Enabling device for a motor vehicle

Abstract: A enabling device for a motor vehicle having an electronic ignition system (14) and a passive anti-theft system includes an engine control circuit (26) controlling the electronic ignition system (14) of the motor vehicle, a passive anti-theft control circuit (28) electrically connected to the engine control circuit (26) for controlling the passive anti-theft system, and a latch (30) electrically connected to the passive anti-theft control circuit (28) to selectively enable the electronic ignition system (14).

Description: The present invention relates generally to an enabling device for a motor vehicle and, more specifically, to an enabling device for a motor vehicle that enables the operation of the internal combustion engine thereof. Motor vehicles are increasingly being controlled and operated by electronic componentry. In fact, the majority of the operations of the engine and the other components, are ultimately controlled by a single microprocessor, commonly referred to as an electronic engine control (EEC) module. Anti-theft systems now enable motor vehicles when attempts are being made to start the motor vehicle without authorisation by enabling the electronic ignition and fuel supply systems. These passive anti-theft systems have not been incorporated into the EEC module rendering them susceptible to avoidance by simple hardwiring procedures. Hardware brackets have been designed to prevent access to the control circuitry of the passive anti-theft systems. These hardware brackets are, however, costly, heavy, and do little to deter theft. EP-A-0 372 741 describes a security system for a vehicle in which a function such as the ignition system is controlled by an electronic control unit. The security system includes a signal unit which can only be activated by an authorised user to send a coded signal to the electronic control unit thereby enabling the function and allowing the supply of high tension pulses to the engine. Accordingly, the present invention is an enabling device for a motor vehicle comprising an electronic engine control module having: at least a bi-directional port and output port; an engine control circuit operatively connected between said bi-directional port and said output port controlling an electronic ignition and fuel system of the motor vehicle; a passive anti-theft control circuit electrically connected to the engine control circuit and the bi-directional port to compare a received code with a stored code; a latch electrically connected to said passive anti-theft control circuit to selectively enable the electronic ignition and fuel system; and an output enable circuit electrically connected to the latch and to the output port to enable or disable the electronic ignition and fuel system of the motor vehicle. An advantage associated with the present invention is the ability to more fully secure a motor vehicle from theft. Another advantage of the present invention is the elimination of excess weight due to the hardware brackets which are used to enclose the passive anti-theft system, which add minimal protection or security for the motor vehicle. The invention will now be described, by way of example, with reference to the accompanying drawings, in which: FIG. 1 is a block diagram of an enabling device according to the present invention; FIG. 2 is a schematic of a portion of the enabling device of FIG. 1; and FIGs. 3A and 3B are flowcharts of a method used to operate the enabling device of FIGs, 1 and 2. Referring to FIG. 1, one embodiment of an enabling device, according to the present invention, is indicated at 10. The enabling device 10 is powered by a battery 12 and is used in conjunction with a motor vehicle (not shown) having an electronic ignition and fuel injection system 14 and a passive anti-theft system (not shown). For purposes of this disclosure, the system 14 includes all the components related to the fuel system and/or the ignition system, including the transfer of fuel from the fuel system to the ignition system. Further, the electronic ignition and fuel injection system 14 may comprise only a portion or singular component of the above-mentioned systems. The enabling device 10 is housed within an electronic engine control (EEC) module 16. With the exception of a transceiver 18 and a transponder 20, the enabling device 10 is housed wholly between a bi-directional input port 22 and an output port 24 of the EEC module 16. It should be appreciated by those skilled in the art that the EEC module 16 may include a plurality of both the input ports and output ports. Only one bi-directional input port 22 and output port 24 are shown in FIG. 1 to reduce the details shown in FIG. 1. The transceiver 18 and transponder 20 will be discussed subsequently. An engine control circuit 26 is located in the EEC module 16. The engine control circuit 26 controls the electronic ignition and fuel injection system 14. It should be appreciated by those skilled in the art that the engine control circuit 26 controls a plurality of