Patent Publication Number: US-2003231100-A1

Title: Vehicular burglarproof device

Description:
FIELD OF THE INVENTION  
       [0001] The present invention relates to a burglarproof device for a vehicle. More particularly, the present invention relates to a burglarproof device that prevents intruders from starting or steering a vehicle.  
       BACKGROUND OF THE INVENTION  
       [0002] Conventionally, vehicle burglarproof devices are mechanical locking devices installed near a vehicle door and steering column. The typical locking device is made to start the engine of a vehicle and to unlock the steering shaft simultaneously when a driver inserts and turns a key. However, a drawback in the typical mechanical locking device is that a driver must possess and insert a key to unlock the steering shaft and start the engine. Also, a burglar can steal a vehicle by breaking the mechanical locking device and starting the engine through simple manipulations.  
       SUMMARY OF THE INVENTION  
       [0003] Embodiments of the present invention provide a potentially burglarproof device that improves the burglarproof function of a vehicle by determining whether a vehicle is used by an authorized driver. The determination is done through a wireless communication between an identification information unit of a fob and an electronic control unit (ECU) installed inside the vehicle. This allows the engine to be started and the steering wheel to be manipulated without the separate step of inserting a key. Furthermore, the normal starting operations are controlled through communication with the ECU.  
       [0004] In accordance with a preferred embodiment of the present invention, a vehicular burglarproof device comprises a fob containing identification information to release the ignition and steering locks of the vehicle. A locking device for switching between an unlocked and locked position of the ignition and steering column. A personal identification card (PIC) unit for determining whether the driver is an authorized user of the vehicle. The PIC communicates with the fob and the control locking unit, thereby allowing starting and/or unlocking of the steering column. A body control module (BCM) is also included that provides a signal to start the vehicle to an engine electronic control unit according to the signal of the PIC unit. 
     
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     [0005] For a fuller understanding of the nature and objects of the present invention, reference should be made to the following detailed description taken in conjunction with the accompanying drawings in which:  
     [0006]FIG. 1 is a structural view of an embodiment of a locking device for a vehicle according to an embodiment of the present invention;  
     [0007]FIG. 2 shows an operational state of a vehicular burglarproof device of an embodiment of the present invention;  
     [0008]FIG. 3 shows an emergent operational state of a vehicular burglarproof device of an embodiment of the present invention;  
     [0009]FIG. 4 is a perspective view of an embodiment of a locking unit of a vehicle burglarproof device installed on the vehicle according to an embodiment of the present invention;  
     [0010]FIG. 5 is a front view showing a locking unit of a burglarproof device of an embodiment of the present invention;  
     [0011]FIG. 6 is a cross-sectional view for a cross-section taken along the line VI-VI of FIG. 5;  
     [0012]FIG. 7 is a perspective view showing an assembled state of the internal parts of an embodiment of the locking unit shown in FIG. 5;  
     [0013]FIG. 8 is a left lateral view of the locking unit shown in FIG. 5;  
     [0014]FIG. 9 is a cross-sectional view illustrating a cross-section taken along the line IX-IX shown in FIG. 8;  
     [0015]FIG. 10 is a perspective view illustrating a housing of an embodiment of the locking unit of the present invention;  
     [0016]FIG. 11 is a perspective view illustrating an actuator in an embodiment of the present invention prior to a plunger being assembled within the actuator;  
     [0017]FIG. 12 is a cross-sectional view illustrating a cross-section taken along the line XII-XII of FIG. 5;  
     [0018]FIG. 13 is a perspective view illustrating a cam shaft and slider in contact according to an embodiment of the present invention;  
     [0019]FIG. 14 is a perspective view illustrating the connection state of a park lock rotator and park lock slider of a gear change lever according to an embodiment of the present invention;  
     [0020]FIG. 15 is a perspective view illustrating the orientation between a parking lock rotator and park lock slider when a gear change lever is set to the park range according to an embodiment of the present invention;  
     [0021]FIG. 16 shows the internal parts of a locking unit when a knob is set at a LOCK position according to an embodiment of the present invention;  
     [0022]FIG. 17 shows the internal parts of a locking unit when a knob is set at a LOCK position according to another embodiment of the present invention;  
