DEVICE AND METHOD FOR CONTROLLING THE LOCKING OF A STEERING WHEEL

Abstract

Device for controlling the locking of a steering wheel (11), comprising: a power switch (210) configured to receive power from a battery (150) when the ignition of a vehicle is turned off; and a switching unit (220) connected to a motor (120) and switched on when powered by the power switch (210) and configured to lock a steering wheel (11) via a closed circuit created by short-circuiting the phases of the motor (120), characterized by further comprising a protection circuit unit (230) configured to control the switching unit (220) so as not to operate regardless of the operation of the power switch (210) when a control signal corresponding to the vehicle ignition being turned on is received from an MCU (Micro Controller Unit, 132).

Description

BACKGROUNDREGIONEmbodiments of the present disclosure relate to an apparatus and a method for controlling locking of a steering wheel, and more particularly, to an apparatus and a method for controlling locking of a steering wheel, which can prevent a steering wheel from freely rotating when ignition of a vehicle is turned off.BACKGROUND EXPLANATIONAn electronically controlled steering system (SBW) refers to a steering system in which the mechanical connection between a steering wheel and a wheel of the vehicle has been removed. The SBW system receives a rotation signal of the steering wheel via an electronic control unit (ECU), and steer the vehicle based on the received rotation signal by operating a steering assist motor connected to the wheel.Since there is no mechanical connection structure of an existing steering system in the SBW system, the degree of freedom of design can be increased according to the design of a steering system by the SBW system, fuel efficiency can be improved, and interference introduced from the wheels in reverse can be eliminated.When the ignition of the vehicle having the SBW system used therein is turned off, the ECU is not driven. The steering wheel is therefore not blocked, but rotates freely. In this case, a driver, when standing up and holding the steering wheel firmly, can be exposed to a risk of injury.It is an object of the present invention to prevent a steering wheel from freely rotating when the ignition of a vehicle is turned off.The prior art of the present disclosure is disclosed in Korean Patent Publication KR 10 1 987 703 B1, published on Jun. 11, 2019, entitled "Steer-By-Wire System and Control Method Thereof". JP 2008-80 968 A, JP 2017-114 448 A and JP 2004-330 840 A each disclose a device for controlling the blocking of a steering wheel having the features of the preamble of claim 1.SUMMARYVarious embodiments are directed to an apparatus and method for controlling locking of a steering wheel, which can prevent a steering wheel from freely rotating when ignition of a vehicle is turned off. The object of the invention is achieved by a device having the features of claim 1 and by a method having the features of claim 9.The objects to be achieved by the present disclosure are not limited to the aforementioned objects, and the other objects not mentioned will be clearly understood by those skilled in the art from the following description.In an embodiment, a steering wheel blocking control apparatus may include: a power switch configured to receive power from a battery when the ignition of a vehicle is turned off; and a switching unit connected to an engine and turned on when receiving power via the power switch and configured to block a steering wheel via a closed circuit formed by short-circuiting phases of the engine.When the ignition of the vehicle is turned off, the power switch is turned on in response to a low level signal applied thereto, the low level signal being set as a default (default) by a pulldown resistor in an ECU (Electronic Control Unit).The power switch may be configured as an electric field transistor (EFT) having a gate terminal electrically connected to a microcontroller unit (MCU) and a source terminal electrically connected to a line on the battery and turned on when the low-level signal set by the pulldown resistor in the ECU is applied to the gate terminal.The switching unit may block the steering wheel by applying a reaction torque to the steering wheel, the reaction torque being caused by a counter electromotive force generated according to an operation of the steering wheel by the motor in the closed circuit.The switching unit may include one or more switches each electrically connected to the corresponding phase of the motor.The switching unit may include three switches electrically connected to each phase of the motor. The three switches may each be embodied as an EFT having a gate terminal electrically connected to a line of the power switch, a drain terminal electrically connected to the corresponding phase of the motor, and a source terminal connected to ground and turned on to form the closed circuit when current is received through the power switch.The switching unit may include two switches configured to electrically connect the phases of the motor. The two switches may be electrically connected together and turned on to form the closed circuit when power is received through the power switch.According to the present invention, the steering wheel lock control apparatus further includes a protection circuit unit configured to control the switching unit so as not to operate regardless of the operation of the power switch when a control signal corresponding to the turning on of the ignition of the vehicle is received from the MCU.The protection circuit unit may be implemented as an EFT having a gate terminal electrically connected to the MCU, a drain terminal electrically