine in synchronization with the rotation of the engine, and the detection unit is based on the pulse signal generated by the pulse generator. The rotational speed of the engine may be detected.

In this case, the existing pulse generator in the transportation equipment can be effectively used to detect the rotational speed of the engine. This makes it possible to avoid an increase in manufacturing cost due to an increase in the number of parts.

(6) The control unit may control the ignition of the engine so that the rotational speed of the engine gradually decreases below the stop speed.

In this case, the rotational speed of the engine can be gradually reduced below the stop speed without providing additional parts. This makes it possible to avoid an increase in manufacturing cost due to an increase in the number of parts.

(7) The control unit may control the fuel injection of the engine so that the rotational speed of the engine gradually decreases below the stop speed.

(8) A transport device according to another aspect of the present invention includes a main body, an engine provided in the main body, a drive unit that moves the main body by rotation of the engine, and a theft deterrent device that suppresses theft. The anti-theft device includes a detection unit that detects the rotation speed of the engine, an authentication unit that performs user authentication while the engine is rotating, and a rotation speed that is detected by the detection unit when user authentication by the authentication unit fails. And a control unit that controls the engine so that the rotational speed of the engine gradually decreases below the stop speed when is higher than a predetermined stop speed.

In the transport equipment, the drive unit moves the main unit by the rotation of the engine. In this case, in the antitheft device, user authentication is performed by the authentication unit while the engine is rotating. Further, the rotation speed of the engine is detected by the detection unit. When the rotational speed detected when the user authentication fails is higher than a predetermined stop speed, the engine is controlled by the control unit so that the rotational speed of the engine gradually decreases below the stop speed. . Thereby, the sudden stop of the transportation equipment due to the sudden stop of the engine is prevented. As a result, even when user authentication is performed while the engine is rotating, the theft of the transport device can be safely suppressed.

According to the present invention, even when user authentication is performed while the engine is rotating, it is possible to safely prevent the theft of the transport device.

FIG. 1 is a block diagram showing a configuration of an electric system of a motorcycle provided with a theft deterrent device according to an embodiment of the present invention. FIG. 2 is a side view of the motorcycle according to the present embodiment as viewed from one side. FIG. 3 is a side view of the motorcycle according to the present embodiment as viewed from the other side. FIG. 4 is a flowchart showing the operation of the antitheft device of FIG. FIG. 5 is a waveform diagram showing a voltage output from the rectifier regulator when the battery is in an open state.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiment, a case where the antitheft device according to the present invention is applied to a scooter type motorcycle as an example of a transport device will be described.

(1) Configuration of theft deterring device and motorcycle FIG. 1 is a block diagram showing the configuration of the electric system of the motorcycle equipped with the theft deterring device according to one embodiment of the present invention. 2 is a side view of the motorcycle according to the present embodiment as viewed from one side, and FIG. 3 is a side view of the motorcycle according to the present embodiment as viewed from the other side.

As shown in FIG. 1, a scooter type motorcycle 1 includes a theft deterrent device 2, a half-wave rectifier rectifier regulator 3, an AC magneto generator 4, a battery 5, an AC (alternating current) load 6, and a DC (direct current). A load 7, a main switch 9, a pulse generator 10, an engine control unit (hereinafter referred to as ECU) 11, an ignition coil 12 and an engine 50 are included.

The motorcycle 1 is a kick start type in which an engine 50 is started by stepping down a kick lever 60 shown in FIGS. 2 and 3 described later.

The anti-theft device 2 includes a microcomputer 21, an input circuit 22, an AD (analog-digital) conversion circuit 25, an output control circuit 26, a power supply circuit 27, and an ID (identifier) reading device 28. The microcomputer 21 has a built-in memory. A transponder 29 is attached to a key holding portion for turning on and off the main switch 9.

The AC magneto generator 4 is attached to the engine 50. The AC magneto generator 4 rotates with the engine 50 by depressing the kick lever 60 to generate electric power, and generates an AC voltage. A rectifier regulator 3 and an AC load 6 are connected to the AC magneto generator 4. The AC load 6 includes a headlight and the like.