systems. Again, these systems are not shown as a matter of convenience. In one embodiment, the engine control circuit 26 is a portion of microprocessor in the EEC module 16. A passive anti-theft (PAT) control circuit 28 is located in the EEC module 16 and is connected to the control circuit 26 and the bi-directional input port 22. The PAT control circuit 28 controls the passive anti-theft system (PATS), not shown. In one embodiment, the PAT control circuit 28 is a portion of a microprocessor housed within the EEC module 16. The enabling device 10 includes a latch 30 which is located in the EEC module 16 and is electrically connected to the PAT control circuit 28. The latch 30 selectively enables the electronic ignition and fuel injection system 14 through an output enable circuit 48 and the output port 24. Referring to FIG. 2, the latch 30 includes a first transistor 32. The latch 30 also includes a second transistor 34. The first transistor 32 and the second transistor 34 are operatively connected to each other. More specifically, the base of the second transistor 34 is connected to the collector of the first transistor 32. Also, the collector 36 of the second transistor 34 is connected to the base of the first transistor 32 through a first resistor 38. The base of the first transistor 32 receives an input from the PAT control circuit 28. The input therefrom is conditioned through the first resistor 38, second resistor 40, third resistor 42, a first capacitor 44, and a second capacitor 46. The second resistcr 40 is connected to the PAT control circuit 28, the first capacitor 44 and the first resistor 38. The first capacitor 44 is also connected to ground and the collector 36 of the second transistor 34. The third resistor 42 is connected to ground, the first resistor 38, a second capacitor 46, and the base of the first transistor 32. The second capacitor 46 is connected to ground, the third resistor 42, the first resistor 38, and the base of the first transistor 32. The emitter of the first transistor 32 is connected to the power supply V cc . As illustrated in FIG. 1, the output enable circuit 48 is electrically connected to the latch 30 within the EEC module 16. The output enable circuit 48 enables the engine control circuit 26 to operate the electronic ignition and fuel injection system 14 of the motor vehicle by enabling the output port 24. More specifically the output enable circuit 48 allows the engine control circuit 26 to operate the electronic ignition and fuel injection system 14 by opening the output port 24. Referring again to FIG. 2, the output enable circuit 48 includes two inputs, one of which is connected to the collector of the first transistor 32 and the base of the second transistor 34 of the latch 30. It should be appreciated by those skilled in the art that the second input of this particular embodiment may not be necessary. The second input is received from the engine control circuit 26. The input of the output enable circuit 48 received from the latch 30 is sent to the base of a third transistor 50 through a fourth resistor 52. The emitter of the third transistor 50 is connected to a power supply V cc through a fifth resistor 54. The collector of the third transistor 50 is connected to a sixth resistor 56 which is connected to the base of a fourth transistor 58. The collector of the third transistor 50 is also connected to the collector of a fifth transistor 60 and a starter control integrated circuit 62. The base of the fifth transistor 60 receives the input from the control circuit 26. The emitter of the fifth transistor 60 is connected to ground. The starter control integrated circuit 62 disables or enables the starter (not shown) an is electrically connected to the starter and a third capacitor 64. The third capacitor 64 is also connected to ground. The collector of the fourth transistor 58 is connected to the power supply V cc through a seventh resistor 66. The collector of the fourth transistor 58 is also connected to the injection and fuel pump control 67 and the base of a sixth transistor 68. The collector of the sixth transistor 68 is connected to the ignition control 69. The emitter of both the fourth transistor 58 and the sixth transistor 68 are connected to ground. When the EEC module 16 powers up (when the ignition key and ignition move from the off position) and the applied voltage is provided, a request for the key code is sent to the transceiver 18. The transceiver 18 amplifies the request signal and sends it to the transponder 20. A capacitor (not shown) in the transponder 20 is charged by the amplified request signal. Once the capacitor is charged, the transponder 20 then sends a key code back to be received by the transceiver 18. The transceiver 18 then sends the code received by the transponder 20 to the PAT control circuit 28 inside the EEC module 16 through the bi-directional input port 22. In one embodiment, the transponder 20 is physically associated with the ignition key for the motor vehicle. Once the PAT control circuit 28 receives a code which matches a code