JPH03204361A - Steering lock device - Google Patents

Abstract

PURPOSE:To ensure safety at the time of operating a steering lock device by operating a control piece for preventing/permitting the axial movement of a key cylinder laid in lock position by a cable interlocking with the movement of a shift lever. CONSTITUTION:When a key is inserted to move a key cylinder 16 from lock position to unlock position, a locking member 31 does not prevent this rotation. When it is rotated to the lock position, the locking member 31 contacts with the stopper surface of a cam to prevent the rotation of the key cylinder 16. At this time, a control piece 60 prevents the axial movement by manual opera tion of the key cylinder 16 when a shift lever is in positions other than position P, but does not prevent the axial movement in the position P, so that the key can be rotated to the lock position and pulled out when it is pushed into together with the key cylinder 16. In the position P and the lock position, the control piece 60 prevents the movement of a cable 140 to prohibit the movement to other than the position P. Hence, the safety in the operation of a steering lock device can be ensured.

Description

DETAILED DESCRIPTION OF THE INVENTION This invention relates to a locking device, and particularly to a steering locking device for controlling the rotation of a steering shaft of an automobile.

Current automobiles use a steering lock that simultaneously controls the steering shaft and ignition switch of the automobile, as shown in, for example, Japanese Unexamined Patent Publication No. 61-295154. This steering lock includes a key cylinder housed in a frame and rotated by a key between a locked position and an unlocked position, a cam rotated together with the key cylinder, and a locked position that engages a steering shaft. It has a locking rod that is moved between an unlocked position and an unlocked position by a cam and a spring, and an ignition switch that is operatively connected to the rear of the cam.

When the key is inserted into the key cylinder and rotated, the key is r
LOcK position", rOFF position J, "ACC position", engine "ON position", rs that operates the starter motor
TART position" can be sequentially rotated to each position.

When the key is removed at the rLOcK position, the key cylinder cannot rotate, prohibiting the ignition switch from operating, and the locking rod engages the steering shaft, preventing rotation of the steering shaft to prevent theft.

In addition, in order to prevent the vehicle from suddenly starting when the engine is started, the steering lock device is structured so that the key inserted in the steering lock device cannot be rotated to the locked position where it can be removed unless the shift lever is shifted to the parking position when exiting the vehicle. This is desirable. This structure forces the driver to shift the shift lever to the parking position.

Therefore, when the shift lever is shifted to the parking position, the key automatically becomes rotatable in the key cylinder to the locked position from which it can be extracted. The steering shaft is automatically locked in this lock position, preventing the steering shaft from being rotated to prevent theft, and the steering shaft and key are also locked so that the shift lever in the parking position cannot be moved to any other shift position. Ru.

For example, as described in Japanese Patent Application Laid-open No. 60-135352, the shift lever locking mechanism is such that a control pin provided on the shift lever is moved downward in the longitudinal direction of the lever by finger pressure operation of a push button knob, and the shift lever is shifted downward. It becomes movable in the direction of engagement with each shift position on the shift control plate. Furthermore, when the shift lever is in the parking position, a bell crank that engages and disengages from a control pin on the shift lever is rotatably provided on the speed change shift control plate, and this bell crank is rotated in the direction in which it engages with the control pin. It is biased by a spring and is further connected to a locking mechanism on the steering shaft side via a transmission member such as a remote control cable.

Therefore, when the bell crank is engaged with the control pin in the parking position, the shift lever is restricted and cannot be operated from the parking position to any other shift position, and the steering shaft is also locked, making it impossible to perform steering operations. in a state.

With this, when driving, when the key is inserted into the steering lock device and rotated from the lock position to the start position, this rotation is transmitted to the bell crank via the remote control cable, and the bell crank is moved to the parking position. to separate it from the control pin that is in the engaged state. The shift lever is unlocked by unbinding the control pin and freeing it, and by pressing down on the control pin using finger pressure on the push button knob, the shift lever is released.
Shift operation to other shift positions becomes possible.

However, in the case of the conventional example disclosed in JP-A-60-135352, a spring is required to bias the bell crank in the direction of engaging the control pin at the parking position, which increases the number of parts. There are drawbacks. Moreover,
As a bell crank, it is not linked to the shift rotation operation of the shift lever, and its operating range is the distance between the control pin and the parking position, so the remote control cable connected to it (usually the inner and There is a problem in that the movement stroke of pulling or pushing is small for the bush-pull method (consisting of both outer cables), and the transmission response with the steering lock mechanism is lacking. That is, in the key cylinder on the steering lock mechanism side, when a pair of locking members are disengaged from each other to release the lock, the pushing and pulling distance with respect to the remote control cable is short, so one of the locking members is sufficiently far away from the other. There is a problem in that the other lock member does not move to the original position and becomes an obstacle when the one lock member returns to the return position later.