A battery 5 is detachably connected to the rectifier regulator 3 and a DC load 7 is connected thereto. The DC load 7 includes a meter and the like. The rectifier regulator 3 is connected to the input circuit 22 of the theft deterrence device 2 via the main switch 9 and to the power supply circuit 27 of the theft deterrence device 2. The rectifier regulator 3 half-wave rectifies the alternating current supplied from the AC magneto generator 4 and outputs a voltage having a half-wave rectified waveform (hereinafter referred to as a half-wave rectified voltage).

The pulse generator 10 is connected to the ECU 11, the output control circuit 26 of the antitheft device 2 is connected to the ECU 11, and further connected to the ignition coil 12. The ignition coil 12 is connected to a spark plug for igniting the air-fuel mixture in the engine 50.

The pulse generator 10 is constituted by a pickup coil (pulsar coil) or the like. The pulse generator 10 is disposed in the vicinity of the AC magneto generator 4 and outputs a pulse signal as an ignition timing signal every time the AC magneto generator 4 makes one revolution.

In the antitheft device 2, the input circuit 22 is connected to the AD conversion circuit 25, and the AD conversion circuit 25 is connected to the microcomputer 21. The AD conversion circuit 25 converts the voltage input by the input circuit 22 into a digital signal. An output control circuit 26 and an ID code reading device 28 are connected to the microcomputer 21.

The power supply circuit 27 is configured to supply power to the input circuit 22, the AD conversion circuit 25, the microcomputer 21, the output control circuit 26, and the ID code reader 28.

In the memory of the microcomputer 21, a user authentication program PRG shown in FIG. 4 and an ID code of a legitimate user, which will be described later, are stored so as to be rewritable and readable. Further, the differential rotation speed dF and the safe stop speed Fe are stored in the memory of the microcomputer 21 so as to be readable.

Here, the differential rotational speed dF means a reduction amount for one time when the rotational speed of the engine 50 is decreased stepwise, and is, for example, 500 r / min. The safe stop speed Fe means the rotational speed of the engine 50 that can safely stop the motorcycle 1 while traveling. In the present embodiment, the safe stop speed Fe is set to the idling rotational speed (the rotational speed when the engine 50 is idling). The idling rotation speed is, for example, 1500 r / min.

In the motorcycle 1 shown in FIG. 2 and FIG. 3, a head pipe 32 is provided at the front end of the main body frame 31. A handle 33 is provided at the upper end of the head pipe 32. The anti-theft device 2 is provided below the handle 33. A front fork 34 is attached to the head pipe 32. In this state, the front fork 34 is rotatable within a predetermined angle range around the axis of the head pipe 32. A front wheel 35 is rotatably supported at the lower end of the front fork 34.

An engine 50 is provided at the center of the main body frame 31. An injector 36 is attached to the engine 50. The main body frame 31 in the vicinity of the cylinder head of the engine 50 is provided with the ignition coil 12 shown in FIG. 1 (not shown in FIGS. 2 and 3). 1 (not shown in FIGS. 2 and 3) is provided in the lower part of the seat 45 or in the side cover. Further, as shown in FIG. 2, an AC magneto generator 4 is attached to the engine 50, and the pulse generator 10 of FIG. 1 (not shown in FIGS. 2 and 3) is provided in the vicinity of the AC magneto generator 4. Is provided.

Further, as shown in FIG. 3, the rectifier regulator 3 and the kick lever 60 are provided at the center of the main body frame 31. A rear arm 38 is connected to the main body frame 31 so as to extend rearward of the engine 50. The rear arm 38 rotatably holds the rear wheel 39 and the rear wheel driven sprocket 40. A chain 41 is attached to the rear wheel driven sprocket 39.

(2) Operation of theft deterrent apparatus Next, the operation of the theft deterrent apparatus 2 according to the present embodiment will be described. Here, a state in which power is not supplied from the battery 5 to the theft deterrent device 2 depending on whether the battery 5 is in a discharged state or the wiring of the battery 5 is disconnected is referred to as an open state. On the other hand, a state where power is supplied from the battery 5 to the theft deterrent device 2 is referred to as a closed state.

FIG. 4 is a flowchart showing the operation of the antitheft device 2 of FIG. FIG. 5 is a waveform diagram showing a voltage output from the rectifier regulator 3 when the battery 5 is in an open state.

