JP2015205586A - electric steering lock device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric steering lock device which can maintain a good operational state.SOLUTION: An electric steering lock device 31 includes: first and second relays 44a, 44b which are provided on a feeder circuit of a motor 33 which performs a change between locking and unlocking of a steering shaft and which performs a change between presence and absence of power supply to the motor 33 and a change of a supply direction of power; a micro computer 41 for a steering lock which changes contact states of these relays; and a drive limit part 43 which performs a change between presence and absence of power to the feeder circuit. In the state that the drive control part 43 does not block power supply to the feeder circuit, the micro computer 41 for a steering lock performs a control such that the state, in which a movable contact of one of the first and second relays 44a, 44b is connected to a high voltage side stationery contact and the other movable contact is connected to a low voltage side stationery contact, respectively is converted into the state in which a movable contact of the relay connected to the low voltage side stationery contact is made to be connected to the high voltage side stationery contact.

Description

  The present invention relates to an electric steering lock device.

  Conventionally, in order to prevent the vehicle from being stolen, the vehicle is provided with a steering lock device that restricts the steering rotation operation. As this type of steering lock device, for example, as disclosed in Patent Document 1, there is a device by electronic control. The electric steering lock device includes a lock bar that can be engaged with and disengaged from the steering shaft, a motor that moves the lock bar, and an electronic control unit that controls the drive of the motor. This electronic control unit switches the direction of the current supplied to the power supply circuit and thus to the motor by switching two relays constituting the power supply circuit connected to the motor. The electronic control unit controls engagement / disengagement of the lock bar that moves in accordance with the rotation of the motor by controlling the rotation direction of the motor through switching of the two relays. When the lock bar is engaged with the steering shaft, the rotation of the steering shaft is restricted, so that the rotation operation of the steering is restricted.

  An FET (Field Effect Transistor) is provided between the power supply circuit and the power source (+ B). This FET switches whether or not power is supplied to the power supply circuit itself. The FET is controlled by a control unit different from the control unit that switches the power feeding circuit. In a state where the vehicle is being driven (during the operation of the driving source for traveling), the FET is turned off and the supply of power to the power feeding circuit is interrupted. With this configuration, the lock bar is prevented from accidentally engaging with the steering shaft when the vehicle is being operated.

JP 2012-192873 A

  In the electric steering lock device of Patent Document 1, after connecting two relays to the high voltage side with the FET turned off, the FET is turned on, and then one of the two relays is connected to the low voltage side. Foreign matter is removed by generating an arc at the contact on the low voltage side.

  However, in Patent Document 1, it is not possible to remove foreign matter at the contact on the high voltage side. Even if a foreign object is caught in the contact on the high voltage side, conduction to the motor is hindered, so that the electric steering lock device does not operate normally.

  The present invention has been made in view of the above problems, and an object thereof is to provide an electric steering lock device capable of maintaining a good operation state.

  In order to solve the above-described problem, whether or not power is supplied to the motor provided in a power feeding circuit of a motor that operates a lock mechanism that switches between locking and unlocking of a movable member that constitutes a steering system mechanism of the vehicle, and First and second relays for switching the power supply direction, control means for switching contact states of the first and second relays, and a drive limiting unit for switching presence or absence of power supply to the power feeding circuit of the motor; The first and second relays have two fixed contacts on the high voltage side and the low voltage side and a movable contact connected to one of these two fixed contacts. The control means is configured to enable one of the first and second relays in a state where the drive limiting unit does not cut off the power supply to the power feeding circuit. From the state in which the contact is connected to the high voltage side fixed contact and the movable contact of the other relay is connected to the low voltage side fixed contact to supply power to the power supply circuit, the contact is connected to the low voltage side fixed contact. The gist is to connect the movable contact of the relay being connected to the fixed contact on the high voltage side so as to shift to a state where power is not supplied to the power supply circuit.