     [0023]FIG. 18 shows the internal parts of a locking unit when a knob is set at the position of ACC, ON or START according to an embodiment of the present invention;  
     [0024]FIG. 19 shows the internal parts of an embodiment of a locking unit when the knob is turned from the position of FIG. 18 to the LOCK position to stop a vehicle from running;  
     [0025]FIG. 20 shows a hitching pin of a slider attached to an axle direction of a slider fixation part of a cam shaft in a LOCK position of a knob according to an embodiment of the present invention; and  
     [0026]FIG. 21 shows a lateral side of a hitching pin of a slider held onto a circumferential surface of a slider fixation part of a cam shaft when a knob is set to a position of ACC, ON or START in an embodiment of the present invention. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION  
     [0027] As shown in the figures, embodiments of a vehicle burglarproof device of the present invention comprises a fob  1  that is possessed by an authorized driver. The fob is a device, such as, a remote control unit, that electronically contains the identification information of the owner of the vehicle or of an authorized person to operate the vehicle. A locking unit  3  that locks and unlocks the ignition and steering column of the vehicle. Also included is a personal identification card (PIC) unit  5  for determining whether the driver is an authorized vehicle starter. The PIC communicates with the fob to start the vehicle and the fob communicates with the control locking device through the PIC. Also, a body control module (BCM)  9  is provided that relays the start and no start signal from the PIC  5  to the electronic control unit (ECU)  7 .  
     [0028] Referring to FIG. 1, the fob  1  uses wireless communication with the PIC unit  5  when a driver approaches or enters the vehicle. Furthermore, the fob runs off a battery so to be independent from the power supply of the vehicle. The PIC  5  has an antenna  6  on the interior of the vehicle for receiving communication from the fob. The BCM  9  is connected with the brake pedal through a brake pedal switch (not shown) for determining whether the brake pedal is depressed. The BCM  9  allows the PIC unit  5  to communicate with the fob  1 , thereby unlocking the locking unit  3  only when a driver steps on the brake pedal. This provides the simultaneous function of preventing an abnormal sudden starting of the vehicle and abnormal start communications between the PIC unit  5  and fob  1 .  
     [0029] According to FIGS.  4 - 8 , an embodiment of a locking unit  3  is constructed with a housing  11  installed at a steering column, a knob  13  installed at the housing  11  for accepting a driver&#39;s starting manipulations, and a rotation locking means. The rotation locking means controls inadvertent starting manipulations of the knob  13 . Knob  13  controls a stating switch  15  that manipulates the starting power and the locking means for unlocking and locking the steering shaft  17 . In a preferred embodiment, turning of the knob  13  turns to allow the starting and steering manipulation of the vehicle. The rotation locking means is made to determine the possibility of turning the knob  13  from the LOCK position to any one of either ACC, ON, START, or the like positions.  
     [0030] The rotation locking means includes a cylinder  19  connected with the knob  13  for providing at least a portion of a rotational axle of the knob  13 . An actuator  21  (FIG. 11) conveys the rotational force to the circumferential direction of the cylinder  19  and slides in an axle direction with a circular sliding part  21 - 1 , which has a plurality of external locking protruders  21 - 2 . Hereinafter the rotational axle direction of the knob and the cylinder is referred to as the axial direction. A locking unit housing  23  (FIG. 10) is fixed at the internal side of the housing  11 . It guides the external portion of the circular sliding part  21 - 1 , with a locking groove  23 - 1  formed to restrict rotation of the actuator  21 , as far as the locking protruder  21 - 2  moves in the axle direction. An electromagnet  25 - 1 , for moving the actuator  21  to a negative axle direction (hereinafter, the direction moving from the knob  13  to the cylinder  19  is referred to as “a negative axle direction” and the reverse as “a positive axle direction”) to move the locking protruder  21 - 2  out of the locking groove  23 - 1  and enable the actuator  21  to rotate. A first spring  27  elastically supports the actuator  21  in the positive axle direction. A normal release means for moving the actuator  21 , by the force of the electromagnet  25 - 1 , to the position that allows for rotation in normal operation. Also, an emergent release means for moving the actuator  21 , by the electromagnet  25 - 1 , to the position, which allows for rotation by using the fob  1 .  