connected to a line on the battery, and a source terminal connected to ground.In an embodiment, a method of controlling locking of a steering wheel may include: receiving power from a battery via a power switch that is turned on when the ignition of a vehicle is turned off; and locking a steering wheel via a closed circuit formed by short-circuiting phases of a motor when a switching unit connected to the motor is turned on when receiving power via the power switch.When the ignition of the vehicle is turned off, the power switch, when receiving power from the battery, may be turned on in response to a low level signal applied thereto, the low level signal being set as a default (default) by a pulldown resistor in an ECU.In blocking the steering wheel, the switching unit may include three switches electrically connected to the respective phases of the motor, the three switches each being configured as an EFT having a gate terminal electrically connected to a line of the power switch, a drain terminal electrically connected to the corresponding phase of the motor, and a source terminal connected to ground, and being turned on to form the closed circuit when current is received through the power switch.When blocking the steering wheel, the switching unit may include two switches configured to electrically connect the phases of the motor, the two switches being electrically connected to each other, and turned on to form the closed circuit when current is received through the power switch.According to the invention, the method of controlling the locking of a steering wheel further comprises controlling, with a protection circuit unit, the switching unit so as not to operate independently of the operation of the power switch when a control signal corresponding to the turning on of the ignition of the vehicle is received from an MCU.According to the embodiments of the present disclosure, the steering wheel lock control apparatus and method may prevent the steering wheel from freely rotating when the ignition of the vehicle is turned off. Thus, when a driver gets up and holds the steering wheel or holds the steering wheel more firmly, the device and method for controlling the locking of a steering wheel can prevent the vehicle from being quickly steered, thereby protecting the driver from a risk of injury.With the apparatus and method for controlling locking of a steering wheel, manufacturing costs can be reduced compared to a system having a mechanical device (e.g., a lock and key system) applied therein.The effects of the present disclosure are not limited to the above-described effects, but may include various effects from the following content to be described below, as the content is apparent to those skilled in the art.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is a diagram illustrating a simplified configuration of an SBW (Steer-By-Wire) system according to an embodiment of the present disclosure. FIG. 2 is a diagram for describing an apparatus for controlling locking of a steering wheel according to an embodiment of the present disclosure. FIG. 3 is a diagram for describing a switching unit according to an embodiment of the present disclosure. FIG. 4 is a diagram for describing a switching unit according to another embodiment of the present disclosure.DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTSEMBODIMENTSAs is common in the relevant art, some embodiments may be illustrated in the drawings as functional blocks, units, and / or modules. Those of ordinary skill in the art will appreciate that these blocks, units, and / or modules are physically implemented with electronic (or optical) circuitry such as logic circuitry, discrete components, processors, hardwired circuitry, storage elements, cabling, and the like. When executed with processors or similar hardware, the blocks, units, and / or modules may be programmed and controlled using software (e.g., code) to perform various functions discussed herein. Alternatively, each block, unit, and / or module may be executed with dedicated hardware or a combination of dedicated hardware for executing some functions and a processor (e.g., one or more programmed processors and associated circuitry) for executing other functions. Each block, unit, and / or module of some embodiments may be physically divided into two or more cooperating and discrete blocks, units, and / or modules without departing from the scope of the inventive concept. Furthermore, blocks, units, and / or modules of some embodiments may be physically merged into more complex blocks, units, and / or modules without departing from the scope of the inventive concept.Hereinafter, an apparatus and a method for controlling locking of a steering wheel in various embodiments will be described with reference to the accompanying drawings. It should be noted that the drawings are not absolutely to scale and the thickness of lines or the size of components may be larger depicted merely for convenience of description and clarity. The terms as used herein are further defined in consideration of functions of the invention and may be modified according to commercial use or according to the intended purpose of the users or operators. The terms should therefore be defined according to the overall disclosure presented herein.The embodiments described in this specification may be carried out, for example, using a method or process, apparatus, software program, data stream, or signal. Although a feature is discussed in a single context only (e.g., discussed in a method only), the discussed feature may be implemented in a different embodiment (e.g., device or program). An apparatus may be implemented in any suitable hardware, software, or firmware. The method