  According to this configuration, when the supply of power to the power supply circuit is stopped, the state between the movable contact of the operated relay of the first and second relays and the fixed contact on the high voltage side is: Since the potential difference is small and the current is high, an arc is generated between these two contacts. Thereby, the foreign matter at these two contact points is easily removed. Therefore, malfunctions in the electric steering lock device are unlikely to occur.

  In the above configuration, the control means connects the movable contacts of the first and second relays to the fixed contact on the high voltage side in a state where the drive limiting unit cuts off the power supply to the power feeding circuit. After the switching control is performed, the movable contact point of either the first relay or the second relay is set to a low voltage according to the direction in which the motor is rotated in a state where the drive limiting unit supplies power to the power feeding circuit. It is preferable to perform switching control for connection to the fixed contact on the side.

  According to this configuration, when the power feeding circuit of the motor is closed, the state between the contacts on the low voltage side of the operated relay of the first and second relays is a state in which the potential difference is large. An arc occurs between the contacts. Thereby, the foreign matter at these two contact points is easily removed. That is, foreign matter is easily removed at both the low-voltage side contact and the high-voltage side contact of the relay, so that it is possible to provide an electric steering lock device that is less prone to malfunction.

  The electric steering lock device of the present invention can maintain a good operating state.

The block diagram which shows schematic structure of the antitheft system of the vehicle of this embodiment. The block diagram which shows schematic structure of the electric steering lock apparatus of this embodiment. (A) is a schematic block diagram showing a lock mechanism in a state where the steering shaft is not rotatable, and (b) is a schematic configuration diagram showing a lock mechanism in a state where the steering shaft is rotatable. The time chart which shows the action | operation of the 1st and 2nd relay and drive limitation part of this embodiment.

Hereinafter, an embodiment in which the present invention is embodied in an electronic steering lock system will be described with reference to FIGS.
As shown in FIG. 1, the electronic steering lock system 1 includes an electronic key 11 possessed by a user (driver) and an in-vehicle device 12 that performs mutual wireless communication with the electronic key 11. The in-vehicle device 12 can transmit a request signal, and the electronic key 11 can transmit a response signal. When the electronic key 11 receives the request signal output from the in-vehicle device 12, the electronic key 11 transmits a response signal including the ID code stored in the electronic key 11 to the in-vehicle device 12 correspondingly.

<Configuration of in-vehicle device>
As shown in FIG. 1, the in-vehicle device 12 includes a transmission / reception unit 13, a verification control unit 14, a power supply control unit 15, a lock control unit 16, an engine control unit 17, a meter control unit 18, and a start switch 19. Each control part 14-18 is comprised including the CPU unit which consists of CPU, ROM, and RAM, for example. These control units 14 to 18 are electrically connected by a bus 20 that is a bus-type network communication line, and can communicate with each other via the bus 20. Of these control units, the collation control unit 14, the power control unit 15, and the lock control unit 16 are connected to a power source, and power is always supplied from the power source. The engine control unit 17 and the meter control unit 18 are connected to an ignition relay 22 that is turned on and off by the power supply control unit 15. The engine control unit 17 and the meter control unit 18 are switched by the power supply control unit 15 as to whether or not power is supplied.

  The collation control unit 14 performs generation of a pulse tone request signal and collation of various information such as an ID code included in a response signal transmitted from the electronic key 11. The transmission / reception unit 13 connected to the verification control unit 14 modulates the request signal output from the verification control unit 14 into a radio wave having a predetermined frequency, and transmits the radio wave toward a predetermined communication area. Here, the request signal is transmitted toward the outside communication area and the inside communication area. Further, when receiving the response signal transmitted from the electronic key 11, the transmission / reception unit 13 demodulates the response signal into a pulse signal and outputs the pulse signal to the verification control unit 14. When a response signal is input from the transmission / reception unit 13, the verification control unit 14 performs various verifications including verification of an ID code included in the response signal and an ID code preset in itself. When the verification is established, the verification control unit 14 outputs a signal indicating that to the bus 20.

