JP2002326562A - Vehicle anti-theft device - Google Patents

Abstract

(57) [Problem] To provide a vehicle anti-theft device capable of sufficiently and inexpensively suppressing occurrence of vehicle theft. SOLUTION: A theft occurrence determining means 126 for determining the occurrence of theft of the vehicle based on an identification signal transmitted from a key 94 of the vehicle, and an automatic transmission 16 which is unsteady when the occurrence of theft of the vehicle is determined. Since the shift control unit 120 for setting the state is provided in the shift electronic device 82 in the automatic transmission 16, the shift electronic device 82 therein cannot be replaced unless the automatic transmission 16 is disassembled. Therefore, as a necessary tool for stealing the vehicle, a jack device for lifting the vehicle body or the like is required, and occurrence of theft of the vehicle can be sufficiently and inexpensively suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-theft device for preventing the vehicle from being stolen by making the vehicle difficult to travel when the vehicle is stolen.

[0002]

2. Description of the Related Art Forcibly removing a cylinder into which an ignition key of a vehicle is inserted, and connecting (short-circuiting) predetermined ones of electric wires connected to terminals of an ignition switch provided on the cylinder. Thefts that steal vehicles by activating engines have occurred frequently.

On the other hand, when an ignition switch is turned on using a vehicle key, an IC card, a cellular phone, a portable terminal, or the like, an identification signal transmitted from a transmitter incorporated in the key or the like is transmitted to, for example, an engine control. An anti-theft device that is received by a receiver provided in an electronic control device of a vehicle, such as an electronic control device or an electronic control device for steering, and that determines the occurrence of theft when the identification signal does not match the identification signal stored in advance. Has been proposed. For example, the anti-theft devices described in JP-A-7-232619 and JP-A-8-244558 are known, and are also known as immobilizers (electronic lock devices).

[0004]

However, in some cases, the above-described conventional anti-theft device still cannot sufficiently prevent the vehicle from being stolen. For example, an electronic control device having a function to determine the occurrence of theft, such as an electronic control device for an engine, is replaced with an electronic control device having no such function, and the electric wires connected to the cylinder into which the ignition key is inserted are included. There is a case where the vehicle is stolen by operating the engine by connecting or short-circuiting the predetermined ones.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle anti-theft device capable of sufficiently and inexpensively suppressing the occurrence of vehicle theft. It is in.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide an automatic transmission in which a shift electronic control unit is provided in the automatic transmission. A vehicle theft prevention device, wherein the transmission electronic device comprises: (a) a theft occurrence determining means for determining the occurrence of theft of the vehicle; and (b) a determination of occurrence of theft of the vehicle by the theft occurrence determination means. Transmission control means for setting the automatic transmission in an unsteady state.

[0007]

In this manner, when the theft is determined by the theft determining means for determining the occurrence of theft of the vehicle and the theft determining means determines the occurrence of theft of the vehicle, the automatic transmission is operated in an unsteady state. Since the transmission control device for setting the state is provided in the transmission electronic device in the automatic transmission, the transmission electronic device in the automatic transmission cannot be replaced unless the automatic transmission is disassembled. A jack device that lifts the car body is necessary as a necessary tool to
It is possible to sufficiently prevent the vehicle from being stolen. In addition, the storage of the anti-theft identification signal and the theft occurrence determination program conventionally provided in the engine electronic control device can be easily transferred to the shift electronic control device in the automatic transmission. The occurrence of theft can be suppressed at low cost.

[0008]

Preferably, the shift control means changes the gear position of the automatic transmission to the highest gear ratio when the theft occurrence determination means determines that the vehicle has been stolen. Alternatively, the gear ratio is fixed at the lowest gear ratio. In this way, when it is determined that the vehicle has been stolen,
When the speed of the automatic transmission is set to the highest gear ratio or the lowest gear ratio, it becomes difficult for the vehicle to travel, so that theft is preferably suppressed.

