JPH10297431A - Steering lock device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To unlock a steering shaft without wasting power consumption by intermittently exciting a linear actuator for releasing the coupling between the coupling section of the linear actuator and the lock hole section of the steering shaft. SOLUTION: A device main body B is provided with a connecting member 20 and both electromagnetic linear actuators 30, 40. An operation rod 33 is attracted and displaced in response to the attraction by the excitation in the opposite direction to R1 of an electromagnetic solenoid 31, and it is displaced in the repulsing direction by the excitation in the direction R1 of the electromagnetic solenoid 31. An operation rod 43 receives the exciting force of a compression coil spring 45 and is displaced in the opposite direction to R2 when the excitation of the electromagnetic solenoid 41 is stopped, and it is displaced in the repulsing direction by the excitation in the direction R2 of the electromagnetic solenoid 41. When a steering shaft 10 is to be unlocked, the electromagnetic solenoids 31, 41 are intermittently excited, and the power consumption can be sharply reduced as compared with continuous excitation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering lock device for a vehicle.

[0002]

2. Description of the Related Art Conventionally, as this kind of steering lock device, there is one disclosed in Japanese Patent Application Laid-Open No. Hei 7-117624. In this steering lock device, when the lock bar engages at the tip end thereof under the biasing force of the coil spring in the lock hole formed in the intermediate portion of the outer peripheral wall of the steering shaft linked to the steering wheel, the steering shaft locks. State.

On the other hand, in order to unlock the steering shaft, the battery is energized to an electromagnetic solenoid to attract the lock bar against the coil spring and release the tip from the lock hole.

[0004]

When the driver tries to turn the steering wheel while the steering shaft is locked, the distal end of the lock bar is provided with a lock hole of the steering shaft. , A load is applied in the turning direction of the steering wheel.

Therefore, in such a state, even if the electromagnetic solenoid is energized in order to unlock the steering shaft, due to the above-mentioned load, the distal end of the lock bar can be easily removed from the lock hole. You cannot escape. For this reason, when the driver turns the steering wheel in the opposite direction to the above-mentioned turning direction, and when the above-mentioned load is removed, the tip of the lock bar is pulled into the lock hole of the steering shaft by the suction force of the electromagnetic solenoid. Get out of the department. As a result, the steering shaft is unlocked for the first time from the locked state and enters the unlocked state.

This means that it is necessary to maintain the energization of the electromagnetic solenoid up to the unlocked state after the start thereof. As a result, the power of the battery is wastefully consumed. For example, when the radio is turned off and the engine is stopped, the battery may be dead.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a steering lock device for a vehicle in which the steering shaft is unlocked while eliminating waste of power consumption.

[0008]

In order to solve the above problems, according to the first aspect of the present invention, the power supply control means includes:
When the engagement between the engagement portion of the linear actuator and the lock hole of the steering shaft is released, the power supply to the linear actuator is intermittently performed. Thereby, even if the linear actuator receives pressure from the lock hole of the steering shaft through the engagement portion by the rotation of the steering shaft,
When the pressure disappears due to the subsequent rotation of the steering shaft in the opposite direction, the engagement between the engagement portion of the linear actuator and the lock hole of the steering shaft is released.

In this case, as described above, since the energization to the linear actuator is performed intermittently, it is possible to eliminate waste of power consumption of the DC power supply. According to the second aspect of the present invention, the pressure detecting means is provided so as to detect the pressure applied to the linear actuator via the engaging portion with the rotation of the steering shaft. In addition, when the engagement pressure of the engagement portion of the linear actuator and the lock hole of the steering shaft is released, the power supply control means supplies power to the linear actuator when the detected pressure disappears.

According to this, when the steering shaft is unlocked, the energization of the linear actuator is not performed until the detected pressure disappears, so that the power consumption of the DC power supply is prevented from being wasted. The same operation and effect as the invention can be achieved.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) Hereinafter, a first embodiment of a vehicle steering lock device according to the present invention will be described with reference to FIGS. As shown in FIGS. 1 to 3, the steering lock device includes a device main body B mounted on a steering shaft 10 linked to a steering wheel of the vehicle, and a control device E.