  An accessory relay (ACC relay) 21, an ignition relay (IG relay) 22, and a starter relay (ST relay) 23 are connected to the power supply control unit 15. More specifically, each of the relays 21 to 23 has switches SW1 to SW3 connected to various in-vehicle devices whose one end is a power source and the other end is a power supply destination, and a coil unit that switches on / off of the switches SW1 to SW3. L1-L3. The coil portions L1 to L3 have one end connected to the power supply control unit 15 and the other end connected to the ground via a switching element such as an FET (not shown). Power is supplied to each of the coil portions L1 to L3 via the power supply control unit 15. Note that a start switch 19 operated by a user is connected to the power supply control unit 15. This start switch 19 is provided in the driver's seat of the vehicle.

  The power supply control unit 15 outputs an operation signal to each of the coil units L <b> 1 to L <b> 3 according to the operation of the start switch 19. Each coil part L1-L3 switches on / off of switch SW1-SW3 according to the presence or absence of the input of an operation signal. When these switches SW1 to SW3 are turned on, power is supplied to various on-vehicle devices. For example, when the switch SW2 is turned on, power is supplied to the engine control unit 17 and the meter control unit 18. The power supply control unit 15 outputs an information signal indicating the on / off state of each of the relays 21 to 23 to the bus 20.

  The engine control unit 17 controls an engine (internal combustion engine) that is a drive source of a vehicle (not shown). That is, the engine control unit 17 controls the number of revolutions according to the engine start and the accelerator operation amount of the user. When the engine is started, the engine control unit 17 outputs a complete explosion signal to that effect to the bus 20.

  The meter control unit 18 controls an instrument panel that displays vehicle information such as a vehicle speed, an engine speed, and a remaining amount of gasoline supplied to the engine. The instrument panel is provided, for example, on an instrument panel of a vehicle. The meter control unit 18 outputs a vehicle information signal indicating vehicle information to the bus 20 during an operation in which power is supplied.

  The lock control unit 16 constitutes a steering lock device 31 that switches between operation permission and restriction in steering operated when turning the vehicle. The steering lock device 31 includes a motor 33 whose rotation is controlled by the lock control unit 16, and a lock mechanism 31a that is connected to a motor shaft of the motor 33 and switches between permission and restriction of rotation of the steering.

  When both the signal indicating that in-vehicle verification is established from the verification control unit 14 and the lock release completion signal from the lock control unit 16, the power supply control unit 15 enters the engine start permission state. When the start switch 19 is operated in this engine start permission state, the power supply control unit 15 outputs an operation signal to the IG relay 22 and the ST relay 23. For this reason, the IG relay 22 and the ST relay 23 are operated, and the switches SW2 and SW3 of the relays 22 and 23 are turned on. Accordingly, power is supplied to the engine control unit 17 and the meter control unit 18. When the ST relay 23 is activated, the engine starter is activated. Further, as the start switch 19 is pressed, the power supply control unit 15 outputs a start signal to the bus 20.

  When both the signal indicating that the in-vehicle collation from the collation control unit 14 and the start signal from the power supply control unit 15 are input, the engine control unit 17 performs fuel injection control, ignition control, and the like. The engine control unit 17 detects the driving state of the engine based on the ignition pulse, the alternator output, and the like, and outputs a complete explosion signal to the bus 20 when determining that the engine is driving.

  When the complete explosion signal is input from the engine control unit 17, the power supply control unit 15 stops the output of the operation signal to the ST relay 23 to make the ST relay 23 inactive and to the ACC relay 21. Output an operation signal. That is, the power supply control unit 15 controls the operation of the relays 21 and 23 based on whether or not a complete explosion signal is input. Further, when a complete explosion signal is input from the engine control unit 17, the power supply control unit 15 outputs a motor drive prohibition signal that prohibits driving of the motor 33 to the bus 20.

  In addition, when the complete explosion signal is input and the start switch 19 is operated at least when the vehicle speed is “0”, the power supply control unit 15 stops outputting the operation signal to the IG relay 22. Stop the engine. At this time, the supply of power to the engine control unit 17 is stopped. Accordingly, the operation of the engine and the output of the complete explosion signal output to the bus 20 are also stopped. When the input of the complete explosion signal is stopped, the power supply control unit 15 outputs a motor drive release signal for releasing the prohibition of driving of the motor 33 to the bus 20.

