JP2005349948A - Electric steering lock device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric steering lock device capable of suppressing the overrun amount to be less when a lock bar is stopped at the locking position and the unlocking position. <P>SOLUTION: The first target voltage Va capable of stopping a lock bar 19 at the target stop position of less overrun amount and the second target voltage Vb to form the standard for determination whether or not the lock bar 19 reaches the target stopping position are stored in a ROM 22 of a steering lock control unit 8. When a steering lock 7 is operated (locked or unlocked), the steering lock control unit 8 monitors the analog voltage of a Hall element 20 (21) after the movement is started, and when the analog voltage reaches the first target voltage Va, the stop command is output to a steering lock motor 16. Successively, the steering lock control unit 8 re-drives the steering lock motor 16 unless the analog voltage of the Hall element 20 (21) reaches the second target voltage Vb. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an electric steering lock device that switches a steering to a locked state or an unlocked state.

  In recent years, systems for performing various operations of a vehicle without mechanical key operations have been developed for the purpose of improving the operability of the vehicle. One such system is an electronic key system. The electronic key system is a keyless entry function that unlocks the door lock when the user (driver) carries the electronic key close to the door and locks when the user moves away, and an ignition switch without inserting the key into the cylinder. This system has an ignition function that starts the engine when it is turned.

  Since this type of system does not perform any mechanical key operation, it is necessary to lock or unlock the steering using an electrically driven electric steering lock device. As shown in FIG. 6, in the steering lock 50, the steering lock control unit 51 for operating the device drives the steering lock motor 52 to stroke the lock bar 53, and the lock bar 53 enters the recess 54a of the steering shaft 54. By being engaged / disengaged, it is in a locked state or a released state.

  When the steering lock control unit 51 rotates the steering lock motor 52 in one direction to lock the steering lock 50, the lock bar 53 is engaged with the recess 54a of the steering shaft 54 and is turned on from the lock switch 55. When the signal is input, the steering lock motor 52 is stopped. On the other hand, when the steering lock control unit 51 turns the steering lock motor 52 in the other direction to release the steering lock 50, the lock bar 53 is detached from the recess 54a and an ON signal is sent from the unlock switch 56. When input, the steering lock motor 52 is stopped.

  However, the steering lock motor 52 is stopped during the locking operation or the releasing operation after the lock switch 55 or the unlock switch 56 detects the lock bar 53. By the way, even if a stop command is issued to the steering lock motor 52, the steering lock motor 52 does not stop immediately but stops after a slight rotation due to inertia or the like. Therefore, if the method of stopping the steering lock motor 52 after detecting the lock bar 53 with the lock switch 55 or the unlock switch 56 is taken, the lock bar 53 overshoots from the lock position or the unlock position as shown in FIG. Stop at the run position.

  When the lock bar 53 is overrun in this way, the operation time of the steering lock 50 is increased by the overrun amount. During the operation of the steering lock 50, the steering lock motor 52 is moved or the lock bar 53 is stroked, so that the operation sound is generated. Accordingly, when the operation time of the steering lock 50 is lengthened, the operation sound is generated for a longer time. Therefore, there has been a demand for reducing the overrun amount as much as possible in order to shorten the operation sound generation time.

  Further, in the vehicle, after the operation of the steering lock 50 is completed, the operation shifts to another operation such as engine start, for example. Here, when the lock bar 53 overruns, the steering lock 50 is excessively operated even when the locking or releasing of the steering lock 50 is actually completed, and the next control is shifted accordingly. Time loss will occur. Therefore, there has been a demand for improving the response of the steering lock 50 while suppressing the overrun amount of the lock bar 53 as much as possible.

  Further, as a method of suppressing the overrun of the lock bar, there is a method of arranging a detection sensor 57 for detecting the position of the lock bar 53 on each of the lock position side and the unlock position side as shown in FIG. The detection sensor 57 is a sensor that outputs a digital signal, and is arranged at a position where a stop command should be output to the steering lock motor 52 and a lock position (unlock position) of the lock bar 53. Therefore, a total of four detection sensors 57 are arranged by arranging two detection sensors 57 on the lock side and the unlock side, respectively.

