JP6710009B2 - Steering lock and rudder angle detection combined device - Google Patents

Description

The present invention relates to a combined steering lock/steering angle detection device that combines a steering lock device and a steering angle detection device for a vehicle such as an automobile.

A steering device for a vehicle is usually provided with a steering lock device that makes it difficult to rotate a steering wheel under a specific condition for the purpose of preventing theft (for example, Patent Documents 1 and 2). In addition, for the purpose of controlling skid prevention of automobiles, etc., by providing a rotating body that rotates corresponding to the steering shaft and detecting the rotation angle of this rotating body using a sensor, In some cases, a rudder angle detection device that determines the angle may be further provided (for example, Patent Document 3).
Conventionally, in the case where both the steering lock device and the steering angle detection device are provided, it is the actual situation that they are separately manufactured and then separately assembled to the steering device.

However, according to the above-mentioned conventional means, there is a problem that the entire structure of the steering lock device and the steering angle detection device becomes complicated and large in size, resulting in an increase in manufacturing cost and an increase in weight.
More specifically, as a steering lock device, as described in Patent Documents 1 and 2, the operation of a lock pin for a steering shaft is electrified and its drive motor is controlled, or the steering shaft is locked. -Some devices include a circuit board on which a control circuit for determining which state is unlocked is mounted. On the other hand, as a rudder angle detection device, as described in Patent Document 3, there is one that includes a circuit board on which a rudder angle detection circuit using a sensor for detecting a rudder angle is mounted. Conventionally, each of the steering lock device and the steering angle detection device is configured to have a separate circuit board, but this is a major factor that increases the overall manufacturing cost of both devices. In addition, if the two circuit boards are provided separately, a problem such as complicated electrical wiring connection between them and other control devices may occur.

Conventionally, as described in Patent Document 4, a sensor is provided at the end portion of the case of the steering lock device, and the rotation of the lock pin engaging portion of the steering shaft is detected using this sensor. There is one that calculates the steering angle by doing so. However, with such a means, there is a certain limit to providing a large number of lock pin engaging portions on the steering shaft at a small pitch, and the detection accuracy of the steering angle cannot be increased so much that it is not practically used. Not suitable. Further, although Patent Document 4 does not show a control circuit for determining whether the steering shaft is locked or unlocked, if the steering lock device described in Patent Document 4 is provided with the control circuit. If this happens, the same problem as in the above-described conventional technique will occur.

JP2012-96586A JP, 2009-255830, A JP, 2000-159037, A JP, 2008-18813, A

The present invention has been devised under the circumstances as described above, and the steering lock/steering angle that can be suitably achieved by reducing the manufacturing cost by rationalizing the overall configuration. It is an object of the invention to provide a detection combined device.

In order to solve the above problems, the present invention takes the following technical means.

A steering lock/steering angle detection combined device provided by the present invention is a lock operation part capable of selectively changing a lock part for a steering shaft to either lock or unlock, and a lock of the steering shaft. A steering lock device including a circuit board on which a steering lock control circuit for detecting an unlocked state is mounted , and the lock operation unit and the circuit board are housed in a case ; A combined steering lock/steering angle detection device comprising: a rotating body that rotates in association with rotation; and a steering angle detecting device having a steering angle detecting circuit for detecting a rotation angle of the rotating body. The steering angle detection circuit is mounted on the circuit board, the rotating body is housed in the case, and an opening provided in the case is used to control the steering shaft from the outside of the case. The steering lock control circuit is provided so that rotation is transmitted, and the steering lock control circuit is mounted on one surface of the circuit board opposite to the opening .

With such a configuration, the following effects can be obtained.
That is, the circuit board is appropriately shared between the steering lock device and the steering angle detection device. Therefore, the number of parts can be reduced, and the electric wiring connections to the steering lock control circuit and the steering angle detection circuit can be integrated and rationalized. As a result, the overall manufacturing cost can be reduced. Further, it is possible to promote the reduction in size and weight of the whole.

