JP2003343406A - Operation restriction mechanism of engine starting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation restriction mechanism of an engine starting device miniaturizable and capable of reducing a manufacturing cost. <P>SOLUTION: A smart ECU 66 drives a solenoid 41 subject to coincidence of an ID code on the side of a portable machine 51 with an ID code on the smart ECU 66 side when a starter knob is at a LOCK position. At that time, the solenoid 41 allows an engine to be started by the starter knob. The smart ECU 66 drives the solenoid 41 subject to detection of a stop state of a vehicle when the starter knob is at an ACC position. At that time, the solenoid 41 allows the starter knob to be changed over to the LOCK position. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation restricting mechanism for an engine starting device.

[0002]

2. Description of the Related Art Conventionally, in order to improve the safety of an automobile, an interlock mechanism has been used that limits the operation of a steering lock device by preventing the key from being pulled out when the vehicle is running. If the interlock mechanism is electric, the interlock mechanism allows key insertion / removal.
A key interlock solenoid is provided for prohibition.

In addition, there is an increasing demand for theft prevention of automobiles, and various mechanisms have been proposed to solve the problem. For example, there is a smart ignition device that enables the operation of an ignition switch and permits the engine to start when the ID code of the portable device and the ID code of the vehicle match. The smart ignition device is provided with a no-block solenoid for permitting / prohibiting the operation of the starter knob.
Since this smart ignition device uses an ID code that is more concealed than a mechanical key, it is possible to improve the vehicle antitheft property as compared with the case where the smart ignition device is not mounted.

However, although the number of vehicles equipped with a smart ignition device is gradually increasing, at present, it is difficult to reduce the manufacturing cost because it is overwhelmingly smaller than that of a vehicle not equipped with a smart ignition device.
One possible solution to the problem is to use a cover (lock body) that covers the entire engine starting device for both a vehicle equipped with a smart ignition device and a vehicle not equipped with a smart ignition device.

[0005]

However, when the smart ignition device is added to the electric key interlock mechanism, not only the key interlock solenoid but also the noblock solenoid is provided. In this case, the installation space for both solenoids is required, and the size of the entire engine starting device is increased.

Moreover, since two solenoids are required, the existing lock body for housing the engine starter cannot be used. Therefore, two types of dedicated lock bodies are required, and the manufacturing cost of the engine starter cannot be reduced.

The present invention has been made in view of the above problems, and an object thereof is to provide an operation restricting mechanism for an engine starter which can be reduced in size and reduced in manufacturing cost.

[0008]

In order to achieve the above object, the invention according to claim 1 provides a LOCK position and an ACC.
Locked parts are provided at the parts corresponding to the positions, and an operating means for starting and stopping the engine by manual operation,
In an operation restricting mechanism of an engine starter including an actuator that can be engaged with and disengaged from the locked portion and a control unit that controls driving of the actuator, when the operation unit is in the LOCK position, the control unit , The engagement with the locked portion by driving the actuator on condition that the ID code included in the transmission signal transmitted from the portable device matches the ID code preset in the control means. When the operating means is in the ACC position and the operating means is in the ACC position, the control means operates the actuator on the condition that a stop state of the vehicle is detected. By driving, the engagement with the locked portion is released, and the operation means can be switched to the LOCK position. To.

According to a second aspect of the present invention, in the first aspect of the invention, the operating means is switched between an ACC position and a LOCK position by rotating the operating means around a predetermined axis. The gist is that the operating means is movable along the axial direction.

According to a third aspect of the present invention, in the invention according to the first or second aspect, the control means sets the stop state of the vehicle when the shift range of the automatic transmission of the vehicle is in the stop range. The point is to detect.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the actuator maintains a state in which the actuator is engaged with the locked portion when not energized. In addition, the gist is that it is a solenoid that releases the engagement with the locked portion when energized.

The "action" of the present invention will be described below. According to the invention described in claim 1, the actuator enables the engine to be started by the operating means when the operating means is in the LOCK position. Further, the actuator controls the operating means to LO when the operating means is in the ACC position.
Enable switching operation to CK position. Therefore, the operating means is L
In both the OCK position and the ACC position, the same actuator needs to be driven to enable the operating means to be operated, and therefore the actuator installation space can be reduced. Therefore, the engine starter can be downsized and the collision safety can be improved.

Further, even if the smart ignition device is added, the engine starting device requires only one actuator. Therefore, the same lock body as that used in the existing engine starting device can be used for the lock body that houses the engine starting device. Therefore, the manufacturing cost of the engine starter can be reduced.