     [0031] Hereinafter, ‘normal operation’ refers to the situation where the fob  1  is in normal communications with the PIC unit  5 . On the other hand, the ‘emergent operation’ refers to situation where the battery of the fob  1  is no longer strong enough to produce a sufficient signal for communication with the PIC or when the wireless communication fails.  
     [0032] The normal operation means includes a fob  1  that includes information that identifies the user as authorized. The PIC unit  5  identifies the authorized user through communications with the fob  1 . A solenoid controller  29  is included to control the electromagnet  25 - 1  according to the signal from the PIC unit  5 .  
     [0033] The emergent release means includes a transponder  1 - 2  that is embedded in the fob  1 . An insertion protruder  1 - 3  integrated in the fob and a fob insertion hole  13 - 1  formed in the knob  13  for insertion of the insertion protruder  1 - 3 . Also included is a fob insertion sensing means for detecting the insertion of the insertion protruder  1 - 3  into the fob insertion hole  13 - 1  and an antenna coil  31 . The antenna coil  31  is installed near the knob  13  for reading the data of the transponder  1 - 2 . A demodulator  33  is also included for demodulating the data read by the antenna coil  31 . The BCM  9  is included for driving the demodulator  33  and antenna coil  31  according to the signal of the fob insertion sensing means to perform a function of determining whether the information from the fob  1  corresponds with the information associated with the correct, authorized user. A PIC unit  5  for relaying information from the BCM  9  and a solenoid controller  29  for controlling the electromagnet  25 - 1  according to the signal of the PIC unit  5 .  
     [0034] In use, when the fob  1  is in normal operations, the driver can start a vehicle due to the normal release means by simply rotating the knob  13  while stepping on the brake pedal. However, wireless communication of the fob fails, the fob  1  is inserted into the knob  13  just like a key to turn the knob  13  by the function of a conventionally used immobilizer to start the vehicle. Thus, in normal operation the fob  1  acts as a wireless key for starting the vehicle.  
     [0035] The fob insertion sensing means includes a key slider  35  (FIGS. 8 and 9) that receives the insertion protruder.  1 - 3  of the fob  1  by inserting it in the axial direction into the insertion hole  13 - 1 . A key slider spring  37  that elastically supports the key slider  35 . A first key-in slider  39  having a slanted surface to be pushed toward the axle direction by the key slider  35 . A second key-in slider  41  having a slanted surface in contact with the slanted surface of the first key-in slider  39  such that it slides radially vertical with respect to the axle direction, according to the axial sliding motion of the first key-in slider  39 . Also included is a key-in switch  43  whose contact point is switched by the radial motion of the key-in slider  41 .  
     [0036] In a preferred embodiment the key slider  35  is made of a material that can transmit rays of light. As shown in FIG. 9, a bulb  45  is installed in the housing  11 . The bulb  45  provides light to the key slider  35 . An illuminating groove  19 - 1  is formed in the cylinder  19  to allow the bulb  45  to provide light for the lateral side of the key slider  35  when the knob is in a LOCK-position (FIG. 8). The key slider  35  has a reflecting surface  35 - 1  across from the bulb  45  to induce the light of the bulb  45  to the external side of the axle direction of the fob insertion hole  13 - 1 . Therefore, in use, the light, provided through the key slider  35 , helps the user find the position of the knob and the fob insertion hole  13 - 1 .  
     [0037] The column locking means switches the state of rotation of a steering shaft  17  against a steering column  18 . The column locking means includes a spiral slant part  23 - 2  formed in the locking unit housing  23 . This allows a spiral sliding motion of the locking protruder  21 - 2  that moves a second movement section S 2  in the negative axle direction by rotation after the actuator  21  slides a first movement section S 1  in the negative axle direction by the force of the electromagnet  25 - 1 . A permanent magnet  25 - 2  is included for magnetically fixing the plunger  21 - 3  of the actuator that has moved the second movement section S 2 . A cam shaft  47  having a cam  47 - 1  installed for conveying a rotational force to the actuator  21  and sliding in the axle direction. The first spring  27  is inserted between the cam shaft  47  and the actuator  21 . A slider  51  is in contact with the cam  47 - 1  for forming a linear deviation to the direction of fixing the steering shaft  17  against the steering column  18  according to the rotation of the cam shaft  47 . A second spring  49 , for elastically supporting the cam shaft  47  to the positive axle direction. A slider spring  53  for elastically supports the slider  51  toward the cam  47 - 1  and steering shaft  17 . A slider fixation part  47 - 2  is formed at the cam shaft  47 . A hitching pin  55  and a hitching pin spring  57  are also included for elastically supporting the hitching pin  55  against the slider  51  for preventing movement to the steering shaft  17  when the slider fixation part  47 - 2  moves in the axle direction.  