  Here, for example, the operation when locking the steering lock will be described. When the lock bar 53 starts moving from the unlock position and the detection sensor 57 detects the lock bar 53, an ON signal is output to the steering lock control unit 51. . When the steering lock control unit 51 inputs this ON signal, it outputs a stop command to the steering lock motor 52 and stops the lock bar 53. At this time, if an ON signal is input from the detection sensor 57, the steering lock control unit 51 determines that the lock bar 53 has reached the lock position, and recognizes that the steering lock 50 has been locked. The same applies when the steering lock 50 is released.

  However, when this method is used, it is necessary to prepare a total of four detection sensors 57, two on the lock side and two on the unlock side. Here, in order to reduce the size and cost of the steering lock 50 and thus the electric steering lock device, it is necessary to reduce the number of parts related to the steering lock 50, but this is detected in order to satisfy the size reduction and cost reduction. There has also been a demand to reduce the number of sensors 57 as much as possible.

  An object of the present invention is to provide an electric steering lock device that can suppress an overrun amount when a lock bar is stopped at a lock position or an unlock position.

  In order to solve the above problem, in the invention according to claim 1, the steering lock is locked when the lock bar is moved forward by the actuator, and the steering lock is moved when the lock bar is moved backward by the actuator. In the electric steering lock device that is in the unlocked state, when the steering lock is in at least one of the locked state and the unlocked state, a detection means that outputs an analog signal corresponding to the positional relationship with the lock bar, and an unlock position Alternatively, determination means for determining whether or not the value of the analog signal has reached a threshold at which the lock bar that has started to move from the lock position can be stopped at the target stop position, and the determination that the analog signal has reached the threshold When the means determines, a stop command is output to the actuator, and the robot And summarized in that and a control means for stopping the movement of the Kuba.

  According to the present invention, when the steering lock is at least one of the locked state and the released state, the determination means determines whether or not the value of the analog signal has reached a threshold value at which the lock bar can be stopped at the target stop position. At this time, if the determination means determines that the analog signal has reached the threshold value, the control means outputs a stop command to the actuator, thereby stopping the actuator and stopping the movement of the lock bar.

  Therefore, the actuator stops when the value of the analog signal of the detection means reaches the threshold value, that is, the actuator stops so that the lock bar stops at the target stop position, so that the lock bar stops near the target stop position. Thus, the overrun amount when the lock bar stops at the lock position or the unlock position can be kept low. For this reason, the operation time of the steering lock due to the large overrun amount is suppressed, the operation sound generation time is reduced, and the responsiveness when moving to the next control after the steering lock operation is increased.

  According to a second aspect of the present invention, in the first aspect of the present invention, it is determined whether or not the value of the analog signal has reached a second threshold value that can be considered that the lock bar has reached the target stop position. When the second determination means and the control means output a stop command to the actuator to stop the movement of the lock bar, the second determination means indicates that the analog signal has not reached the second threshold value. If it is determined, the gist is provided with re-driving means for re-driving the actuator.

  According to this invention, in addition to the operation of the invention described in claim 1, when the analog signal of the detection means reaches the threshold value and the actuator is stopped when the lock bar moves, the second determination means is The value of the analog signal is compared with the second threshold value. If the value of the analog signal does not reach the second threshold value, the re-driving unit determines that the lock bar has not reached the target stop position, and the re-driving unit re-drives the actuator to move the lock bar. Move to the target stop position. Therefore, even if the lock bar has not reached the target stop position due to some factor in the first drive, the lock bar can be moved to the target stop position by re-driving the actuator.

  The actuator stop control is performed when the value of the analog signal of the detection means reaches the threshold value, and the lock bar is set to the target stop by checking whether the value of the analog signal of the detection means has reached the second threshold value. We are looking at whether we have reached the position. Accordingly, one detection means determines whether the lock bar has reached a position where a stop command should be output to the actuator and whether the lock bar has reached a target stop position (for example, a lock position or an unlock position). Since it is detected, the number of detection means is small.

  According to a third aspect of the present invention, in the second aspect of the present invention, the re-driving unit stops the actuator when the value of the analog signal reaches the second threshold value when the actuator is re-driven. The gist is to stop the movement of the lock bar by outputting a command.

  According to the present invention, in addition to the operation of the invention described in claim 2, when the actuator is re-driven, the re-driving actuator is stopped on condition that the analog signal of the detection means has reached the second threshold value. Let Therefore, the re-driven actuator can be stopped using the same detection means as when the stop command is issued to the actuator during the first drive before the re-drive.