The apparatus main body B includes a connecting member 20 and two electromagnetic linear actuators 30 and 40. The coupling member 20 includes a cylindrical body 20a and a ring 20b. The cylindrical body 20a is mounted near a steering shaft 10 on a support plate 50 supported on the vehicle body of the vehicle. Here, the axis of the cylindrical body 20 a is located along the diametrical direction of the steering shaft 10.

The ring 20b is formed integrally with the end of the cylindrical body 20a so that its axis is orthogonal to the axis of the cylindrical body 20a.
0 is fitted coaxially from the outside. The linear actuator 30 is mounted on the support plate 50 coaxially with the connecting member 20, as shown in FIGS.
The linear actuator 30 includes an electromagnetic solenoid 31
The electromagnetic solenoid 31 generates a suction force by one-way energization (in a direction opposite to the direction of arrow R1 shown in FIG. 1). In addition, the electromagnetic solenoid 31 generates a repulsive force when energized in the other direction (the direction of arrow R1 shown in FIG. 1).

The electromagnetic solenoid 31 is energized by a battery B via a microcomputer 130 described later. Further, the electromagnetic solenoid 31 is coaxially fixed to the supporting member 50 via the L-shaped substrate 32 and the connecting member 20. The linear actuator 30 includes an operating rod 33 made of a magnetic material.
Reference numeral 3 is inserted through the through hole 34 a of the support plate 34 (fixed to the substrate 32) and the hollow portion of the electromagnetic solenoid 31. The operating rod 33 is sucked and displaced in the suction direction according to the attraction force of the electromagnetic solenoid 31, and is displaced in the repulsion direction according to the repulsion force of the electromagnetic solenoid 31.

The solenoid 3 of the operating rod 33
1 is magnetized so as to be repelled by the repulsive force of the electromagnetic solenoid 31. The operating rod 33 is provided at both stroke ends with the electromagnetic solenoid 31.
After the power supply to the power supply is stopped, the power is held by holding means (not shown). The holding force of this holding means is the electromagnetic solenoid 31
This value is such that the operating rod 33 does not move when the power supply to the power supply is stopped.

The linear actuator 30 includes both connecting blocks 35 and 36 and a lock bar 37. The connection block 35 has a box shape, and the connection block 35 is axially slidably fitted in the large-diameter inner hole 21 formed in the cylindrical body 20 a of the connection member 20.

The connecting block 36 is coaxially fitted into the connecting block 35 so as to be relatively movable, and is coaxially fixedly connected to the distal end of an operating rod 33 extending from a through hole 34a of the support plate 34. Have been. In addition,
An annular flange portion 36a formed to protrude outward at the distal end side of the connection block 36 is attached to an annular flange portion 35a formed to protrude inward at the rear end side of the connection block 35 by a compression coil spring 38 described later. Figure 1
At the right side of the figure.

The lock bar 37 is connected to the cylinder 2 of the connecting member 20.
0a, the lock bar 37 is slidably fitted in the small-diameter inner hole 22 formed coaxially with the large-diameter inner hole 21 in the axial direction. It extends into the portion 21 and is coaxially fitted into the connecting block 36 so as to be relatively movable. The annular flange portion 37a protruding toward the outer periphery at the rear end side of the lock bar 37 is attached to the annular flange portion 35b protruding toward the inner peripheral side at the distal end side of the connection block 35, as shown in FIG. To engage with each other. The distal end portion 37b of the lock bar 37 (hereinafter, referred to as an engagement portion 37b) is provided with a biasing force of the compression coil spring 38 in the lock hole portion 11 (see FIG. 1) formed at an intermediate portion of the outer peripheral wall of the steering shaft 10. Receiving and engaging.

An engagement hole 37d is formed in a longitudinally intermediate portion of the lock bar 37, and an engagement portion 43a of an operation rod 43 described later is formed in the engagement hole 37d.
Are adapted to engage. Compression coil spring 3
8 is a shaft hole 37c formed in the front end surface of the connection block 36 and the rear end of the lock bar 37 in the connection block 35.
The compression coil spring 38 is biased between the connection block 35 and the lock bar 37 in the opposite direction.

The linear actuator 40 has an electromagnetic solenoid 41, and the electromagnetic solenoid 41 generates a repulsive force (see the direction of arrow R2 in FIG. 1) when energized. However, the electromagnetic solenoid 41 is energized by a battery B via a microcomputer 130 described later. The electromagnetic solenoid 41 is supported by a part of the vehicle body via an L-shaped substrate 42. In addition, the substrate 42
The axis of the electromagnetic solenoid 41 is supported so as to be positioned at right angles to the axis of the cylinder 20a.