According to the second aspect of the invention, the operating means is movable along the axial direction thereof. Therefore, the time lag from the start to the completion of the driving of the actuator is absorbed within the time for operating the operating means in the axial direction, and the engagement between the actuator and the locked portion is reliably released. Therefore, when the operating means is quickly operated, it is possible to prevent the operating means from being caught by the actuator.

According to the third aspect of the present invention, when the vehicle is equipped with the automatic transmission, the stop state of the vehicle is detected on condition that the shift range is in the stop range, and the operating means is in the LOCK position. Switch operation becomes possible. Therefore, the safety of the vehicle is improved.

According to the fourth aspect of the present invention, the solenoid holds the engaged state with the locked portion when the power is not supplied. Therefore, when the battery is discharged, the engagement between the solenoid and the locked portion is not released, and the operation means cannot be operated. Therefore, the anti-theft property of the vehicle can be improved.
Further, since the solenoid is energized only when the engagement with the locked portion is released, it is possible to use a so-called short-time rated product with a short energization time for the solenoid, and it is possible to reduce the size of the solenoid. it can.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of an operation control mechanism of an engine starting device embodying the present invention will be described below with reference to FIGS.

As shown in FIG. 1, the engine starting device 11
Has a metal cylinder 13. An immobilizer 17 is attached to the lower surface of the cylinder 13. The cylinder 13 is provided with a through hole 14 extending in the left-right direction in FIG. Further, the cylinder 13 is provided with a mounting portion 15 and a housing portion 16. The accommodating portion 16 communicates with the through hole 14 via the plunger insertion hole 16a.

A rod-shaped camshaft 21 is provided in the through hole 14.
Is housed. A starter knob 22 as an operating means is connected to one end of the camshaft 21. The starter knob 22 is provided with a knob portion 22a. By rotating the starter knob 22 while gripping the knob portion 22a, the cam shaft 21 rotates and the engine is started / stopped. Further, by pressing the knob portion 22a, the starter knob 22 moves in the axial direction of the starter knob 22.

Further, as shown in FIGS. 1 and 2, a cam portion 31 is fitted on the cam shaft 21. As shown in FIG. 2, on the outer peripheral surface of the cam portion 31, the locked portions 32a,
32b are provided respectively. The length of the locked portion 32b along the circumferential direction is larger than the length of the locked portion 32a along the circumferential direction. The locked portion 32a corresponds to the LOCK position of the starter knob 22. Locked part 3
2b is a position other than the LOCK position of the starter knob 22 (A
CC position, ON position, and START position).

As shown in FIG. 1, the mounting portion 15 includes
A solenoid 41 as an actuator is screwed. A plunger 42 is housed in the solenoid 41. In addition, a stopper pin 43 is provided in the accommodating portion 16 so as to extend in the vertical direction. The stopper pin 43 is movable from the accommodating portion 16 along the vertical direction in FIGS. 1 and 2. The stopper pin 43 has a spring 44.
2 is always biased upward in FIG.

Further, as shown in FIG.
Is designed to disengage the stopper pin 43 from the locked portion 32a or the locked portion 32b. Specifically, the solenoid 41 holds the engaged state with the locked portion 32a or the locked portion 32b when not energized, and engages with the locked portion 32a or the locked portion 32b when energized. Is to be released. Then, as shown in FIG. 2, when the camshaft 21 is at the LOCK position, the stopper pin 4
3 is locked to the locked portion 32a. Further, as shown in FIG. 5C, the camshaft 21 is AC
When in the C position, the stopper pin 43 engages with the locked portion 32b.
It is designed to be locked in.

Next, the electrical construction of the engine starter 11 will be described with reference to FIGS. As shown in FIG. 3, the portable device 51 includes a reception circuit 52, a microcomputer (microcomputer) 53, a transmission circuit 54, and a transponder control unit 55.

The receiving circuit 52 includes a communication control device 6 which will be described later.
It is a circuit for receiving the request signal from the controller 1 and inputting the signal to the microcomputer 53. The microcomputer 53
It is a circuit for outputting an ID code signal as a transmission signal including a predetermined ID code set in advance when a request signal from the reception circuit 52 is input. The transmission circuit 54 is a circuit for modulating the ID code signal into a radio wave of a predetermined frequency and transmitting it to the outside. The receiving circuit 52 and the transmitting circuit 54 have antennas 52a, 54
a are connected to each other.

Further, the transponder control unit 55 outputs a transponder signal containing a preset ID code for the transponder when receiving sufficient energy by the electromagnetic wave. Specifically, the transponder control unit 55 automatically outputs a transponder signal of a predetermined frequency when receiving the transponder driving radio wave from the communication control device 61.

