JP5837388B2 - Motor control device and electric steering lock device - Google Patents

Description

  The present invention relates to a motor control device and an electric steering lock device that includes the motor control device and regulates a steering rotation operation by electronic control.

  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 is provided with a relay for switching the direction of the current supplied to the motor by switching the power feeding 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 by switching the relay. 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 2006-335321 A

  In the electric steering lock device of Patent Document 1, power is supplied to the motor as shown in the timing chart of FIG. That is, when engaging the lock bar with the steering shaft, the relay on the lock side is turned on to close the power feeding circuit to the motor, and then the FET is turned on to supply power to the motor.

  By the way, since the relay is a mechanical part, dust such as dust may accumulate on the contact portion of the relay. If the accumulation amount increases, the relay is interrupted by dust, so there is a possibility that current cannot be supplied to the motor. For example, in FIG. 6, when the relay on the lock side is turned off to complete power supply to the motor (timing T <b> 21), the relay may pinch deposits. In this case, the lock bar is engaged with the steering shaft by inhibiting the conduction in the relay.

  Normally, next, the relay on the unlock side is turned on to release the engagement between the lock bar and the steering shaft (timing T22), and the power supply circuit to the motor is closed, and then the FET is turned on. To supply power to the motor. However, since the deposit is caught in the relay on the lock side and conduction is hindered, electric power is not supplied to the motor, and as a result, the engagement between the lock bar and the steering shaft may not be released.

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

In order to solve the above problems, the invention according to claim 1, the presence or absence of the supply of power to the motor, the motor control device having a control means for switching through the switching control of the contact state of the relay, comprising said relay a drive circuit configured the motor, and a drive limiting unit for switching the presence or absence of supply of power to the drive circuit, with the the supply of power to the drive circuit is cut off by the drive limiting unit The gist is that the control means switches the contact state of the relay in a state where power supply to the relay is interrupted .

  According to the configuration, switching the contact state of the relay, that is, moving the relay increases the possibility of removing deposits in the relay, which is a mechanical component. For this reason, possibility that the drive circuit of a motor will be interrupted | blocked by deposits can be suppressed. Therefore, it is possible to provide a motor control device that is unlikely to cause malfunction.

The invention according to claim 2, in the motor control device according to claim 1, provided with a conduction judging circuit between the front SL relay before SL drive limiting unit, said control means turns off the drive limiting unit In this state, the contact state of the relay is switched, the voltage level is measured via the continuity determination circuit, the continuity state of the drive circuit is grasped based on the result, and the continuity state is determined to be defective. The gist of the present invention is to operate the relay in order to eliminate the defect in the conduction state.

  According to this configuration, only when the drive circuit is interrupted by deposits in the relay, the relay is operated to remove deposits from the relay. In other words, when the conduction state of the drive circuit is normal, the relay is not operated. Therefore, when power is supplied to the motor, the time until supply is shortened.

  The invention according to claim 3 is the motor control device according to claim 2, wherein the operation of the relay for eliminating the failure of the conduction state ends in the contact state before the operation. .

According to this configuration, it is possible to determine the conduction state of the drive circuit immediately after the operation of the relay for eliminating the failure of the conduction state.
According to a fourth aspect of the present invention, whether or not power is supplied to 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 the direction in which power is supplied. And a control means for switching through switching control of the contact state of the second relay, and the motor control device according to any one of claims 1 to 3 is provided.

  According to this configuration, in the electric steering lock device, it is possible to suppress malfunctions in steering lock and unlock caused by deposits in the relay.

  According to the present invention, it is possible to provide a motor control device and an electric steering lock device that can maintain a good operation 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. FIG. 4A is a schematic configuration diagram showing a lock mechanism in a state in which a steering shaft cannot be rotated, and FIG. The flowchart which shows the process in the microcomputer for STROK. The block diagram which shows schematic structure of other embodiment. The time chart which shows the action | operation of the 1st and 2nd relay and FET in a prior art form.

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 (hereinafter referred to as a state NC), and no electric power is supplied to the motor 33. When one of the movable contacts CP1a and CP2a is in contact with the fixed contact CP1c or the fixed contact CP2c (Normal Open: hereinafter referred to as state NO), the power is supplied from the power source to the drive limiting unit 43 via the motor 33. The circuit closes.

  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. The steric microcomputer 41 is connected to the first and second Hall elements 37 and 38 shown in FIG. The first and second Hall elements 37 and 38 output an electrical signal to the sterok microcomputer 41 when a change in the magnetic field is detected. A magnet 39 is fixed to a lock bar 34 to be described later that is displaced as the motor 33 rotates. The first hall element 37 faces the magnet 39 when the lock bar 34 is engaged with the steering shaft 3. The second hall element 38 faces the magnet 39 when the lock bar 34 is not engaged with the steering shaft 3. When an electrical signal is input from the first hall element 37, the strooke microcomputer 41 indicates from the second hall element 37 that the lock bar 34 is in a position engaged with the steering shaft 3 (lock position). Is input, it is recognized that the lock bar 34 is in a position (unlock position) where the engagement with the steering shaft 3 is released.