Other features and advantages of the present invention will become more apparent from the following description of the embodiments of the invention with reference to the accompanying drawings.

(A) is a principal part sectional view showing an example of a steering lock/steering angle detection combined device according to the present invention, and (b) is an explanatory view of a gear train in (a). (A) is a IIa-IIa sectional view of FIG. 1(a), and (b) is a IIb-IIb sectional view of FIG. 1(a). FIG. 3 is a sectional view taken along line III-III in FIG. FIG. 2 is an explanatory diagram of a reference surface of the substrate in FIG. It is a principal part sectional view which shows an example of an effect|action of the steering lock and steering angle detection combined device shown in FIG. Decomposing appearance shows another example of a steering lock steering angle detection complex device is a perspective view. (A) is a front sectional view of the assembled and used state of FIG. 6, (b) is a VIIb-VIIb sectional view of (a), and (c) is a plan sectional view of (a). FIG. 8 is a cross-sectional view showing an example of the operation of the steering lock/steering angle detection combined device shown in FIGS. 6 and 7. It is an exploded appearance perspective view showing other examples of the steering lock and steering angle detection compound device concerning the present invention. (A) is a front sectional view of the assembled and used state of FIG. 9, and (b) is a plan sectional view of (a). FIG. 11 is a cross-sectional view showing an example of the operation of the steering lock/steering angle detection combined device shown in FIGS. 9 and 10. (A) is a schematic cross-sectional view of an essential part showing another example of the present invention, and (b) is a partially cutaway perspective view of the constituent elements of the structure of (a). It is a principal part disassembled partial fracture perspective view which shows the other example of this invention. It is a principal part sectional view which shows the other example of a steering lock and steering angle detection combined device .

Hereinafter, preferred embodiments of the present invention will be specifically described with reference to the drawings.
For easy understanding, the positional relationship such as the top and bottom of the constituent elements is based on the drawing.

The steering lock/steering angle detection combined device A shown in FIGS. 1 to 3 is a combination of a steering lock device B and a steering angle detection device C. As a component of the steering lock device B, a steering column of a vehicle is provided. 1, a case 2 fixedly attached to the unit 1, a lock operation unit 3 for operating the lock pin 30, and a circuit board 5 on which a steering lock control circuit 4 is mounted.

On the other hand, as the constituent elements of the steering angle detection device C, two main gears 6 (6a, 6b) as rotating bodies, an auxiliary gear 90, a steering angle detection circuit 7, and two main gears 6 and auxiliary gears 90 are supported. The gear supporting member 8 is provided. As will be described later, the gear support member 8 is attached to the circuit board 5, and a part of the gear support member 8 is arranged in the case 2. As a result, the two main gears 6 are also arranged in the case 2. The steering angle detection circuit 7 is arranged inside the case 2 while being mounted on the circuit board 5.

The case 2 is made of metal, and each part has high strength so that it cannot be easily broken. However, the material of the case 2 may be another material, such as a thick resin, which ensures the strength. The case 2 is configured by combining, for example, the case main body 20 and a lid 21 that closes the bottom opening of the case main body 20. These include, for example, a knock pin 22 that is prevented from coming off by a press-fitting method. They are connected to each other by utilizing them, and have a structure in which it is difficult to remove the lid 21 from the case main body 20. As shown in FIG. 3, the case 2 is mounted and fixed to the steering column 1 by sandwiching the steering column 1 between the case 2 and the pressing member 29, for example. A so-called break head bolt (neck-cutting bolt) 99, for example, is used to fasten the case 2 and the pressing member 29 so that the case 2 cannot be easily removed from the steering column 1.