The linear actuator 40 has an operating rod 43, and the operating rod 43 is supported by a support plate 44.
It is inserted into the through hole 44 a (fixed to the substrate 42) and the hollow portion of the electromagnetic solenoid 41. The operating rod 43 extends at its distal end perpendicular to the axis of the cylindrical body 20a. The actuation rod 43 is displaced in the direction opposite to the arrow R2 by receiving the urging force of a compression coil spring 45 described later when the power supply to the electromagnetic solenoid 41 is stopped. Further, the operating rod 43 receives the repulsive force of the electromagnetic solenoid 41 and is displaced in this repulsion direction.

The operating rod 43 has an engaging portion 43a protruding in an L-shape from the distal end thereof.
a is an engagement hole 23 formed in a part of the peripheral wall of the cylindrical body 20a.
In FIG. 1, it is inserted from the back side of the drawing to the front side. As a result, the lock bar 37 is
b, the engaging portion 43a is engaged with the compression coil spring 4
5 and is engaged in the engagement hole 37d of the operating rod 43. Further, due to the displacement of the operating rod 43 in the downward direction of the arrow R2, the engaging portion 43a
5 is disengaged from the engagement hole 37d. The compression coil spring 45 is interposed between the engagement portion 43a and the wall of the support plate 50.

When the operating rod 43 is at the stroke end in the direction of the arrow R2, the operating rod 33 is turned off at that position when the power supply to the electromagnetic solenoid 41 is stopped.
It is held by holding means (not shown). The holding force of the holding means is such a value that the operating rod 43 does not move when the power supply to the electromagnetic solenoid 41 is stopped. The control device E is
As shown by a solid line in FIG. 3, a card holder 60 into which an IC card 70 is inserted is provided. The card holder 60 has an appearance shown in FIG. It is located in the central console box located directly below.

In the card holder 60, a communication device 61 for preventing the vehicle from being stolen (hereinafter referred to as an immobilizer communication device 61) and a smart communication device 62 are incorporated. And IC
When the card 70 is stored in the card holder 60, whether the predetermined collation code data previously stored in the IC card 70 matches the predetermined collation code data previously stored therein by the immobilizer 61. It is determined whether or not. The smart communication device 62 determines whether the collation code data of the IC card 70 matches predetermined collation code data stored in advance therein. Then, the immobilizer communication device 61 and the smart communication device 62 transmit the comparison result to the microcomputer 130.

The card holder 60 incorporates a normally open card insertion detection switch 63. The card insertion switch 63 has an IC card 70 in the card holder 60.
Turns on when is inserted. The rotation speed sensor 80 detects the engine rotation speed of the vehicle and generates a pulse signal at a frequency proportional to the detected rotation speed.

When the parking brake of the vehicle is operated, the normally-open parking brake switch 90a is turned on. When the automatic transmission of the vehicle is shifted to a range other than the parking range and the neutral range, the normally open shift position switch 9
0b turns on. When the foot brake of the vehicle is depressed, the normally open type foot brake switch 100 is turned on.

Steering unlock switch 110
As shown in FIG. 1, a normally-open type micro switch mounted on the rear end side outer wall of the cylindrical body 20 a of the connecting member 20, and the steering unlock switch 110 When locked, it is turned on by the outer wall of the connection block 36. As shown in FIG. 1, the steering lock switch 120 is a normally-open type micro switch mounted on the lower end of the outer wall of the support plate 44 shown in FIG. 37
When locking the outer rod step 43a of the operating rod 43.
Is turned on.

The microcomputer 130 executes the computer program according to the flowcharts shown in FIGS. 5 to 9, and during this execution, the immobilizer 6
1. Smart communication device 62, rotation speed sensor 80, each electromagnetic solenoid 31, 41, engine control circuit 140, normally open ACC relay 150a, normally open based on each output of the above switches 63, 90a, 90b, 100 to 120 Type IG
The arithmetic processing required to drive and control the relay 150b and the normally open starter relay 150c is performed.