<Configuration of lock control unit>
As shown in FIG. 2, the lock control unit 16 includes a steering lock microcomputer (hereinafter referred to as a “sterok microcomputer”) 41 as control means connected to the bus 20. The steric microcomputer 41 is a one-chip microcomputer including a CPU, a ROM, a RAM, and the like. A driver unit 42 that switches whether power is supplied to the motor 33 and a drive limiting unit 43 that switches whether power is supplied to the driver unit 42 are connected to the microcomputer 41 for sterilization.

  The driver unit 42 includes a first transistor Tr1 and a second transistor Tr2, and a first relay 44a and a second relay 44b. Each of the transistors Tr1 and Tr2 is composed of an NPN transistor. The base terminals of the first transistor Tr1 and the second transistor Tr2 are connected to the steric microcomputer 41, respectively. The collector terminal of the first transistor Tr1 is the first end of the coil portion La of the first relay 44a, and the collector terminal of the second transistor Tr2 is the first end of the coil portion Lb of the second relay 44b. It is connected to the. The emitter terminals of both transistors Tr1 and Tr2 are grounded. The second ends of both coil portions La and Lb are each connected to a power source.

  The strike microcomputer 41 controls the direction in which the power supplied to the coil portions La and Lb flows through the control of the transistors Tr1 and Tr2. The first relay 44a operates when the first transistor Tr1 is turned on, and the second relay 44b operates when the second transistor Tr2 is turned on.

  The first relay 44a includes one movable contact CP1a and two fixed contacts CP1b and CP1c. The movable contact CP1a is connected to the first terminal of the motor 33, one fixed contact CP1b is connected to the drive limiting portion 43, and the other fixed contact CP1c is connected to the power source. The movable contact CP1a is switched between contact states with the fixed contacts CP1b and CP1c through electric power supplied to the coil portion La.

  Similarly, the second relay 44b includes one movable contact CP2a and two fixed contacts CP2b and CP2c. The movable contact CP2a is connected to the second terminal of the motor 33, one fixed contact CP2b is connected to the drive limiting portion 43, and the other fixed contact CP2c is connected to the power source. The movable contact CP2a is switched between contact states with the fixed contacts CP2b and CP2c through electric power supplied to the coil portion Lb.

  Normally, the movable contacts CP1a and CP2a are in a state where they are in contact with the fixed contacts CP1b and CP2b (Normal Close: hereinafter NC), and no power is supplied to the motor 33. When one of the movable contacts CP1a and CP2a is in a state of being in contact with the fixed contact CP1c or the fixed contact CP2c (Normal Open: hereinafter, state NO), the power is connected from the power source to the drive limiting unit 43 via the motor 33. The circuit closes. The fixed contacts CP1b and CP2b are so-called NC contacts, and the fixed contacts CP1c and CP2c are so-called NO contacts. The contact pressure between the movable contact and the NC contact is higher than the contact pressure between the movable contact and the NO contact.

  The drive limiting unit 43 includes a first switching element 45, a second switching element 46, an inverter 47, and an AND circuit 48. Both switching elements 45 and 46 are constituted by, for example, n-channel power MOSFETs. The drain terminal of the second switching element 46 is connected to the fixed contacts CP1b and CP2b of the first relay 44a and the second relay 44b. The source terminal of the second switching element 46 and the drain terminal of the first switching element 45 are connected to each other. The source terminal of the first switching element 45 is grounded. That is, the switching elements 46 and 45 are connected in series between the fixed contacts CP1b and CP2b and the ground. Note that a continuity determination circuit 50 is connected between the driver unit 42 and the drive limiting unit 43 and between the steering microcomputer 41. The strike microcomputer 41 grasps the circuit state on the upstream side of the continuity determination circuit 50 based on the voltage across the resistance provided in the continuity determination circuit 50. Then, if the circuit state is normal, the sterol microcomputer 41 inputs a signal indicating that the drive limiting unit 43 is switched from OFF to ON.