     [0038]FIG. 7 shows the first movement section S 1  defined as the interval that the actuator  21  is moves. The actuator  21  moves by the force of the electromagnet  25 - 1  after pressing down the first spring  27 . It is then rotated by a rotational force conveyed from the knob  13  through the cylinder  19  after the locking protruder  21 - 2  is withdrawn from the locking groove  23 - 1 . In FIGS. 7, 9,  10  and  11 , the actuator  21  moves when the elastic force of the first spring  27  is overcome by the force of the electromagnet  25 - 1 .  
     [0039] The second movement section S 2  is the distance the actuator  21  moves from the end point of the first movement section S 1  when the actuator  21 . Thus, if the locking protruder  21 - 2  gets out of the spiral slant part  23 - 2 , the actuator  21  cannot move toward the straight line any further. In other words, the second movement section S 2  indicates a distance from an end point of the first movement section S 1  to the end  23 - 3  of the negative axle direction of the locking part housing where the spiral slant part  23 - 2  of the locking part housing ends.  
     [0040] The interval where the locking protruder  21 - 2  makes a spiral sliding movement along the spiral slant part  23 - 2  relates to the state where the knob  13  turns from the LOCK position to the ACC position (FIG. 8). As described above, if the knob reaches the ACC position, the locking protruder  21 - 2  is held onto the end  23 - 3  of the negative axle direction where no power is supplied to the electromagnet  25 -land the actuator  21  is not moved in the positive axle direction.  
     [0041] In an embodiment of the present invention, a permanent magnet  25 - 2  and electromagnet  25 - 1  are integrally packaged into a magnetic assembly  25 . The permanent magnet  25 - 2  provides a magnetic force to pull the plunger  21 - 3  in a different direction than the electromagnet  25 - 1 . This functions to maintain the state that the actuator  21  moves the second movement section S 2  in the negative axle direction. Therefore, it is preferable that the plunger  21 - 3  become magnetically attached to the magnet assembly  25  while the actuator  21  moves the second movement section S 2  completely to the negative axle direction.  
     [0042]FIG. 7 shows the second spring  49  elastically supported by the cam shaft  47  in the positive axle direction. The cam shaft  47  supports the first spring  27  and the actuator  21  in the positive axle direction. The movement of the cam shaft  47  on the positive axle direction is restricted by the magnet assembly  25  and a park lock rotator  59 . It is preferable that the cam shaft  47  is made not to provide an excessive level of elasticity to the first spring  27  and the actuator  21  while it is in close contact with the magnet assembly  25  (fixed on the housing) via the park lock rotator  59 .  
     [0043] In a preferable embodiment the elasticity of the second spring  49  is strong enough not to by compressed by the magnetic force of the electromagnet  25 - 1  and permanent magnet  25 - 2  while the cam shaft  47  is in close contact with the magnet assembly  25  via the park lock rotator  59 . However, it is not so strong that manipulations by a driver of the knob  13  do not enable the actuator  21  and the cam shaft  47  to move the second movement section S 2  in the negative axle direction.  
     [0044] The cam  47 - 1  is formed to move the slider  51  away from the steering shaft  17  as it is turned by the rotation of the cam shaft  47  to contact the slider  51 .  
     [0045] In an embodiment of the present invention, the slider  51  is constructed not to function in a direct contact or insertion in the steering shaft  17  or steering column  18  but to convey a linear deviation with a lock bolt  61 , as seen in FIGS. 7 and 13. The lock bolt  61  and a mountain pin  63  prevent the housing  11  of the locking unit from being forcibly removed from the steering column  18 . In use, the steering shaft  17  may only be unlocked by the slider  51 .  
