JP2005319875A - Steering lock device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering lock device capable of surely performing an anti-theft function while making a driving force required in an actuator small. <P>SOLUTION: This steering lock device making steering impossible by fitting a lock bar 60 to a steering shaft 20 based on a driving force of a motor is equipped with a stopper 70. The stopper 70 restrains movement of the lock bar 60 from a lock position fitted to the steering shaft 20 to an unlock position releasing the fitting to the steering shaft 20 under a lock condition in which the lock bar 60 is fitted with the steering shaft 20. The stopper 70 is installed independently from the fitting of the lock bar 60 into the steering shaft 20. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a steering lock device that makes steering impossible by fitting a lock bar to a steering shaft.

  In recent years, in an automobile, an electronic steering lock device has been proposed in which steering lock is impossible by fitting a lock bar to a steering shaft based on a driving force of an actuator such as a motor (for example, a patent) Reference 1).

  An example of this type of steering lock device is shown in FIG. The steering lock device 100 is an electronic steering lock device that makes steering impossible by fitting a lock bar 130 to the steering shaft 120 based on the rotational driving force of the motor 110.

  In an automobile equipped with such a steering lock device 100, for example, when an engine start operation is performed, the motor 110 is driven to rotate (for example, forward rotation) by the steering lock ECU 140 from a locked state where steering cannot be performed. Then, the engagement of the lock bar 130 with the steering shaft 120 is eventually released, and an unlocked state in which steering can be performed is achieved. Thus, when the lock bar 130 is moved from the lock position fitted to the steering shaft 120 to the unlock position where the fitting to the steering shaft 120 is released, the lock bar 130 unlocks it. The lock state detection switch 141 is turned on.

  When the steering lock ECU 140 recognizes that the unlock state detection switch 141 is turned on, the steering lock ECU 140 stops the forward rotation of the motor 110. As a result, when the steering lock device 100 is unlocked as described above, one of the conditions necessary for starting the vehicle-mounted engine is satisfied.

  On the other hand, after the engine is stopped, for example, when the vehicle door is opened and closed as the vehicle gets off, the motor 110 is driven to rotate (for example, reversely) by the steering lock ECU 140 from an unlocked state where steering can be performed. Then, the lock bar 130 is eventually fitted to the steering shaft 120, and a locked state in which steering is impossible is achieved. When the lock bar 130 is moved from the unlock position to the lock position in this way, the lock state detection switch 142 is turned on by the lock bar 130.

When the steering lock ECU 140 recognizes that the lock state detection switch 142 is turned on, the steering lock ECU 140 stops the reverse drive of the motor 110. As a result, when the steering lock device 100 is in the locked state in this way, the steering operation becomes impossible, and thus the anti-theft function is exhibited.
JP 2003-063354 A

  By the way, even when the steering wheel is in a locked state where steering is impossible, if an excessive rotational force is applied to the steering wheel connected to the steering shaft 120, the steering shaft 120 is locked to the steering shaft 120. It is forcibly rotated against the fitting force due to fitting 130. In this way, when it is necessary to maintain a locked state in which steering cannot be performed, the steering lock device 100 can be forcibly brought into an unlocked state. The anti-theft function that is the purpose is not demonstrated.

  Therefore, as a method for reliably exhibiting the anti-theft function, it seems that a method for increasing the fitting force by fitting the lock bar 130 to the steering shaft 120 may be adopted. For example, as such a method, in both the steering shaft 120 and the lock bar 130, a method of adopting a shape in which the fitting is dense, a method of selecting a material in which the fitting is dense, A method of performing surface processing so that the fitting is dense is conceivable.

  However, when at least one of these methods is adopted, the lock bar 130 fitted to the steering shaft 120 is not attached to the steering shaft 120 during the unlocking operation in which the locked state is shifted to the unlocked state. The driving force required to pull out from the steering shaft 120 becomes large. That is, a large driving force is required for the motor 110, and the motor 110 inevitably increases in size. Therefore, a method for increasing the fitting force by fitting the lock bar 130 to the steering shaft 120 is not necessarily appropriate from the viewpoint of reducing the cost of the steering lock device 100.

  The present invention has been made paying attention to such problems, and its purpose is to make it possible to reliably exhibit the anti-theft function while reducing the driving force required for the actuator. Is to provide a simple steering lock device.