<Configuration of lock mechanism>
Such rotation of the motor 33 is transmitted to a lock mechanism 31a as a steering system mechanism shown in FIG. As shown in FIG. 3, the lock mechanism 31 a is fixed to the motor shaft of the motor 33 and the lock bar 34 that engages with the steering shaft 3 as a movable member and regulates the rotation of the steering shaft 3. A worm 35 that rotates integrally with the motor shaft and a worm wheel 36 that converts the rotational motion of the worm 35 into a linear motion and transmits the linear motion to the lock bar 34 are provided. 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. As shown in FIGS. 3A and 3B, a magnet 39 is fixed to the upper outer peripheral surface of the lock bar 34.

<Operation of steering lock device>
Next, the operation of the steering lock device performed through the control of each of the relays 44a and 44b and the drive limiting unit 43 in the steering microcomputer 41 will be described according to the flowchart shown in FIG. Here, each of the relays when the lock bar 34 and the steering shaft 3 are engaged and the rotation of the steering shaft 3 is restricted and the motor 33 is driven to rotate reversely so as to release the engagement therebetween. The operation in 44a and 44b will be described. The relays 44a and 44b are in the state NC, and the drive restriction 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 second relay 44b to the state NO (relay operation) (step S1). Then, it is determined whether or not the voltage applied to the continuity determination circuit 50 is at the Hi level (step S2). If there is no deposit in the first and second relays 44a and 44b, the circuit from the power source to the continuity determination circuit 50 is closed, so that the voltage applied to the continuity determination circuit 50 becomes Hi level. When deposits are caught in at least one of the first and second relays 44a and 44b and the circuit from the power source to the continuity determination circuit 50 is not closed, the voltage applied to the continuity determination circuit 50 remains at the Lo level. . If NO in step S2, that is, if the voltage applied to the continuity determination circuit 50 is at the Lo level, the microcomputer 41 for steril switches the states of the first and second relays 44a and 44b (exclusion operation) (step S3). ). Here, the first relay 44a is switched to the state NC after being switched to the state NO. The second relay 44b is switched to the state NO after being switched to the state NC. Thereby, possibility that the deposit of the 1st and 2nd relays 44a and 44b will be shaken off increases. Thereafter, the microcomputer 41 for steril moves the process to step S2.

  If YES in step S2, that is, if the voltage applied to the continuity determination circuit 50 is at the Hi level, there is no deposit in the first and second relays 44a and 44b, so the drive limiting unit 43 is switched on (step S4). As a result, the motor 33 is driven and the lock bar 34 moves toward the unlock position.

  Thereafter, the teloc microcomputer 41 determines whether or not the lock bar 34 has reached the unlock position through the presence / absence of an electric signal input from the second hall element 38 (step S5). If NO in step S5, that is, if no electric signal is input from the second Hall element 38, this process is repeated until time T1 is reached.

  If YES in step S5, that is, if there is an input of an electrical signal from the second hall element 38, the drive limiting unit 43 is switched off (step S6). Then, the sterilizing microcomputer 41 switches the second relay 44b to the state NC (relay operation) (step S7), and ends this series of processing.

  Here, the operation of each of the relays 44a and 44b when the motor 33 is driven to rotate in the reverse direction has been described. However, when the motor 33 is driven to rotate in the forward direction, the first and the switching to be performed in Step S1, Step S3, and Step S7 are performed. The state of the second relays 44a and 44b may be reversed. Further, the sterilization microcomputer 41 determines whether or not the lock bar 34 has reached the lock position through whether or not an electric signal is input from the first hall element 37 in step S5. In this way, even when the motor 33 is driven to rotate in the forward direction, the same effect as when the motor 33 is driven to rotate in the reverse direction can be obtained.

As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) When the drive restriction unit 43 is turned off, the first or second relays 44a and 44b that do not need to be operated are switched on and off. This increases the possibility that deposits on the first and second relays 44a and 44b can be eliminated. That is, it is possible to suppress the possibility that the drive circuit of the motor 33 is blocked by the deposit. Further, since the drive limiting unit 43 is turned off, when the first or second relay 44a, 44b is switched on / off, no current flows suddenly through the switched relay. Therefore, heat is generated in the relay in accordance with the current, and welding due to melting of the relay itself does not occur.

  (2) The continuity determination circuit 50 is provided between the first and second relays 44 a and 44 b and the drive limiting unit 43. As a result, the sterilization microcomputer 41 can determine the conduction state of the drive circuit of the motor 33 through the conduction determination circuit 50. Then, if it is determined that the conduction state is defective, the first and second relays 44a and 44b are operated to remove the deposits from these relays. On the contrary, when the conduction state of the drive circuit of the motor 33 is normal, the drive restriction unit 43 is switched on without operating the first and second relays 44a and 44b. That is, only when it is estimated that there are deposits in the first and second relays 44a and 44b, the relay operation is performed. Therefore, if there is no deposit, power is immediately supplied to the motor 33. Can do.