However, the microcomputer 130 is supplied with power from a battery B mounted on the vehicle via a key switch K to be in an operating state. The engine control circuit 14
0 controls the starter circuit, the ignition circuit, and the fuel injection circuit to operate the engine of the vehicle.
The engine control circuit 140 includes a start switch 14
1 and a stop switch 142, and the start switch 141 outputs an engine start command to the microcomputer 130 by the operation thereof. The stop switch 142 outputs an engine stop command to the microcomputer 130 by the operation.

Further, the ACC relay 150a supplies the electric power of the battery B to the electric load (such as a car radio) of the vehicle by driving the ACC relay 150a. The IG relay 150b supplies the electric power of the battery B to the ignition circuit by driving. Further, the starter relay 150c temporarily supplies the electric power of the battery B to the starter circuit by driving.

In the first embodiment configured as described above, the microcomputer 130 includes a key switch K
Is turned on, the state becomes an operation state, and the execution of the computer program is started in accordance with the flowcharts of FIGS.
In step 200 in FIG. 5, it is determined whether or not the card insertion switch 63 is on. At this time, the steering shaft 1
0 is in the locked state (see FIG. 2). In addition,
The energization of both electromagnetic solenoids 31, 41 is stopped.

Here, if the driver has already inserted the IC card 70 into the card holder 60 to start the engine of the vehicle, the card insertion switch 63 is on, and the determination in step 200 is YES. Become. Next, in step 201, the microcomputer 130 outputs a collation command to the immobilizer communication device 61 and the smart communication device 62. Accordingly, the immobilizer communication device 61 and the smart communication device 62 compare and collate each collation code data with collation code data in the IC card 70.

Next, when the immobilizer communication device 61 and the smart communication device 62 transmit to the microcomputer 130 that they match as a result of the collation, a determination of YES is made in step 210, and the computer program sets the steering unlock. The process proceeds to the control routine 220 (see FIGS. 5 and 6). In the steering unlock control routine 220, in step 221, a timer built in the microcomputer 130 is reset and started. Therefore, this timer starts measuring the time.

Next, in step 222, the energizing process of the electromagnetic solenoid 41 is performed. For this reason, the electromagnetic solenoid 41 generates a repulsive force in the direction of arrow R3 shown in FIG. Step 22
At 3, the one-way energizing process of the electromagnetic solenoid 31 is performed. For this reason, the electromagnetic solenoid 31 generates a suction force and sucks the operation rod 33 in the direction indicated by the arrow R4 in FIG.

At this stage, since the steering unlock switch 110 is off, NO in step 224
Is determined. Next, the clocking data T of the timer is set to the energization maintaining time Tai (i = 1,
..) (For example, the elapsed value of Ta1), the determination in step 225 becomes YES.
Then, in steps 225a and 225b, a process of stopping the supply of power to the electromagnetic solenoids 31 and 41 is sequentially performed.
Note that the energization maintaining time Tai is set to a value within a range of about 0.1 seconds to 0.5 seconds.

Therefore, the power supply to both the electromagnetic solenoids 31 and 41 is stopped. After that, the time measurement data T of the timer is set to the energization stop time Tbi (i = 1,
2,...) (Eg, the elapsed value of Tb1), a determination of YES is made in step 226,
In each of steps 222 and 223, each electromagnetic solenoid 4
One one-way energizing process and the energizing process of the electromagnetic solenoid 31 are performed. The power supply stop time Tbi is set to a value within a range from about 1 second to 5 seconds.

Therefore, the pushing of the operating rod 43 by the electromagnetic solenoid 41 and the suction of the operating rod 33 by the electromagnetic solenoid 31 are restarted. Hereafter, step 22
The process of circulating 4 to 226 is repeated. It should be noted that the energization maintaining time Tai and the energization stop time Tbi subsequent thereto
And a predetermined duty ratio. In such a process, when the steering shaft 10 rotates in conjunction with the rotation of the steering wheel, the lock bar 3
7 is the lock hole 1 of the steering shaft 10.
Within 1 a pressure is applied in the direction of rotation.

Accordingly, the lock bar 37 does not easily fall out of the lock hole 11 of the steering shaft 10 even though the operating rod 33 has a suction force. But,
Thereafter, when the rotation of the steering shaft 10 is reversed, the pressure on the engagement portion 37b of the lock bar 37 disappears. Therefore, the engaging portion 43a of the operating rod 43
However, the lock bar 37 is opposed to the compression coil spring 45.
After being disengaged from the engagement hole 37d, the engagement portion 37b of the lock bar 37 is dissociated from the lock hole 11 of the steering shaft 10.