Further, a steering lock device has been proposed that includes a rotation preventing means for stopping the rotation of the key cylinder when the key cylinder is rotated from the unlocked position to the locked position. is disclosed. This structure requires a large number of parts and has the disadvantage that it cannot be attached to a steering lock device in which the key cylinder moves in the axial direction when the key is inserted.

Therefore, this invention solves the above-mentioned drawbacks and improves the shift lever.
To provide a steering lock device which can move a key in the axial direction and rotate to a lock position after shifting the steering wheel to a parking position and has a small number of parts.

Another object of the present invention is to provide a steering lock device in which the key cylinder moves in the axial direction when a key is inserted, and after the shift lever is shifted to the parking position, the key cylinder can be moved in the axial direction and rotated to the lock position. With the goal.

7. The steering lock device of the present invention includes a key cylinder arranged rotatably and axially movably within a housing, and a locking device that prevents rotation at a locking position when the key cylinder is rotated to a locking position. It has a stop member. The locking member prevents the rotation from IIl'1. , +h can be rotated to the lock position by moving the key cylinder in the axial direction. When the shift lever of the automatic transmission is in a position other than the parking position, the control piece is movable between the blocking position, which prevents axial movement of the key cylinder in the locked position, and the non-blocking position, which does not prevent axial movement. The control piece is actuated by a cable connected to a pivot lever provided and moved by the shift lever.

In the blocking position, the abutment end of the control piece can be placed in the travel path of the key cylinder. The control piece is spring biased to the unblocked position. The control piece is cammed to the cable end. The control piece also prevents the shift lever from moving to a position other than the parking position when the key cylinder is in the lock position. When the key cylinder is in the lock position, the control piece
Prevent movement of cable ends.

The key can be inserted into the key cylinder to move the key cylinder from the locked position to the unlocked position. At this time, the locking member does not prevent rotation of the key cylinder.

When the key is rotated from the unlocked position to the locked position, the locking member comes into contact with the stopper surface of the cam, thereby preventing rotation of the key cylinder. Here, when the shift lever is in a position other than the parking position, the control piece prevents the key cylinder from being moved in the axial direction by manual operation. However, the shift lever
When the key cylinder is in the parking position, the control piece does not prevent the key cylinder from moving in the axial direction, so that the key can be moved in the axial direction together with the key cylinder and then rotated to the lock position and removed.

Further, when the shift lever is in the parking position and the steering locking device is in the locking position, the control piece prevents movement of the cable. Therefore, it is possible to avoid the risk of starting the engine with the shift lever in the lock position moved to a position other than the parking position.

The control piece is slidably or rotatably provided with respect to the housing, allowing smooth operation with a small number of parts.

EXAMPLE Hereinafter, an example of the present invention will be described with reference to FIGS. 1 to 12.

First, in FIGS. 18 and 19, shift lever 1
10 is rotatable in the left-right direction in the figure, which is the longitudinal direction of the vehicle, via the shaft support 116 at the lower end. Shift lever 1
10, the shift hole 12 of the shift control plate 120
Parking position P provided in 1, reverse shift position R1
A shift operation is performed to each shift position such as a neutral shift position N and a traveling shift position. Shift lever 1
A push button knob 111 is provided on the gripping portion of the push button knob 111, and the pushing motion of the push button knob 111 is transmitted as a vertical movement to a rod 113 inserted into the lever tube, and a shift pin 114 protruding from the tip of the rod 113 is pushed up by a spring. 115 and push down in the downward direction of the figure. These are well-known structures, and when the shift pin 114 is engaged with the parking position [P] as shown in FIG. Unable to shift to shift position.

A rotary lever (traction member) 130 is rotatably supported via a support shaft 131 at a position substantially below the parking position P of the shift control plate 120 . The rotary lever 130 is formed with a pin engaging end 130a and a cable connecting end 130b extending from both sides of a support shaft 131, so that the shift pin 114 can be moved from the parking position P to the next reverse shift 1 to 1, for example.
At the initial stage of shifting to position R, the shift pin 114 contacts and presses the pin engagement end 130a, and the rotation lever 13
0 is rotated counterclockwise around the support shaft 131.

Furthermore, one end of a cable 140 is connected to the cable connection end 130b, which is suspended between a steering lock device to be described later. That is, the rotating lever 130 swings about the support shaft 131 as a force acts on each of the pin engaging end portion 130a and the cable connecting end portion 130b on both sides.

