JP2003182522A - Electronic vehicle anti-theft device - Google Patents

Abstract

[57] An electronic vehicle antitheft device capable of reliably preventing malfunction and improving reliability. An electronic steering lock device includes a motor that drives a lock pin that engages with and disengages from a steering shaft, and a control ECU that controls the drive of the motor.
31, a detection unit 41 that detects a shift position, and a power transistor 42. Control ECU 31
Includes a microcomputer 32 and relays 34 and 35.
The power transistor 42 is activated when the detection unit 41 detects that the shift position is located at the parking position, and is deactivated when it is detected that the shift position is located at another position. The power transistor 42 includes a motor 23, relays 34, 3
5 and the power supply path on the upstream side of the microcomputer 32.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic vehicle antitheft device, which is embodied as an electronic steering lock device that disables a steering operation by electronic control.

[0002]

2. Description of the Related Art Conventionally, for example, a steering lock device has been widely used as a vehicle antitheft device for preventing theft of a vehicle (see, for example, Patent Document 1). Therefore, an example of a conventional steering lock device is shown in FIG.

As shown in FIG. 1, the steering lock device 51 includes a key cylinder 54 and a lock pin 52. When a mechanical key (not shown) is inserted into the key cylinder 54 and is rotated, the lock pin 52 is actuated to engage and disengage from the steering shaft 53. When the lock pin 52 is engaged with the steering shaft 53, the steering shaft 53 and a steering wheel (not shown) cannot rotate (steering lock state). That is, in order to control the vehicle, it is necessary to release the engagement between the lock pin 52 and the steering shaft 53 using a mechanical key. Therefore, the theft of the vehicle can be prevented.

In recent years, an electronic key system that can start an engine without using a mechanical key is becoming popular.
Therefore, in the future, there is a demand for an electronic antitheft device such as an electronic steering lock device that electrically controls the driving of an actuator such as a motor and locks the steering by the actuator.

[0005]

[Patent Document 1] Japanese Patent Laid-Open No. 2000-225922

[0006]

In the electronic steering lock device, it is necessary to control the drive of the actuator by an electronic control unit (ECU). However, the ECU may malfunction due to electrical noise. For this reason, the actuator may be driven when the actuator is not required to operate, and the steering wheel may be locked. In particular, it is difficult to put such an electronic steering lock device into practical use because it is necessary to surely prevent the steering lock state while the vehicle is traveling.

The present invention has been made in view of the above circumstances, and an object thereof is to provide an electronic vehicle antitheft device capable of reliably preventing malfunction and improving reliability. .

[0008]

In order to solve the above problems, in the invention described in claim 1, the movable member constituting at least one of the steering system mechanism and the drive system mechanism of the vehicle is engaged and disengaged. An electronic vehicle antitheft device comprising a locking means, an actuator for driving the locking means, and a control means for controlling the driving of the actuator, wherein the shift position is detected and the shift position is located at the parking position. A shift position detecting means for outputting a detection signal at times, and a non-contact switching means that operates based on the detection signal are provided, and the non-contact switching means is used as a power feeding path of at least one of the actuator and the control means. The summary is that it is provided in.

According to a second aspect of the invention, in the electronic vehicle antitheft apparatus according to the first aspect, the control means controls the drive of the actuator, and the control output from the control section. A switching unit that opens and closes a power supply path of the actuator based on a signal, and the contactless switching means is provided in at least one of an input side electric path and an output side electric path in the switching section. The feature is the gist.

According to a third aspect of the invention, in the electronic vehicle antitheft device according to the first or second aspect,
Detecting the engagement / disengagement state of the locking means and the movable member,
While the lock means is separated from the movable member, it becomes a non-energized state to cut off the power supply path of at least one of the actuator and the control means,
A non-contact type lock position detecting / switching means which is energized in a state in which the locking means is engaged with the movable member and conducts the power feeding path is connected in parallel with the non-contact switching means. To do.

The "action" of the present invention will be described below. According to the first aspect of the invention, the contactless switching means is provided in the power supply path of at least one of the actuator and the control means. The non-contact switching means is in the closed state when the shift position is in the parking position and is in the open state when the shift position is in another position. Therefore, the actuator can be driven only when the shift position is located at the parking position.
That is, driving of the actuator is prohibited while the vehicle is traveling. Therefore, malfunction of the electronic vehicle antitheft device due to noise or the like can be reliably prevented.