Therefore, as described above, the steering shaft 1
When the lock bar 37 is in a state where it is difficult for the lock bar 37 to slip out of the lock hole 11 of the steering shaft 10 when the lock state is changed from the lock state to the unlock state,
Since the energization of the solenoids 1 and 41 is performed intermittently, the power consumption of the battery B can be greatly reduced as compared with the case where the energization of both the electromagnetic solenoids 31 and 41 is performed continuously. As a result, the battery B does not run out.

At this time, the steering lock switch 120 is off and the steering unlock switch 110 is on. When the computer program reaches step 224, the determination in step 224 is YES based on the turning on of the steering unlock switch 110.

Next, in step 227, a process of stopping the power supply to the electromagnetic solenoid 41 is performed. With the energization of the electromagnetic solenoid 41 stopped, the engaging portion 43a of the operating rod 43 is engaged in the engaging hole 37d of the lock bar 37 by the compression coil spring 38. The lock bar 37 is prevented from engaging with the lock hole 11 during engine start. In step 228, YES is determined based on the turning-on of the steering lock switch 120, and in step 229, the energization stop processing of the electromagnetic solenoid 31 is performed. Therefore, each electromagnetic solenoid 31, 41
Is stopped.

Next, when the start switch 141 is operated, the computer program proceeds to an engine start control routine 240 (see FIGS. 5 and 7). Then, in step 241 of FIG. 7, the drive stop processing of the ACC relay 150a is performed. Accordingly, the ACC relay 150
a stops the power supply to the electric load due to the drive stop.

In step 242, the IG relay 1
The driving process of 50b is performed. Along with this, the IG relay 150b drives the battery B to supply power to the ignition circuit. At this time, if the automatic transmission is not in the parking range or the neutral range, the shift position switch 90b is on.
If the parking brake is operated, the parking brake switch 90a is on. If the foot brake is depressed, the foot brake switch 100 is on. Therefore, each step 2
The determinations at 43 to 245 are sequentially YES.

Accordingly, in step 246, a driving process of the starter relay 150c is performed. Therefore, the starter circuit is activated by driving the starter relay 150c. Therefore, the engine starts. afterwards,
When the engine speed becomes equal to or higher than the idle speed (for example, 600 rpm) based on the detection output of the speed sensor 80, the determination in step 247 becomes YES, and in step 248, the driving of the starter relay 150c is stopped. The process is performed, and in step 249, the driving process of the ACC relay 150a is performed.

After the start of the engine is completed as described above, if the stop switch 142 is operated, the determination in step 250 becomes YES, and the processing of the engine stop control routine 260 (see FIGS. 5 and 8) is executed. Will be In this routine 260, in step 261, if the automatic transmission is in the parking range or the neutral range, the shift position switch 90b is off. If the parking brake is operated, the parking brake switch 90a is on. If the foot brake is depressed, the foot brake switch 100 is on. Therefore, the determination in each of the steps 261 to 263 is sequentially YES.

Accordingly, at step 264, I
The drive stop processing of the G relay 150b is performed. afterwards,
If IC card 70 has been removed from card holder 60, the determination in step 260 (see FIG. 5) is YES.
And the next steering lock control routine 270
(See FIG. 5 and FIG. 9).

In this routine 270, the energization process of the electromagnetic solenoid 41 is performed in step 271.
Accordingly, the operating rod 43 receives the repulsive force of the electromagnetic solenoid 41 and is displaced against the compression coil spring 45. Then, if the steering lock switch 120 is turned off, a determination of YES is made in step 272, and then, in step 273, the other direction energizing process of the electromagnetic solenoid 31 is performed. Accordingly, the electromagnetic solenoid 31 pushes out the operating rod 33 by the repulsive force, and the lock bar 37 is engaged with the lock hole 11 of the steering shaft 10 at the engagement portion 37b.

At this time, even if the relative position between the engaging portion 37b and the lock hole portion 11 is shifted due to the rotation of the steering shaft 10, the compression coil spring 38 is turned on when the relative positions match. Pushes the engagement portion 37b into the lock hole portion 11. Thus, the lock of the steering shaft 10 by the lock bar 37 is ensured. At this time, the steering unlock switch 110 is turned off, so that the determination in step 274 is YES, and in steps 275 and 276, the electromagnetic solenoids 31, 4
1 is performed.