On the other hand, the communication control device 61 is mounted on a vehicle. The communication control device 61 includes a transmission circuit 62, a first reception circuit 63, a second reception circuit 64, a switching circuit 65, and a smart ECU 66 that constitutes a control means.

The smart ECU 66 includes the first receiving circuit 6
3, the transmission circuit 62 and the second reception circuit 64 are connected. An antenna 63a is connected to the first receiving circuit 63. In addition, the transmission circuit 62 and the second reception circuit 6
A switching circuit 65 is connected to the switching circuit 4, and the immobilizer 17 and the antenna 17a are connected to the switching circuit 65. The switching circuit 65 is a circuit for selectively connecting the immobilizer 17 and the antenna 17a to the transmission circuit 62 and the second reception circuit 64. Immobilizer 17
It is for amplifying the transponder signal received by the antenna 17a and outputting it to the second receiving circuit 64.

The first receiving circuit 63 receives the ID code signal output from the portable device 51 via the antenna 63a, demodulates the ID code signal into a pulse signal, and generates a first received signal. Has become. At the same time, the first reception circuit 63 sends the first reception signal to the smart ECU.
It is designed to output to 66.

An antenna 62a mounted inside the vehicle compartment is connected to the transmission circuit 62. Transmission circuit 62
Outputs a request signal into the vehicle interior through the antenna 62a. In addition, the transmission circuit 62 is
The transponder signal output from the smart ECU 66 is converted into a radio wave of a predetermined frequency to generate a transponder drive radio wave, which is output via the antenna 17a.

The second receiving circuit 64 can receive the transponder signal from the portable device 51 via the antenna 17a. This second receiving circuit 64
Is configured to demodulate the transponder signal into a pulse signal to generate a second reception signal and output the second reception signal to the smart ECU 66.

A shift lock ECU 81, which constitutes a control means, is connected to the smart ECU 66.
The shift lock ECU 81 detects that the shift range of the automatic transmission of the vehicle is in the stop range (parking position) and that the shift button provided on the operation lever of the automatic transmission is not pressed. ing. As a result, the shift lock ECU 81 detects the stopped state of the vehicle and outputs a vehicle stop signal to the smart ECU 66.

Further, the smart ECU 66 is connected with a solenoid drive ECU 71 as actuator drive control means which constitutes a control means. The solenoid 41 is connected to the solenoid drive ECU 71. The solenoid drive ECU 71 and the solenoid 41 are
It is housed in a lock body 12 as a closed housing. The solenoid drive ECU 71 controls the drive of the solenoid 41. As shown in FIG.
Driving power for the solenoid 41 is supplied from the smart ECU 66. The portion closed by the lock body 12 is a solenoid drive E against an attack from the outside.
A hard protect area 82 for protecting the CU 71 and the solenoid 41 is formed.

As shown in FIG. 4, a solenoid drive ECU
Reference numeral 71 is a CPU unit including a CPU 72. CP
U72 is connected to the base terminal of the transistor 74 via the resistor R1. Also, the CPU 72 and smart E
A power line 75 and a signal line 73 are connected to the CU 66. The power supply line 75 is for supplying drive power to the CPU 72. The signal line 73 is used for serial communication from the smart ECU 66 to the CPU 72 of information as to whether or not the encrypted ID codes match each other.

Further, the smart ECU 66 is specifically a CPU unit which is not shown in the figure and comprises a CPU, a ROM and a RAM, and intermittently outputs a request signal. Further, the smart ECU 66 has a predetermined ID set in advance.
When the code is stored and the first reception signal or the second reception signal is input, the ID code of itself is compared with the ID code included in the first reception signal or the second reception signal. When the ID codes match with each other, the smart ECU 66 outputs an operation signal to the CPU 72, and the CPU 72 outputs an operation signal to the transistor 74 to bring the solenoid 41 into the energized state.

More specifically, if the starter knob 22 is in the LOCK position and the ID code signal from the portable device 51 responds to the request signal output from the antenna 62a, the smart ECU 66 determines that the portable device 51 is in the vehicle interior. Then, the solenoid 41 is operated for 5 seconds. Further, when the power supply of the portable device 51 becomes weak or the operation of the starter knob 22 is confusing, the portable device 51 is inserted into the knob portion 22a as shown in FIG. At that time, if the transponder signal from the portable device 51 responds to the transponder drive radio wave, the smart ECU
66 operates the solenoid 41 for 5 seconds.