Further, since the non-contact switching means is used as the switching means, it is possible to reliably prevent contact failure due to secular change or the like which may occur when a mechanical switch is used. Therefore, the reliability can be improved as compared with the case where the mechanical switch is used as the switching means.

According to the second aspect of the invention, the contactless switching means is provided in at least one of the input side electric path and the output side electric path in the switching section. Generally, the input-side electric path of the switching unit requires only the electric power required for the switching operation of the switching unit. Therefore, when the contactless switching means is provided in the input-side electric path, a small power element can be used as the contactless switching means. Therefore, it is possible to reduce the size and cost of the non-contact switching means. Further, when the contactless switching means is provided in the output side electric path, it is possible to more reliably prevent malfunction of the actuator due to a failure of the switching portion or the like.

According to the third aspect of the invention, even if the non-contact switching means does not operate, the actuator continues to be driven until the locking means is separated from the movable member. Therefore, even if the contactless switching means does not operate before the lock means is separated from the movable member, the movement of the movable member is not restricted. That is, the locking means can be reliably disengaged from the movable member.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION (First Embodiment) A first embodiment in which the present invention is embodied in an electronic steering lock device will be described in detail below with reference to FIGS.

As shown in FIGS. 1 to 3, the electronic steering lock device 1 is attached to a steering post (not shown) of a vehicle. The case body 2 that constitutes the electronic steering lock device 1 has a substantially box shape. The case body 2 is configured by attaching the cover 3 to the lock body 4.

As shown in FIGS. 2 and 3, a synthetic resin containing case 11 is installed on the inner surface of the cover 3. The housing case 11 is configured by combining a first case 11a and a second case 11b. The printed board 12 is housed in the housing case 11. The printed circuit board 12 is fixed by screwing a screw 13 onto the second case 11b. On the printed circuit board 12, electric parts 12a such as ICs and capacitors that constitute the control ECU 31 as a control unit are mounted at a plurality of locations, and the control ECU 31 described later is configured. Further, the electric wire 14 is electrically connected to the printed circuit board 12. The electric wire 14 extends to the outside of the case body 2 and is connected to a verification ECU 37 described later.

As shown in FIG. 1, the lock body 4 includes:
A mounting portion 4a having a substantially arc shape is formed so as to extend in the leftward direction shown in FIG. The attachment portion 4a is attached to the column tube with a bolt (not shown). A steering shaft 5 as a movable member is provided in the column tube.
Has been inserted. A recess 5 a is provided on the outer peripheral surface of the steering shaft 5. As shown in FIG. 3, the lock body 4 is provided with a guide hole 4b having a substantially rectangular cross section. The guide hole 4b is arranged so as to correspond to the mounting portion 4a. Further, the guide hole 4b communicates with the inside of the column tube when the case body 2 is attached to the column tube.

As shown in FIG. 3, in the guide hole 4b,
A lock pin 21 as a lock means is arranged so as to be movable along the guide hole 4b. A pressed portion 21 a and a pull-in stopper 22 are provided at the base end of the lock pin 21. Further, the tip end portion of the lock pin 21 can be retracted from the outer side surface of the lock body 4. The lock pin 21 is formed in a substantially rectangular column shape and a substantially rectangular cross section. The cross-sectional area of the lock pin 21 is smaller than the cross-sectional area of the guide hole 4b. The tip of the lock pin 21 is
It is detachable from the recess 5a.

As shown in FIG. 2, inside the case body 2,
A motor 23 as an actuator is housed.
The sliding pin 25 is adapted to abut on the outer peripheral surface of the tip end portion of the first rotating shaft 24 through which the motor 23 is inserted. The sliding pin 25 is for positioning the first rotating shaft 24. A worm gear 26 is fitted on the first rotating shaft 24. Worm gear 26
Are linked with the rotation of the first rotary shaft 24. The worm gear 26 is adapted to drive the spur gear 27 by meshing with the spur gear 27. The spur gear 27 is adapted to rotate about the second rotation shaft 28. The second rotary shaft 28 is the spur gear 2
It is fixed at 7.