     [0046] Preferably the starting switch unit  15  is constructed in a rotary switch type. The connection of wires for starting the engine are preferably manipulated between the off and start position by the rotational force of the knob  13  conveyed via the cylinder  19 , actuator  21 , and cam shaft  47 . The starting switch unit  15  is connected with the end of the negative axle direction of the cam shaft  47 .  
     [0047] In another embodiment of the present invention, a key-in interlock means is included to stop the engine and lock the steering shaft  17  by rotating the knob  13  only when the gear change lever is in the parking range.  
     [0048] The key-in interlock means includes a park lock rotator  59  connected to make the cam shaft  47  slide linearly and convey a rotational force with a protruded park lock cam  59 - 1  to the circumference thereof. Also included is a park lock slider  65  connected with the gear change lever by an interlock cable that makes a straight sliding movement according to the selection of the gear change lever. It is installed in the housing  11  to switch the probability of rotation of the park lock rotator  59  by interference with the park lock cam  59 - 1 .  
     [0049] In reference to FIG. 2, a description of the operation the burglarproof device of the present invention will now be made. Initially, a driver holds the fob  1  and steps on the brake pedal of a vehicle. The BCM  9  then operates the PIC unit  5  with a signal sent by the brake pedal switch. The PIC unit  5  determines whether the fob  1  belongs to the authorized user. This communication is accomplished through the antenna  6 . Upon confirmation that the fob  1  belongs to an authorized user, power is supplied to the electromagnet  25 - 1  through the solenoid controller  29 . The actuator  21  then depresses the first spring  27  with the magnetic force of the electromagnet  25 - 1  and moves the first movement section S 1 . The locking protruder  21 - 2  is then released from the locking groove  23 - 1  and set to be in a rotatable state.  
     [0050] In this state, the driver can freely select ACC, ON, START, or the like by turning the knob  13 . The PIC unit  5  then reports to the BCM  9  that the driver is authorized, and the BCM  9  sends a signal for allowing a normal start to the engine ECU  7 . As a result, the driver can start the engine by manipulating the knob  13 . The knob  13  must be turned to make the slider  51  slide to unlock the steering shaft  17 .  
     [0051] However, if it is determined that the driver is not authorized through the communication with the fob  1 , the PIC unit  5  does not operate the electromagnet  25 - 1  through the solenoid controller  29 . Therefore, the locking protruder  21 - 2  of the actuator remains stuck in the locking groove  23 - 1 , restricting rotation. This initially prevents the driver from turning the knob  13  to start the vehicle and release the steering column. If the knob  13  is turned by an artificially mechanical or electronic impact to the locking unit  3 , or if wires from the starting switch unit  15  are removed to start the vehicle, the BCM  9  cannot receive a signal of identifying the authenticity of the driver from the PIC unit  5 . Therefore, there is a failure to command normal operations to the engine ECU  7  to start the engine.  
     [0052] When the engine of the vehicle is turned off, the driver sets the gear change lever to a parking range and thereby rotates the knob  13  to the LOCK position. At this time, if the gear change lever is not set at the parking range, the knob  13  can be turned to the LOCK position by the key-in interlock means. The PIC unit  5  detects the parking range of the gear change lever and the LOCK position of the knob  13  to drive the electromagnet  25 - 1  through the solenoid controller  29 . This moves the actuator in the positive axle direction by the elasticity of the first spring  27 . Thereafter the locking protruder  21 - 2  is inserted into the locking groove  23 - 1  of the locking unit housing and the knob is locked at the LOCK position. At the same time, the slider  51  is moved to the steering shaft  17  by the effect of the cam shaft  47  and the slider spring  53  to lock the steering shaft  17 . In such a state, power is not supplied to the electromagnet  25 - 1  and the locking state of the knob  13  is maintained by the mechanical integration of the actuator  21  and the locking unit housing  23 .  