As a result, as shown in FIG. 5A, the plunger 42 operates and the stopper pin 43 and the locked portion 32 are engaged.
The engagement with "a" is released, and the starter knob 22 becomes rotatable. When the starter knob 22 is pushed in the axial direction in this state and then the starter knob 22 is rotated, the starter knob 22 is switched to the ACC position (shown in FIG. 5B) and the stopper pin 43 is locked. Three
2b (shown in FIG. 5 (c)). The pressing operation of the starter knob 22 in the axial direction of the starter knob 22 is performed by prompting the ID code verification again when the ID code verification is not completed, such as when the engine is not started immediately after getting on the vehicle. This is done to ensure the turning operation. At this time, as shown in FIGS. 5C and 5D, since the starter knob 22 can be rotated from the ACC position to the START position, a starter relay (not shown) is made conductive to drive a starter motor (not shown). By doing so, the engine can be started.
That is, the engine starting device 11 functions as a smart ignition device.

Further, the solenoid drive ECU 71 drives the solenoid 41 on condition that the stop state of the vehicle is detected when the starter knob 22 is at the ACC position. Specifically, the CPU 72 outputs an operation signal to the transistor 74 based on the vehicle stop signal from the shift lock ECU 81, and the solenoid 41
To energize. As a result, as shown in FIG. 5B, the plunger 42 is actuated, the engagement between the stopper pin 43 and the locked portion 32b is released, and the starter knob 22 becomes rotatable. Then, in this state, when the starter knob 22 is pressed in the axial direction and then rotated, the starter knob 22 is switched to the LOCK position. Then, as shown in FIG. 2, the stopper pin 43 engages with the locked portion 32a and the rotation of the starter knob 22 is prohibited. That is, the engine starting device 11 functions as a key interlock mechanism.

According to this embodiment, the following effects can be obtained. (1) In the solenoid 41, the starter knob 22 is LOCK
Allows the engine to be started by the starter knob 22 when in the position. Further, the solenoid 41 sets the starter knob 22 to the L position when the starter knob 22 is at the ACC position.
Enables switching operation to the OCK position. Therefore, regardless of whether the starter knob 22 is at the LOCK position or the ACC position, the same solenoid 41 is used to drive the starter knob 22 so that the starter knob 22 can be operated. Therefore, the installation space of the solenoid 41 can be reduced. Therefore, the engine starter 11 can be downsized and the collision safety can be improved.

Further, even if the smart ignition device is added to the existing vehicle, the engine starting device 11 needs only one solenoid 41. Therefore, the same lock body 12 as that used in the existing engine starting device 11 can be used as the lock body 12 that houses the engine starting device 11. Therefore, the manufacturing cost of the engine starter 11 can be reduced.

(2) The starter knob 22 can be pressed along its axial direction. Therefore, the time lag from the start of the driving of the solenoid 41 to the completion thereof is absorbed within the time when the starter knob 22 is pressed in the axial direction, and the stopper pin 43 and the locked portion 32a or the locked portion 32b are absorbed. The engagement is surely released. Therefore, when the starter knob 22 is quickly operated, the starter knob 22 can be prevented from being caught by the solenoid 41.

(3) When the vehicle is equipped with an automatic transmission, the stop state of the vehicle is detected because the shift range is in the stop range. Moreover, the stop state of the vehicle can be detected also by not pressing the shift button provided on the operation lever of the automatic transmission. Then, when the stop state of the vehicle is detected, the starter knob 22 can be switched to the LOCK position. Therefore, the starter knob 22 cannot be rotated to the LOCK position when the vehicle is running. Therefore, the safety of the vehicle is surely improved.

(4) The solenoid 41 holds the engaged state with the locked portion 32a or the locked portion 32b when the power is not supplied. Therefore, when the battery goes up, the engagement between the solenoid 41 and the locked portion 32a or the locked portion 32b is not released, and the starter knob 22 cannot be operated. Therefore, the anti-theft property of the vehicle can be improved. Also,
The solenoid 41 is the locked portion 32a or the locked portion 32b.
Since the current is supplied only when the engagement with is released, it is possible to use a so-called short-time rated product having a short energization time for the solenoid 41, and the solenoid 41 can be downsized.

(5) The solenoid 41 and the solenoid drive ECU 71 having the CPU 72 are provided in the closed lock body 12. Therefore, the power line 75
Even if a current is applied to the transistor 74, the current does not directly flow to the transistor 74 as in the case where the CPU 72 is not provided, so that the operation of the transistor 74 is prevented. That is, it is possible to prevent the starter knob 22 from rotating due to the driving of the solenoid 41. Therefore, it is possible to prevent others from starting the engine. Therefore, the anti-theft property of the vehicle can be more reliably improved.