FIG. 11 shows a first modification of the first embodiment. In the first modification, the energization stop time Tbi (see FIG. 10) described in the first embodiment is different from that of FIG.
As shown by T, as time elapses, for example, Tb10
As shown by Tb13 to Tb13, the lengths are sequentially increased. Other configurations are the same as those of the first embodiment.

In the first modified example configured as described above, the fact that the IC card 70 is inserted into the card holder 60 is considered that the driver is about to start driving the vehicle. Therefore, it is considered that the driver is moving the steering wheel at first. Therefore,
First, the power supply stop time Tb of the two electromagnetic solenoids 31 and 41
By shortening i, the reaction of unlocking the steering shaft 10 is improved, and the steering shaft 10 is immediately unlocked.

However, some people do not hold the steering wheel when trying to start driving the vehicle. Therefore, in order to cope with such a case, reduction of the power consumption of the battery B is ensured by increasing the power supply stop time Tbi of the two electromagnetic solenoids 31 and 41 as time passes. FIG. 12 shows a second modification of the first embodiment.

In the second modified example, the power supply maintaining time Tai and the power supply stop time T described in the first embodiment are described.
The predetermined duty ratio determined by bi (see FIG. 10) is
As shown in FIG. 12, it changes with the passage of time. In this case, the energization maintaining time Tci and the energization stop time T
The cycle consisting of di is a value about the power supply stop time Tbi described in the first embodiment.

Initially, the energization maintaining time Tci is made longer than the energization stop time Tdi, and the energization stop time Tdi is made longer as time elapses. This also
The same operation and effect as those of the first modification can be achieved. (Second Embodiment) FIGS. 13 and 14 show a second embodiment of the present invention.

In the second embodiment, both pressure sensors 39
a, 39b are mounted in the inner wall recesses 22a, 22b of the small diameter inner hole 22 of the connecting member 20, respectively. FIG.
The rotation of the steering shaft 10 in the direction of arrow R5 shown in FIG.
When the pressure sensor 39a is distorted upward in the figure, the pressure sensor 39a is pressed by the lock bar 37 and detects the pressure. On the other hand, FIG.
The rotation of the steering shaft 10 in the direction opposite to the direction of the arrow R5 causes the lock bar 37 to engage with the engagement 37b in FIG.
When distorted downward in FIG. 3, the pressure sensor 39b is pressed by the lock bar 37 and detects the pressure. Each of these pressure sensors 39a and 39b outputs the detected pressure to the microcomputer 130 (see the two-dot chain line in FIG. 1).

The inner wall recesses 22a and 22b are formed on the inner wall of the small-diameter inner hole 22 so as to be opposed to each other via a lock bar 37 near the connecting portion of the cylindrical body 20a with the ring 20b. As the pressure sensors 39a and 39b, a pressure-sensitive rubber sensor, a piezoelectric sensor, a semiconductor pressure sensor, a strain gauge sensor, or the like is used. Further, the steering unlock control routine 220 of FIG. 6 described in the first embodiment is changed to a steering unlock control routine 280 as shown in FIG. Other configurations are the same as those of the first embodiment.

In the second embodiment configured as described above, when the processing in step 210 (see FIG. 5) is completed, similarly to the first embodiment, the computer program executes the steering unlock control routine 280 (FIG. 1).
4). Then, in each of steps 281 and 282, the energization stop processing of each of the electromagnetic solenoids 31 and 41 is sequentially performed. Thereby, each electromagnetic solenoid 31, 4
1 is stopped.

At this time, when the steering shaft 10 is rotating, the detection pressure of either of the two pressure sensors 39a and 39b exists. Therefore, the determination in step 283 becomes YES. If the detection pressures of the two pressure sensors 39a and 39b are lost due to the subsequent rotation of the steering shaft 10 in the reverse direction, the determination in step 283 becomes NO. Then, in each of steps 284 and 285,
Energizing process of the electromagnetic solenoid 41 and the electromagnetic solenoid 31
Are sequentially performed, and at step 286
Waiting for time.

Thus, the operating rod 43 is displaced against the compression coil spring 45 based on the repulsive force of the electromagnetic solenoid 41, and the engaging portion 43a is disengaged from the engaging hole 37d of the lock bar 37. Accordingly, the operating rod 33 is attracted by the attraction force of the electromagnetic solenoid 31, and the engaging portion 37b of the lock bar 37 is disengaged from the lock hole 11 of the steering shaft 10.