  According to a fourth aspect of the invention, in the invention according to the second or third aspect, the series of processing performed by the judging means, the control means, the second judging means, and the re-driving means is performed by the steering lock being locked. The gist is that it is implemented both when entering the state and when entering the release state.

  According to this invention, in addition to the operation of the invention described in claim 2 or 3, it is possible to suppress the overrun amount of the lock bar to be small both when the steering lock is in the locked state and when the steering lock is in the released state. It becomes possible. Therefore, it further contributes to the reduction of the operation sound generation time, the improvement of responsiveness when moving to the next control after the steering lock operation, and the further reduction of the number of parts.

  The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein at least one of the threshold value and the second threshold value is determined based on a load condition to the actuator. The gist of the invention is that setting means for setting a value corresponding to the above is provided.

  According to this invention, in addition to the operation of the invention according to any one of claims 1 to 4, since at least one of the threshold value and the second threshold value is changed based on the load state of the actuator, a suitable threshold value is obtained. And the second threshold value can be used, which further contributes to the reduction of the overrun amount.

  According to the present invention, it is possible to reduce the amount of overrun when the lock bar is stopped at the lock position or the unlock position.

Hereinafter, an embodiment of the electric steering lock device according to the present invention will be described with reference to FIGS. 1 and 2.
FIG. 1 is a configuration diagram showing a schematic configuration of an electronic key system. The vehicle 1 includes an electronic key system 2 that can perform various vehicle operations without using an ignition key. In the electronic key system 2, if the ID code of the electronic key 3 matches the ID code of the vehicle 1, various operations of the vehicle 1 are permitted / started without performing key operations. Various operations of the vehicle 1 include door locking / unlocking, steering locking / unlocking, engine starting, luggage opening operation, and the like.

  The electronic key system 2 includes a verification control unit 4 that performs ID verification with the electronic key 3, a door control unit 6 that controls the door lock 5, a steering lock control unit 8 that controls the steering lock 7, and an engine 9. The engine control part 10 which controls is provided. Further, the electronic key system 2 includes an outdoor transmission / reception unit 11 that exchanges signals with the electronic key 3 outdoors based on a command from the verification control unit 4, and an electronic key 3 and a signal that are transmitted indoors based on a command from the verification control unit 4. And an indoor transmission / reception unit 12 for communication. The steering lock control unit 8 constitutes a determination unit, a control unit, a second determination unit, a redrive unit, and a setting unit.

  When the vehicle 1 is parked (the door is locked when the engine is stopped), the verification control unit 4 intermittently transmits a request signal Sre via the outdoor transmission / reception unit 11 and the outdoor antenna 11a. When the owner of the electronic key 3 enters the communication area for the request signal Sre, the electronic key 3 transmits an ID signal Sid carrying an ID code unique to the key in response to the request signal Sre. The verification control unit 4 stores an ID code unique to the vehicle, and compares the ID code of the electronic key 3 with the ID code of the vehicle 1 when receiving the ID signal Sid via the outdoor antenna 11a and the outdoor transmission / reception unit 11. In this way, outdoor verification (ID verification) is carried out. If the outdoor verification is established, the verification control unit 4 outputs a release command to the door control unit 6, and the door control unit 6 drives the door lock motor 13 based on the release command to put the lock unit 14 in the release state.

  On the other hand, when outdoor collation is established with the door lock 5 in the released state, the collation control unit 4 determines that the door should be locked when the antenna 11a and the outdoor transmission / reception unit 11 no longer receive the ID signal Sid. A locking command is output to the control unit 6. When the door control unit 6 inputs a locking command, the door control motor 6 is driven to bring the lock unit 14 into a locked state.

  When the collation control unit 4 detects the opening / closing of the door based on the detection signal of the courtesy switch 15, it determines that the driver has entered the vehicle 1. And the collation control part 4 outputs request signal Srq intermittently in the vehicle via the indoor transmission / reception part 12 and the indoor antenna 12a instead of the outdoor transmission / reception part 11 and the outdoor antenna 11a, and performs indoor collation (ID collation). . If the indoor verification is established, the verification control unit 4 outputs a release command to the steering lock control unit 8 in order to permit the unlocking of the locked steering lock 7. The steering lock control unit 8 enters an unlock standby state when a release command is input.