     [0053] When the driver inserts the insertion protruder  1 - 3  of the fob  1  into the fob insertion hole  13 - 1 , the key slider  35  of the fob insertion sensing means operates the key-in switch  43  through the first and second key-in sliders  39  and  41  (FIG. 7). If the key-in switch is operated, the BCM  9  is also operated to drive the antenna coil  31  and the demodulator  33  to read the information of the transponder  1 - 2  and determine whether it matches the information of the authorized driver. This result is reported to the PIC unit  5 , which, as described above, drives the solenoid controller  29  to make the rotation of the knob  3  possible through the electromagnet  25 - 1 . Therefore, the driver can start the engine and drive the vehicle in the ways described above even when the driver is not in normal communications with the PIC unit  5  by using the fob  1 . If there is no information available in the fob  1  of the knob  13  to prove that the user is authorized, the BCM  9  will notify such to the PIC unit  5  and the engine ECU  7 . Thereby, rotation of the knob  13  is restricted.  
     [0054] In use, when the driver stops the vehicle the driver sets the gear change lever to the parking range and rotates the fob  1  to turn the knob  13  to the LOCK position and removes the fob  1 . At this time, the PIC unit  5  detects the parking range of the gear change lever, the LOCK state of the knob  13 , the removal of the fob  1 , and then sends a signal to the solenoid control  29  to lock the actuator  21 . The actuator  21  is locked by the locking unit housing  23  by the electromagnet  25 - 1  and the elasticity of the first spring  27 . At the same time, this moves the slider  51  in the direction to lock the steering shaft  17 . At this point, power is not supplied to the electromagnet  25 - 1  and the locking state of the knob  13  is maintained by a mechanical combination between the actuator  21  and the locking unit housing  23 .  
     [0055] Hereinafter, the operational states of the locking unit will be described with reference to FIGS. 16 through 19.  
     [0056]FIG. 16 shows the structure of the locking unit  3  according to an embodiment of the present invention when the knob  13  is in the LOCK position. The cylinder  19 , to which the rotational force of the knob  13  is conveyed, is in connection with the knob  13  and the actuator  21  of the locking unit housing  23 . At the same time, a key slider  35  is slidably installed in the cylinder  19 , to not rotate relative to the locking unit housing  23 , by the hitching pin  67  and hitching groove  69 , but to restrict movement in the axle direction. The key slider  35  is made to move the first key-in slider  39  in the axle direction. The movement of the first key-in slider  39  operates the key-in switch  43  when the second key-in slider  41  makes a radial movement.  
     [0057] The locking protruder  21 - 2  of the actuator  21  is inserted into the locking groove  23 - 1  of the locking unit housing. This eliminates rotation of the actuator  21 . Furthermore, a plunger  21 - 3  is integrally installed on the actuator  21  that maintains a constant gap of S away from the magnetic assembly  25 .  
     [0058] The cam shaft  47  makes a movement in the axle direction while the first spring  27  is inserted between the cam shaft  47  and the actuator  21 . The cam shaft  47  is also installed to penetrate the magnetic assembly  25  while being able to convey the rotational force in the circumferential direction. The park lock rotator  59  is installed between the slider fixation part  47 - 2  and the magnetic assembly  25  to convey the rotational force of the cam shaft  47 . Also, the second spring  49  is included at the end of the negative axle direction of the cam shaft  47 . The starting switch unit  15  is installed to switch the contact point state of the starting wires according to the rotational state of the cam shaft  47 .  
     [0059] The magnetic force that the permanent magnet  25 - 2  of the magnetic assembly supplies to the plunger  21 - 3  of the actuator is smaller than the elasticity of the first spring  27  or that of the second spring  49 . The actuator  21  cannot be moved to the negative axle direction only by the magnetic force of the permanent magnet  25 - 2 . Therefore, the rotation of the actuator  21  is continuously restricted by the locking unit housing  23 .  
     [0060] The cam  47 - 1  of the cam shaft continues to maintain the steering shaft  17  in a locked position as the slider  51  is moved to the steering shaft  17  by the elasticity of the slider spring  53  (FIG. 13).  
     [0061] As the park lock slider  65  (FIGS. 14 and 15) does not interfere with the rotational direction of the park lock cam  59 - 1  as it does not block the rotation of the park lock rotator  59 . Meanwhile, the park lock cam  59 - 1  is made to restrict the linear sliding of the park lock slider  65 . As a result, it is the gear change lever is restricted from movement once in the parking range.  