  In order to achieve the above object, according to the first aspect of the present invention, in the steering lock device that makes steering impossible by fitting a lock bar to the steering shaft based on the driving force of the actuator, In the locked state where the lock bar is fitted to the steering shaft, the lock from the locked position fitted to the steering shaft to the unlocked position where the fitting to the steering shaft is released A restriction means for restricting the movement of the bar is provided independently of the fitting of the lock bar to the steering shaft.

  Therefore, according to the first aspect of the present invention, the regulating means is provided independently of the fitting of the lock bar to the steering shaft. In the locked state, the movement of the lock bar from the locked position to the unlocked position is preferably regulated by the same regulating means different from that without depending on the fitting. That is, the anti-theft function is reliably exhibited.

  In addition, since the movement restriction of the lock bar is preferably realized separately from the fitting, there is no problem even if a method for reducing the fitting force due to the fitting of the lock bar to the steering shaft is adopted. For example, as such a method, a method of adopting a shape that makes the fitting sparse in both the steering shaft and the lock bar, a method of selecting a material that makes the fitting sparse, the fitting For example, a method of applying a surface treatment that makes sparse is conceivable. When at least one of these methods is employed, a small driving force is required to pull out the lock bar from the steering shaft. That is, unlike the configuration in which the movement restriction of the lock bar is realized depending only on the fitting of the lock bar to the steering shaft in the locked state, the actuator does not require a large driving force.

  According to a second aspect of the present invention, in the steering lock device according to the first aspect, the restricting means is engaged with the restricting means in an unlocked state in which the lock bar is not fitted to the steering shaft. Is held at a position where the movement of the lock bar is allowed, and holding means is provided that allows the lock bar to be restricted by the restriction means when the engagement with the restriction means is released in the locked state. It is characterized by.

  Therefore, according to the second aspect of the invention, in the unlocked state, the movement of the lock bar is allowed based on the engagement between the regulating means and the holding means. That is, in the unlocked state, the movement of the lock bar is not restricted by the restricting means. On the other hand, in the locked state, movement restriction of the lock bar is allowed based on the disengagement between the restricting means and the holding means. That is, in the locked state, the movement of the lock bar is regulated by the regulating means. As described above, the movement of the lock bar by the restricting means is realized only in the locked state where steering cannot be performed and the locked state is maintained, so that the anti-theft function can be suitably exhibited in the locked state. it can.

  According to a third aspect of the present invention, in the steering lock device according to the second aspect, the holding means is engaged with the holding means in accordance with the locking operation for shifting from the unlocked state to the locked state, and the holding means is used. Release means for releasing the holding of the restriction means is provided.

  Therefore, according to the third aspect of the present invention, the holding of the regulating means by the holding means is released based on the engagement of the holding means and the releasing means with the locking operation. That is, with the locking operation, the movement restriction of the lock bar by the restricting means is allowed over time. Thus, before the transition from the unlocked state to the locked state is completed, preparations for realizing the movement restriction of the lock bar by the restriction means are prepared. Therefore, when the transition to the locked state is completed, the movement of the lock bar by the restricting means can be quickly realized.

  According to a fourth aspect of the present invention, in the steering lock device according to the third aspect, the holding by the holding means is released along with the unlocking operation that shifts from the locked state to the unlocked state. Guide means for guiding the restricting means from one position to a second position held by the holding means is provided.

  Therefore, according to the fourth aspect of the present invention, the regulating means is guided from the first position to the second position by the guide means in accordance with the unlocking operation. That is, the lock bar is allowed to move with the unlock operation. Thus, before the transition from the locked state to the unlocked state is completed, preparations for realizing the subsequent operation (for example, starting the vehicle-mounted engine) are prepared. Therefore, when the transition to the unlocked state is completed, the operation can be realized quickly. In other words, it is possible to obtain suitable responsiveness to an operation necessary for the operation.

  According to a fifth aspect of the present invention, in the steering lock device according to any one of the first to fourth aspects, the lock bar has reached the lock position and steering is impossible. While the lock bar is allowed to restrict movement of the lock bar in the locked state, the lock bar by the restrictor in the abnormal lock state where the lock bar has not reached the lock position and steering is still possible. It is characterized in that a regulation optimizing means for prohibiting the movement regulation is provided.

  Therefore, according to the fifth aspect of the present invention, in the normal lock state, the movement restriction of the lock bar by the restriction means is allowed. On the other hand, in the abnormal lock state, the movement restriction of the lock bar by the restriction means is prohibited. As described above, the lock bar movement restriction by the restricting means is realized only in the normal lock state and the lock state is maintained, so that the anti-theft function can be suitably exhibited in the lock state.