The lock operation unit 3 is configured by combining a lock pin unit 32 in which a lock pin 30 is held by a cylindrical holder unit 31 and a motor M. The lock operation unit 3 advances and retreats the lock pin 30 by using the driving force of the motor M toward the engagement unit 11 such as a spline groove provided on the steering shaft 10 in the steering column 1, thereby It is possible to perform a switching operation between the locked state of the steering shaft 10 in which the engagement portion 11 and the lock pin 30 are engaged and the unlocked state in which such a state is released. The above-mentioned combined structure portion of the engaging portion 11 of the steering shaft 10 and the lock pin 30 corresponds to an example of the "lock portion for steering shaft" in the present invention. To move the lock pin 30 back and forth, as well shown in FIG. 3, the holder 31 and the output shaft of the motor M are drive-coupled using gears 33a and 33b, and the holder 31 is rotated by the motor M. Done by. The lock pin 30 is screwed into the holder portion 31 (not shown), and its rotation is stopped. Therefore, when the holder portion 31 is rotated by the motor M, the lock pin 30 moves forward or backward depending on the rotation direction of the motor M and the holder portion 31 due to the principle of the feed screw mechanism.

1 and 2, the steering lock control circuit 4 is a control circuit configured using a plurality of Hall IC chips 40 for detecting the locked/unlocked state of the steering shaft 10 by the lock pin 30. In addition to this, for example, a driver IC chip (not shown) for the motor M is also provided. An arm 35 holding a magnet 34 is continuously provided on the base side of the lock pin 30. Depending on which of the Hall IC chips 40 detects the magnet 34, locking/unlocking of the steering shaft 10 is performed. State detection is performed.

A magnet 60 is attached to each of the two main gears 6, and the two main gears 6 sequentially mesh with the auxiliary gear 90 in a manner as shown in FIG. 1B, and rotate as the auxiliary gear 90 rotates. In the figure, the auxiliary gear 90 and the two main gears 6 are arranged in series, but unlike this, a parallel arrangement in which each of the two main gears 6 is individually meshed with the auxiliary gear 90 is provided. It is also possible to have an array state of. Although not shown in the drawing, the auxiliary gear 90 engages with a roll connector that rotates around the axis of the steering shaft 10 in response to rotation of the steering shaft 10 and the steering wheel, and interlocks with this roll connector. Is set to rotate. Therefore, the two main gears 6 also rotate corresponding to the steering shaft 10.

The rudder angle detection circuit 7 is a circuit configured by using two AMR-IC chips 70 capable of detecting the rotation angles (directions of magnetic fields) of the magnets 60 of the two main gears 6, respectively. It is a circuit for detecting the steering angle based on. The AMR-IC chip 70 has a built-in magnetoresistive element and corresponds to an example of a sensor forming the steering angle detection circuit 7. The reason why the two main gears 6 are used is that the detection accuracy of the steering angle can be improved by using the rotation difference between the two magnets 60. Therefore, when the magnetic field detection (angle detection) accuracy of the AMR-IC chip 70 itself is high, it is possible to provide only one main gear 6.

As described above, the gear support member 8 supports the two main gears 6 and the auxiliary gear 90, and has, for example, a resin case shape. The gear support member 8 is positioned and attached to the circuit board 5 so that the magnet 60 and the AMR-IC chip 70 face each other. As a means for this, as shown in FIG. 2, for example, a screw such as a screw is used while using a means for fitting the positioning projection 80 provided on the gear support member 8 into the positioning hole 59 of the circuit board 5. A means for fastening the gear support member 8 to the circuit board 5 by using the body 89 is adopted.

The auxiliary gear 90 held by the gear support member 8 is located outside the case 2, whereas the main gear 6 is located inside the case 2. As a means for achieving this, the case 2 is formed with an opening 24 that allows a part of the gear support member 8 to pass through the inside and the outside of the case 2. The portion of the gear support member 8 located inside the case 2 is made wider than the opening 24, and the portion of the gear support member 8 exposed to the outside of the case 2 is temporarily Even if it is destroyed, it cannot be easily taken out of the case 2.