Preferably, an operation position of a shift operation body operated by a driver is detected, and a switching state of a hydraulic control circuit of the automatic transmission is changed to a parking position, a reverse position, A travel position selection operation device is provided which switches between a neutral position and a forward travel position using an actuator that is electrically controlled. In this way, when it is determined that the vehicle has been stolen, the switching state of the hydraulic control circuit of the automatic transmission can be fixed at one of the parking position, the reverse position, the neutral position, and the like, and the occurrence of theft of the vehicle can be prevented. When the determination is made, traveling of the vehicle can be made difficult.

Preferably, the shift control means sets the automatic transmission to a parking position when the theft occurrence determining means determines that the vehicle has been stolen. In this way, when it is determined that the vehicle has been stolen, the vehicle is prevented from running.

Preferably, in the vehicle, the electronic control unit for shifting and the other electronic control units are connected to each other via a communication network so that mutual communication is possible. With this configuration, the mutual communication between the shift electronic control unit and the other electronic control units allows
The accuracy of the anti-theft control is improved.

[0012] Preferably, the theft occurrence determining means determines the occurrence of theft of the vehicle in connection with an operation of turning on an ignition key of the vehicle. With this configuration, it is determined that the vehicle has been stolen when the vehicle is stopped before traveling, so that the safety of the vehicle when the occurrence of theft is determined is ensured.

Preferably, the theft occurrence determining means determines that the identification signal stored when the engine of the vehicle is first started and the identification signal transmitted from a key of the vehicle do not match. This is to determine the occurrence of the theft of the vehicle based on this. In this way, after the engine of the vehicle exits the assembly line where the vehicle is first started, the vehicle cannot run normally unless the shift electronic control unit in the automatic transmission is replaced.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a skeleton diagram for explaining a configuration of a vehicle power transmission device to which a control device according to one embodiment of the present invention is applied. In the figure, an output of an engine 10 as a power source is input to an automatic transmission 16 via a clutch 12 and a torque converter 14 and transmitted to driving wheels via a differential gear device and an axle (not shown). ing. A first motor generator MG1 functioning as an electric motor and a generator is disposed between the clutch 12 and the torque converter 14. The torque converter 14 includes a pump impeller 20 connected to the clutch 12,
The turbine wheel 24 connected to the input shaft 22 of the automatic transmission 16 and the pump wheel 20 and the turbine wheel 24
A lock-up clutch 26 for directly connecting between the two and a stator wheel 30 whose rotation in one direction is prevented by a one-way clutch 28.

The automatic transmission 16 includes a first transmission 32 for switching between high and low speeds, and a second transmission 34 for switching between a reverse speed and four forward speeds. The first transmission 32 includes an HL planetary gear device 36 including a sun gear S0, a ring gear R0, and a planetary gear P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0.
The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the carrier K0, and the brake B0 is provided between the sun gear S0 and the housing 38.

The second transmission 34 is a first planetary gear unit 40 comprising a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, A sun gear S2, a ring gear R2, and a carrier K
2 and a second planetary gear unit 42 comprising a planetary gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and rotatably supported by the sun gear S3, the ring gear R3 and the carrier K3. And S3 and a third planetary gear unit 44 including a planetary gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 46. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 48, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 48. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 38.
It is provided in. A one-way clutch F1 is provided between the housing 38 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 22.

A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 38 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 16 configured as described above, for example, according to the operation table shown in FIG. 2, the automatic transmission 16 is switched to one of the first reverse speed and the five forward speeds with sequentially different speed ratios. In FIG. 2, “○” indicates an engaged state, a blank indicates a released state, “◎” indicates an engaged state during engine braking, and “△” indicates an engagement that is not involved in power transmission. . As is apparent from FIG. 2, in the upshift from the second speed (2nd) to the third speed (3rd), a clutch-to-clutch shift is performed in which the brake B3 is released and at the same time the brake B2 is engaged. A period in which the engagement torque is provided in the process of releasing the brake B3 and a period in which the engagement torque is provided in the process of engaging the brake B2 are provided so as to overlap. The other shifts are performed only by engaging or releasing one clutch or brake. Each of the clutch and the brake is a hydraulic friction engagement device that is engaged by a hydraulic actuator.