The other end of the cable 140 is connected to the steering lock device 1
0 control piece 150.

When the push button knob 111 of the shift lever 110 is pressed, the shift pin 114 is pushed down against the push-up spring 115, and the pin engagement end 130a of the rotation lever 130 is pushed down.
reach inside. When the shift lever 110 is tilted in the direction of shifting to another shift position in this position, the shift pin 114 contacts and presses the pin engaging end 130a of the rotary lever 130 from the inside due to the tilting rotation of the shift lever 110. , a rotating lever 130 using the support shaft 131 as a rotating fulcrum.
Rotate the whole thing counterclockwise.

By rotating the rotating lever 130, as shown in FIG.
At the cable connection end 130b, the cable 140 is pulled to the left in the figure. At the same time, the transition gap 22 on the side of the shift hole 121, which had been closed until then, is opened by the pin engagement end 130a, and the shift pin 114 moves toward another shift position passing through this gap. That is, in conjunction with the shift operation of the shift lever 110, the cable 140 is also pulled and moved by a distance commensurate with the amount of rotation.

By shifting the shift lever 110, the shift pin 114
When the pivot lever 130 is separated from the pin engaging end 130a of the pivot lever 130, the pivot lever 130 rotates and remains in a tilted position. The return from this tilted position is caused by the returning shift pin 114 coming into contact with the vehicle from the outside when the shift lever 110 is returned to the parking position P.

Therefore, since the cable 140 is towed in response to the initial shift rotation operation of the shift lever 110,
The movement stroke of the control piece 150 on the steering lock device 10 side is long. That is, when the shift lever 110 is at a position other than the parking position P, the cable 140 is in a pull state, and when the shift lever 110 is at the parking position P, the cable 140 is in a bush state.

As shown in FIGS. 1 to 3, the steering lock device 10 includes a housing 1, a sleeve 12 disposed within the housing 11, and a cap 13 fixed to the front of the sleeve 12.

A flange 1 is provided in the hole 14 formed in the housing 11.
A key cylinder 16 having a number 5 is rotatably arranged.

A plurality of tumbler holes 17 are formed in the key cylinder 16, and although not shown in detail, each tumbler hole 17 is fitted with a tumbler 17a as is known.

A check lever 20 is attached to the sleeve 12 so as to be slidable in the longitudinal direction, and a check lever 20 is attached to the flange 1 of the key cylinder 16.
A dog 22 is attached to the hole 21 formed in the hole 5 so as to be slidable in the radial direction. Further, the locking iron 18 is attached to be movable forward and backward from the hole 19 of the housing 11. However, these check lever 20, dog 22, and locking iron 18 have the same structure and effect as those shown in Japanese Patent Publication No. 60-42055, and the key detection member 26 and key detection switch 27, Unexamined Japanese Patent Publication 1987-
Since it has the same structure and effects as those disclosed in Japanese Patent No. 3829, detailed explanation will be omitted. The key cylinder 16 is rotatably installed in the housing 11 in a hole 24 of a rotating member 23 disposed coaxially with the key cylinder 16 .

Further, the key cylinder 16 is pressed outward by a spring 25 disposed within the hole 24 of the rotating member 23 between the key cylinder 16 and the rotating member 23 .

As shown in FIG. 3, a hole 30 is formed in the key cylinder 16 in parallel to the tumbler hole 17. A locking member 31 is slidably disposed in the hole 30 . Further, a spring 32 is provided in the hole 30 for biasing the locking member 31 toward the outside of the key cylinder 16.
is provided. The locking member 31 has almost the same shape as a conventional disc tumbler. At the center of the locking member 31,
Although a hole is formed into which a key (not shown) is inserted, it may not be formed. As shown in FIG. 8, the locking member 31
An inclined surface 34 and a stopper surface 35 are formed on the protruding end portion 33 of.

Further, as shown in FIGS. 9 and 10, the flange 15 of the key cylinder 16 has a first protrusion 36 that moves along a cam surface 40 formed on the sleeve 12. As shown in FIGS. As is clear from the developed view of the cam surface 40 shown in FIG. 10(B), the first protrusion 36 is fitted into the recess 41 formed in the cam surface 40 in the unlocked position such as the off position. . Furthermore, a second protrusion 37 is formed on the flange 15 of the key cylinder 16 inside the first protrusion 36 .

As shown in FIG. 10(A), the sleeve 1-2 has two locking portions 42.4 that limit the rotation angle of the key cylinder 16.
It has 3. The second protrusion 37 of the key cylinder 16 is disposed between these locking portions 42 and 43, and by coming into contact with these locking portions 42 and 43, the rotation angle of the key cylinder 16 is regulated.