The circuit board 5 is arranged in the case 2 in a state where the gear support member 8 is assembled to the circuit board 5. The circuit board 5 is arranged such that the lock operation unit 3 and the gear support member 8 are arranged. It is supposed to be a partition that separates both from some. Therefore, the steering lock control circuit 4 and the steering angle detection circuit 7 are separately mounted on one surface of the circuit board 5 and the other surface thereof. The lock operation unit 3 and the steering lock control circuit 4 are provided to the opening 24 of the case 2 via the two main gears 6, a part of the gear support member 8, and the circuit board 5 (the board body thereof). It is arranged apart.

The circuit board 5 is attached to the case 2 by utilizing the upper and lower protruding wall portions 25 (25a, 25b) provided on the inner side of the case 2. As shown in FIG. 2A, the lower protruding wall portion 25b is formed as a pair of wall portions separated in the width direction of the case 2, while the upper protruding wall portion 25a is formed as shown in FIG. As shown in (b), the case 2 is configured to be connected in series in the width direction. This is preferable in that the gear support member 8 is broken and the break tool is prevented from entering through the opening 24 of the case 2, as described later with reference to FIG. However, as in the case of the lower protruding wall portion 25b, the upper protruding wall portion 25a may be separated in the width direction and provided in a pair.

In FIG. 2A, the case 2 is integrally formed with a fitting mounting portion 26 into which the holder portion 31 of the lock pin 30 is fitted and mounted. The dimensional control of the case 2 is based on the center O of the fitting mounting portion 26, and the plurality of first reference surfaces 27x as one surface of the upper and lower projecting wall portions 25 and the upper inner surface of the case 2 are used. And the third reference surface 27z as the upper inner wall surface of the case 2 shown in FIG. 1 are managed so as to be at predetermined positions. On the other hand, as shown in FIG. 4, the substrate body of the circuit board 5 has a flat plate shape whose basic shape is a rectangular shape in a front view in which the thickness of each part is constant, and the three directions of x, y, and z are orthogonal to each other. The four corners 5x on the front face, the two upper and lower parts 5y on one side, and the two left and right parts 5z on the upper face correspond to the first to third reference faces 27x to 27z of the case 2. Positioned to touch. As a result, the position of the lock pin unit 32 and each part of the circuit board 5 (in particular, the position detection target magnet 34 and the Hall IC chip 40) can be accurately positioned.

As a means for stabilizing the positioning of the circuit board 5, a plurality of elastic members 88x to be compressed between the gear supporting member 8 and the case 2 are provided on the outer surface of the gear supporting member 8, as shown in FIGS. 88z is attached. The elastic members 88x to 88z exert elastic restoring force that presses the gear support member 8 in the three directions of x, y, and z, and the predetermined portions 5x to 5z of the circuit board 5 shown in FIG. The first to third reference surfaces 27x to 27z are pressed against each other.

Next, the operation of the steering lock/steering angle detection combined device A will be described.

First, in addition to the circuit board 5 having the lock operation unit 3 and the steering lock control circuit 4 that configure the steering lock device B in one case 2, two main gears 6 that configure the steering angle detection device C are provided. A steering angle detection circuit 7 is arranged. Therefore, it is not necessary to use a separate case for the steering angle detecting device C separately from the case 2, and the steering lock device B and the steering angle detecting device C are integrated to simplify and downsize the entire configuration. be able to. Particularly, since the steering angle detection circuit 7 and the steering lock control circuit 4 are mounted on one common circuit board 5, it is possible to reduce the manufacturing cost by reducing the number of circuit boards. In addition, the connection of electric wiring to the circuit board 5 can be simplified and facilitated, and the manufacturing cost can be further reduced.

The main gear 6 that constitutes the steering angle detection device C is supported by the gear support member 8 and is attached to the circuit board 5. Therefore, the magnet 60 of the main gear 6 is connected to the circuit. Accurate positioning can be performed easily and appropriately so as to face the AMR-IC chip 70 on the substrate 5 so as to face each other. For example, even if an error occurs in the attachment position of the circuit board 5 with respect to the case 2, this does not cause an attachment error between the main gear 6 and the AMR-IC chip 70.