The engine 10 includes a supercharger 54 described later.
And to reduce fuel consumption,
This is a lean burn engine in which lean injection, in which the air-fuel ratio A / F is higher than the stoichiometric air-fuel ratio, is performed at light load by injecting fuel into the cylinder. The engine 10 includes a pair of left and right banks each including three cylinders, and the pair of banks can be operated independently or simultaneously. That is, the number of working cylinders can be changed.

For example, as shown in FIG. 3, an exhaust turbine type supercharger (hereinafter referred to as a supercharger) 54 is provided in the intake pipe 50 and the exhaust pipe 52 of the engine 10. The turbocharger 54 is provided in an intake pipe 50 for compressing the intake air to the engine 10 with a turbine wheel 56 that is rotationally driven by the flow of exhaust gas in an exhaust pipe 52, and is provided in the turbine wheel 56. Connected pump wheel 5
The pump wheel 58 is driven to rotate by the turbine wheel 56. Further, a bypass pipe 61 that bypasses the turbine impeller 56 is connected to the exhaust pipe 52, and changes the ratio between the amount of exhaust gas passing through the turbine impeller 56 and the amount of exhaust gas passing through the bypass pipe 61. A waste gate valve 59 for adjusting the supercharging pressure Pa is provided.

The intake pipe 50 of the engine 10 is provided with a throttle valve 62 operated by a throttle actuator 60. This throttle valve 62
Is basically controlled so as to have an operation amount of an accelerator pedal (not shown), that is, an opening degree θ _TH corresponding to the accelerator opening degree θ _ACC. The opening degree is controlled according to the vehicle state.

As shown in FIG. 3, the first motor generator MG1 is disposed between the engine 10 and the automatic transmission 16, and the clutch 12 is disposed between the engine 10 and the first motor generator MG1. ing. Each hydraulic friction engagement device of the automatic transmission 16 and the lock-up clutch 26 are controlled by a hydraulic control circuit 66 using a hydraulic pressure generated from an electric hydraulic pump 64 as a base pressure. Further, a second motor generator MG2 is operatively connected to engine 10. And
A fuel cell 70 and a secondary battery 71 functioning as power sources for the first motor generator MG1 and the second motor generator MG2, and the first motor generator M
Changeover switches 72 and 73 for controlling the current supplied to G1 and second motor generator MG2 or controlling the current supplied to secondary battery 71 for charging are provided. The changeover switches 72 and 73 indicate a device having a switch function, and may be constituted by, for example, a semiconductor switching element having an inverter function or the like.

As shown in FIG. 4, for example, the automatic transmission 16 includes an oil pan 76 fixed to the lower side of the housing 74 by bolting, and a valve body 78 covered by the oil pan 76. It is attached to the lower side of the vehicle body at the center in the width direction of the vehicle.
For this reason, the distance H between the oil pan 76 and the road surface 80 is as small as about 20 cm, for example, especially in a FF vehicle, where the automatic transmission 16 or the oil pan 76 cannot be easily removed unless the vehicle body is lifted. It has been. The valve body 78 is provided with an oil passage and a solenoid valve, which constitute the main parts of the hydraulic control circuit 66 for gear shift control, and is provided with a gear shift electronic control unit 82. The shift electronic control unit 82 is for exclusively controlling the gear position of the automatic transmission 16 and executing anti-theft control. As shown in FIG. 5, another electronic control unit such as an engine room or a vehicle is provided. A communication line (C) is connected to the engine electronic control device 84 and the power steering electronic control device 86 provided in the room.
They are interconnected via an AN (Car Area Network) 88 so that input signals and control signals can be exchanged.

FIG. 6 shows the vicinity of the driver's seat 90 of the vehicle. 6, an ignition key cylinder 96 into which an insertion portion 95 of a vehicle key 94 shown in FIG. 7 is inserted is fixedly provided in front of a driver's seat 90 and on the right side of a steering wheel 92. The key 94 has a storage section 98 in which an identification signal (immobility signal) for theft prevention is stored (learned) in advance at, for example, a factory shipment stage or a maintenance stage at a maintenance shop. A transmitting device 100 is provided which transmits the identification signal by radio waves or the like at all times in association with or at a constant period. In the vicinity of the left side of the seat 90, a reverse travel (R) position, an automatic shift forward travel (D) position, an upshift position (UP) and a downshift position (D) of a manual shift are provided.
WN), an automatic return type operation lever 1 which is operated alternatively.
02, and a shift operation device 108 including a parking switch 104 operated to select the parking (P) position and a neutral switch 106 operated to select the neutral (N) position. Lever 102
, A signal indicating that the parking switch 104 has been operated, or a signal indicating that the neutral switch 106 has been operated, is output to the electronic control unit 82 for shifting.