The present embodiment may be modified as follows. In the above-described embodiment, the starter knob 22 can be pressed along the axial direction. However, the starter knob 22 may be pulled along the axial direction.

The stop state of the vehicle may be detected under any one of the conditions when the shift range is in the stop range and when the shift button is not pressed, or under other conditions. You may make it detect. For example, the stop state of the vehicle may be detected when the vehicle speed sensor indicates 0 km / h.

In the above embodiment, the solenoid 41
Is the locked portion 32a or the locked portion 32 when energized.
The engagement with b may be maintained and the engagement with the locked portion 32a or the locked portion 32b may be released when the power is not supplied.

In the above embodiment, the solenoid 41
Instead of using as an actuator, for example, a motor may be used as an actuator. In this case, for example, a pinion gear is attached to the shaft of the motor, and a rack gear that meshes with the pinion gear is provided on the stopper pin 43 along the longitudinal direction of the stopper pin 43. When the motor is driven, the stopper pin 4
3 is driven, and the stopper pin 43 disengages with respect to the locked portion 32a or the locked portion 32b.

Next, the technical idea grasped by the above embodiment and other examples will be described below. (1) In Claim 3, the control means detects the stop state of the vehicle when the shift button provided on the operation lever for changing the shift range is not pressed, and the operation control of the engine starter is performed. mechanism. Therefore, according to the technical idea (1), the safety of the vehicle is more surely improved.

(2) In any one of claims 1 to 4 and technical idea (1), the actuator and actuator drive control means for controlling the drive of the actuator are provided in a closed casing. The operation control mechanism of the engine starting device. Therefore, according to the technical idea (2), the antitheft property of the vehicle can be more reliably improved.

[0050]

As described above in detail, according to the invention described in claim 1, the engine starting device can be downsized and the collision safety can be improved. Further, the manufacturing cost of the engine starting device can be reduced.

According to the second aspect of the present invention, it is possible to prevent the operating means from being caught by the actuator when the operating means is quickly operated. According to the invention described in claim 3, the safety of the vehicle is improved.

According to the fourth aspect of the invention, the antitheft property of the vehicle can be improved. Further, it is possible to use a so-called short-time rated product having a short energization time for the solenoid, and the solenoid can be downsized.

[Brief description of drawings]

FIG. 1 is a cross-sectional view of an engine starting device according to the present embodiment.

FIG. 2 is a sectional view taken along line AA of FIG.

FIG. 3 is a block diagram showing an electrical configuration of an engine starting device.

FIG. 4 is a circuit diagram of an engine starting device.

5A to 5D are explanatory views showing movements of a solenoid and a camshaft.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 11 ... Engine starter, 22 ... Starter knobs as operation means, 32a, 32b ... Locked parts, 41 ... Solenoids as actuators, 51 ... Portable machine, 66 ... Smart ECU which constitutes control means, 71 ... Control means Comprising solenoid drive ECU 81, shift lock ECU constituting control means.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Masaya Okuno             260-chome, Toyota, Oguchi-cho, Niwa-gun, Aichi             Tokai Rika Electric Co., Ltd. (72) Inventor Osamu Tokaibayashi             260-chome, Toyota, Oguchi-cho, Niwa-gun, Aichi             Tokai Rika Electric Co., Ltd. F-term (reference) 3G084 BA28 CA01 EA11 FA06

Claims (4)

[Claims] Claims: 1. A locked portion is provided at each of the LOCK position and the ACC position, an operating means for starting and stopping an engine by a manual operation, and an actuator detachable from the locked portion. In an operation restricting mechanism of an engine starter including a control unit that controls driving of the actuator, when the operation unit is in the LOCK position, the control unit includes an ID included in a transmission signal transmitted from a portable device. By driving the actuator on the condition that the code and the ID code preset in the control means match, the engagement with the locked portion is released to start the engine by the operating means. In addition to the above, when the operating means is in the ACC position, the control means is provided on condition that a stop state of the vehicle is detected. Wherein by driving the actuator, the operation restricting mechanism of the engine starting apparatus can be switched operating said operating means to release the engagement in the LOCK position of the engaged portion Te. 2. The operating means switches between an ACC position and a LOCK position by rotating the operating means around a predetermined axis, and the operating means is movable along the axial direction. The operation control mechanism of the engine starter according to. 3. The operation restricting mechanism for an engine starting device according to claim 1, wherein the control means detects a stopped state of the vehicle when the shift range of the automatic transmission of the vehicle is in the stop range. 4. The solenoid according to claim 1, wherein the actuator holds a state of being engaged with the locked portion when de-energized, and releases the engagement with the locked portion when energized. The operation control mechanism of the engine starter according to any one of 3 above.