On the other hand, the circuit board 5 is positioned by using the first to third reference surfaces 27x to 27z formed on the case 2, and the first to third reference surfaces 27x to 27z are the case 2 The position is determined with reference to the center O of the fitting and mounting portion 26 integrally formed with. Therefore, the relative positional relationship between the circuit board 5 and the lock operation unit 3 can be made accurate, and as described above, the magnet 60 of the main gear 6 and the AMR-IC chip 70 can be made accurately. It is also possible to accurately align the magnet 34 of the lock operation unit 3 and the Hall IC chip 40 while aligning them.

As described above, the elastic members 88x to 88z press the gear support member 8 in the three directions of x, y, and z to hold the circuit board 5 at a desired accurate position. The function of stabilizing the position and posture of the supporting member 8 is also exhibited. The portion of the gear support member 8 in which the auxiliary gear 90 is housed protrudes to the outside of the case 2. However, the protruding portion may be unintentionally tilted, so that the elastic members 88x to 88z press the above. It can be appropriately prevented or suppressed by the action.

In order to enhance the crime prevention of the vehicle, it is desired to appropriately prevent the locked state of the steering shaft 10 from being released by a person who tries to steal the vehicle. In addition, it is desirable to prevent unauthorized access to the steering lock control circuit 4 as much as possible, even before the steering shaft 10 is unlocked. Here, as described above, the case 2 is configured to be robust so as not to be easily destroyed, but the case 2 is provided with the opening 24 through which the gear support member 8 is passed. ing. Therefore, for example, as shown in FIG. 5, it is conceivable that the gear support member 8 is broken and then a breaking tool such as a driver tool is inserted into the case 2 through the opening 24.

On the other hand, in the present embodiment, a part of the gear support member 8 and the two main gears 6 are located on the opening 24 side of the lock operation unit 3, and the circuit board 5 is Since they are present, they prevent the destructive tools from proceeding. Since the steering lock control circuit 4 is located on the side of the circuit board 5 opposite to the opening 24, it is difficult for the steering lock control circuit 4 to be unjustly accessed. In order to advance the destruction tool to the lock operation unit 3 side with respect to the circuit board 5, it is necessary to destroy the circuit board 5. However, even if the circuit board 5 is destroyed, the circuit board 5 will be on the front side of the lock operation unit 3. Further has an upper projecting wall 25 which prevents or makes further progress of the breaking tool. Therefore, it is difficult to bring the breaking tool into direct contact with the lock operation unit 3 to retract the lock pin 30 to the unlocked state. From such a thing, it is possible to make it excellent in crime prevention.

6 to 14 show another embodiment. In these figures, elements that are the same as or similar to those in the above-described embodiment are assigned the same reference numerals as those in the above-described embodiment, and redundant description will be omitted. In addition, in FIG. 6 to FIG. 14, the illustration of the portion where the mounting structure of the components is not so characteristic as compared with the above-described embodiment is omitted as appropriate.

The steering lock/steering angle detection combined device Aa shown in FIGS. 6 and 7 is configured such that a gear case 93 for accommodating the auxiliary gear 90 is externally attached to the case 2 using a bolt or the like not shown. There is. The main gear 6a (6) is in a state of partially protruding to the outside from the opening 24 provided in the case 2, and this causes the main gear 6a (6) to mesh with the auxiliary gear 90 and the steering wheel via the auxiliary gear 90. And the rotation corresponding to the steering shaft 10 is performed.

A circuit board 5 is provided in a region near the lower portion of the case 2 in a state of extending in the left-right width direction of the case 2 (corresponding to the axial length direction of the steering column 1). On the other hand, the upper wall portion of the case 2 is provided with a protruding wall portion 25c that protrudes downward so that the lower end portion is located near the upper surface of the circuit board 5. Inside the case 2, with the protruding wall portion 25c as a boundary, the opening 24 side is a region (the steering angle detection device C) provided with the two main gears 6 and the steering angle detection circuit 7, and the opposite side is the locking operation. The area (steering lock device) is provided with the part 3 and the steering lock control circuit 4.