     [0062]FIG. 17 shows the knob  13  still set at the LOCK position. At this time, the PIC unit  5  operates the electromagnet  25 - 1  through the solenoid controller  29 . In other words, the user is identified as an authorized driver, so that the knob  13  is unlocked for rotation. The electromagnet  25 - 1  supplies a magnetic force in the positive direction under the control of the solenoid controller  29 . In other words, as the electromagnet  25 - 1  can provide a magnetic force for the negative or positive axle directions. The electromagnet  25 - 1  provides a magnetic force of pulling the actuator  21  in the negative axle direction in addition to the magnetic force of the permanent magnet  25 - 2 . However, in the state which will be described below, the electromagnet  25 - 1  provides a magnetic force in the opposite direction to offset the magnetic force of the permanent magnet  25 - 2 . The actuator  21  and the cam shaft  47  get to move to the positive axle direction by the elasticity of the second spring  49 .  
     [0063] The actuator  21  shrinks the first spring  27  with the magnetic force of the electromagnet  25 - 1  added to that of the permanent magnet  25 - 2 . This moves the first movement section SI in the negative axle direction, displacing the locking protruder  21 - 2  out of the locking protruder  23 - 1 . As a result, the actuator  21  allows the knob  13  to be rotated by the rotational force conveyed through the cylinder  19 . In a preferred embodiment, the elasticity of the first spring  27  should be greater than the magnetic force of the permanent magnet  25 - 2  affecting the LOCK position of the plunger  21 - 3 , but smaller than the magnetic force of the electromagnet  25 - 1  added to that of the permanent magnet  25 - 2 .  
     [0064]FIG. 18 shows the components of an embodiment of the present invention in association with the knob  13  being rotated to the ACC, ON, or START position by the driver.  
     [0065] When the driver rotates the knob  13 , the locking protruder  21 - 1  of the actuator  21  makes a spiral sliding movement along the spiral slant part  23 - 2  of the locking unit housing. As a result, the actuator  21  rotates to move the second movement section S 2  in the negative axle direction, thereby allowing the plunger  21 - 3  to make contact with the magnetic assembly  25 .  
     [0066] The movement of the actuator  21  in the negative axle direction is made only while the knob  13  turns from the LOCK position to the ACC position. At the ON or START position the actuator  21  is simply rotated while the plunger  21 - 3  is in contact with the magnetic assembly  25 .  
     [0067] While the cam shaft  47  is rotated by the rotational force conveyed from the actuator  21 , the cam  47 - 1  makes the slider  51  move away from the steering shaft  17  to unlock the steering shaft  27 . At this time, the starting switch unit  15  is rotated and manipulated to freely select the ACC, ON or START state.  
     [0068] The park lock rotator  59  is then rotated to turn to a position where the park lock cam  59 - 1  does not disturb the linear slidings of the park lock slider  65 . As a result, the driver can freely manipulate the gear change lever. Therefore, the driver can drive the vehicle. After driving the vehicle, the driver turns the knob  13  to the LOCK position to stop the engine from running and sets the gear change lever to the parking range. It is because the gear change lever is set at the parking range to prevent the park lock cam  59 - 1  of the park lock rotator  59  from interfering with the park lock slider  65  and to rotate the cylinder  19 , actuator  21 , and cam shaft  47  connected with the knob  13 .  
     [0069]FIG. 19 shows the components of an embodiment of the present invention when the driver sets the knob  13  to the LOCK position to turn off the engine.  
     [0070] The rotational force of the knob  13  is connected to the starting switch unit  15  through the cylinder  19 , actuator  21 , and cam shaft  47 . The starting switch unit  15  is set at a position where the engine is turned off, but the plunger  21 - 3  is closely attached to the magnetic assembly  25 . At this time, the cam shaft  47  is at the position shown in FIG. 18, where the cam shaft  47  is not moved in the positive axle direction.  
     [0071] As described above, the cam shaft  47  is rotated to the LOCK position by the rotation of the knob  13 , but not moved in the positive axle direction. In other words, the magnetic force affecting the permanent magnet  25 - 2  and the plunger  21 - 3  significantly increases as the distance between them decreases. When the plunger  21 - 3  is tightly attached to the magnetic assembly  25  by the magnetic force of the permanent magnet  25 - 2 , its magnetic force is greater than the elasticity of the second spring  49 .  