The user turns on the main switch 9 and depresses the kick lever 60. As a result, the AC magneto generator 4 rotates to generate electric power, and an alternating current is supplied to the rectifier regulator 3. The rectifier regulator 3 half-wave rectifies the alternating current supplied from the AC magneto generator 4 and outputs a half-wave rectified voltage.

When the battery 5 is in the closed state, the half-wave rectified voltage output from the rectifier regulator 3 is smoothed by the battery 5 and smoothed to the input circuit 22 and the power supply circuit 27 of the theft deterrent device 2 through the main switch 9. Applied voltage. When the battery 5 is in an open state, the half-wave rectified voltage output from the rectifier regulator 3 is supplied to the input circuit 22 and the power supply circuit 27 of the theft deterrence device 2 through the main switch 9 as they are. Thereby, the anti-theft device 2 operates. In this case, the power supply circuit 27 supplies power to the microcomputer 21, the input circuit 22, the AD conversion circuit 25, and the ID code reader 28.

In FIG. 4, the microcomputer 21 first determines whether or not the battery 5 is in an open state based on the waveform of the voltage input by the input circuit 22 in the battery state determination step (step S1). That is, the microcomputer 21 determines that the battery 5 is in an open state when the input voltage has a half-wave rectified waveform, and the battery 5 when the input voltage has a smoothed waveform. Is not open (is closed).

As a result of this determination, when the battery 5 is in an open state, no power is supplied from the battery 5 to the theft deterrent device 2, so the microcomputer 21 proceeds to the engine ignition process (step S2) and turns the output control circuit 26 on. Turn on. Thereby, electric power is supplied from the output control circuit 26 to the ECU 11, and the ECU 11 starts operating. In this case, a high voltage is generated in the ignition coil 12 connected to the ECU 11, and the spark plug ignites the mixed gas in the engine 50. As a result, the engine 50 is started.

On the other hand, the pulse generator 10 provides the ECU 11 with an ignition timing signal for each rotation of the crank of the engine 50 as the AC magneto generator 4 rotates. Thereby, a high voltage is generated in the ignition coil 12 in response to the ignition timing signal, and the spark plug ignites the air-fuel mixture in the engine 50. As a result, the rotation of the engine 50 continues, and power is continuously supplied from the AC magneto generator 4 to the antitheft device 2 via the rectifier regulator 3 and the main switch 9.

In this state, the microcomputer 21 proceeds to the user authentication step (step S3) and performs user authentication. In this case, the microcomputer 21 reads the ID code stored in the transponder 29 through the ID code reader 28 and compares it with the ID code stored in the memory in advance.

When the user authentication is completed, the microcomputer 21 proceeds to a user authentication result determination step (step S4), and determines whether the user authentication is successful or unsuccessful. If the ID code stored in the transponder 29 matches the ID code stored in the memory in advance, it is determined that the user authentication has succeeded. If they do not match, it is determined that the user authentication has failed. The

As a result of this determination, if the user authentication is successful, the person who intends to drive the motorcycle 1 is considered to be a legitimate user, so the microcomputer 21 proceeds to the engine ignition process (step S5), and the output control circuit 26 is kept on. Accordingly, a high voltage is continuously generated in the ignition coil 12 in response to the ignition timing signal, and the spark plug ignites the air-fuel mixture in the engine 50. As a result, the authorized user can drive the motorcycle 1 as usual.

On the other hand, if the user authentication fails as a result of the determination in the user authentication result determination step (step S4), it is considered that the person trying to drive the motorcycle 1 is not a legitimate user, so the motorcycle 1 is stolen. Therefore, the engine 50 is stopped. At this time, when the rotation speed of the engine 50 is higher than the safe stop speed Fe at the time when the user authentication is completed, the rotation speed of the engine 50 is set to be equal to or lower than the safe stop speed Fe by the processing described below (steps S6 to S14). Decrease gradually.

First, the microcomputer 21 detects the current engine speed F0 based on the waveform of the voltage output from the rectifier regulator 3 in the first current engine speed detection step (step S6). The current engine rotation speed F0 means the rotation speed of the engine 50 at the current time, and changes with time.