As shown in FIG. 3, a substantially fan-shaped cam 29 is fixed to the second rotating shaft 28. The cam 29 is configured to rotate in the clockwise direction (direction of arrow F1) about the second rotation shaft 28 when the motor 23 is normally rotated. The cam 29 rotates in the counterclockwise direction (arrow F2 direction) about the second rotation shaft 28 when the motor 23 is rotated in the reverse direction. This cam 2
9 rotates in the same direction as the spur gear 27. Therefore, when the cam 29 is rotated in the direction of arrow F1, the cam 29 causes the pull-in stopper 22 to move.
Is pressed, and the engagement between the tip of the lock pin 21 and the recess 5a is released. On the other hand, when the cam 29 is rotated in the direction of arrow F2, the pressed portion 21a of the lock pin 21 is pressed by the cam 29, and the tip end portion of the lock pin 21 engages with the recess 5a. That is, when the motor 23 is driven, the cam 29 is passed through the worm gear 26 and the spur gear 27.
Rotates. Therefore, even if a force is applied to the lock pin 21 in a direction to engage with or release the recess 5a while the motor 23 is stopped, the spur gear 27
The rotation of the lock pin 21 is restricted by the worm gear 26, and the lock pin 21 cannot move. In other words, lock pin 2
1 can be engaged with and disengaged from the recess 5a only by driving the motor 23. Therefore, the drive mechanism of the lock pin 21 is such that when the motor 23 is not driven,
1 is a self-holding mechanism that holds the engaged state or the disengaged state between the 1 and the concave portion 5a. Although the worm gear 26, the spur gear 27, and the cam 29 constitute a self-holding mechanism here, the drive mechanism of the lock pin 21 is not limited to such a configuration. The range in which the cam 29 rotates is restricted by the cam 29 coming into contact with the rubber stopper 30.

A motor 23 for driving the cam 29
4, as shown in FIG.
Drive control is performed by 1. Therefore, this control EC
The circuit configuration of U31 will be described with reference to FIG.

The control ECU 31 includes the motor 23, a detector 41 as shift position detecting means, and a collation E.
The CU 37 is connected. The detection unit 41 is a shift position detection unit that is provided near a shift lever or a transmission (not shown) and detects the shift position,
It is composed of a contactless sensor that has no mechanical contact. The contactless sensor may be a magnetic sensor, an optical sensor, or the like. Magnetic sensors include magnetic resistance elements, magnetic proximity sensors, Hall elements, and Hall ICs.
Etc. and reed switches with mechanical contacts are excluded. Examples of the optical sensor include a phototransistor, a photodiode, a photoelectric switch, a photointerrupter, and the like. The detection unit 41 outputs an L level detection signal to a power transistor 42 described later when the shift position is located at the parking position. The state of being in the parking position is defined as at least one of the state in which the shift lever is in the P position and the parking lock of the transmission functioning.

The collation ECU 37 performs mutual communication with a portable device (not shown) carried by the owner (driver) of the vehicle, and collates the ID code set in the portable device with the ID code set in itself. I do. Then, the control ECU is controlled on the condition that the ID codes match each other.
An encrypted predetermined drive request signal is output to 31.

The control ECU 31 includes a microcomputer 32 as a control unit, a DC-DC converter 33, a PNP power transistor 42 as switching means, a resistor R1, and two transistors TR1 and T1.
R2, two diodes D1 and D2, and two relays 34 and 35 as a switching unit are provided.

The microcomputer 32 is a C (not shown).
It is composed of a CPU unit including a PU, a ROM, and a RAM. Then, the microcomputer 32 has a DC-D
Output terminal of C converter 33 and each transistor TR
The base terminals of 1 and TR2 are connected.

The DC-DC converter 33 converts the battery voltage into a drive voltage for the microcomputer 32 and supplies power to the microcomputer 32. In the present embodiment, the DC-D
The input terminal of the C converter 33 is a power transistor 42.
It is connected to the collector terminal of. The emitter terminal of the power transistor 42 is connected to the positive terminal of a battery (not shown). That is, the DC-DC converter 33 is connected to the positive terminal of the battery via the power transistor 42, and power is supplied when the power transistor 42 operates.