FIG. 8 shows that the manual valve 112 of the hydraulic control circuit 66 is directly connected to the shift lever.
Unlike a conventional travel position selection operating device that generates a travel range pressure according to the operation position of the shift lever, a so-called shift-by-wire travel position selection operation device in which an electrically driven actuator switches a manual valve. Is schematically shown. In FIG. 8, the shift electronic control unit 82 operates an electric actuator 110 such as an electric motor, a rotary solenoid, or an electromagnet in accordance with a signal from the shift operation device 108 to thereby control the spool valve of the manual valve 112 of the hydraulic control circuit 66. Child 114
The detent plate 118 connected to the manual valve 112 via a detent spring device 116
To generate a hydraulic pressure corresponding to the operation position of the operation lever 102, the operation of the parking switch 104, and the operation of the neutral switch 106.

The shift electronic control unit 82 includes a CPU,
It comprises a so-called microcomputer comprising a ROM, a RAM, an input / output interface, etc.
By performing signal processing according to a program pre-stored in the ROM while utilizing the temporary storage function of the AM, a shift control for automatically switching the gear position of the automatic transmission 16, an anti-theft control, and the like are executed. For example, in the above-described shift control, the actual vehicle running state, that is, the accelerator opening θ _{AC C} (%) is obtained from a well-known relationship (shift diagram) stored in advance.
And a shift speed is determined based on the vehicle speed V, and solenoid valves (shift solenoids) S1, S2, and S3 in the hydraulic control circuit 66 are controlled so as to obtain a gear corresponding to the shift determination, and an engine brake is generated. At this time, the solenoid valve S4 is driven.

FIG. 9 is a functional block diagram for explaining the main control functions of the electronic control unit 82 for shifting. FIG.
In the shift control means 120 is basically well-known shifting diagram based on the running state of the vehicle from the map (shifting map) i.e. the vehicle speed V and the accelerator pedal opening theta _ACC running shift determination, it is determined A shift command signal for switching to a gear for obtaining a shift speed is output to a solenoid valve of the hydraulic control circuit 66 or the like.

The receiving device 122 is provided in the shift electronic control device 82, and is provided in the key 94, and is provided with an identification transmitted in association with a key operation from the transmitting device 100 or at a constant period. Receive the signal. The ignition key operation determining means 124 determines whether or not the ignition switch has been turned on with the vehicle key 94 inserted into the ignition key cylinder 96, based on a signal from the ignition switch. When the ignition key operation determining unit 124 determines that the ignition switch is turned on, the immobilized learning completed determining unit 126 determines whether or not the identification signal for theft determination is stored in the electronic control unit 82 for shifting in advance. But
The determination is made based on a signal in the ROM or RAM of the electronic control unit 82 for shifting.

The theft occurrence determining means 128 determines that the ignition switch has been turned on by the ignition key operation determining means 124, and the identification signal for theft determination by the immobilized learning completed determining means 126 is previously determined by the shifting electronic device. If it is determined that the data is stored in the control device 82, it is determined whether the theft has occurred based on the identification signal transmitted from the key 94 and the identification signal stored in the electronic control device 82 for shifting. For example, the occurrence of theft is determined based on the fact that the identification signal transmitted from the key 94 and the identification signal stored in advance in the shift electronic control unit 82 do not match each other.