In the present embodiment, unlike the above embodiments, the lock operation unit 3 and the steering lock control circuit 4 are not located on the opposite side of the opening 24 of the case 2 with the circuit board 5 interposed therebetween. However, the lock operation unit 3 and the steering lock control circuit 4 are located far from the opening 24, and there are two main gears 6 on the side closer to the opening 24 than these portions, and further, there is a protrusion. There is a wall portion 25c. Therefore, as shown in FIG. 8, even if the opening 24 of the case 2 is exposed by removing the gear case 93, a breaking tool such as a driver tool is inserted into the case 2 through the opening 24. Therefore, it is difficult to reach the lock operation unit 3 and the steering lock control circuit 4. Since the gap between the projecting wall portion 25c and the circuit board 5 is small, such an action becomes more difficult. As a result, similarly to the above-described embodiment, it is possible to appropriately prevent the lock state of the steering shaft 10 from being unlocked improperly and the control circuit 4 for steering lock from being improperly accessed. It is possible.

In the steering lock/steering angle detection combined device Ab shown in FIGS. 9 and 10, as in the embodiment shown in FIGS. 6 and 7, the gear case 94 accommodating the auxiliary gear 90 uses bolts or the like. Externally attached to Case 2. However, as well shown in FIG. 10B, the orientations of the two main gears 6a and 6b(6) are different from those of the embodiment shown in FIGS. 6 and 7, and the main gear 6a The first gear 62a is adapted to mesh with the auxiliary gear 90, and the main gear 6b meshes with the second gear 62b of the main gear 6a.

A circuit board 5 is attached to an intermediate portion of the case 2 in a state of extending in the vertical height direction so as to divide the inside of the case 2 into two left and right regions. The lock operation unit 3 and the steering lock control circuit 4 are located in a region on the opposite side of the opening 24 with the circuit board 5 interposed therebetween, and are located near the upper part of the case 2. The opening 24 that is located closer to the lower part of is also displaced in the vertical height direction. Further, inside the case 2, there are provided two projecting wall portions 25d and 25e which are located on both the left and right sides of the circuit board 5 and whose tips are close to the circuit board 5. These two projecting wall portions 25d and 25e are located so as to block the path from the opening 24 to the lock operation unit 3 and the steering lock control circuit 4.

Also in the present embodiment, as in the above-described embodiments, the lock operation unit 3 and the steering lock control circuit 4 are located far from the opening 24, and there are two main gears between them. 6, the circuit board 5, and the two protruding wall portions 25d and 25e are present. Therefore, as shown in FIG. 11, even when the gear case 94 is removed and the opening 24 is exposed (the main gear 6a is omitted in FIG. 11), the breaking tool is still removed from the opening 24. It is difficult to insert it into the case 2 to reach the lock operation unit 3 and the steering lock control circuit 4. Therefore, it can be excellent in crime prevention.

In the embodiment shown in FIG. 12, the convex portion 5a such as an electronic component mounted on the surface portion of the circuit board 5 is fitted into the tip portion of at least one of the two protruding wall portions 25 provided in the case 2. The concave portion 250 is formed. According to such a configuration, the electronic component mounted on the circuit board 5 is prevented from being damaged, and the gap formed between the tip portion of the protruding wall portion 25 and the circuit board 5 is further reduced. , It is possible to make it difficult to insert the breaking tool into this gap.

In the embodiment shown in FIG. 13, the circuit board 5 located between the two protruding wall portions 25 is provided with a through hole 5b. On the other hand, one of the two projecting wall portions 25 is provided with a projection 251 through which the through hole 5b is inserted, and the other is provided with a hole 252 into which the tip of the projection 251 is fitted. There is. With such a configuration, the circuit board 5 can be fixed at the position between the two protruding wall portions 25 so as not to be displaced. If the circuit board 5 is fixed by utilizing the protruding wall portion 25 for preventing unauthorized access to the lock operation unit 3 and the steering lock control circuit 4, the configuration becomes more rational.