  When the engine switch (not shown) is operated from ACC → IG → start position in the unlock standby state, the steering lock control unit 8 drives the steering lock motor (DC motor) 16 and releases the lock unit 17. To. When the release of the steering lock 7 is completed, the steering lock control unit 8 outputs a release completion signal to the collation control unit 4. When the collation control unit 4 receives the release completion signal, the collation control unit 4 outputs an engine start permission signal to the engine control unit 10, and when the engine control unit 10 inputs the engine start permission signal, the engine 9 is started on the condition that the indoor collation is established. The steering lock motor 16 corresponds to an actuator.

  On the other hand, when the engine is stopped by the engine switch operation and the engine switch is operated to the off position, the steering lock control unit 8 drives the steering lock motor 16 to bring the steering lock 7 into the locked state. When the locking of the steering lock 7 is completed, the steering lock control unit 8 outputs a locking completion signal to the verification control unit 4. The collation control unit 4 performs outdoor collation when the driver goes out of the room on the condition that the lock completion signal is input, and when the outdoor antenna 11a does not detect the electronic key 3, the door lock 5 is locked.

  The steering lock 7 is provided with a lock bar 19 that can be locked in the recess 18a on the outer peripheral surface of the steering shaft 18 in two states, a locked state and a released state. The lock bar 19 reciprocates using the steering lock motor 16 as a drive source. For example, the lock bar 19 moves forward when the steering lock motor 16 rotates in one direction, and moves backward when the steering lock motor 16 rotates in the other direction. When the lock bar 19 moves forward and reaches the lock position Pa (see FIG. 2), the lock bar 19 is locked in the recess 18a, and the steering lock 7 is locked. On the other hand, when the lock bar 19 moves backward and reaches the unlock position Pb (see FIG. 2), the recess 18a and the lock bar 19 are unlocked, and the steering lock 7 is released. The lock position Pa and the unlock position Pb constitute the target stop position.

  The steering lock 7 is provided with Hall elements 20 and 21 at a position on the lock position Pa side and a position on the unlock position Pb side along the movement path of the lock bar 19, respectively. The Hall elements 20 and 21 react with the magnetic material applied to the surface of the lock bar 19 and output an analog voltage V corresponding to the movement position of the lock bar 19. When the lock bar 19 moves from the unlock position Pb to the lock position Pa, the hall element 20 outputs the analog voltage V with the waveform shown in FIG. When the lock bar 19 moves from the lock position Pa to the unlock position Pb, the hall element 21 outputs the analog voltage V with the waveform shown in FIG. The Hall elements 20 and 21 correspond to detection means, and the analog voltage V corresponds to an analog signal.

  The steering lock control unit 8 includes a ROM 22 that stores various data. The ROM 22 stores a control program that is executed when the steering lock 7 is operated. The control program moves the lock bar 19 from the unlock position Pb to lock the steering lock 7, stops it at the lock position Pa, or moves the lock bar 19 from the lock position Pa to release the steering lock 7. This is a program for stopping at the unlock position Pb.

  In this control program, a first target voltage Va that can stop the lock bar 19 that has started to move from the lock position Pa (unlock position Pb) at the lock position Pa (unlock position Pb) is set. When the analog voltage V of the Hall elements 20 and 21 reaches the same voltage Va after the lock bar movement starts, the first target voltage Va is immediately stopped due to inertia or the like if a stop command is output to the steering lock motor 16. Even if not, the voltage value is such that the lock bar 19 stops at the lock position Pa (unlock position Pb). In other words, the first target voltage Va is applied to the steering lock motor 16 before the lock bar 19 reaches the lock position Pa (unlock position Pb) in order to stop the lock bar 19 at the lock position Pa (unlock position Pb). This is a voltage value that serves as a reference when stopping and stopping.

  In the control program, a second target voltage Vb (> Va) that can be considered that the lock bar 19 has reached the lock position Pa (unlock position Pb) is set. The second target voltage Vb is determined that the lock bar 19 has reached the lock position Pa (unlock position Pb) if the analog voltage V of the Hall elements 20 and 21 reaches the second target voltage Vb after the lock bar movement is started. It is a voltage value that can be determined. The first target voltage Va corresponds to a threshold value, and the second target voltage Vb corresponds to a second threshold value.

  Here, the threshold value and the second threshold value are not limited to the first target voltage Va and the second target voltage Vb that take constant values, but may be a predetermined voltage range. That is, as shown in FIG. 4, when the analog voltage V of the Hall elements 20 and 21 reaches the voltages Va1 to Va2, a stop command is output to the steering lock motor 16, and the analog voltage V reaches the voltages Vb1 to Vb2. It may be determined that the lock bar 19 has reached the lock position Pa (unlock position Pb).