When the theft occurrence determination means 128 determines that the theft has occurred, the unsteady control means 130
Immediately, the automatic transmission 16 is set to an unsteady state different from the normal shift state determined from the shift diagram, and the shift control means 120 is immediately caused to make the automatic transmission 16 impossible to travel or difficult to travel. For example, the automatic transmission 16 is set in a parking state or a neutral state to make traveling impossible, or the automatic transmission 16 is made to make traveling difficult.
Gear is fixed to the highest gear or the lowest gear. That is, the unsteady control means 130 also functions as an anti-theft control means for controlling the automatic transmission 16 at the time of the theft determination to cause an obstacle to the running of the vehicle and prevent the theft. When the automatic transmission 16 is parked, the power transmission path in the automatic transmission 16 is cut off and the rotation of the output shaft 46 of the automatic transmission 16 is locked, as is apparent from FIG. When the automatic transmission 16 is set in the neutral state, the power transmission path in the automatic transmission 16 is shut off as is apparent from FIG.

The learning instruction means 132 is provided at a timing at which the identification signal is written, for example, when the electronic control unit 82 for shifting is set up and started to operate immediately after starting the engine after the assembly of the vehicle is completed at the assembly factory. Key 94 used for the vehicle in some cases
The electronic control unit 82 for transmitting the identification signal for determining the occurrence of theft in association with the identification signal stored in the storage unit 98 of the transmission 82
And outputs a learning command to be stored in advance. The immobilization signal learning means 134 outputs an identification signal for determining the occurrence of theft in association with the identification signal stored in the storage section 98 of the key 94 used for the vehicle, based on the learning instruction by the learning instruction means 132. It is stored in the shift electronic control unit 82. The non-stationary control prohibiting unit 136 controls the non-stationary control unit 130 until the learning command is issued from the learning command unit 132, that is, until the transmission electronic control unit 82 stores the identification signal for determining the occurrence of theft. Automatic transmission 16
To prohibit unsteady control using.

FIG. 10 is a flowchart for explaining a main part of the control operation by the shift electronic control unit 82, that is, a theft prevention control routine, which is repeatedly executed at a very short cycle of about several msec to several tens msec.

In FIG. 10, in step (hereinafter, step is omitted) SA1, input signal processing such as signal reading and updating is executed. Next, at SA2 corresponding to the ignition key operation determination means 124,
It is determined based on a signal from the ignition switch whether or not the ignition switch has been turned on with the key 94 of the vehicle inserted into the ignition key cylinder 96. If the determination at SA2 is denied, this routine ends.

However, if the judgment at SA2 is affirmative, the SA corresponding to the immobilized
In 3, it is determined whether or not the identification signal for theft determination is stored in advance in the shift electronic control unit 82.
If the determination in SA3 is denied, in the case of SA4 corresponding to the learning instruction means 132, the theft occurs in association with the identification signal stored in the storage unit 98 of the key 94 used for the vehicle completed in the assembly factory at SA4. It is determined whether or not an instruction for factory learning has been issued to cause the electronic control unit for shifting 82 to store an identification signal for determining the above. This S
If the determination of A4 is negative, the above SA5 and subsequent steps are executed, but if the determination is affirmative, the immobilization signal learning means 1
At SA6 corresponding to 34, factory learning for storing the identification signal in the shift electronic control unit 82 is performed.

If the determination at SA3 is affirmative, or if SA6 has been executed, at SA7 corresponding to the theft occurrence determination means 128, the identification signal transmitted from the key 94 and the electronic control unit 82 It is determined whether or not the theft has occurred based on the identification signal stored in advance. For example, the occurrence of theft is determined based on the fact that the identification signal transmitted from the key 94 and the identification signal stored in advance in the shift electronic control device 82 do not match each other. If the determination in SA7 is denied, the steady control is executed in SA8, and the execution of the steady shift control based on the shift diagram is permitted. However, if the determination in SA7 is affirmative, the control proceeds to S
At A9, the unsteady control of the automatic transmission 16 is preferentially executed. That is, to make the vehicle difficult to travel,
The automatic transmission 16 is preferentially set to the parking state or the neutral state, or is fixed to the highest gear stage (ratio), that is, the minimum gear ratio or the lowest gear stage (ratio), that is, the maximum gear ratio. I do.