A resistor R1 is connected between the emitter terminal and the base terminal of the power transistor 42, and the base terminal is connected to the detector 41. For this reason, when the detection signal of L level is input from the detection unit 41 to the power transistor 42,
Is activated, and current is applied between the emitter and collector.

On the other hand, each relay 3 is provided in the electrical path connecting the DC-DC converter 33 and the power transistor 42.
One ends of the coil portions L1 and L2 of 4, 35 are connected. The other end of the coil portion L1 has a transistor TR1.
, And the other end of the coil portion L2 is connected to the collector terminal of the transistor TR2. The emitter terminals of the transistors TR1 and TR2 are grounded.

Furthermore, the first fixed contacts CP1 and CP4 of the relays 34 and 35 are connected to the electrical path connecting the DC-DC converter 33 and the power transistor 42. In addition, the second fixed contact CP of each relay 34, 35
2, CP5 is grounded. The movable contact CP3 of the relay 34 is connected to one end of the motor 23,
The movable contact CP6 of No. 5 is connected to the other end of the motor 23.

The movable contact point CP of each relay 34, 35
3, CP6, when the coil portions L1 and L2 are excited,
That is, only when the relays 34 and 35 are driven, the first fixed contacts CP1 and CP4 are conducted, and when the relays 34 and 35 are not driven, the second fixed contacts CP2 and CP5 are conducted. Therefore, the motor 23 is not driven when the relays 34 and 35 are not driven.

Therefore, in the present embodiment, the power transistor 42 is provided in the power supply path on the upstream side of the microcomputer 32, the relays 34, 35 and the motor 23. Therefore, when the power transistor 42 operates, electric power is supplied to the microcomputer 32, the relays 34 and 35, and the motor 23. In other words, since the power supply is completely cut off when the power transistor 42 is not operating, the microcomputer 32, the relays 34, 35
And the motor 23 stops functioning. That is, the control ECU
The motor 31 can drive the motor 23 only when the shift position is in the parking position. When a control signal is output from the microcomputer 32 to the transistors TR1 and TR2 when the power transistor 42 is operating, the relays 34 and 35 are driven based on the control signal, and the motor 23 is driven.

A verification ECU 37 is connected to the microcomputer 32 via a pair of diodes D1 and D2. Specifically, the anode terminal of the diode D1 and the cathode terminal of the diode D2 are connected to the microcomputer 32, and the cathode terminal of the diode D1 and the diode D2 are connected.
The anode terminal of is connected to the verification ECU 37. Then, when the drive request signal output from the verification ECU 37 is input via the diode D2, the microcomputer 32 outputs the transistor TR1, based on the drive request signal.
A control signal is output to TR2.

More specifically, when a drive request signal including an unlock code is input to the microcomputer 32, the microcomputer 32 outputs an H level signal to the transistor TR1 to drive the transistor TR1. Therefore, the coil portion L1 of the relay 34 is excited, and the movable contact C
P3 and the first fixed contact CP1 are electrically connected. This allows
The motor 23 rotates in the forward rotation direction.
That is, when the relay 34 is driven, the cam 29 is rotated in the direction of the arrow F1 and the engagement between the tip portion of the lock pin 21 and the recess 5a is released.

On the other hand, when a drive request signal including a lock code is input to the microcomputer 32, the microcomputer 32
Outputs an H level signal to the transistor TR2 to drive the transistor TR2. Therefore, the coil portion L2 of the relay 35 is excited, and the movable contact CP6 and the first fixed contact CP4 are electrically connected. This allows the motor 2
3 is adapted to rotate in the reverse rotation direction. That is,
When the relay 35 is driven, the cam 29 is rotated in the direction of the arrow F2, and the tip end of the lock pin 21 and the recess 5 are moved.
engages with a.

Therefore, according to this embodiment, the following effects can be obtained. (1) Microcomputer 32, each relay 34, 35 and motor 2
A power transistor 42 is provided in the power feeding path of No. 3. The power transistor 42 is connected to the detection unit 4
It operates when a detection signal of 1 to L level is input. Since the detection unit 41 outputs an L level detection signal when the shift position is located at the parking position, the motor 23 can be driven only when the shift position is located at the parking position. Since the shift position is always located at a position other than the parking position while the vehicle is traveling, the driving of the motor 23 is surely prohibited while the vehicle is traveling. Therefore, it is possible to reliably prevent malfunction of the electronic steering lock device 1 due to noise or the like.