As shown in FIG. 8, the inner circumference 50 of the sleeve 12 includes:
An engaging portion 53 having an inclined surface 51 and a stopper surface 52 provided at the same circumference 4- with respect to the inclined surface 51 is provided. When the key is inserted into the key cylinder 16 and the key cylinder 16 is rotated from the locked position to the on position, the locking member 31 resists the elasticity of the spring 32 due to the inclined surfaces 34 and 51 and is pulled into the inside of the hole 30. . Further, when the key cylinder]-6 is rotated, the locking member 31 passes over the engaging portion 53 and is rotated to the on position. Conversely, when the key cylinder 16 is rotated from the on position to the lock position, the stopper surface 35 of the locking member 31 is in the unlocked position of the key cylinder 16, such as the off position.
- The rotation of the key cylinder 16 is prevented by contacting the collar surface 52. When the key cylinder 16 is pressed in the unlocked position, the protruding end 33 of the locking member 31 and the engaging portion 53 are displaced in the axial direction, so that the stopper surface 35 and the stopper surface 52 of the locking member 31 are not engaged with each other. is released and the key cylinder 16
can be rotated to the locked position.

As shown in FIGS. 1 and 3, a control piece 60 is slidably attached to the steering lock device 10. As shown in FIGS. The control piece 60 has an abutting end 60a that can be engaged with the end of the key cylinder 16, and a cam end 60c formed with an inclined surface 6o1).
and has. Steering wheel 7 = 18 The housing 11 of the Glock device 10 is provided with a recess 70 and a through hole 71 that communicates with the recess 70. In the recess 70, a receiving member 61 and a cam end 60c of the control piece 60 are disposed, and a through hole 71 is provided in the recess 70. The abutting end 60a is inserted through the hole 71. The receiver has a spring 62 between the member 61 and the cam end 60c.
63 is arranged, and the control piece 60 is always urged to the outside of the housing 11. Housing 11 provided with recess 70
A bracket 67 is fixed opposite to the bracket 67.
A guide cavity 68 is formed between the housing 11 and the housing 11 .

A cam member 64 is arranged in the guide cavity 68 . The cam member 64 has a first plane 64a, a second plane 64b, an inclined surface 64c formed between the first plane 64a and the second plane 64b, and a connecting end 64d. The first plane 64a, the second plane 64b and the inclined surface 64c are the control piece 6.
0 driven end 60C, and the connecting end 64d
is a connecting member 65 to which the end 66 of the cable 140 is fixed.
is fixed.

Next, the steering lock control device 10 according to the present invention
Explain the operation.

When the key is inserted into the steering lock when starting the engine, the locking member 31 is in the position shown in FIG. 8.

Further, the key cylinder 16 and the cam member 64 are in the position shown in FIG.

When the key cylinder 16 is rotated from the lock position to the start position, the locking member 31 moves inward against the elasticity of the spring 32 and then moves over the engagement portion 53 to lock the steering lock device 10. Can be left unlocked. Rotate the key further and move it to the on position.
Ignition switch 86 is turned on.

Furthermore, by rotating the key, it is moved to the start position and the engine can be started. In this way, the key can be freely rotated from the lock position to the start position. However, when rotating the key from the start position or on position to the lock position, as shown in FIG. 53, the key cannot be rotated to the locked position.

At this time, when the shift lever 110 is shifted to the parking position, the cam member 64 is in the position shown in FIG. . Therefore, the key cylinder 16 can be pressed inward.

When the key is pressed in the unlocked position, the first protrusion 36 provided on the key cylinder 16 is fitted into the recess 41 formed on the cam surface 40. At this time, the locking member 31 moves in the axial direction in FIG. 8 and is disengaged from the engaging portion 53, allowing the key to be rotated to the lock position and removed from the steering lock.

However, when the key is rotated from the start position or on position to the lock position, the locking member 31
The stopper surface 35 of is in contact with the stopper surface 52 of the engaging portion 53 . At this time, if the shift lever 110 is not shifted to the parking position 20, the cam member 64 is in the position shown in FIG. do. Therefore, the key cylinder 16 cannot be pressed inward, and the key cannot be removed from the key cylinder 16. In this way, the shift lever
The key can be removed from the steering lock device 10 only when the steering wheel 110 is shifted to the parking position.

Further, as is clear from FIG. 6, which shows the state with the key removed, when the steering lock device 10 is in the locked state, the inclined surface 60b of the control piece 60 and the inclined surface 64 of the cam member 64 can come into contact with each other. Become.