  According to a sixth aspect of the present invention, in the steering lock device according to the fifth aspect, the urging means that constantly urges the lock bar toward the steering shaft side, and the movement of the lock bar in the normal lock state. A second engaged portion that engages the restricting means when the restriction is allowed, and that engages the restricting means when the movement restriction of the lock bar is prohibited in the abnormal lock state. The restriction optimizing means is constituted by the lock bar having the engaged portion.

  Therefore, according to the invention described in claim 6, in the normal lock state, based on the fact that the regulating means is engaged with the first engaged portion of the lock bar biased by the biasing means, Lock bar movement restrictions are allowed. On the other hand, in the abnormal lock state, the movement restriction of the lock bar is prohibited based on the restriction means being engaged with the second engaging portion of the lock bar biased by the biasing means. Thus, the action and effect described in claim 5 can be suitably obtained by the cooperation of the biasing means and the lock bar.

Since this invention is comprised as mentioned above, there exist the following effects.
According to the invention of any one of claims 1 to 6, the anti-theft function can be surely exhibited while reducing the driving force required for the actuator.

Hereinafter, an embodiment in which the present invention is embodied in a steering lock device for an automobile will be described.
As shown in FIG. 1, the steering lock device 1 of the present embodiment is an electronic type that makes steering steering impossible by fitting a lock bar 30 to a steering shaft 20 based on the rotational driving force of a motor 10. This is a steering lock device. In FIG. 1, reference numeral 30 is assigned to the entire lock bar unit including the lock bar, not the lock bar alone. This is because, in describing the schematic configuration of the steering lock device 1 with reference to FIG. 1, it is considered that the overall configuration can be easily understood by handling the entire lock bar unit as a single lock bar. is there. Therefore, in the following description using FIG. 1, the description of “lock bar 30” may be replaced with the description of “lock bar unit 30”.

Now, a schematic configuration of the steering lock device 1 will be described with reference to FIG.
The motor 10 is constituted by a DC motor capable of forward rotation and reverse rotation. A worm gear 11 is fixed to the output shaft of the motor 10. A spur gear 12 is engaged with the worm gear 11. The spur gear 12 is engaged with the gear portion 31 of the lock bar 30. Therefore, when the motor 10 is rotationally driven, the rotational driving force of the motor 10 is transmitted to the gear portion 31 of the lock bar 30 via the worm gear 11 and the spur gear 12. That is, the rotational motion of the motor 10 is converted into the linear motion of the lock bar 30 by the gear mechanism (worm gear 11, spur gear 12, gear portion 31). Incidentally, the worm gear 11 and the spur gear 12 constitute a speed reduction mechanism that reduces the rotational speed of the driven shaft (the rotational shaft of the spur gear 12) relative to the rotational speed of the main driving shaft (the output shaft of the motor 10).

  Here, when the motor 10 is driven to rotate forward by the steering lock ECU 40 from a locked state where steering cannot be performed based on the engine starting operation, the lock bar 30 is moved in the direction indicated by the arrow A in FIG. Move to. Then, from the locked state in which the lock bar 30 is fitted to the lock groove 21 of the steering shaft 20, the lock bar 30 is released from the lock groove 21 and the unlocked state in which the steering can be steered. .

  On the other hand, when the motor 10 is driven reversely by the steering lock ECU 40 from the unlocked state where the steering can be steered as described above based on the fact that the vehicle door is opened and closed after the engine stops, the lock bar is driven. 30 moves in the direction indicated by arrow B in FIG. Then, from the unlocked state in which the fitting of the lock bar 30 to the lock groove 21 of the steering shaft 20 is released, the lock bar 30 is finally fitted to the lock groove 21 and the steering state in which the steering cannot be performed is changed. Become.

  In short, the lock bar 30 is movable between a lock position where the lock bar 30 is fitted to the lock groove 21 of the steering shaft 20 and an unlock position where the fit to the lock groove 21 is released.

  The steering lock device 1 includes a steering lock ECU 40, an unlock state detection switch 41, and a lock state detection switch 42. Both the unlock state detection switch 41 and the lock state detection switch 42 are configured by normally open type limit switches. The fixed contact of the unlock state detection switch 41 and the fixed contact of the lock state detection switch 42 are both electrically connected to the plus side terminal of the in-vehicle battery. On the other hand, the movable contact of the unlock state detection switch 41 and the movable contact of the lock state detection switch 42 are both electrically connected to the steering lock ECU 40.