Further, since the power transistor 42, which is a non-contact type switching element, is used as the switching means, it is possible to reliably prevent contact failure due to secular change or the like that may occur when a mechanical switch is used. Therefore, the reliability can be improved as compared with the case where the mechanical switch is used as the switching means.

(2) The power transistor 42 is provided in the power feeding path on the upstream side of the microcomputer 32, the relays 34, 35 and the motor 23. Therefore, even if a short circuit with the vehicle body occurs in the power supply path on the downstream side of the power transistor 42, if the power transistor 42 is not in operation, the microcomputer 32,
Electric power is never supplied to each of the relays 34 and 35 and the motor 23. Therefore, it is possible to reliably prevent malfunction of the electronic steering lock device 1 due to current leakage or the like.

(3) The power transistor 42 is provided in the power feeding path of the microcomputer 32, the relays 34 and 35, and the motor 23. Therefore, the power transistor 42
When is not operating, the function of the entire control ECU 31 is stopped. Therefore, it is possible to more reliably prevent malfunction of the electronic steering lock device 1 due to noise or the like. (Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIGS. Note that, here, differences from the first embodiment will be mainly described, and common points will be denoted by the same member numbers and description thereof will be omitted.

The present embodiment differs from the first embodiment in the circuit configuration of the control ECU 31. Specifically, as shown in FIG. 5, the control E of the present embodiment is performed.
In the CU31, the battery and the first fixed contact CP of each relay
The power transistor 42 is connected only to the electrical path connecting the 1 and CP4. That is, the DC-DC converter 33 and the coil portions L1 and L2 of the relays 34 and 35, respectively.
Are connected to the positive terminal of the battery without passing through the power transistor 42. Therefore, the microcomputer 32 and the relays 34 and 35 can be driven regardless of the operating state of the power transistor 42.

The control ECU 31 also includes an unlock detector 43 as a lock position detector / switcher.
The resistor R2 and the diode D3 are connected. As shown in FIG. 5, the unlock detector 43 has one end connected to the positive terminal of the battery and the other end connected to the anode terminal of the diode D3 and one end of the resistor R. And
The other end of the resistor R is grounded, and the cathode terminal of the diode D3 is connected to an electric path connecting the power transistor 42 and the first fixed contacts CP1 and CP4 of the relays 34 and 35. That is, the unlock detector 43 is connected in parallel with the power transistor 42.

As shown in FIG. 6, the unlock detector 43 is provided near the base end of the lock pin 21 and detects the position of the lock pin 21. Further, the unlock detector 43 switches between supply and cutoff of electric power to the diode D3 according to the detection result. That is, the unlock detector 43 has a position detecting function and a switching function. The unlock detector 43 is composed of a contactless element. As an example of a specific configuration, the unlock detection unit 43 includes a contactless sensor similar to the detection unit 41, and a contactless switching element that operates according to a detection signal from the sensor.

The unlock detector 43 shown in FIG.
As shown in (a), when the lock pin 21 projects from the guide hole 4b of the lock body 4 and the detected portion 21b at the base end of the lock pin 21 is separated, the battery and the diode D3 are separated from each other. It is designed to be energized. That is, the unlock detector 43 is configured to connect the power supply path of the motor 23 when the lock pin 21 is engaged with the recess 5 a of the steering shaft 5. Further, as shown in FIG. 6B, the unlock detector 43
When the lock pin 21 is housed in the lock body 4 and the detected portion 21b of the lock pin 21 is close to the lock body 21, the battery and the diode D3 are electrically disconnected from each other. That is, the unlock detector 43
In the state where the lock pin 21 and the recess 5b are disengaged from each other, the power supply path of the motor 23 is cut off. Therefore, electric power is supplied to the motor 23 only when at least one of the power transistor 42 and the unlock detector 43 is operating.