may be performed in an apparatus such as a processor, which generally refers to a processing device including a computer, a microprocessor, an integrated circuit, or a programmable logic device. The processor also includes a communication device such as a computer, a mobile telephone, a personal digital assistant (PDA), and another device that allows information to be transmitted between end users.FIG. 1 is a diagram illustrating a simplified configuration of an SBW (Steer-By-Wire) system according to an embodiment of the present disclosure.Referring to FIG. 1, the SBW system according to the embodiment of the present disclosure may include a steering wheel 11, a steering shaft 12 configured to hold the steering wheel 11, a motor 120 mounted on one side of the steering shaft 12 and driven by an ECU (Electronic Control Unit) 130, a sensing unit 110 located on one side of the steering shaft 12, the motor 120 or a rack bar 20, the ECU 130, and one or more actuators 140 each configured to steer a front wheel 18 of a vehicle according to a control signal of the ECU 130. The motor 120 and the actuator 140 may be connected to each other via a communication means such as CAN, FlexRay, or Ethernet.Such an SBW system has no mechanical connection between the steering wheel 11 and the rack shaft 20, and the motor 120 capable of applying a reaction force to the steering wheel 11 is connected to a column connected to the steering wheel 11. The rack 20 is connected to the actuator 140 for control of the front wheel 18. The actuator 140 is connected to a steering motor (not shown) for moving the rack 20 to control the front wheel 18.The detection unit 110 may receive measurement information from a steering angle sensor 13 and / or a torque sensor 14, or may include the steering angle sensor 13 and the torque sensor 14. The steering angle sensor 13 may detect a rotation change of the steering shaft 12 by an operation of the steering wheel 11 by a driver, and the torque sensor 14 may be mounted on one side of the steering shaft 12 and detect a torque output from the motor 120.When the ignition of the vehicle is turned off, the ECU 130 of the SBW system is not operated. The steering wheel 11 thus rotates freely. In this case, the driver may be exposed to a risk of injury. Therefore, there is a need for a device that can prevent the steering wheel 11 from freely rotating when the ignition of the vehicle is turned off.That is, the ECU 130 may include a steering wheel lock control device 200 that locks the steering wheel 11 by short-circuiting (controlling) three phases of the engine 120 when the ignition of the vehicle is turned off.The steering wheel lock control device 200 may lock the steering wheel 11 by applying a reaction torque caused by a counter electromotive force generated by the motor 120 to the steering wheel 11 when the ignition of the vehicle is turned off. That is, the steering wheel lock control device 200 can prevent the steering wheel 11 from freely rotating when the ignition of the vehicle is turned off. With this procedure, it is possible to prevent the vehicle from being quickly steered when the driver is standing up and thereby holds the steering wheel firmly or holds the steering wheel 11 more firmly, thereby protecting the driver from a risk of injury.Such a steering wheel lock control apparatus 200 may be implemented as an integrated controller installed in the vehicle or a sub-module of the ECU 130.The vehicle integrated control device or the ECU 130 may include a processor, a storage device such as a memory, and a computer program capable of performing a certain function, and the steering wheel lock control device 200 may be configured as a software module capable of performing a unique function.The detailed descriptions of the steering wheel lock control device 200 will be made with reference to FIG. 2.The ECU 130 controls the operation of the engine 120 and controls an output of the actuator 140 for steering the front wheel 18, thereby steering the vehicle.In the embodiment of the present disclosure, an ECU 130 is incorporated. However, the ECU 130 may be divided into a first ECU for controlling the motor 120 and a second ECU for controlling the actuator 140. In this case, the first ECU 130 may control the operation of the engine 120, and the second ECU may control an output of the actuator 140 configured to steer the front wheel 18 of the vehicle.The motor 120 gives the driver an appropriate steering feel by generating a force in the opposite direction of the steering wheel 11 when the driver operates the steering wheel 11, and the motor 120 is supplied with a current for generating an appropriate reaction torque to generate a steering feel.The motor 120 may include a plurality of wirings. Based on the detection information from the detection unit 110, the motor 120 may be rotated to generate a counter electromotive force.The motor 120 is mounted on one side of the steering shaft 12 and serves to give a driver an appropriate steering feeling by generating a reaction torque against the driver's steering force applied to the steering wheel 11 according to a control signal applied from the ECU 130.Such a motor 120 may include a 3-phase motor and / or a 5-phase motor. However, the motor 120 is not limited thereto, but may include any motors as long as the motors can apply a reaction force to the steering wheel 11.FIG. 1 illustrates an R-EPS (rack EPS) as an SBW system. However, a hydraulic EPS, a Column EPS (CEPS), a dual pinion EPS (DP EPS), and the like may be used.FIG. 2 is a diagram for describing an apparatus for controlling locking of a steering wheel according to an embodiment of the present disclosure, FIG. 3 is a diagram for describing a switching unit