  The unlock state detection switch 41 is turned on (switch closed) when the movable contact is pressed by the lock bar 30 as the lock bar 30 is moved to the unlock position as described above. . Then, an unlock state signal (H level signal) indicating that the lock bar 30 is not fitted to the lock groove 21 of the steering shaft 20 is input from the unlock state detection switch 41 to the steering lock ECU 40. . As a result, the steering lock ECU 40 recognizes that the vehicle is unlocked, and the steering lock ECU 40 stops the forward rotation drive of the motor 10. When the steering lock device 1 is unlocked in this way, one of the conditions necessary for starting the vehicle-mounted engine is satisfied.

The unlocking state detection switch 41 has a momentary function that returns from “switch closed” to “switch open” as the pressure on the movable contact is released.
On the other hand, the lock state detection switch 42 is turned on (switch closed) when the movable contact is pressed by the lock bar 30 as the lock bar 30 is moved to the lock position as described above. Then, a signal indicating that the lock bar 30 is engaged with the lock groove 21 of the steering shaft 20 (H level signal) is input from the lock state detection switch 42 to the steering lock ECU 40. As a result, the steering lock ECU 40 recognizes the locked state, and the steering lock ECU 40 stops the reverse drive of the motor 10. When the steering lock device 1 is in the locked state in this way, the steering operation becomes impossible, and thus the anti-theft function is exhibited.

The lock state detection switch 42 has a momentary function of returning from “switch closed” to “switch open” when the pressure on the movable contact is released.
Next, a characteristic configuration of the steering lock device 1 will be described in detail with reference to FIGS.

  2A to 2C, the lock bar unit 30 (which agrees with the lock bar 30 already described with reference to FIG. 1) includes a lock bar case 50, a lock bar 60, a spring 65, and a stopper 70. A stopper holder 80 is provided.

  The lock bar case 50 has a substantially box shape. The lock bar case 50 is provided with an accommodating portion 51 for accommodating a part of a lock bar 60 described later and a spring 65 described later. The lock bar case 50 is provided with an insertion hole 52 having one side communicating with the housing 51 and the other side facing a space outside the lock bar case 50.

  For convenience of explanation, although not shown in FIGS. 2A to 2C, the gear portion 31 shown in FIG. 1 is provided on the outer surface of the lock bar case 50. Accordingly, when the motor 10 is driven in the forward rotation in accordance with the unlocking operation for shifting from the locked state shown in FIG. 2B to the unlocked state shown in FIG. 2A, the lock bar case 50 is moved from the locked position. It will be moved to the unlock position. On the other hand, when the motor 10 is driven in reverse in association with the locking operation that shifts from the unlocked state shown in FIG. 2 (a) to the locked state shown in FIG. 2 (b), the lock bar case 50 is locked from the unlocked position. Will be moved to the position.

  The lock bar 60 includes an engaged portion 61, a rod portion 62, and a fitting portion 63. The engaged portion 61 is entirely accommodated in the accommodating portion 51 of the lock bar case 50. The outer diameter of the engaged portion 61 is set slightly smaller than the outer diameter of the accommodating portion 51. Further, the outer surface of the engaged portion 61 and the inner surface of each wall defining the accommodating portion 51 are provided with a coating (not shown) over the entire surface. Accordingly, when the engaged portion 61 is set so that the outer diameter of the engaged portion 61 is equal to or larger than the outer diameter of the accommodating portion 51 with respect to the lock bar case 50. It is possible to slide more smoothly and more stably than when the outer diameter of the engaged portion 61 is set to be extremely smaller than the outer diameter of the accommodating portion 51.

  The bar portion 62 is inserted through the insertion hole 52 of the lock bar case 50. The outer diameter of the rod portion 62 is set slightly smaller than the outer diameter of the insertion hole 52. Moreover, the coating which is not illustrated is given to the outer surface of the rod part 62, and the inner surface of the front wall which divides and forms the insertion hole 52 over them. Accordingly, the rod portion 62 is smoother than the case where the outer diameter of the rod portion 62 is set equal to or larger than the outer diameter of the insertion hole 52 with respect to the lock bar case 50. In addition, the rod portion 62 slides more stably than when the outer diameter of the rod portion 62 is set to be extremely smaller than the outer diameter of the insertion hole 52.