Therefore, the power transistor 42 is released before the lock pin 21 is released from the engagement state with the recess 5a.
Even if is not activated, the motor 23 continues to be driven until the engaged state is released. That is, even if the shift position is switched to a position other than the parking position during the unlocking, the motor 23 continues to be driven until the unlocking is completed. Then, when the unlocking is completed, the power supply to the motor 23 is cut off, so that the driving of the motor 23 is stopped when the unlocking is completed.

The microcomputer 32 is connected to the electrical path connecting the unlock detector 43 and the anode terminal of the diode D3. Specifically, the electric potential of the electric path is input to the microcomputer 32. The electric potential of this electric path becomes H level when the lock pin 21 and the recess 5a are engaged, and becomes L level when the lock pin 21 and the recess 5a are disengaged. Therefore, the microcomputer 32 can detect whether or not the lock pin 21 and the recess 5a are engaged, based on this potential. Then, the microcomputer 32 stops the output of the control signal to the transistors TR1 and TR2 when the detection result changes. That is, the microcomputer 32 uses the lock pin 2
The drive of the motor 23 is stopped when there is a change in the engagement relationship between 1 and the recess 5a. Further, the microcomputer 32 outputs the detection result to the verification ECU 37 via the diode D1. As a result, the verification ECU 37
Can recognize the engagement / disengagement state of the lock pin 21 and the recess 5a.

Therefore, according to this embodiment, the following effects can be obtained in addition to the effects described in the above (1) to (3) in the first embodiment. (4) Even if the power transistor 42 does not work,
The motor 23 continues to be driven until the lock pin 21 is released from the engagement state with the recess 5a of the steering shaft 5. Therefore, even if the power transistor 42 does not operate before the lock pin 21 is released from the engagement state with the recess 5a, the steering shaft 5 does not become unrotatable. That is, the engagement between the lock pin 21 and the recess 5a can be reliably released.

When the lock pin 21 is released from the engagement with the recess 5a, the power supply to the motor 23 is cut off. Therefore, even if a control signal is output from the microcomputer 32 to the transistors TR1 and TR2 due to noise or the like, the motor 23 is not driven by the control signal.

Moreover, since the unlock detector 43 functions as a non-contact type switching means, it is possible to surely prevent contact failure due to aging or the like which may occur when a mechanical switch is used. Therefore, the reliability can be improved as compared with the case where a mechanical switch is used as the unlock detector 43.

(5) The microcomputer 32 causes the motor 23 to operate when there is a change in the engagement / disengagement state between the lock pin 21 and the recess 5a.
It is designed to stop driving. That is, the microcomputer 32 is adapted to feedback control the drive of the motor 23. Therefore, the lock pin 21 and the recess 5
The motor 23 does not continue to be driven in the state where the engagement with a is completed or the state where it is released. Therefore, the load on the motor 23 is reduced, and the life of the motor 23 can be extended.

(6) The power transistor 42 is not interposed in the electric path connecting the battery and the microcomputer 32. Therefore, the microcomputer 32 can be driven even while the vehicle is traveling. Therefore, the microcomputer 32 is running while the vehicle is running.
Can cause another process to be performed.

The embodiment of the present invention may be modified as follows. In the first embodiment, the microcomputer 32 and each relay 3
Power transistors 42 are provided in the power supply paths on the upstream side of the motors 4, 35 and the motor 23. But the control ECU
The connection location of the power transistor 42 with respect to 31 is not limited to this. Specifically, for example, as shown in FIG.
The power transistor 42 is connected to an electric path connecting the battery and the coil portions L1 and L2 of the relays 34 and 35, that is, an input side electric path of the relays 34 and 35. The power transistor 42 is not provided between the battery and the microcomputer 32 and between the battery and the first fixed contacts CP1 and CP4 of the relays 34 and 35. In this case, since the current flowing through the power transistor 42 is about the amount necessary to drive the relays 34 and 35, it is possible to use a small power switch as the power transistor 42. Therefore, the size and cost of the power transistor 42 can be reduced.