  The gate terminal of the first switching element 45 is connected to the IG relay 22 via the inverter 47. When the IG relay 22 is off, a drive prohibition signal (Lo level signal) is applied to the input terminal of the inverter 47, and when the IG relay 22 is on, a drive permission signal (Hi level) is applied to the input terminal of the inverter 47. Signal) is input. Therefore, when a Lo level signal is input to the inverter 47, a Hi level voltage is applied to the first switching element 45. For this reason, the 1st switching element 45 will be in an operation state. On the other hand, when a Hi level signal is input to the inverter 47, a Lo level voltage is applied to the first switching element 45. For this reason, the 1st switching element 45 will be in a non-operation state.

  The output terminal of the AND circuit 48 is connected to the gate terminal of the second switching element 46. The AND circuit 48 is a 2-input 1-output type. A booster circuit (not shown) is interposed between the output terminal of the AND circuit 48 and the second switching element 46.

  The AND circuit 48 has a first input terminal connected to the bus 20 and a second input terminal connected to the steric microcomputer 41. The AND circuit 48 is configured to alternatively receive a drive permission signal (Hi level signal) and a drive inhibition signal (Lo level signal) output from the bus 20 and the sterilization microcomputer 41. Here, a drive permission signal and a drive inhibition signal are input to the bus 20 from the engine control unit 17. The AND circuit 48 outputs a Hi level signal only when a Hi level signal is input from both the bus 20 and the steric microcomputer 41, and a Lo level signal is output from at least one of the bus 20 and the steric microcomputer 41. When input, a Lo level signal is output. Accordingly, the second switching element 46 is activated only when a Hi level signal is input to the AND circuit 48 from both the bus 20 and the sterilization microcomputer 41, and is deactivated otherwise.

  When both the switching elements 45 and 46 are activated, the circuit from the power source to the ground is closed. That is, whether or not power can be supplied to the motor 33 is determined based on the operating state of the drive limiting unit 43.

  For example, when the microcomputer 41 for steril outputs an actuation signal to the first transistor Tr1, the first relay 44a is actuated to enter a state NO in which the movable contact CP1a and the fixed contact CP1c are connected. At this time, the circuit from the power source to the continuity determination circuit 50 is closed. In this state, when the steering microcomputer 41 turns on the drive limiting unit 43, the circuit from the power source to the ground is closed. That is, the current flows in the order of power source → first relay 44 a → motor 33 → second relay 44 b → drive limiter 43. At this time, the motor 33 is driven in the forward rotation direction. On the other hand, when the steerok microcomputer 41 outputs an operation signal to the second transistor Tr2, the second relay 44b is activated and the movable contact CP2a and the fixed contact CP2c are connected to NO. At this time, the circuit from the power source to the continuity determination circuit 50 is closed. In this state, when the steering microcomputer 41 turns on the drive limiting unit 43, the circuit from the power source to the ground is closed. That is, the current flows in the order of power source → second relay 44 b → motor 33 → first relay 44 a → drive limiter 43. At this time, the motor 33 is driven in the reverse rotation direction.

<Configuration of lock mechanism>
Such rotation of the motor 33 is transmitted to a lock mechanism 31a as a steering system mechanism shown in FIGS. 3 (a) and 3 (b). As shown in FIGS. 3A and 3B, the lock mechanism 31 a includes a lock bar 34 that engages with the steering shaft 3 as a movable member and restricts the rotation of the steering shaft 3. I have. Further, the lock mechanism 31 a is fixed to the motor shaft of the motor 33, the worm 35 that rotates integrally with the motor shaft, and the worm wheel 36 that converts the rotational motion of the worm 35 into linear motion and transmits it to the lock bar 34. And. On the outer peripheral surface of the lock bar 34, a gear portion 34 a made of spur teeth is formed along the axial direction of the lock bar 34. The worm wheel 36 meshes with the gear portion 34 a and transmits its rotation to the lock bar 34.