  The fitting portion 63 is fitted to the lock groove 21 of the steering shaft 20. Here, in the present embodiment, a technique for reducing the fitting force due to the fitting of the fitting portion 63 to the lock groove 21 is employed. In order to reduce the fitting force due to the fitting, that is, to make the fitting sparse, in other words, the frictional force generated between the steering shaft 20 and the fitting portion 63 is small. In addition, the device is devised in terms of three aspects of the shape, material, and surface processing of the steering shaft 20 and the fitting portion 63.

  That is, when the fitting and the releasing of the fitting are performed, the fitting portion 63 is not brought into close contact with the steering shaft 20, and as shown in an exaggerated manner in FIG. A shape that can be fitted with a gap is employed in both the steering shaft 20 and the fitting portion 63. Specifically, the angle θ1 formed by the two surfaces that form the lock groove 21 in the steering shaft 20 and the two surfaces that form the tip portion that fits in the lock groove 21 in the fitting portion 63 are both formed. The shape is such that the magnitude relationship with the angle θ2 is “θ1> θ2”. As a result, when the fitting and the releasing of the fitting are performed, the contact area between the steering shaft 20 and the fitting portion 63 becomes narrow, and as a result, the frictional force generated between the two becomes small.

  On the other hand, when the fitting and the releasing of the fitting are repeatedly performed, a material that suppresses the amount of wear powder generated by the contact between the steering shaft 20 and the fitting portion 63 is fitted with the steering shaft 20. It is selected in both the joint part 63. Specifically, a material having the same material and high hardness (iron which is a metal material in the present embodiment) is selected for both. In both cases, quenching is performed in order to further increase the hardness, and after the quenching, tempering is performed in order to give toughness (toughness) to those which have become hard and brittle by the quenching. It is assumed that

  On the other hand, when the fitting and the releasing of the fitting are performed, the surface processing is performed so that the friction coefficient associated with the contact between the steering shaft 20 and the fitting portion 63 is reduced. It is given in both. Specifically, surface processing for extremely reducing the surface roughness is performed on both of them.

  The spring 65 is configured by a coil spring. The spring 65 is accommodated in the accommodating portion 51 of the lock bar case 50. The spring 65 is for constantly urging the engaged portion 61 of the lock bar 60 toward the steering shaft 20 side. That is, the spring 65 is interposed between the inner end surface 53 of the rear wall that defines and forms the accommodating portion 51 and the rear end surface 61 a of the engaged portion 61.

  The stopper 70 is formed in a substantially V shape by a first straight piece 71 and a second straight piece 72. The angle formed by the first straight piece 71 and the second straight piece 72 is set to an obtuse angle close to 180 degrees. A shaft portion 73 is provided at a portion where the first straight piece 71 and the second straight piece 72 are connected. That is, the first straight piece 71 extends forward from the shaft portion 73. On the other hand, the second straight piece 72 extends backward from the shaft portion 73. As a result of the shaft portion 73 being supported by the support piece 54 protruding from the upper surface of the lock bar case 50, the stopper 70 can be rotated around the shaft portion 73. Specifically, the stopper 70 includes a first position (see FIG. 2B) where the first straight piece 71 is abutted against the upper wall of the lock bar case 50, and the second straight shape. The piece 72 is rotatable between a second position (see FIG. 2A) where the piece 72 is brought into contact with the upper wall of the lock bar case 50 and restricted in rotation.

  The stopper 70 has a restriction piece 74 extending from the tip of the first straight piece 71 along the direction perpendicular to the extending direction of the first straight piece 71 and toward the upper wall of the lock bar case 50. Is extended. In the locked state where the lock bar 60 is fitted to the steering shaft 20, the regulating piece 74 is unlocked when the fitting to the steering shaft 20 is released from the locked position where the regulating bar 74 is fitted to the steering shaft 20. This is for restricting the movement of the lock bar 60 to the lock position (see FIG. 2B). The stopper 70 including the restriction piece 74 is provided independently of the fitting of the lock bar 60 to the steering shaft 20. In other words, in the locked state, the movement of the lock bar 60 from the locked position to the unlocked position is suitably restricted by the stopper 70 different from that without depending on the fitting.

  Here, the center of gravity of the stopper 70 is located at a position biased from the shaft portion 73 toward the first straight piece 71. Thereby, when the holding of the stopper 70 by a stopper holding machine 80 described later is released, the stopper 70 is rotated counterclockwise by its own weight. An insertion hole 55 is formed at a position corresponding to the restriction piece 74 on the upper wall of the lock bar case 50. Accordingly, based on the fact that the stopper 70 is rotated by its own weight as described above, the first straight piece 71 is eventually brought into contact with the upper wall of the lock bar case 50 to the rotation-controlled first position. When it reaches, with the restricting piece 74 inserted into the insertion hole 55, the movement restriction of the lock bar 60 by the tip of the restricting piece 74 is realized.