Further, as shown by an arrow P1 in FIG.
Battery and first fixed contacts CP1, of the relays 34, 35
Electrical path connecting CP4, that is, relays 34, 35
The power transistor 42 may be provided in the electric path on the output side of. In this case, the battery and the coil portion L1,
No power transistor 42 is provided between the battery and the microcomputer 32 between L2 and the battery. In this case, even if the first fixed contacts CP of the relays 34 and 35 are used,
Even if a failure occurs in which one of the CP1 and CP4 is welded to the movable contacts CP3 and CP6, the motor 23 will not be driven due to the failure. That is, the motor 23 does not malfunction due to a failure in each of the relays 34 and 35. Therefore, the malfunction of the motor 23 can be prevented more reliably.

Further, as shown by an arrow P2 in FIG. 7, a power transistor 42 may be provided in the electric path connecting the battery and the DC-DC converter 33. In this case, the power transistor 42 should not be interposed between the battery and each of the relays 34 and 35.

As shown by an arrow P3 in FIG. 7,
The power transistor 42 may be provided in the electric path on the downstream side of each relay 34, 35. -In the second embodiment, the power transistor 4
2 and the unlock detector 43 are connected to an electrical path that connects the battery and the first fixed contacts CP1 and CP4 of each relay. However, for example, as shown in FIG.
The power transistor 42 and the unlock detector 43 may be connected to an electrical path that connects the battery and the coil portions L1 and L2 of the relays 34 and 35. If you do this,
The power transistor 42 can be changed to a transistor for low power, and the unlock detector 43 can be changed to a contactless sensor for low power. Therefore, it is possible to reduce the size and cost of the non-contact switching means and the lock position detecting means.

Further, as shown in FIG. 8B, the power transistor 42 and the unlock detector 43 may be provided in the electric path on the downstream side of each relay 34, 35. Specifically, the second fixed contacts CP2, CP of the relays 34, 35
5, the emitter terminal of the power transistor 42 and one end of the unlock detector 43 are connected. Then, the other end of the unlock detector 43 is connected to one end of the resistor R2, and the resistor R2 and the collector terminal of the power transistor 42 are grounded. In addition, the unlock detector 43 and the resistor R
The microcomputer 32 is connected to the electrical path connecting the two. By doing so, the diode D3 becomes unnecessary and the number of parts can be reduced.

In each of the above embodiments, the power transistor 42 is used as the non-contact switching means.
However, the contactless switching means is not limited to the power transistor 42, and any contactless switching means that operates according to the shift position, such as a power MOSFET, can be applied.

In the second embodiment, the lock pin 2
The engagement / disengagement state between 1 and the recess 5a of the steering shaft 5 is input to the microcomputer 32. Based on this input signal, the microcomputer 32 stops the driving of the motor 23 when the engaged / disengaged state changes. However, such lock pin 21 and recess 5a
It may be possible to omit inputting the engagement / disengagement state with respect to the microcomputer 32.

In each of the above embodiments, the motor 23 is used as the actuator. However, the actuator is not limited to the motor 23, and may be any actuator that can electrically drive the lock pin 21, such as a solenoid.

In each of the above embodiments, the detection unit 41 is provided in the vicinity of the shift lever to control the power supply to the control ECU 31 based on the shift position. However, the detection unit 41 may be provided near the parking brake and the power transistor 42 may be activated only when the parking brake is activated.

In each of the above-described embodiments, the relays 34 and 35 are used as the switching unit. However, as a switching unit, power transistors and power MOSFs are used.
A non-contact switching element such as ET may be used.

In each of the above-described embodiments, the electronic steering lock device 1 as a steering system mechanism that controls whether the steering shaft 5 can be rotated is embodied as an electronic vehicle theft prevention device. However, the electronic vehicle anti-theft device includes, for example, an electronic travel restricting device as a drive system mechanism that restricts the rotation of the wheels by a member equivalent to the lock pin 21, and a lock pin 21 for switching the shift position.
It may be an electronic shift lock device or the like as a drive system mechanism regulated by a considerable member.

Next, in addition to the technical ideas described in the claims, the technical ideas grasped by the above-described embodiment will be listed below. (1) In the electronic vehicle theft prevention device according to claim 3, a signal indicating an operating state of the lock position detecting / switching unit is input to the control unit, and the control unit detects the lock position detecting / switching unit. Stopping the drive of the actuator when the operating state of the switching means changes. According to the invention described in this technical idea (1), it is possible to prevent the actuator from being continuously driven in the engagement / disengagement completed state of the lock means and the movable member.
Therefore, the load on the actuator is reduced, and the durability of the actuator can be improved.