As described above, according to this embodiment, the theft occurrence determining means 126 (SA7) for determining the occurrence of theft of the vehicle based on the identification signal transmitted from the key 94 of the vehicle.
When the theft occurrence determining means 126 determines that the vehicle has been stolen, the shift control means 120 for setting the automatic transmission 16 to the non-stationary state is transmitted to the shift electronic device 82 in the automatic transmission 16. Since the automatic transmission 16 is provided, the transmission electronic device 82 therein cannot be replaced unless the automatic transmission 16 is disassembled. In addition, the automatic transmission 16 is provided below the vehicle body and lifts the vehicle body. Unless the transmission electronic device 82 can be taken out of the vehicle, a jack device or the like that lifts the vehicle body is necessary as a tool necessary for stealing the vehicle, especially in an FF vehicle, and the occurrence of theft of the vehicle is sufficiently suppressed. be able to.
Further, the storage of the anti-theft identification signal and the theft occurrence determination program conventionally prepared in, for example, the engine electronic control device can be easily transferred to the shift electronic control device 82 in the automatic transmission 16. Thus, the occurrence of vehicle theft can be suppressed at low cost.

According to the present embodiment, the shift control means 1
When the theft occurrence determining means 128 determines that the vehicle has been stolen, the speed of the automatic transmission 16 is set to the highest gear (the ratio), ie, the minimum gear ratio or the lowest gear (the ratio), ie, the maximum. Since the speed ratio is fixed, when the vehicle is stolen, the speed of the automatic transmission 16 is automatically set to the highest speed or the lowest speed, so that the vehicle travels. Is difficult, theft is suitably suppressed.

According to the present embodiment, the operating position of the shift lever (shift operating body) 102 operated by the driver is detected, and the hydraulic control circuit 66 of the automatic transmission 16 is operated in accordance with the operating position. A traveling position selection device that switches the switching operation state of the manual valve 112 to any of a parking (P) position, a reverse (R) position, a neutral (N) position, and a forward traveling (D position) using an actuator that is electrically controlled. (Shift operation device 108) is provided,
When the theft occurrence determination means 128 determines that the vehicle has been stolen, the shift control means 120 sets the automatic transmission 16 to the parking (P) position or the neutral (N) position. When the occurrence of the theft is determined, the traveling of the vehicle is suitably prevented.

Further, according to the present embodiment, in the vehicle,
The shift electronic control unit 82 and other electronic control units such as the engine electronic control unit 84 and the power steering electronic control unit 86 are connected via a communication line (communication network) 88 so that mutual communication is possible. Therefore, the communication between the shift electronic control unit 82 and the other electronic control units improves the accuracy of the anti-theft control.

Further, according to this embodiment, the theft occurrence determining means 128 determines the occurrence of theft of the vehicle in connection with the operation of turning on the ignition key of the vehicle. Since the occurrence of the theft of the vehicle is determined in the above, the safety of the vehicle when the occurrence of the theft is determined is ensured.

According to the present embodiment, the theft occurrence determining means 128 transmits the identification signal stored in the shift electronic control unit 82 and the key 94 of the vehicle when the engine 10 of the vehicle is first started. Is determined based on the fact that the identification signal does not match with the detected identification signal. Therefore, after the engine 10 of the vehicle exits the assembly line where the vehicle was first started, the automatic transmission 16 Unless the shift electronic control unit 82 is replaced, there is an advantage that the vehicle cannot run normally.

While the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, the theft occurrence determining means 126 determines whether the identification signal transmitted from the key 94 and the shift electronic control unit 8
2 is determined based on the fact that the identification signal stored in advance does not coincide with the identification signal stored in advance, but a value calculated from a calculation formula stored in advance based on the identification signals of both the identification data is set in advance. For example, the occurrence of the theft may be determined based on the fact that the identification signals of the two do not have a certain predetermined correlation, such as being different from the set value.

Further, as shown in FIG. 8, the traveling position selection operating device of the above-described embodiment is a so-called shift-by-wire system that switches the manual valve 112 by operating an electric actuator 110 in accordance with an electric signal from the shift operating device 108. Although the system is configured by the system, the shift lever and the manual valve 112 may be mechanically connected, and the manual valve 112 may be directly switched by operating the shift lever.

In the vehicle of the above-described embodiment, the identification signal used for the determination of theft occurrence is learned (stored) in the shift electronic control unit 82 after the assembly is completed and before the engine is started. For example, in a maintenance shop, an identification signal that can determine the occurrence of theft in cooperation with the identification signal stored in the key 94 may be stored in the electronic control unit 82 for shifting. Note that an IC card, a mobile phone, a mobile terminal, or the like may be used instead of the key 94 to transmit the identification signal.