  In the stopper 70, a stopper holding machine 80 (to be described later) and a stopper guide 95 (to be described later) can be engaged with the distal end portion of the second straight piece 72. That is, at the tip of the second straight piece 72, the engagement recess 75 in which the holding piece 82 of the stopper holding machine 80 is engaged and the engagement surface engaged with the guide surface 96 of the stopper guide 95. 76 is formed.

  The stopper holder 80 is formed in a substantially L shape by a supported piece 81 and a holding piece 82. A shaft portion 83 is provided at the base end portion of the supported piece 81. As a result of the shaft portion 83 being supported by the support piece 56 projecting from the rear end surface of the lock bar case 50, the stopper holder 80 can rotate about the shaft portion 83.

  In the stopper holder 80, the supported piece 81 is always urged counterclockwise by a spring (not shown). Accordingly, the stopper holding machine 80 locks the stopper 70 by the holding piece 82 being engaged with the engaging recess 75 of the stopper 70 in the unlocked state in which the lock bar 60 is not fitted to the steering shaft 20. The bar 60 is held at a position where movement is allowed. On the other hand, in the locked state where the lock bar 60 is fitted to the steering shaft 20, the stopper holding machine 80 is disengaged from the stopper 70 by a stopper holding release machine 90 which will be described later. The movement restriction of the lock bar 60 is allowed.

  The steering lock device 1 includes a stopper holding release machine 90 and a stopper guide 95 that are separate from the lock bar unit 30. Both the stopper holding / releasing machine 90 and the stopper guide 95 are fixed to a body (not shown).

  The stopper holding release machine 90 is engaged with the stopper holding machine 80 in accordance with the locking operation for shifting from the unlocked state shown in FIG. 2A to the locked state shown in FIG. The holding of the stopper 70 by the holding machine 80 is released.

  The stopper guide 95 is released from being held by the stopper holder 80 in accordance with the unlocking operation that shifts from the locked state shown in FIG. 2 (b) to the unlocked state shown in FIG. 2 (a). A guide surface 96 for guiding the stopper 70 from the first position to the second position held by the stopper holder 80 is provided.

Next, the operation of the steering lock device 1 will be described with reference to FIG. 1 using FIGS.
Now, in the unlocked state shown in FIG. 2A, the lock bar case 50 is held in the unlocked position. In the unlocked state, the holding piece 82 of the stopper holder 80 is engaged with the engaging recess 75 of the stopper 70. As a result, in the unlocked state, the movement of the lock bar 60 is allowed based on the engagement between the stopper 70 and the stopper holder 80 in this way. That is, in the unlocked state, the movement of the lock bar 60 by the stopper 70 is not restricted.

  When the motor 10 is reversely driven by the steering lock ECU 40 from the unlocked state (lock operation), the lock bar case 50 moves from the unlock position shown in FIG. 2A toward the steering shaft 20 side. . Then, the stopper holding machine 80 is relatively pressed by the stopper holding release machine 90 and the engagement of the holding piece 82 with respect to the engaging recess 75 is released. That is, the holding of the stopper 70 by the stopper holding machine 80 is released based on the engagement of the stopper holding machine 80 and the stopper holding release machine 90 with the locking operation. As a result, the stopper 70 is rotated by its own weight around the shaft portion 73.

  Then, when the lock operation is continued, the lock bar case 50 eventually reaches the lock position. Then, the fitting portion 63 of the lock bar 60 is fitted into the lock groove 21 of the steering shaft 20. At this time, the stopper 70 rotated by its own weight as described above is stabilized in a state where the tip end portion of the regulating piece 74 is inserted into the insertion hole 55 and the first straight piece 71 has reached the first position. As a result, in the locked state shown in FIG. 2B, the movement of the lock bar 60 by the stopper 70 is restricted based on the fact that the rear end surface 61a of the engaged portion 61 is locked by the restriction piece 74 of the stopper 70. Permissible.