In the embodiment shown in FIG. 14, a part of the circuit board 5 protrudes outside the case 2 through the opening 24. A support member 8A holding the auxiliary gear 90 and the main gear 6 is attached to the outer surface of the case 2, and the AMR- for detecting the rotation angle of the main gear 6 is attached to the protruding portion of the circuit board 5. A rudder angle detection circuit 7 having an IC chip 70 is mounted.
As will be understood from this embodiment, in the present invention, it is possible to adopt a configuration that has protruded portions of the circuit board 5 from the case 2.

The present invention is not limited to the contents of the above-mentioned embodiment. The specific configuration of each part of the steering lock/steering angle detection combined device according to the present invention can be variously changed in design within the scope intended by the present invention.

In the above-described embodiment, a combination of a magnet and a Hall IC is used as the lock/unlock position detecting means that constitutes the steering lock control circuit, but the invention is not limited to this. Alternatively, position detecting means other than the above, such as a switch, can be used.
Further, in the above-described embodiment, a magnet and a magnetic resistance sensor (AMR sensor: AMR-IC chip) are used as the steering angle detection means, but the invention is not limited to this, and for example, an optical encoder, a resistance potentiometer, a resolver, etc. Other angle detecting means can be used.
Further, as the steering angle detection means, the rotation angle of the main gear 6 is detected, but the rotating body for which the steering angle is to be detected is not limited to the gear such as the main gear 6 but to any rotating member other than the gear. It is also possible to

The lock portion for the steering shaft according to the present invention is not limited to the structure in which the spline groove provided on the steering shaft and the lock pin are combined, and the steering shaft may be locked/unlocked by a different means. May be.
The lock operation unit in the present invention does not have to use a motor as an operation drive source for a movable member such as a lock pin, but uses, for example, an electromagnetic solenoid or a mechanism that operates in conjunction with operation of an ignition key. Then, the movable member may operate. Even if the control circuit for operating the movable member is not provided, the present invention can be applied if the circuit board equipped with the control circuit for detecting the lock/unlock of the steering shaft is used. Can be a target.
In the above-described embodiment, the case 2 is mounted so as to be positioned below the steering column 1, but the present invention is not limited to this, and a mounting mode in which the case 2 is arranged above or beside the steering column 1 is used. You can also do it.

A Steering lock and rudder angle detection combined device B Steering lock device C Rudder angle detection device 1 Steering column 11 Engagement part (a component of a steering shaft lock part)
2 Case 3 Locking part 30 Lock pin (component of lock part for steering shaft)
32 Lock Pin Unit 34 Magnet 4 Control Circuit for Steering Lock 40 Hall IC Chip 5 Circuit Board 6 Main Gear (Rotating Body)
60 Magnet 7 Steering Angle Detection Circuit 70 AMR-IC Chip 90 Auxiliary Gear

Claims (1)

A lock operation part capable of selectively changing the lock part for the steering shaft to either lock or unlock, and a steering lock control circuit for detecting the lock/unlock state of the steering shaft. A steering lock device including a circuit board on which the lock operation unit and the circuit board are housed in a case ,
A steering lock/steering angle detection composite including a rotating body that rotates in association with rotation of the steering shaft , and a steering angle detecting device having a steering angle detecting circuit for detecting a rotation angle of the rotating body. A device,
The rudder angle detection circuit is mounted on the circuit board ,
The rotating body is provided so that the rotation of the steering shaft is transmitted from the outside of the case by using an opening portion provided in the case and housed in the case.
The steering lock/rudder angle detection combined device , wherein the control circuit for steering lock is mounted on one surface of the circuit board opposite to the opening .

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