When the battery 5 is open, a half-wave rectified voltage is output from the rectifier regulator 3 and input to the input circuit 22 of the theft deterrent device 2 through the main switch 9 as shown in FIG. At this time, the number of half waves generated by one rotation of the engine 50 is proportional to the number of poles of the AC magneto generator 4. For example, in the case of the 8-pole AC magneto generator 4, four half waves are generated by one rotation of the engine 50, and in the case of the 6-pole AC magneto generator 4, three half-waves are generated by one rotation of the engine 50. Half wave is generated. Therefore, based on this proportional relationship, the microcomputer 21 detects the current engine rotational speed F0 by calculating the rotational speed of the engine 50 from the period T of the voltage waveform. Note that the period T is the time from when the voltage exceeds a predetermined threshold value Vref to when it next exceeds the threshold value Vref.

Next, the microcomputer 21 proceeds to the target engine speed setting step (step S7), and sets the target engine speed F1 to the current engine speed F0. This target engine rotation speed F1 means the rotation speed of the engine 50 to be controlled, and changes with time as will be described later.

Thereafter, the microcomputer 21 proceeds to the first current engine speed determination step (step S8), reads the safe stop speed Fe from the memory, and determines whether or not the current engine speed F0 is equal to or less than the safe stop speed Fe. .

As a result of this determination, if the current engine speed F0 is equal to or lower than the safe stop speed Fe, it is considered safe even if the engine 50 is stopped as it is, so the microcomputer 21 performs the first engine ignition stop process (step The process proceeds to S9) and the output control circuit 26 is turned off. Thereby, no high voltage is generated in the ignition coil 12, and ignition of the air-fuel mixture in the engine 50 by the spark plug is stopped. As a result, it is possible to prevent the motorcycle 1 from being stolen while preventing the motorcycle 1 from overturning and stopping the motorcycle 1 safely.

On the other hand, as a result of the determination in the first current engine speed determination step (step S8), the current engine speed F0 is not less than or equal to the safe stop speed Fe (that is, the current engine speed F0 exceeds the safe stop speed Fe). In this case, if the engine 50 is stopped as it is, there is a possibility that the motorcycle 1 will fall over, so the microcomputer 21 proceeds to the second current engine speed determination step (step S10), and the current engine speed F0 is the target. It is determined whether or not the engine speed is F1 or less. In the first second current engine speed determination step (step S10), since the target engine speed F1 is set to the current engine speed F0 in step S7, the current engine speed F0 is set to the target engine speed F0. Equal to F1.

If the result of this determination is that the current engine speed F0 is less than or equal to the target engine speed F1, the microcomputer 21 proceeds to the engine ignition process (step S11) and continues the ON state of the output control circuit 26, or The output control circuit 26 is changed from the off state to the on state. Thereby, a high voltage is generated in the ignition coil 12 in response to the ignition timing signal, and the spark plug ignites the air-fuel mixture in the engine 50.

Thereafter, the microcomputer 21 proceeds to a predetermined time elapse determination step (step S12) and waits for a predetermined time, and then reads the differential rotation speed dF from the memory in the target engine rotation speed setting step (step S13), and the current engine rotation speed. The differential rotational speed dF is subtracted from F0, and the target engine rotational speed F1 is reset to the subtraction result. As a result, the target engine speed F1 decreases.

Next, the microcomputer 21 detects the current engine rotation speed F0 in the second current engine rotation speed detection step (step S14) by the same process as the first current engine rotation speed detection step (step S6) described above.

Next, the microcomputer 21 returns to the first current engine speed determination step (step S8) and repeats the same processing.

On the other hand, as a result of the determination in the second current engine speed determination step (step S10), the current engine speed F0 is not less than or equal to the target engine speed F1 (that is, the current engine speed F0 exceeds the target engine speed F1). If so, the microcomputer 21 proceeds to the second engine ignition stop step (step S15) to turn off the output control circuit 26 in order to reduce the rotational speed of the engine 50. Thereby, no high voltage is generated in the ignition coil 12, and ignition of the air-fuel mixture in the engine 50 by the spark plug is stopped.

Thereafter, the microcomputer 21 proceeds to the second current engine speed detection step (step S13), and thereafter repeats the same processing (steps S8 to S15).

As a result, when the rotational speed of the engine 50 gradually decreases by a differential rotational speed dF from the current engine rotational speed F0 detected in step S6, and the rotational speed of the engine 50 becomes equal to or less than the safe stop speed Fe, the engine 50 is stopped. To do.