according to the embodiment of the present disclosure, and FIG. 4 is a diagram for describing a switching unit according to another embodiment of the present disclosure.Referring to FIG. 2, the steering wheel lock control apparatus 200 according to the embodiment of the present disclosure includes an MCU (microcontroller) 132, a power switch 210, a switching unit 220, and a protection circuit unit 230.A battery 150 supplies power to electronic control devices installed in the vehicle. Generally, the battery 150 may provide 12V to 24V direct current.In the present disclosure, the battery 150 may serve as a regular power supply and may supply power to the steering wheel lock control device 200 when the ignition of the vehicle is turned off.The power switch 210 is turned on, thus receiving power from the battery 150 when the ignition of the vehicle is turned off.When the ignition of the vehicle is turned off, the MCU 132 may not be energized and the power switch 210 may be turned on with a low level signal received from the ECU 130, the low level signal being set by a pulldown resistor in the ECU 130. The pulldown resistance of the ECU may be a resistance set as a standard between the MCU 132 and the power switch 210.When the ignition of the vehicle is turned on, the MCU 132 may be energized and the power switch 210 may be turned on or off according to a control signal from the MCU 132.Such a power switch 210 may be implemented as various switches, for example, a PFET (P-channel field effect transistor), NFET (N-channel FET), transistor, and relays. However, in the present invention, the case where the power switch 210 is configured as a PFET is used as an example for description. Thus, the power switch 210 may be a PFET having a gate terminal electrically connected to the MCU 132 and a source terminal electrically connected to a line on the battery 150.When the ignition of the vehicle is turned on, the MCU 132 is energized. When the MCU 132 is energized, the MCU 132 may output a control signal of a high or low level, the control signal being applied to control the turning on / off of the power switch 210. That is, as long as the ignition of the vehicle is turned on, the MCU 132 may control the turning on / off of the power switch 210 depending on a driving state / fail-safe state. Further, when the ignition of the vehicle is turned off, the MCU 132 is not supplied with power. Thus, a gate driver (not shown) configured to control the operation of the motor 120 is turned off. Therefore, an inverter 134 is also turned off and the motor 120 is not driven. Further, since the MCU 132 is supplied with power while the ignition of the vehicle is turned on, the MCU 132 can control the turning on / off of the power switch 210 depending on a state (on / off state or fail-safe state) and thus drive the motor 120.The switching unit 220 may be connected to the motor 120. When the switching unit 220 receives current via the power switch 210, it may be turned on, thereby shorting the phases of the motor 120. Then, a closed circuit for blocking the steering wheel 11 may be formed. At this time, the switching unit 220 may apply a reaction torque to the steering wheel 11 to lock the steering wheel 11. The reaction torque may be caused by a counter electromotive force generated by the closed-circuit motor 120 according to an operation of the steering wheel 11.Such a switching unit 220 may include one or more switches electrically connected to the respective phase of the motor 120.For example, as illustrated in FIG. 3, the switching unit 220 may include three switches connected in parallel between the inverter 134 and the respective phases of the motor 120, e.g., a first switch, a second switch, and a third switch. In this case, the switching unit 220 can be embodied as different switches, for example PFET, NFET, transistor and relays. However, in the present invention, the case where the switching unit 220 is configured as an NFET is used for description. Thus, each of the switches of the switching unit 220 may be implemented as an EFT having a gate terminal electrically connected to a line of the power switch 210, a drain terminal electrically connected to the corresponding phase of the motor 120, and a source terminal connected to the ground GND. In this case, each of the switches of the switching unit 220 can be embodied as an NFET.For example, when the switching unit 220 includes a first switch NFET 1, a second switch NFET 2, and a third switch NFET 3, the first switch NFET 1 may be electrically connected to the phase a of the 3-phase motor, the second switch NFET 2 may be electrically connected to the phase b of the 3-phase motor, and the third switch NEF 3 may be electrically connected to the phase c of the 3-phase motor.When the switches of the switching unit 220 receive current via the power switch 210, they may be turned on, thereby shorting the respective phases of the motor 120 to ground, thereby creating a 3-phase closed circuit. The 3-phase closed circuit may supply a current to each phase of the motor 120 based on a counter electromotive force generated by the motor 120 in accordance with an operation of the steering wheel 11.When the motor 120 is rotated by the operation of the steering wheel 11 in the 3-phase closed circuit obtained by turning on the switching unit 220, the motor 120 can generate a counter electromotive force. At this time, the counter electromotive force may become effective when a power supply is connected to each of the wirings of the motor 120 and supplies a current to each of the wirings. When each of the wirings is supplied with the current, the motor 120 may generate a reaction torque. The motor 120 may apply the generated reaction torque to the