  On the other hand, when the motor 10 is driven to rotate forward by the steering lock ECU 40 from the locked state (unlock operation), the lock bar case 50 moves from the lock position shown in FIG. To do. Then, based on the engagement surface 76 of the stopper 70 being engaged with the guide surface 96 of the stopper guide 95, the stopper 70 is guided from the first position to the second position. Then, the stopper 70 that has reached the second position shown in FIG. 2A is held by the stopper holder 80 based on the holding piece 82 being engaged with the engaging recess 75.

  By the way, when the lock operation is performed from the unlocked state shown in FIG. 2A, the normal lock state shown in FIG. 2B, that is, the lock bar 60 has reached the lock position, and the steering cannot be performed. It does not always become a state. That is, in such a case, the abnormal lock state shown in FIG. 2C, that is, the state where the lock bar 60 does not reach the lock position and steering is still possible may occur. In such an abnormal lock state, the movement of the lock bar 60 by the stopper 70 is prohibited based on the restriction piece 74 of the stopper 70 coming into contact with the upper surface 61 b of the engaged portion 61. That is, in this embodiment, the movement of the lock bar 60 by the stopper 70 is performed by the spring 65 that constantly urges the lock bar 60 toward the steering shaft 20 and the lock bar 60 having the rear end surface 61a and the upper surface 61b. Regulation is suitably realized.

As described above, according to the present embodiment, the following operations and effects can be obtained.
(1) A stopper 70 is provided independently of the fitting of the lock bar 60 to the steering shaft 20. In the locked state, the movement of the lock bar 60 from the locked position to the unlocked position is suitably restricted by the same stopper 70 different from that without depending on the fitting. That is, the anti-theft function is reliably exhibited.

  In addition, since the movement restriction of the lock bar 60 is suitably realized separately from the fitting, there is no problem even if a method for reducing the fitting force due to the fitting of the lock bar 60 to the steering shaft 20 is adopted. . When this method is employed as in the present embodiment, a small driving force is required to pull out the lock bar 60 from the steering shaft 20. That is, unlike the configuration in which the movement restriction of the lock bar 60 is realized only by fitting the lock bar 60 to the steering shaft 20 in the locked state, a large driving force is not required for the motor 10. Therefore, the anti-theft function can be reliably exhibited while reducing the driving force required for the motor 10.

  (2) In the unlocked state, the movement of the lock bar 60 is allowed based on the engagement between the stopper 70 and the stopper holder 80. That is, in the unlocked state, the movement of the lock bar 60 by the stopper 70 is not restricted. On the other hand, in the locked state, the movement restriction of the lock bar 60 is allowed based on the disengagement between the stopper 70 and the stopper holder 80. That is, in the locked state, the movement of the lock bar 60 by the stopper 70 is restricted. As described above, the movement restriction of the lock bar 60 by the stopper 70 is realized only in the locked state where steering cannot be performed, and the locked state is maintained, so that the anti-theft function can be preferably exhibited in the locked state. Can do.

  (3) Holding of the stopper 70 by the stopper holding machine 80 is released based on the engagement of the stopper holding machine 80 and the stopper holding release machine 90 with the locking operation. That is, with the locking operation, the movement restriction of the lock bar 60 by the stopper 70 is allowed over time. Thus, before the transition from the unlocked state to the locked state is completed, preparations for realizing the movement restriction of the lock bar 60 by the stopper 70 are prepared. Therefore, when the transition to the locked state is completed, the movement restriction of the lock bar 60 by the stopper 70 can be realized quickly.

  (4) With the unlocking operation, the stopper 70 is guided from the first position to the second position by the stopper guide 95. That is, the lock bar 60 is allowed to move with the unlocking operation. Thus, before the transition from the locked state to the unlocked state is completed, preparations for realizing the subsequent operation (for example, starting the vehicle-mounted engine) are prepared. Therefore, when the transition to the unlocked state is completed, the operation can be realized quickly. In other words, it is possible to obtain suitable responsiveness to an operation necessary for the operation.

  (5) In the normal lock state, the movement restriction of the lock bar 60 by the stopper 70 is allowed. On the other hand, in the abnormal lock state, the movement restriction of the lock bar 60 by the stopper 70 is prohibited. As described above, the movement restriction of the lock bar 60 by the stopper 70 is realized only in the normal locked state, and the locked state is maintained, so that the anti-theft function can be suitably exhibited in the locked state.