  For this reason, the lock bar 34 can be moved in a direction orthogonal to the axial direction of the steering shaft 3 as indicated by arrows F1 and F2 in FIG. Here, when the motor 33 is driven in the forward rotation direction, the lock bar 34 is moved in the direction indicated by the arrow F1 (a direction away from the steering shaft 3), and when the motor 33 is driven in the reverse rotation direction. It moves in the direction indicated by the arrow F2 (direction approaching the steering shaft 3).

  Further, a recess 3 a is formed on the outer peripheral surface of the steering shaft 3. The recess 3 a is located on the axis of the lock bar 34. The lower end portion of the lock bar 34 in the figure is detachably provided with respect to the recess 3a. As shown in FIG. 3 (a), when the tip of the lock bar 34 engages with the recess 3a, the rotation of the steering shaft 3 is restricted, and as shown in FIG. When they do not match, the steering shaft 3 can be rotated.

<Relay operation>
Next, control of each of the relays 44a and 44b and the drive limiting unit 43 in the sterilizing microcomputer 41 will be described according to the time chart shown in FIG. Here, it is assumed that the lock bar 34 is displaced from the unlock position to the lock position. Each relay 44a, 44b is in the state NC, and the drive limiting unit 43 is off. In this drive limiting unit 43, it is assumed that the IG relay 22 is ON and a Hi level signal is input from the bus 20.

  As shown in FIG. 4, first, the teloc microcomputer 41 switches the first relay 44a from the state NC to the state NO (timing T1). At this time, since the drive limiting unit 43 is turned off, the circuit is not closed. That is, no electric power is supplied to the motor 33. In this state, when there is no deposit in the first relay 44a or the second relay 44b, the circuit from the power supply to the continuity determination circuit 50 is closed, so that the voltage applied to the continuity determination circuit 50 becomes Hi level. If the circuit from the power source to the continuity determination circuit 50 does not close because the deposit is sandwiched between at least one of the two, the voltage applied to the signal line remains at the Lo level. By detecting the voltage applied to the continuity determination circuit 50, the strike microcomputer 41 can determine whether or not there is deposit on the first relay 44a or the second relay 44b.

  Next, the steering microcomputer 41 switches the second relay 44b from the state NC to the state NO (timing T2), then switches the drive limiting unit 43 from off to on (timing T3), and then the second relay 44b. The relay 44b is switched from the state NC to the state NO (timing T4). At timing T4, the power feeding circuit of the motor 33 is closed. Accordingly, since the motor 33 is driven to rotate forward, the lock bar 34 is displaced from the unlock position toward the lock position.

  Note that at the moment when this circuit is closed, an arc is generated between the second relay 44b, specifically, the movable contact CP2a and the fixed contact CP2b, due to the potential difference between the upstream side and the downstream side. Thereby, the foreign material adhering to these both contacts is skipped. Therefore, poor electrical conduction due to foreign matter is less likely to occur between these two contacts.

  When the lock bar 34 reaches the lock position, the teloc microcomputer 41 switches the second relay 44b from the state NC to the state NO (timing T5). At this timing T5, the power supply circuit of the motor 33 is opened. Accordingly, since the forward rotation drive of the motor 33 is stopped, the displacement of the lock bar 34 is also stopped. Thereby, rotation of the steering shaft 3 is regulated.

  Note that at the moment when the circuit is opened, the potential difference between the movable contact CP2a and the fixed contact CP2c that are in contact with each other is small and a high current is generated, so that an arc is generated between these two contacts and adheres to these two contacts. The foreign object is skipped. Accordingly, poor electrical conduction due to foreign matter is less likely to occur between these two contacts.

  Thereafter, the teloc microcomputer 41 switches the first relay 44a and the second relay 44b from the state NO to the state NC, and switches the drive restriction unit 43 from on to off (timing T6).