steering wheel 11. The motor 120 may block the steering wheel 11 using the reaction torque so that the steering wheel 11 is not rotated. At this time, the reaction torque for locking the steering wheel 11 may be generated based on a reduction ratio (conversion ratio of a reduction gear of the column) and a torque generated by the counter electromotive force of the motor 120. The reaction torque for locking the steering wheel 11 may be generated from, for example, the product of the reduction ratio (conversion ratio of a reduction gear of the column) and the torque generated by the counter electromotive force of the motor 120.As illustrated in FIG. 4, the switching unit 220 may include two switches that electrically connect the phases of the motor 120. At this time, the two switches (e.g., the first switch and the second switch) may be electrically connected to each other. When the two switches receive current through the power switch 210, they can be turned on, thus forming a closed circuit. Such a switching unit 220 may be implemented as various switches, for example, PFET, NFET, transistor, and relays.For example, when the switching unit 220 includes a first switch and a second switch, the first switch may be electrically connected between the phase a and the phase b of the 3-phase motor 120, and the second switch may be electrically connected between the phase b and the phase c of the 3-phase motor 120. In this way, the first and second switches may be electrically connected to each other.When receiving power via the power switch 210, the first and second switches of the switching unit 220 may be turned on and electrically connected to each other, and the switching unit 220 may form a 3-phase closed circuit via the electrical connection. The 3-phase closed circuit may supply a current to each phase of the motor 120 based on a counter electromotive force generated by the motor 120 according to an operation of the steering wheel 11.When the motor 120 is rotated by the operation of the steering wheel 11 in the 3-phase closed circuit obtained by turning on the switching unit 220, the motor 120 can generate a counter electromotive force. At this time, the counter electromotive force may become effective when a power supply is connected to each of the wirings of the motor 120 and supplies a current to each of the wirings. When each of the wirings is supplied with the current, the motor 120 may generate a reaction torque. The motor 120 may apply the generated reaction torque to the steering wheel 11. The motor 120 may block the steering wheel 11 using the reaction torque so that the steering wheel 11 is not rotated. At this time, the reaction torque for locking the steering wheel 11 may be generated based on a reduction ratio (conversion ratio of a reduction gear in the column) and a torque generated by the counter electromotive force of the motor 120. The reaction torque for locking the steering wheel 11 may be generated from, for example, the product of the reduction ratio (conversion ratio of a reduction gear in the column) and the torque generated by the counter electromotive force of the motor 120.Upon receiving a control signal from the MCU 132 corresponding to turning on the ignition of the vehicle, the protection circuit unit 230 may control the switching unit 220 not to operate regardless of the operation of the power switch 210. At this time, the protection circuit unit 230 may be configured as various switches, for example, PFET, NFET, transistor, and relay. However, in the present embodiment, the case where the protection circuit unit 230 is configured as an NFET is used for description.The protection circuit unit 230 may be an FET having a gate terminal electrically connected to the MCU 132, a drain terminal electrically connected to a line on the battery 150, and a source terminal connected to ground. In this case, the protection circuit unit 230 can be embodied as an NFET.When the ignition of the vehicle is turned off, the MCU 132 is not energized, so that the MCU 132 is not operated. However, when the ignition of the vehicle is turned on, the MCU 132 may be energized so that the MCU 132 outputs a control signal for controlling the operation of the power switch 210 and the protection circuit unit 230. The control signal may include a high level signal and a low level signal.When the MCU 132 outputs a high level signal while the ignition of the vehicle is turned on, the power switch 210 is turned off and the protection circuit unit 230 is turned on. The switching unit 220 is therefore not operated. Thus, upon receiving the high level signal from the MCU 132, the protection circuit unit 230 may be turned on, and thus controls the steering wheel 11 so as not to be locked while the vehicle is running.That is, the steering wheel lock control apparatus and method according to the embodiment of the present disclosure can prevent the steering wheel from freely rotating when the ignition of the vehicle is turned off. Thus, when a driver gets up and holds the steering wheel or holds the steering wheel more firmly, the device and method for controlling the locking of a steering wheel can prevent the vehicle from being quickly steered, thereby protecting the driver from a risk of injury.With the steering wheel lock control apparatus and method according to the embodiment of the present disclosure, manufacturing cost can be reduced compared to a system having a mechanical device (e.g., a lock and key system) applied therein.While exemplary embodiments of the disclosure have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the disclosure as defined in the appended claims. The true technical scope of the disclosure is thus intended to be defined by the following claims.