In the vehicle of the above-described embodiment, the theft is determined in connection with the ignition switch being turned on. However, when the vehicle is stopped, that is, when the vehicle speed V is zero, the theft is determined. The occurrence determination may be performed.

Further, in the vehicle of the above-described embodiment, the identification signal is transmitted by radio waves in association with the key operation from the transmitting device 100 or at a constant period. It may be sent.

In the vehicle of the above-described embodiment, the planetary gear type automatic transmission 16 is used. However, the transmission belt is wound around a pair of variable pulleys having a variable effective diameter, and the automatic transmission is controlled. It may be a continuously variable transmission or a multi-mode MT (MMT) capable of performing automatic shift control and manual shift control.

Although not specifically exemplified, the present invention can be embodied with various modifications and improvements based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a configuration of a vehicular automatic transmission controlled by a control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of hydraulic friction engagement devices and a gear established by the combination in the automatic transmission of FIG. 1;

FIG. 3 is a diagram illustrating a main part of a prime mover and a drive system of a vehicle including the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating a mounting position of the automatic transmission of FIG. 1 with respect to a vehicle and a mounting position of a shift electronic control device.

5 is a diagram illustrating a connection state of a communication line between the shift electronic control device of FIG. 4 and another electronic control device.

FIG. 6 is a view for explaining an ignition key cylinder into which a key of the vehicle is inserted and a mounting position of a shift operation device in the vehicle of FIG. 1;

FIG. 7 is a diagram illustrating the shape and configuration of a key inserted into an ignition key cylinder.

FIG. 8 is a diagram illustrating a configuration of a traveling position selection operation device configured by a so-called shift-by-wire system in the vehicle of FIG. 1;

9 is a functional block diagram illustrating a main part of a control function by the electronic control device of FIG. 8, that is, a main part of an anti-theft control function.

10 is a flowchart illustrating a main part of a control operation by the electronic control device of FIG. 8, that is, a main part of an anti-theft control operation.

[Explanation of symbols]

 16: Automatic transmission (transmission) 82: Electronic control unit for shifting 88: Communication line (communication network) 108: Shift operating device (traveling position selecting device) 110: Electric actuator (traveling position selecting device) 120: Shift control Means 128: Theft occurrence determination means

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Claims (7)

[Claims] 1. An anti-theft device for a vehicle in which a shift electronic control device for performing shift control of an automatic transmission is provided in the automatic transmission, wherein the shift electronic device includes a vehicle theft. And a shift control unit that sets the automatic transmission to an unsteady state when the theft occurrence determination unit determines that the vehicle has been stolen. Vehicle anti-theft device. 2. The automatic transmission according to claim 2, wherein the automatic transmission is set to a highest speed gear ratio or a lowest speed gear ratio when the theft occurrence determining means determines that the vehicle has been stolen. 1. A vehicle anti-theft device. 3. An operation position of a shift operation body operated by a driver is detected, and a switching state of a hydraulic control circuit of the automatic transmission is changed according to the operation position to a parking position, a reverse position, a neutral position, and a forward position. 2. The vehicle antitheft device according to claim 1, further comprising a travel position selection operation device that switches to any one of the travel positions using an actuator that is electrically controlled. 4. The vehicle according to claim 3, wherein said shift control means sets said automatic transmission to said parking position when said theft occurrence determination means determines that the vehicle has been stolen. apparatus. 5. The vehicle according to claim 1, wherein the shift electronic control unit and the other electronic control units are connected to each other via a communication network to enable mutual communication. apparatus. 6. The anti-theft device for a vehicle according to claim 1, wherein said theft occurrence determining means determines the occurrence of theft of the vehicle in connection with an operation of turning on an ignition key of the vehicle. 7. The theft occurrence judging means, based on a mismatch between the identification signal stored when the engine of the vehicle is first started and an identification signal transmitted from a key of the vehicle, is determined. The anti-theft device for a vehicle according to claim 1, wherein the anti-theft device determines the occurrence of the vehicle.