In this case, as described above, both pressure sensors 3
9a and 39b do not exist and the engagement portion 37
b receives no pressure from the lock hole 11. Therefore,
The locked state of the lock bar 37 with respect to the steering shaft 10 can be easily released. At this time, the steering unlock switch 110 is on and the steering lock switch 120 is off.

Therefore, in step 287, YES
Is determined, and the processes of steps 227 to 229 are performed in the same manner as described in the first embodiment. As described above, in the second embodiment, both pressure sensors 39
a, 39b, and each of these pressure sensors 39a, 39b.
Immediately after it is determined that the detected pressure of b does not exist, the electromagnetic solenoids 31 and 41 are energized as described above, and the lock bar 37 is unlocked by the operating rod 43. The lock is released, and the power supply to both the electromagnetic solenoids 31 and 41 is stopped.

As a result, the power consumption of the battery B can be reduced as in the first embodiment. In the embodiment of the present invention, the linear actuator 30 mechanically locks the steering shaft 10 and
The unlocking of 0 may be performed by energizing the electromagnetic solenoid 31.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a first embodiment of a steering lock device according to the present invention in an unlocked state.

FIG. 2 is a sectional view showing the steering lock device in a locked state.

FIG. 3 is a block diagram illustrating a control circuit according to the first embodiment.

FIG. 4 is a perspective view showing a state where an IC card is inserted into a card holder.

FIG. 5 is a flowchart showing the operation of the microcomputer shown in FIG. 3;

FIG. 6 is a detailed flowchart showing a steering unlock control routine of the flowchart of FIG. 5;

FIG. 7 is a detailed flowchart showing an engine start control routine of the flowchart of FIG. 5;

FIG. 8 is a detailed flowchart showing an engine stop control routine of the flowchart of FIG. 5;

FIG. 9 is a detailed flowchart showing a steering lock control routine of the flowchart of FIG. 5;

FIG. 10 is a timing chart showing intermittent energization of both electromagnetic solenoids of FIG. 3;

FIG. 11 is a timing chart showing a first modification of the first embodiment.

FIG. 12 is a timing chart showing a second modification of the first embodiment.

FIG. 13 is a sectional view showing a second embodiment of the present invention.

FIG. 14 is a detailed flowchart showing a steering unlock control routine in the second embodiment.

[Description of Signs] 10: Steering shaft, 11: Lock hole, 20: Connection member, 30: Electromagnetic linear actuator, 37b: Engaging part, 39a, 39b: Pressure sensor, 110: Steering unlock switch, 130: Microcomputer.

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Mitsugu Otsuka 1-1-1, Showa-cho, Kariya-shi, Aichi Prefecture Inside Denso Corporation (72) Inventor Yuji Kato 1-1-1, Showa-cho, Kariya-shi, Aichi Prefecture Denso Corporation (72) Inventor Hiroto Uesaka 1-1-1 Showa-cho, Kariya-shi, Aichi Prefecture Inside DENSO Corporation

Claims (2)

[Claims] An electromagnetic linear actuator (30) that locks a steering shaft (10) and that is energized from a DC power supply (B) to unlock the steering shaft.
And an energization control means (220) for controlling energization of the linear actuator, wherein the linear actuator has a lock hole of the steering shaft at an engagement portion (37b) thereof. The steering shaft is locked by engaging with the portion (11), and the steering shaft is unlocked by releasing the engagement of the engaging portion with the lock hole. The control unit is configured to intermittently supply power to the linear actuator when the engagement is released. 2. An electromagnetic linear actuator (30) for locking a steering shaft (10) and energizing from a DC power supply (B) to unlock the steering shaft.
And a power supply control means (280) for controlling power supply to the linear actuator, wherein the linear actuator has a lock hole of the steering shaft at an engagement portion (37b) thereof. The steering shaft is locked by engaging in the portion (11), and the steering shaft is unlocked by releasing the engagement of the engaging portion with the lock hole. The detecting means (39a, 39b) is provided so as to detect a pressure applied to the linear actuator via an engaging portion with the rotation of the steering shaft. In this case, a steering lock device for a vehicle is configured to energize the linear actuator when the detected pressure disappears.