  The steering lock control unit 8 performs lock bar operation control when the steering lock 7 is locked / released. When the lock bar 19 starts moving, the analog voltage V of the hall element 20 is released when the lock is locked. If so, the analog voltage V of the Hall element 21 is sequentially monitored. The steering lock control unit 8 sequentially compares the analog voltage V and the first target voltage Va, and the analog voltage V of the Hall element 20 (21) has reached the first target voltage Va (V> Va is established). If it is determined, a stop command is output to the steering lock motor 16. When the steering lock motor 16 inputs a stop command, the steering lock motor 16 is stopped after a slight rotation due to inertia or the like.

  After the drive command is output to the steering lock motor 16, the steering lock control unit 8 detects the lock bar 19 based on the detection signal of the hall element 20 when locked and based on the detection signal of the hall element 21 when unlocked. It is determined whether or not the lock position Pa (unlock position Pb) has been reached. Here, if the steering lock 7 is locked, the steering lock control unit 8 sequentially compares the analog voltage V of the hall element 20 and the second target voltage Vb. When the steering lock control unit 8 determines that the analog voltage V has reached the second target voltage Vb (V> Vb is established), the steering lock control unit 8 recognizes that the lock bar 19 has reached the lock position Pa and completes the locking operation. Judge. On the other hand, if the steering lock 7 is released, the steering lock control unit 8 sequentially compares the analog voltage V of the hall element 21 with the second target voltage Vb, and the analog voltage V has reached the second target voltage Vb. When the determination is made, it is determined that the unlocking operation is completed by recognizing that the lock bar 19 has reached the unlock position Pb.

  If the analog voltage V of the Hall element 20 (21) does not reach the second target voltage Vb even after the parting is stopped, the steering lock control unit 8 causes the lock bar 19 to move to the lock position Pa (unlock position). It is determined that Pb) has not been reached, and the steering lock motor 16 is driven again to move the lock bar 19 again. The steering lock control unit 8 outputs a stop command to the steering lock motor 16 when the analog voltage V of the Hall element 20 (21) reaches the second target voltage Vb, stops the movement of the lock bar 19 and restarts. Stop driving.

Next, the operation of the electric steering lock device of this example will be described.
When entering the parked vehicle 1 and starting the engine 9, the unlocking operation of the steering lock 7 in the locked state is started on the condition that the indoor verification is established and the engine start operation of the engine switch is started. At this time, the steering lock control unit 8 executes lock bar operation control, the steering lock motor 16 starts rotating in one direction based on a command from the steering lock control unit 8, and the lock bar 19 at the lock position Pa is unlocked. The movement starts to the position Pb side.

  When the lock bar 19 starts to move toward the unlock position Pb, the steering lock control unit 8 monitors the analog voltage V of the hall element 21 and sequentially compares the analog voltage V and the first target voltage Va. When the analog voltage V reaches the first target voltage Va, the steering lock control unit 8 outputs a stop command to the steering lock motor 16 in order to give up and stop the steering lock motor 16. Therefore, as shown in FIG. 2, a stop command is output to the steering lock motor 16 before the unlock position Pb, and the steering lock motor 16 rotates slightly after receiving the stop command and stops. As a result, the lock bar 19 stops near the unlock position Pb.

  After outputting a stop command to the steering lock motor 16, the steering lock control unit 8 determines whether or not the analog voltage V of the Hall element 21 has reached the second target voltage Vb. If the analog voltage V has reached the second target voltage Vb, the steering lock control unit 8 recognizes that the lock bar 19 has reached the unlock position Pb, and determines that the release operation of the steering lock 7 has been completed. .

  On the other hand, if the analog voltage V has not reached the second target voltage Vb when the steering lock motor 16 is stopped and the movement of the lock bar 19 is stopped, the steering lock control unit 8 indicates that the lock bar 19 is in the unlock position. Recognizing that the vehicle has stopped before Pb, the steering lock motor 16 is driven again. As a cause of this, for example, there is a case where the lock bar 19 is in a state of being bitten into the recess 18a and the movement of the lock bar 19 is not started immediately. When the analog voltage V reaches the second target voltage Vb, the steering lock control unit 8 outputs a stop command to the steering lock motor 16 to stop the movement of the lock bar 19.