On the other hand, if the battery 5 is not in the open state as a result of the determination in the battery state determination step (step S1), since the power is supplied from the battery 5 to the theft deterrent device 2, the microcomputer 21 immediately performs the user authentication step. The process proceeds to (Step S3) and user authentication is performed. In this case, power is supplied from the battery 5 to the theft deterrent device 2.

As a result of the determination in the user authentication result determination step (step S4), when the user authentication is successful, the microcomputer 21 proceeds to the engine ignition step (step S5) and turns on the output control circuit 26. Thereby, a high voltage is generated in the ignition coil 12 in response to the ignition timing signal, and the spark plug ignites the air-fuel mixture in the engine 50. Therefore, an authorized user can drive the motorcycle 1 as usual.

If the result of determination in the user authentication result determination step (step S4) is that user authentication has failed, the engine 50 has not started, so the microcomputer 21 passes through steps S6 to S8 in the first engine ignition stop step ( The process proceeds to step S9) and the output control circuit 26 is kept off. As a result, the theft of the motorcycle 1 can be suppressed.

(3) Effect of theft deterrent device As described above, according to the theft deterrent device 2 according to the present embodiment, when the user authentication fails as a result of the user authentication, the rotation speed of the engine 50 is incremented by the difference rotation speed dF. The engine 50 is stopped at a point when the speed is lowered step by step and becomes equal to or lower than the safe stop speed Fe. Therefore, the stall of the motorcycle 1 due to a rapid decrease in the rotational speed of the engine 50 is avoided. Therefore, even when a person other than the authorized user is running the motorcycle 1 with the vehicle body tilted at the end of user authentication, the motorcycle 1 is prevented from falling. As a result, it is possible to prevent the motorcycle 1 from being stolen while safely stopping the motorcycle 1.

Moreover, since the rectifier regulator 3 which is an existing part is used to detect the rotational speed of the engine 50, it is not necessary to add new parts and wiring. Therefore, an increase in manufacturing cost due to an increase in the number of parts can be avoided.

Furthermore, when the user authentication fails, the engine 50 is gradually reduced in speed by stopping the ignition of the air-fuel mixture in the engine 50 by the spark plug, so it is necessary to add new parts and wiring. There is no. Therefore, an increase in manufacturing cost due to an increase in the number of parts can be avoided.

(4) Other Embodiments (a) In the above embodiment, when the battery 5 is in the open state, the rotational speed of the engine 50 is detected based on the waveform of the voltage output from the rectifier regulator 3. However, the method for detecting the rotational speed of the engine 50 is not limited to this. For example, as shown by a broken line in FIG. 1, an input circuit 23 connected to the microcomputer 21 is further provided in the antitheft device 2, and the ignition timing signal from the pulse generator 10 is sent through the input circuit 23 to the microcomputer of the antitheft device 2. 21 may be input. Thereby, the microcomputer 21 can detect the rotational speed of the engine 50 based on the ignition timing signal.

In this case, in order to detect the rotational speed of the engine 50, only the wiring for connecting the pulse generator 10 and the input circuit 23, which are existing components, need be added, and no new components need be added. Therefore, an increase in manufacturing cost due to an increase in the number of parts can be avoided.

(B) In the above embodiment, the alternating current supplied from the AC magneto generator 4 is half-wave rectified by the rectifier regulator 3, and the engine 50 is driven based on the half-wave rectified voltage output from the rectifier regulator 3. The rotational speed is detected, but is not limited to this. For example, the threshold value Vref may be appropriately determined, the AC current output from the AC magneto generator 4 may be full-wave rectified, and the rotational speed of the engine 50 may be detected based on a voltage having a full-wave rectified waveform. .

(C) In the above embodiment, the safety stop speed Fe is set to the idling rotation speed, but the safety stop speed Fe is not limited to this. It is also possible to set the safe stop speed Fe to a value different from the idling rotational speed according to the running characteristics of the motorcycle 1 and the like.

(D) In the above embodiment, when the user authentication fails, the rotation speed of the engine 50 is gradually reduced by stopping the ignition of the air-fuel mixture in the engine 50 by the spark plug. The method for reducing the rotational speed of 50 is not limited to this. For example, the rotational speed of the engine 50 may be reduced by stopping fuel injection by the injector 36 shown in FIGS.