  (6) In the normal lock state, the movement restriction of the lock bar 60 is allowed based on the stopper 70 being engaged with the rear end surface 61a of the lock bar 60 biased by the spring 65. On the other hand, in the abnormal lock state, the movement restriction of the lock bar 60 is prohibited based on the stopper 70 being engaged with the upper surface 61 b of the lock bar 60 biased by the spring 65. Thus, the action and effect described in the above (5) can be suitably obtained by the cooperation of the spring 65 and the lock bar 60.

(7) The movement restriction of the lock bar 60 by the stopper 70 can be realized in a stable state where the first straight piece 71 of the stopper 70 is in contact with the upper wall of the lock bar case 50.
In addition, the said embodiment can also be changed and actualized as follows.

  If the driving force necessary for fitting the lock bar 60 to the steering shaft 20 and the driving force necessary for pulling the lock bar 60 out of the steering shaft 20 are obtained, the actuator is the motor 10 It is not limited to such a motor.

  In both the steering shaft 20 and the lock bar 60, a configuration in which the engagement of the lock bar 60 with the steering shaft 20 may be realized by reversing the concavo-convex relationship from the above-described embodiment.

-In the stopper 70, the angle made by the 1st straight piece 71 and the 2nd straight piece 72 is not limited to the thing of the said embodiment.
In place of or in addition to the configuration in which the stopper 70 is rotated counterclockwise by its own weight, a spring that rotates the stopper 70 counterclockwise is provided, and the stopper 70 is rotated counterclockwise by the urging force of the spring. You may employ | adopt the structure rotated in a direction.

As long as the lock bar 60 is always urged toward the steering shaft 20, the urging means is not limited to a coil spring such as the spring 65.
A combination material having a low affinity may be selected for both the steering shaft 20 and the fitting portion 63. If comprised in this way, as a result of becoming difficult to couple | bond one to the other among these, the frictional force which arises between both becomes small.

Schematic which shows the structure of the steering lock apparatus of this embodiment. (A) Schematic which shows the unlocking state of a steering lock apparatus. (B) Schematic which shows the normal lock state of a steering lock apparatus.

(C) Schematic which shows the abnormal lock state of a steering lock apparatus.
Schematic which shows an example of the conventional steering lock apparatus.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Steering lock apparatus, 10 ... Motor as an actuator, 20 ... Steering shaft, 60 ... Lock bar (composing a regulation optimization means with the spring 65), 61a ... Rear end surface as a 1st to-be-engaged part, 61b ... Upper surface as second engaged portion, 65... Spring as urging means (constituting and optimizing means together with lock bar 60), 70... Stopper as restricting means, 80... Stopper holding machine as holding means, 90: Stopper holding release machine as release means, 95 ... Stopper guide as guide means.

Claims (6)

In a steering lock device that makes steering impossible by fitting a lock bar to a steering shaft based on the driving force of an actuator,
In the locked state in which the lock bar is fitted to the steering shaft, the lock position from the fitting position to the steering shaft is changed to the unlocked position in which the fitting to the steering shaft is released. A steering lock device, characterized in that restricting means for restricting movement of the lock bar is provided independently of the fitting of the lock bar to the steering shaft. The steering lock device according to claim 1, wherein
In the unlocked state in which the lock bar is released from the steering shaft, the lock is engaged with the restricting means to hold the restricting means at a position where the lock bar is allowed to move. A steering lock device comprising a holding means for releasing the engagement with the restricting means and allowing the restricting means to restrict the movement of the lock bar. In the steering lock device according to claim 2,
A steering lock device comprising: a release unit that engages with the holding unit and releases the holding of the restricting unit by the holding unit in accordance with a locking operation that shifts from the unlocked state to the locked state. . In the steering lock device according to claim 3,
A guide for guiding the restricting means from a first position where the holding means is released to a second position held by the holding means in accordance with the unlocking operation that is shifted from the locked state to the unlocked state. A steering lock device comprising means. In the steering lock device according to any one of claims 1 to 4,
While the lock bar has reached the lock position and steering is impossible, the lock bar is allowed to be moved by the restricting means in a normal lock state, while the lock bar has not reached the lock position. A steering lock device characterized by comprising restriction optimizing means for prohibiting restriction of movement of the lock bar by the restricting means in an abnormal lock state in which steering steering is still possible. In the steering lock device according to claim 5,
An urging unit that constantly urges the lock bar toward the steering shaft, and a first engaged portion that is engaged when the movement of the lock bar is permitted in the normal lock state. And the restriction optimizing means is configured by the lock bar having the second engaged portion to which the restriction means is engaged when the movement restriction of the lock bar is prohibited in the abnormal lock state. A steering lock device.

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