  When the engine 9 is stopped and the vehicle 1 is dismounted, the unlocking operation of the steering lock 7 is started on the condition that the engine switch is operated to the off position. At this time, the steering lock control unit 8 executes the lock bar operation control, the steering lock motor 16 starts rotating in the other direction based on the command of the steering lock control unit 8, and the lock bar 19 at the unlock position Pb is locked. Start moving to Pa side.

  When the lock bar 19 starts moving toward the lock position Pa, the steering lock control unit 8 monitors the analog voltage V of the Hall element 20 and sequentially compares the analog voltage V and the first target voltage Va. When the analog voltage V reaches the first target voltage Va, the steering lock control unit 8 outputs a stop command to the steering lock motor 16 in order to give up and stop the steering lock motor 16. Therefore, as shown in FIG. 2, the signal is output to the steering lock motor 16 before the lock position Pa, and the lock bar 19 moves slightly before stopping near the lock position Pa.

  After outputting a stop command to the steering lock motor 16, the steering lock control unit 8 determines whether or not the analog voltage V of the Hall element 20 has reached the second target voltage Vb. The steering lock control unit 8 recognizes that the lock bar 19 has reached the lock position Pa if the analog voltage V has reached the second target voltage Vb, and determines that the locking operation of the steering lock 7 has been completed. On the other hand, if the analog voltage V does not reach the second target voltage Vb after outputting the stop command to the steering lock motor 16, the steering lock control unit 8 recognizes that the lock bar 19 has stopped before the lock position Pa. Then, the steering lock motor 16 is driven again. When the analog voltage V reaches the second target voltage Vb, the steering lock control unit 8 outputs a stop command to the steering lock motor 16 to stop the movement of the lock bar 19.

  Thus, in this example, when the steering lock 7 is operated, the steering lock motor 16 is stopped when the analog voltage V of the Hall element 20 (21) reaches the first target voltage Va. Stop. Therefore, the lock bar 19 stops near the lock position Pa or the unlock position Pb, and the overrun amount L (see FIG. 2) of the lock bar 19 can be reduced. Therefore, the operation time Tm of the steering lock 7 is shortened, and the operation sound generation time is shortened as the operation time Tm is reduced, and the responsiveness to the next control performed after the steering lock 7 is released is enhanced.

  Further, when the steering lock motor 16 is stopped and stopped, whether or not the lock bar 19 has reached the lock position Pa (unlock position Pb) is determined based on whether the analog voltage V of the Hall element 20 (21) is the second target voltage Vb. This is done by looking at whether or not it has been reached. Accordingly, one sensor indicates whether the lock bar 19 has arrived at a position where a stop command should be output to the steering lock motor 16 and whether the lock bar 19 has reached the lock position Pa (unlock position Pb). Therefore, the number of sensors for viewing the position of the lock bar 19 is small. Therefore, it is possible to reduce the size and cost of the steering lock 7 and thus the electric steering lock device.

According to the configuration of the present embodiment, the following effects can be obtained.
(1) When the analog voltage V of the Hall element 20 (21) reaches the first target voltage Va after the lock bar 19 starts moving, the steering lock motor 16 is stopped, that is, the steering lock motor 16 is closed and stopped. . Therefore, the lock bar 19 stops near the lock position Pa or the unlock position Pb, and the overrun amount L of the lock bar 19 can be suppressed to a low level. Therefore, the operation time Tm of the steering lock 7 can be shortened, the operation sound generation time can be shortened, and the response of the steering lock 7 can be improved.

  (2) When the steering lock motor 16 is stopped and stopped, the analog voltage V of the Hall element 20 (21) does not reach the second target voltage Vb, and the lock bar 19 has reached the lock position Pa (unlock position Pb). If not, the motor 16 is driven again and the lock bar 19 is moved to the lock position Pa (unlock position Pb). Therefore, even when the lock bar 19 stops before the lock position Pa (unlock position Pb) when the parting is stopped, the lock bar 19 can be moved to the lock position Pa (unlock position Pb), and the steering lock 7 can be moved. It can be locked or released.

  Further, whether or not the lock bar 19 has reached the lock position Pa (unlock position Pb) when the steering lock motor 16 is stopped is determined whether the analog voltage V of the Hall element 20 (21) is changed to the second target voltage Vb. This is done by looking at whether or not it has been reached. Accordingly, one sensor indicates whether the lock bar 19 has arrived at a position where a stop command should be output to the steering lock motor 16 and whether the lock bar 19 has reached the lock position Pa (unlock position Pb). Therefore, the number of sensors for viewing the position of the lock bar 19 can be reduced. Therefore, it is possible to reduce the size and cost of the steering lock 7 and thus the electric steering lock device.