  Here, the operation of each of the relays 44a and 44b when the motor 33 is driven to rotate forward and the ON / OFF of the drive limiting unit 43 have been described. However, when the motor 33 is driven to rotate in the reverse direction, the operation of each of the relays 44a and 44b. You can reverse the order. In this way, even when the motor 33 is driven in reverse rotation, the same effect as when the motor 33 is driven in forward rotation can be obtained.

As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) The movable contact of one of the first relay 44a and the second relay 44b is connected to the fixed contact on the high voltage side, and the movable contact of the other relay is connected to the fixed contact on the low voltage side, respectively. Further, when the drive limiting unit 43 is turned on, the movable contact of the relay connected to the fixed contact on the low voltage side is connected to the fixed contact on the high voltage side. As a result, at the moment when the power supply circuit of the motor 33 is opened, the potential difference is small and the current is high between the movable contact and the fixed contact that are in contact with each other. The adhering foreign matter is skipped. Accordingly, poor electrical conduction due to foreign matter is less likely to occur between these two contacts.

  (2) After the drive restriction unit 43 is switched from OFF to ON, the first relay 44a or the second relay 44b is switched ON / OFF according to the rotational drive direction of the motor 33 to close the power supply circuit of the motor 33. I made it. As a result, at the moment when the power supply circuit is closed, an arc is generated by the potential difference in the relay that is switched on and off. Foreign matter adhering to the relay due to the generation of this arc can be removed. Therefore, it is possible to suppress the occurrence of poor electrical communication in the power supply circuit of the motor 33.

  (3) The fixed contacts CP1c and CP2c on the high voltage side are NO contacts, and the fixed contacts CP1b and CP2b on the low voltage side are NC contacts. Since the NO contact has a higher contact pressure than the NC contact, the contacts are likely to be close to each other. Thereby, it is easy to generate an arc at the fixed contacts CP1c and CP2c, and the cleaning effect is high.

In addition, you may change the said embodiment as follows.
In the above embodiment, when it is determined that the circuit state of the power feeding circuit is normal through the continuity determination circuit 50, the power supply to the motor 33 may be started without generating this arc. That is, the power supply circuit of the motor 33 may be closed by connecting the movable contact of one of the first relay 44a and the second relay 44b to the fixed contact on the high voltage side. As a result, switching between locking and unlocking of the steering shaft 3 is executed earlier than in the above embodiment.

In the above embodiment, the determination as to whether the power supply circuit of the motor 33 is normal and the supply of power to the circuit may be performed separately.
In the above embodiment, the timing T1 for switching the first relay 44a from the state NC to the state NO and the timing T2 for switching the second relay 44b from the state NC to the state NO may be reversed. Moreover, these may be performed simultaneously. Even if it does in this way, the effect similar to the effect as described in (1) of the said embodiment can be acquired.

  In the above embodiment, the power supply control unit 15 is used as a means for prohibiting the driving of the motor 33, but is not limited thereto, and other control units (collation control unit 14, engine control unit 17, meter control unit 18) ) May limit the drive of the motor 33. For example, when the drive of the motor 33 is restricted in the engine control unit 17, the engine control unit 17 outputs a motor drive inhibition signal to the bus 20 after outputting a complete explosion signal indicating that the engine has been driven. Just do it. Even if comprised in this way, the effect similar to the said embodiment can be acquired.

  In the above embodiment, the state in which the engine is driven is applied as “the vehicle is being driven”, and the motor drive prohibition signal is output from the power supply control unit 15 when this condition is satisfied. Is set. However, the present invention is not limited to this. For example, the fact that the vehicle is being driven indicates that the engine is driven and the shift position is in a travel position (such as the “D” range or the “R” range). It may be applied as a “state”. Further, not only the driving state of the engine but also, for example, a state where at least one of the electric system functional position is “ON” and the vehicle speed is not “0” satisfies the condition “the vehicle is driven. It may be applied as “a state of being”. When changed as described above, the power supply control unit 15 outputs a motor drive inhibition signal when the above condition is satisfied.