     [0072] At the aforementioned state, the cam shaft  47  is only rotated to the phase of the LOCK position and placed at the same positions of ACC, ON, and START positions to the axle direction. At the aforementioned state, the slider  51  does not lock the steering shaft  17 . In other words, if the vehicle is started by using the fob  1  manually, the steering shaft  17  should not be locked before the driver takes the fob  1  out of the knob  13 .  
     [0073] As described above, the PIC unit  5  detects the parking range of the gear change lever, the LOCK position of the knob  13 , and the removal of the fob  1  from the knob  13 . Thereafter, the PIC unit  5  operates the solenoid controller  29  to lock the knob  13  and the steering shaft  17 .  
     [0074] If the PIC unit  5  detects the parking range status of the gear change lever and the LOCK position of the knob in the normal operations, it can operate the solenoid controller  29  to lock the knob  13  and the steering shaft  17 . Therefore, the condition illustrated in FIG. 19 is only temporary. At this time, if the driver sets the knob  13  to the LOCK position, the engine turns off and almost simultaneously the steering shaft  17  and the knob  13  lock.  
     [0075] The operation of the PIC unit  5  that turns on the solenoid controller  29  to lock the knob  13  and the steering shaft  17  offsets the force of the permanent magnet  25 - 2  pulling the plunger  21 - 3  in the negative axle direction. This occurs by reversing the direction of the magnetic force of the electromagnet  25 - 1 . Thus, the cam shaft  47  can be moved to the positive axle direction by the elasticity of the second spring  49 . Besides, the gradual expansion of the first spring  27  inserts the actuator  21  into the locking unit housing  23 , thereby making the locking protruder  21 - 2  inserted into the locking groove  23 - 1 .  
     [0076] Moreover, as the cam shaft  47  moves in the positive axle direction, the hitching pin  55  held onto the slider fixation part  47 - 2  of the cam shaft  47  becomes free to the; moving direction of the slider  51 . This brings about a linear deviation toward the steering shaft  17  by the elasticity of the slider spring  53 . Therefore, the steering shaft  17  is locked at the steering column  18  by the lock bolt  61 .  
     [0077] Referring to FIGS. 20 and 21, the operations of the hitching pin  55  of the slider  55  and the slider fixation part  47 - 2  of the cam shaft will be described. At the LOCK position of the knob  13  the hitching pin  55  is attached to the axle direction surface  47 - 2 - 1  of the slider fixation part  47 - 2  by the hitching pin spring  57 . The hitching pin spring  57  is inserted between the slider  51  and the slider fixation part  47 - 2 . When the knob  13  is turned to the ACC status, the hitching pin  55  compresses the hitching pin spring  57  and moves into the slider  51  by the movement of the cam shaft  47  in the negative axle direction. Then, if the slider  51  is moved by the cam  47 - 1  such that the hitching pin  55  gets out of the axle direction surface  47 - 2 - 1  of the slider fixation part, the hitching pin  55  is protrudes and touches the wall surface  11 - 1  of the housing  11  by the elasticity of the hitching pin spring  57 . The protruded state of the hitching pin  55  makes the lateral surface of the hitching pin  55  connect with the circumferential surface  47 - 2 - 2  of the slider fixation part. As a result, if the cam shaft  47  is set at the LOCK position, the cam  47 - 1  of the cam shaft can fix the slider  51  even if the cam  47 - 1  of the cam shaft no longer supports the slider  51 . When the PIC unit  5  operates the solenoid controller  29  to move the cam shaft  47  in the positive axle direction, the hitching pin  55  releases and moves the slider  51  in the direction of locking the steering shaft  17 .  
     [0078] Furthermore, the operations described above makes the cam shaft  47  move a stroke of the second movement section S 2  and lock the steering shaft  17 . The actuator  21  moves the second and first movement sections S 2  and S 1 , respectively, at the same time to lock the knob  13 .  
     [0079] The foregoing description of specific embodiments of the present invention are presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously many modifications and variations are possible in view of the above teachings. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, to thereby enable others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the following claims and their equivalents.