  (3) When the steering lock motor 16 is re-driven, the re-driven steering lock motor 16 is stopped on condition that the analog voltage V of the Hall element 20 (21) has reached the second target voltage Vb. Therefore, the steering lock motor 16 being redriven can be stopped using the same Hall element 20 (21) as when the stop command is output to the steering lock motor 16 during the first drive.

  (4) Since the steering lock motor 16 is closed off both when the steering lock 7 is locked and when it is released, the steering lock 7 is locked both when the steering lock 7 is locked and when it is unlocked. The overrun amount L of the bar 19 can be reduced. Therefore, it further contributes to the reduction of the operation sound generation time and the improvement of responsiveness when moving to the next control after the steering lock operation.

  (5) Since the first target voltage Va and the second target voltage Vb having the same value are used both when the steering lock 7 is locked and when it is released, the overrun amount L of the lock bar 19 is reduced. Simplification of control to be suppressed can be achieved.

In addition, the said embodiment is not restricted to the said structure, You may change into the following aspects.
The first target voltage Va and the second target voltage Vb are not limited to constant values. For example, the first target voltage Va and the second target voltage Vb are based on the value of the voltage V applied to the steering lock motor 16 and the temperature K of the steering lock motor 16. The voltage Va and the second target voltage Vb may be variable according to the load state of the steering lock motor 16 so that the voltage Va and the second target voltage Vb are determined. As this method, for example, taking the first target voltage Va as an example, a table 31 shown in FIG. 5 with the voltage V and temperature K as parameters is prepared in the ROM 22, and the voltage is set under the conditions where the temperature is K1 to K2. When V is V1 to V2, Taa may be used. When V2 is V3, Tab may be used. When V3 is V3, Tac,... May be used. In this case, a suitable first target voltage Va can be used, which further contributes to a reduction in the overrun amount. The same applies to the case where the second target voltage Vb and the threshold value are set within the voltage range.

The first target voltage Va and the second target voltage Vb are not limited to take the same value both when the steering lock 7 is locked and when the steering lock 7 is released, and may be different values.
-When the steering lock motor 16 is re-driven, the moving speed of the lock bar 19 may be lower than that during normal driving before re-driving.

  The method of stopping the lock bar 19 at the lock position Pa or the unlock position Pb when the steering lock motor 16 is driven again is performed by comparing the analog voltage V of the Hall element 20 (21) with the second target voltage Vb. It is not limited to that. For example, the target time Ts that can stop the lock bar 19 after the parting stop at the lock position Pa (unlock position Pb) is stored in the ROM 22 (second storage means). Then, after the steering lock motor 16 is driven again, when the elapsed time Tx reaches the target time Ts, a stop command is output to the steering lock motor 16 and the movement of the lock bar 19 is stopped. If the lock bar 19 has not reached the lock position Pa (unlock position Pb), the steering lock motor 16 is driven again until the lock bar 19 reaches the lock position Pa (unlock position Pb). Repeat the process. Also in this case, the amount of overrun of the lock bar 19 can be reduced.

  Further, as a method of stopping the lock bar 19 at the lock position Pa or the unlock position Pb when the steering lock motor 16 is driven again, the following method may be used. A plurality of target times Ts are stored so that the values are stepwise (for example, 50 ms, 40 ms, 30 ms,...), And at the time of re-driving, the target time Ts having the largest value is used first. Re-drive. If the lock bar 19 has not reached the lock position Pa (unlock position Pb) even after being driven again, the steering lock motor 16 is driven again using the target time Ts having the next largest value. This process is repeated until reaches the lock position Pa (unlock position Pb). Also in this case, the amount of overrun of the lock bar 19 can be reduced.

The lock bar operation control is not limited to being performed both when the steering lock 7 is locked and when it is released, and may be performed only when either one is locked.
When the lock bar 19 has not reached the lock position Pa (unlock position Pb) even though the analog voltage V of the Hall element 20 (21) has reached the first target voltage Va in the lock bar operation control, The present invention is not limited to re-driving the steering lock motor 16. For example, it may be notified to the driver by a buzzer or the like instead of re-driving.