  In the drive limiting unit 43 in the above embodiment, the first switching element 45 and the inverter 47 may be omitted. That is, the drive restriction unit 43 may not be configured to allow power supply to the motor 33 based on the operating state of the IG relay 22.

In the above embodiment, the switching elements 45 and 46 are not limited to FETs, and may be configured by, for example, bipolar transistors.
The drive limiting unit 43 is not limited to the configuration including the AND circuit 48, and when a signal for prohibiting the driving of the motor 33 is output from at least one of the sterilizing microcomputer 41 and the power supply control unit 15. In addition, as long as power supply to the motor 33 is disabled, the circuit configuration may be configured in any way. For example, you may be comprised by relays, such as the 1st and 2nd relays 44a and 44b. Even if comprised in this way, the effect similar to the said embodiment can be acquired.

In the above embodiment, the drive restriction unit 43 may be provided not only on the downstream side of the driver unit 42 but on the upstream side of the driver unit 42.
Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.

(A) In the above configuration, the high voltage side contact in the first and second relays is an NO contact and the low voltage side contact is an NC contact.
According to this configuration, the power supply to the motor is stopped by connecting the first or second relay to the NO contact. Since the NO contact has a higher contact pressure than the NC contact, the contacts are likely to be close to each other. For this reason, since an arc is easily generated at the NO contact, the cleaning effect is higher than when the high voltage side contact is an NC contact.

L1, L2, L3, La, Lb ... Coil, SW1, SW2, SW3 ... Switch, Tr1, Tr2 ... Transistor, CP1a, CP2a ... Movable contact, CP1b, CP1c, CP2b, CP2c ... Fixed contact, 1 ... Electronic steering Lock system, 3 ... steering shaft, 3a ... recess, 11 ... electronic key, 12 ... on-vehicle device, 13 ... transmission / reception unit, 14 ... collation control unit, 15 ... power control unit, 16 ... lock control unit, 17 ... engine control unit , 18 ... Meter control unit, 19 ... Start switch, 20 ... Bus, 21 ... Accessory relay (ACC relay), 22 ... Ignition relay (IG relay), 23 ... Starter relay (ST relay), 31 ... Steering lock device, 31a ... Lock mechanism, 33 ... Motor, 34 ... Lock bar, 34a ... Gear part, 35 ... Wo 36, worm wheel, 41 ... microcomputer for steering lock (microcomputer for steering), 42 ... driver unit, 43 ... drive limiting unit, 44a ... first relay, 44b ... second relay, 45, 46 ... switching Element 47... Inverter 48. AND circuit 50. Continuity determination circuit.

Claims (2)

A first power supply circuit that is provided in a power supply circuit of a motor that operates a lock mechanism that switches between locking and unlocking of a movable member that constitutes a steering system mechanism of a vehicle, and that switches whether or not power is supplied to the motor and a power supply direction. And a second relay, a control means for switching contact states of the first and second relays, and a drive restricting unit for switching presence / absence of power supply to the power feeding circuit of the motor. ,
The first and second relays have two fixed contacts on a high voltage side and a low voltage side and a movable contact connected to one of these two fixed contacts,
The control means is configured so that the movable contact of one of the first and second relays becomes a fixed contact on the high voltage side in a state where the drive limiting unit does not cut off the supply of power to the power feeding circuit. From the state where the movable contact of the other relay is connected to the fixed contact on the low voltage side and power is supplied to the power supply circuit, the movable contact of the relay connected to the fixed contact on the low voltage side is set to the high voltage. An electric steering lock device that is controlled to shift to a state in which power is not supplied to the power feeding circuit by being connected to a fixed contact on the side. In the electric steering lock device according to claim 1,
The control means performs switching control in which both the movable contacts of the first and second relays are connected to the fixed contact on the high voltage side in a state where the drive limiting unit cuts off the supply of power to the power feeding circuit. Thereafter, either one of the movable contacts of the first and second relays is fixed on the low voltage side according to a direction in which the motor is rotated in a state where the drive limiting unit supplies power to the power supply circuit. Electric steering lock device for switching control to be connected to.