In this case, it is not necessary to add new parts and wiring. Therefore, an increase in manufacturing cost due to an increase in the number of parts can be avoided.

(E) In the above embodiment, the engine 50 is started by the kick lever 60, but the anti-theft device 2 can also be applied to a motorcycle that does not have the kick lever 60. In this case, the engine 50 can be started when the user pushes the motorcycle when the battery 5 is in the open state.

(F) In the above embodiment, the anti-theft device 2 is applied to the scooter type motorcycle 1 as an example of a transport device, but is not limited to this. The anti-theft device 2 may be applied to a motorcycle other than a scooter type (for example, a saddle riding type motorcycle).

Also, the anti-theft device 2 can be applied to various transportation equipment such as an automatic tricycle, an automatic four-wheel vehicle, and a ship.

Furthermore, the anti-theft device 2 can also be applied to transport equipment that does not have a battery.

(5) Correspondence of correspondence between each constituent element of claims and each constituent element of the embodiment Hereinafter, an example of correspondence between each constituent element of the claims and each constituent element of the embodiment will be described. Is not limited to the following examples.

In the above embodiment, the AC magneto generator 4, the rectifier regulator 3, and the microcomputer 21 are examples of the detection unit, the pulse generator 10 and the microcomputer 21 are other examples of the detection unit, the microcomputer 21, and the ID code reading The device 28 and the transponder 29 are examples of the authentication unit, the microcomputer 21, the output control circuit 26 and the ECU 11, the ignition coil 12 and the ignition plug are examples of the control unit, and the microcomputer 21 and the injector 36 are other examples of the control unit. Yes, the safe stop speed Fe is an example of the stop speed.

Also, the AC magneto generator 4 is an example of a generator, the rectifier regulator 3 is an example of a rectifier, and the pulse generator 10 is an example of a pulse generator.

Furthermore, the portion of the motorcycle 1 excluding the anti-theft device 2 and the rear wheel 39 is an example of a main body, and the rear wheel 39 is an example of a drive unit.

As each constituent element in the claims, various other constituent elements having configurations or functions described in the claims can be used.

The present invention can be widely applied to deter theft of various transport devices such as motorcycles, motor tricycles, motor vehicles, and ships.

Claims

A theft deterrent device for deterring theft of transport equipment equipped with an engine,
A detector for detecting the rotational speed of the engine;
An authentication unit for performing user authentication in a state where the engine is rotating;
When the rotation speed detected by the detection unit when the user authentication by the authentication unit fails is higher than a predetermined stop speed, the rotation speed of the engine gradually decreases below the stop speed. A theft deterrent apparatus comprising a controller for controlling the engine.
When the rotation speed detected by the detection unit is higher than the stop speed at the time when the user authentication by the authentication unit fails, the control unit has a predetermined rotation speed that is equal to or lower than the stop speed. The theft deterrent apparatus according to claim 1, wherein the engine is controlled so as to be gradually lowered.
The theft deterrent apparatus according to claim 1, wherein the stop speed is a rotational speed in an idling state of the engine.
A generator rotating with the engine;
A rectifier for rectifying the alternating current supplied from the generator;
The theft deterrent apparatus according to claim 1, wherein the detection unit detects a rotation speed of the engine based on a waveform of a voltage output from the rectifier.
A pulse generator for generating a pulse signal for controlling ignition timing of the engine in synchronization with rotation of the engine;
The theft deterrent device according to claim 1, wherein the detection unit detects a rotation speed of the engine based on a pulse signal generated by the pulse generator.
The theft deterrent apparatus according to claim 1, wherein the controller controls ignition of the engine so that a rotational speed of the engine gradually decreases below the stop speed.
The theft deterrent apparatus according to claim 1, wherein the control unit controls fuel injection of the engine so that a rotational speed of the engine gradually decreases below the stop speed.
The main body,
An engine provided in the main body,
A drive unit that moves the main body by rotation of the engine;
With a theft deterrent device that deters theft,
The anti-theft device is
A detector for detecting the rotational speed of the engine;
An authentication unit for performing user authentication in a state where the engine is rotating;
When the rotation speed detected by the detection unit when the user authentication by the authentication unit fails is higher than a predetermined stop speed, the rotation speed of the engine gradually decreases below the stop speed. And a control unit for controlling the engine.