The detection means is not limited to the Hall element 20 (21), and any other sensor such as a magnetoresistive element or an optical sensor may be used as long as the sensor can output an analog signal.
The electronic key 3 is not limited to the key that locks and unlocks the door if ID verification is established, and the door lock / unlock is permitted when the ID verification is permitted. The door lock may be locked when pressed, and the door lock may be released when the door knob is touched. Further, the electronic key 3 may be a radio wave key that locks the door when the lock button of the electronic key 3 is pressed, and unlocks the door when the unlock button is pressed.

Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.
(1) In any one of claims 2 to 5, when the re-driving unit re-drives the actuator, the lock bar is moved at a speed lower than the moving speed of the lock bar at a normal time before re-driving. Move.

  (2) In any one of claims 2 to 5, further comprising second storage means for storing a second target time required for the lock bar that has started to move at the target stop position when the actuator is re-driven, The re-driving means compares the elapsed time at the time of re-driving and the second target time when the actuator is re-driven, and instructs the actuator to stop when the elapsed time at the time of re-driving reaches the second target time. Is output to stop the movement of the lock bar, and if it is determined that the lock bar has not reached the target stop position, the actuator is driven again, and these processes are performed by the lock bar reaching the target stop position. Repeat until

  (3) In the technical idea (2), a plurality of the second target times are stored in the second storage means so as to have stepwise values, and the re-driving means is configured to re-drive the actuator, If the actuator is re-driven using the second target time having the largest value, and it is still determined that the lock bar has not reached the target stop position, the second target time having the next largest value is used. The actuator is driven again, and these processes are repeated until the lock bar reaches the target stop position.

  (4) In claim 4 or 5, the target time is determined when the lock bar moves from the unlock position to the lock position as the target stop position, and when the lock bar moves from the lock position to the target stop position. It is the same value when moving to the unlock position.

The block diagram which shows schematic structure of the electronic key system in one Embodiment. Explanatory drawing when a steering lock will be in a locked state or a cancellation | release state. The wave form diagram of the analog voltage which a Hall element outputs. Similarly, the waveform diagram of the analog voltage output by the Hall element. The table figure memorize | stored in ROM of the steering lock control part. The block diagram which shows schematic structure of the conventional electric steering lock apparatus. Explanatory drawing when a steering lock will be in a locked state or a cancellation | release state. The schematic diagram which shows the outline of the other conventional electric steering lock device.

Explanation of symbols

  7 ... Steering lock, 8 ... Judgment means, control means, second judgment means, steering lock control unit constituting redrive means and setting means, 16 ... Steering lock motor as actuator, 19 ... Lock bar, 20, 21 ... Hall element as detection means, Pa ... lock position constituting target stop position, Pb ... unlock position constituting target stop position, V ... analog voltage as analog signal, Va ... first target voltage as threshold, Vb ... 2nd target voltage as 2nd threshold value.

Claims (5)

In the electric steering lock device in which the lock bar is moved forward by the actuator so that the steering lock is locked, and the lock bar is moved backward by the actuator so that the steering lock is released.
Detecting means for outputting an analog signal corresponding to a positional relationship with the lock bar when the steering lock is in at least one of a locked state and a released state;
Determining means for determining whether or not the value of the analog signal has reached a threshold at which the lock bar that has started to move from the unlock position or the lock position can be stopped at the target stop position;
Electric steering comprising: control means for outputting a stop command to the actuator to stop the movement of the lock bar when the judging means judges that the analog signal has reached the threshold value Locking device. Second determination means for determining whether or not the value of the analog signal has reached a second threshold value that can be considered that the lock bar has reached the target stop position;
If the second determination means determines that the analog signal has not reached the second threshold when the control means outputs a stop command to the actuator to stop the movement of the lock bar. The electric steering lock device according to claim 1, further comprising: a redrive unit that redrives the actuator.   The redrive means outputs a stop command to the actuator to stop the movement of the lock bar when the value of the analog signal reaches the second threshold value when the actuator is redriven. The electric steering lock device according to claim 2.   A series of processes performed by the determination unit, the control unit, the second determination unit, and the re-drive unit are performed both when the steering lock is locked and when it is released. The electric steering lock device according to claim 2 or 3, characterized in that   5. The apparatus according to claim 1, further comprising a setting unit configured to set at least one of the threshold value and the second threshold value to a value corresponding to the load condition based on a load condition on the actuator. The electric steering lock device according to one item.

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