Claims

An apparatus for controlling blocking of a steering wheel (11), comprising: a power switch (210) configured to receive power from a battery (150) when the ignition of a vehicle is turned off; and a switching unit (220) connected to a motor (120) and turned on when receiving power via the power switch (210), and configured to block a steering wheel (11) via a closed circuit formed by short-circuiting phases of the motor (120), characterized further a protection circuit unit (230) configured to control the switching unit (220) not to operate regardless of the operation of the power switch (210) when a control signal corresponding to the turning on of the ignition of the vehicle is received from an MCU (Micro Controller Unit 132).The steering wheel lock control apparatus according to claim 1, wherein when the ignition of a vehicle is turned off, the power switch (210) is turned on in response to a low level signal applied thereto, the low level signal being set as a standard by a pulldown resistor in an ECU (Electronic Control Unit 130).The steering wheel lock control device according to claim 2, wherein the power switch (210) is configured as an electric field transistor (EFT) having a gate terminal electrically connected to the MCU (132) and a source terminal electrically connected to a line on the battery (150), and is turned on when the low-level signal set by the pulldown resistor in the ECU (130) is applied to the gate terminal.The steering wheel locking control device according to claim 1, wherein the switching unit (220) locks the steering wheel (11) by applying a reaction torque to the steering wheel (11), the reaction torque being caused by a counter electromotive force generated by the motor (120) in the closed circuit according to an operation of the steering wheel (11).The steering wheel lock control device according to claim 1, wherein the switching unit (220) includes one or more switches each electrically connected to the corresponding phase of the motor (120).The steering wheel lock control apparatus according to claim 5, wherein the switching unit (220) includes three switches electrically connected to each phase of the motor, the three switches each being configured as an EFT having a gate terminal electrically connected to a line of the power switch (210), a drain terminal electrically connected to the corresponding phase of the motor (120), and a source terminal connected to ground (GND), and turned on to form the closed circuit when current is obtained through the power switch (210).The steering wheel lock control apparatus according to claim 5, wherein the switching unit (220) includes two switches configured to electrically connect the phases of the motor (120), the two switches being electrically connected to each other and being turned on to form the closed circuit when power is received through the power switch (210).The steering wheel lock control apparatus according to claim 1, wherein the protection circuit unit (230) is configured as an EFT having a gate terminal electrically connected to the MCU (132), a drain terminal electrically connected to a line on the battery (150), and a source terminal connected to ground.A method for controlling blocking of a steering wheel (11), comprising: receiving power from a battery (150) via a power switch (210) that is turned on when the ignition of a vehicle is turned off; and blocking a steering wheel (11) via a closed circuit formed by short-circuiting phases of a motor (120) when a switching unit (220) connected to the motor (120) is turned on when receiving power via the power switch (210) characterized further controlling, by a protection circuit unit (230), the switching unit (220) not to operate regardless of the operation of the power switch (210) when a control signal corresponding to the turning on of the ignition of the vehicle is received from an MCU (Micro Controller Unit, 132)).The method for controlling locking of a steering wheel according to claim 9, wherein upon receiving the current from the battery (150) when the ignition of the vehicle is turned off, the power switch (210) is turned on in response to a low level signal applied thereto, the low level signal being set as a standard by a pulldown resistor in an ECU (Electronic Control Unit 130).The method for controlling locking of a steering wheel according to claim 9, wherein, when locking the steering wheel, the switching unit (220) locks the steering wheel (11) by applying a reaction torque to the steering wheel (11), the reaction torque being caused by a counter electromotive force generated by the motor (120) in the closed circuit according to an operation of the steering wheel.The method for controlling blocking of a steering wheel according to claim 9, wherein, upon blocking of the steering wheel (11), the switching unit (220) includes three switches electrically connected to each phase of the motor (120), the three switches each being configured as an EFT having a gate terminal electrically connected to a line of the power switch (210), a drain terminal electrically connected to the corresponding phase of the motor (120), and a source terminal connected to ground, and being turned on to form the closed circuit when current is obtained through the power switch (210).The method for controlling locking of a steering wheel according to claim 9, wherein when locking the steering wheel (11), the switching unit (220) includes two switches configured to electrically connect the phases of the motor (120), the two switches being electrically connected to each other, and being turned on to form the closed circuit when power is received through the power switch (210).

Images