stored in the memory thereof, the PATS control circuit 28 sets the latch 30 to allow the operation of the electronic ignition and fuel injection system 14. However, if the code received by the PAT control circuit 28 does not match that which is stored in its memory, the PAT control circuit 28 will not set the latch 30 and the operation of the electronic ignition and fuel injection system 14 continues to be disabled because the output enable circuit 48 will continue to prevent the output port 24 from opening so the engine control circuit 26 cannot communicate with the electronic ignition and fuel injection system 14. Referring to FIGs. 3A and 3B, the ignition key, which houses the transponder 20, is inserted into the ignition key hole and turned to the start position at 70. The control circuit 26 determines if it is in an EEC module enabled mode at 72. If so, the latch 30 is set at 74. If not, however, the control circuit 26 requests the predetermined code or key code at 76. The transceiver 18 sends a power signal to the transponder 20 to charge a capacitor (not shown) thereof at 77. Once the capacitor is charged, the transponder 20 uses the charge to send the predetermined code to the transceiver 18 at 78. The transceiver 18 receives the predetermined code and sends it to the EEC module 16 at 80. The control circuit 26 compares the predetermined code to that stored in memory at 81. If a match is made, the latch 30 is set at 74. If not, a counter determines if this attempt was the n th attempt, a predetermined number of attempts such as ten (10), at 84. If not, the EEC module 16 or, more particularly, the control circuit 26 requests the transponder 20 to send the predetermined code another time at 76. If, however, the attempt was the tenth try, the electronic ignition and fuel injection system 14 (including the starter solenoid) are not enabled at 86 preventing the operation of the motor vehicle at 88. Returning to diamond 82, if the predetermined code matches the code stored in the memory, an EEPROM in one embodiment, the latch is set at block 74. The electronic ignition and fuel injection system 14 is enabled at 90 and the motor vehicle is allowed to start in run at 92. The control circuit 26 continues to compare the predetermined code to the code stored in memory at 94. If, at diamond 96, the codes match, the codes are compared again at block 94. This loop continues until the ignition key is turned to the off position. If the codes do not match at this point, the control circuit enters an EEC module disabled mode at 98. An indicator, such as an light emitting diode in one embodiment, will alert the occupants of the motor vehicle that the motor vehicle is operating without the use of the enabling device.

Claims: An enabling device for a motor vehicle comprising an electronic engine control module (16) having: at least a bi-directional port (22) and output port (24); an engine control circuit (26) operatively connected between said bi-directional port (22) and said output port, and controlling an electronic ignition and fuel system (14) of the motor vehicle; a passive anti-theft control circuit (28) electrically connected to the engine control circuit (26) and the bi-directional port (22) to compare a received code with a stored code; a latch (30) electrically connected to said passive anti-theft control circuit (28) to selectively enable the electronic ignition and fuel system (14); and an output enable circuit (48) electrically connected to the latch (30) and to the output port (24) to enable or disable the electronic ignition and fuel system (14) of the motor vehicle. An enabling device as claimed in claim 1, including a transceiver (18) transmitting a power signal and receiving a predetermined code. An enabling device as claimed in claim 2, including a transponder (20) receiving the power signal from said transceiver (18) and emitting the predetermined code to be received by said transceiver. An enabling device as claimed in claim 1, 2 or 3, wherein said latch (30) includes a first transistor (32) and a second transistor (34), said first transistor operatively connected to said second transistor. An enabling device as claimed in claim 4, wherein each of said first and second transistors (32,34) includes a collector, a base, and an emitter, said base of said second transistor (34) operatively connected to said collector of said first transistor (32). An enabling device as claimed in claim 5, including a third transistor (50) operatively connected to said latch and a starter control circuit (62). An enabling device as claimed in claim 6, including a fourth transistor (58) operatively connected to said third transistor (50). An enabling device as claimed in claim 7, including a fifth transistor (60) operatively connected to said engine control circuit (26) and the starter control circuit (62).

Inventors: CAPRATHE RICK, WILKER ROBERT, CAPRATHE, RICK, WILKER, ROBERT
Applicants: FORD MOTOR CO, FORD MOTOR COMPANY
Application year: 1996
Main classification: B60R25
IPC codes: F02P11, F02D45, F02D17, B60R25