  (3) The contact state of the first and second relays 44a and 44b when the removal operation for eliminating the failure in the conduction state is terminated is defined as the contact state before the removal operation. Thereby, the microcomputer 41 for steril can judge the conduction state of a drive circuit immediately after completion | finish of exclusion operation | movement.

In addition, you may change the said embodiment as follows.
In the above embodiment, the driver 42 having two relays of the first and second relays 44a and 44b is adopted. However, as shown in FIG. 5, for example, the second relay 44b is omitted, and the first relay 44b is omitted. A driver having only the relay 44a may be employed. This driver is applicable to a wiper driving device, for example. Even in the case of such a configuration, deposits in the relay can be eliminated by causing the relay to perform an exclusion operation in a state where the drive restriction unit 43 is turned off.

  In the above embodiment, the continuity determination circuit 50 may be omitted. In this case, before supplying the electric power to the motor 33, the sterilizing microcomputer 41 causes the first and second relays 44a and 44b to perform the exclusion operation with the drive restriction unit 43 turned off. This increases the possibility that deposits in the first and second relays 44a and 44b are eliminated.

  In the above embodiment, the first and second relays 44a and 44b that perform the exclusion operation are in contact with the other contact point, but may not be in contact with each other. That is, the movable contact may be moved. Even if it does in this way, possibility that the deposit in the 1st and 2nd relays 44a and 44b will be excluded increases.

  In the above embodiment, the contact state of the first and second relays 44a and 44b when the exclusion operation for eliminating the defective conduction state is ended as the contact state before the exclusion operation. It is not necessary to have the contact state. Even if it does in this way, possibility that the deposit in the 1st and 2nd relays 44a and 44b will be excluded increases.

  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.
-In the said embodiment, you may restrict | limit the frequency | count of exclusion operation | movement in each relay 44a, 44b. For example, a timer that starts for a sufficient time to remove deposits in the relays 44a and 44b is provided in the microcomputer 41 for sterilization. Then, the exclusion operation is permitted only when the timer is activated. With this configuration, if the relay deposits cannot be eliminated, the teloc microcomputer 41 executes only the processes in steps S2 and S3 in FIG. 4 to suppress the process from being completed. it can. When this configuration is adopted, it is desirable to provide notifying means or the like for notifying the relay deposit in case the relay deposit cannot be removed. It should be noted that the timer provided in the sterok microcomputer 41 may be a counter that counts the relay elimination operation. Then, when the number of times counted by the counter reaches a predetermined number sufficient to remove the deposit, the removal operation is terminated. Even in the case of such a configuration, it is possible to suppress the completion of processing in the microcomputer 41 for sterilization.

  In the above embodiment, the first and second Hall elements 37 and 38 are provided to detect the lock position and the unlock position of the lock bar 34. However, the present invention is not limited to the magnetic element that detects a change in the magnetic field. A mechanical switch or the like may be employed. Further, the element may be omitted and a timer may be provided in the sterilizing microcomputer 41. The activation time of this timer is set to a time required for the lock bar 34 that is displaced as the motor 33 rotates to displace the lock position and the unlock position. Even when configured in this manner, the same effects as those of the above-described embodiment can be obtained.

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, 37 ... first hall element, 38 ... second hall element, 39 ... magnet, 41 ... microcomputer for steering lock (microcomputer for steering wheel), 42 ... driver part, 43 ... drive limiting part , 44a ... first relay, 44b ... second relay, 45, 46 ... switching element, 47 ... inverter, 48 ... AND circuit, 50 ... continuity determination circuit.

Claims (4)

In a motor control device having control means for switching the presence or absence of power supply to the motor through switching control of the contact state of the relay,
A drive circuit for the motor configured to include the relay;
And a drive limiting unit for switching the presence or absence of supply of power to the drive circuit,
Motor control for switching the contact state of the relay in a state where the supply of power to the relay is cut off by the drive limiting unit being cut off. apparatus. The motor control device according to claim 1,
A continuity determination circuit is provided between the relay and the drive limiting unit,
The control means switches the contact state of the relay and measures the voltage level via the continuity determination circuit in a state where the drive limiting unit is turned off, and grasps the continuity state of the drive circuit based on the result. When the conduction state is determined to be defective, the motor control device operates the relay in order to eliminate the failure in the conduction state. The motor control device according to claim 2,
The motor control device in which the operation of the relay for eliminating the failure of the conduction state is terminated in a contact state before the operation.   The presence / absence of power supply to the motor that operates the lock mechanism that switches between locking and unlocking of the movable member constituting the steering system mechanism of the vehicle, and the power supply direction, are determined according to the contact state of the first and second relays. An electric steering lock device comprising control means for switching through switching control and comprising the motor control device according to claim 1.

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