(2) Claims 1 to 3, technical idea (1)
In the electronic vehicle anti-theft device according to any one of items 1 to 3, the movable member is a steering shaft. According to the invention described in this technical idea (2), by preventing the rotation of the steering shaft, it is possible to reliably prevent the vehicle from being stolen.

[0064]

As described in detail above, according to the invention described in claim 1, it is possible to surely prevent the malfunction of the electronic vehicle antitheft device and to improve the reliability.

According to the second aspect of the invention, when the contactless switching means is provided in the input side electric path, it is possible to reduce the size and cost of the switching means. Further, when the contactless switching means is provided in the output side electric path, it is possible to more reliably prevent the malfunction of the actuator due to the failure of the switching portion or the like.

According to the third aspect of the invention, the locking means can be reliably disengaged from the movable member.

[Brief description of drawings]

FIG. 1 is a side view showing a first embodiment in which the present invention is embodied in an electronic steering lock device.

FIG. 2 is a sectional view taken along line AA of FIG.

FIG. 3 is a sectional view taken along line BB of FIG.

FIG. 4 is a circuit diagram showing a control circuit of the first embodiment.

FIG. 5 is a circuit diagram showing a control circuit of a second embodiment.

6A and 6B are schematic diagrams showing the relationship between the lock position detecting means and the lock means used in the same embodiment.

FIG. 7 is a circuit diagram showing a control circuit of another embodiment.

8A and 8B are circuit diagrams showing a control circuit of another embodiment.

FIG. 9 is a sectional view showing a conventional steering lock device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Electronic steering lock device as an electronic vehicle anti-theft device, 5 ... Steering shaft as a movable member, 5a ... Recess, 21 ... Lock pin as a locking means, 23 ... Motor as an actuator, 31 ... As a control means Control ECU, 32 ... Microcomputer (microcomputer) as control section, 34, 35 ... Relay as switching section, 41 ... Detection section as shift position detecting means, 42 ... Power transistor as non-contact switching means, 43 ... An unlock detector as a lock position detection / switching means.

Continued front page    (72) Inventor Toshihiro Nagae             260-chome, Toyota, Oguchi-cho, Niwa-gun, Aichi             Tokai Rika Electric Co., Ltd. (72) Inventor Masaki Yoshino             260-chome, Toyota, Oguchi-cho, Niwa-gun, Aichi             Tokai Rika Electric Co., Ltd. (72) Inventor Shinji Kishida             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Koji Iwamoto             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Toshio Asahi             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. F term (reference) 2E250 AA21 BB08 BB65 DD06 EE10                       FF27 FF36 HH02 JJ00 JJ45                       JJ47 KK02 LL00 LL18 NN04                       PP03 QQ02 RR01 RR13 RR33                       RR34 RR43 SS01

Claims (3)

[Claims] 1. Locking means for engaging and disengaging a movable member that constitutes at least one of a steering system mechanism and a drive system mechanism of a vehicle, and an actuator for driving the locking means.
An electronic vehicle antitheft device comprising a control means for controlling the drive of the actuator, the shift position detecting means for detecting a shift position and outputting a detection signal when the shift position is located at a parking position, An electronic vehicle theft prevention device, comprising: a non-contact switching unit that operates based on the detection signal, the non-contact switching unit being provided in a power supply path of at least one of the actuator and the control unit. apparatus. 2. The contact means includes a controller that controls driving of the actuator, and a switching unit that opens and closes a power feeding path of the actuator based on a control signal output from the controller. The electronic vehicle antitheft device according to claim 1, wherein the switching means is provided in at least one of an input-side electric path and an output-side electric path in the switching unit. 3. An engagement / disengagement state between the locking means and the movable member is detected, and when the locking means is disengaged from the movable member, a non-energized state is established and at least one of the actuator and the control means. And a non-contact type lock position detecting / switching means for cutting off the power feeding path and energizing the power feeding path while the locking means is engaged with the movable member, and the non-contact switching means. The electronic vehicle antitheft device according to claim 1 or 2, wherein the electronic vehicle antitheft device is connected in parallel.