Therefore, when the steering lock device 10 is in the locked state, the shift lever 110 cannot be moved to a position other than the parking position, so the ignition switch must be turned on with the shift lever 110 shifted to a position other than the parking position. Can not. Therefore, it is possible to prevent accidents when starting the engine of an automobile equipped with an automatic transmission.

In addition, since the key is manually pressed when the key is rotated to the unlocked position such as the ACC position or the OFF position, no large torsional torque is applied to the key compared to the rotational force, which prevents deformation of the key. It can be prevented.

The embodiments of the control piece 60 and the cam member 64 described above can be modified in various ways. For example, as shown in FIGS. 11 to 14, the control piece 60 is not only brought into contact with the cam member 64, but also the spring 62, 63 is omitted and a through hole 60d is formed at the end of the control piece 60. A cam member 64 may be inserted therein. Further, as shown in FIGS. 15 to 18, an annular recess 60e that engages with the cam member 64 may be formed in the control piece 60. Furthermore, as shown in FIGS. 19 to 22, it is also possible to form the cam member 64 from a flat plate in the first embodiment shown in FIGS. 1 to 3.

Furthermore, as shown in FIGS. 23 to 25, an L-shaped control piece 60 is rotatably supported by a shaft 69, and the cable 1-
An end 66 of 40 is positioned adjacent control piece 60 . In the locking position, as shown in FIG.
10 is in the parking position, the control piece 60 moves into the hole 16a of the key cylinder 16, so the key cylinder 1
6 can be moved in the axial direction. However, shift lever 110
When the key cylinder 16 is at a position other than the parking position, the control piece 60 prevents the key cylinder 16 from being pressed, as shown in FIG. When the key cylinder 16 is in the lock position,
An L-shaped control piece 60 is attached to the side surface 1.6b of the key cylinder 16.
The control piece 6° cannot be rotated because of this contact. Therefore, when the key cylinder 16 is in the lock position, the shift lever 110 cannot be shifted to any position other than the parking position.

Further modifications to the above embodiments of the invention are possible. For example, in the above embodiment, the locking member is attached to the key cylinder 16, but it may be attached to the sleeve 12 to form a cam surface corresponding to the key cylinder 16.

As described above, the steering door 3-lock control device according to the present invention locks the key when the shift lever is at a position other than the parking position at the time the key is rotated to the unlocking position. Prevents rotation into position. Furthermore, when the key cylinder is in the lock position, the shift lever cannot be shifted to any position other than the parking position. Therefore, safety can be ensured when operating the steering lock device. Furthermore, since the key is manually pressed in the unlocked position, no large torsional torque is applied to the key compared to rotational force, so deformation of the key can be prevented.

[Brief explanation of drawings]

Fig. 1 is a cross-sectional view of a steering lock device according to the present invention, Fig. 2 is a cross-sectional view showing the key cylinder moved in the axial direction, Fig. 3 is an exploded perspective view of the steering lock device, and Fig. 4 is a control piece. 5 is a sectional view taken along the line ■-■ in FIG. 4, FIG. 6 is a partial sectional view showing a state in which the key cylinder is prevented from being suppressed, and FIG. 7 is a sectional view shown in FIG. 6. 8 is a sectional view showing the locking member, FIG. 9 is a perspective view of the key cylinder, and FIG. 10 (A
) is a developed view showing the rotation angle range of the second protrusion of the key cylinder whose rotation angle is regulated by two locking parts formed on the sleeve, and Fig. 10(B) shows the cam surface and the cam surface formed on the sleeve. FIG. 11 is a sectional view showing the second embodiment of the present invention, FIG. 12 is a sectional view showing the control piece, and FIG. 14 is a sectional view showing the movement of the cam member; FIG. 14 is a sectional view showing the control piece; FIG. 15 is a sectional view showing the third embodiment of the invention; FIG. 16 is a sectional view showing the control piece; 18 is a sectional view showing the movement of the cam member, FIG. 18 is a sectional view showing the control piece, and FIG. 19 is a sectional view showing the fourth embodiment of the present invention.
Fig. 20 is a sectional view showing the control piece, Fig. 21 is a sectional view showing movement of the cam member, Fig. 22 is a sectional view showing the control piece, and Fig. 23 is a partial view showing the fifth embodiment of the present invention. , Fig. 24 is a partial view showing the movement of the end of the cable, Fig. 25 is a partial perspective view, Fig. 26 is a sectional view of the shift lever, and Fig. 27 is a partial view showing the shift lever moving from the parking position. 28 are partial views showing a state in which the vehicle has been completely moved from the parking position to another position. 100. Steering lock device, 111. Housing, 160. key cylinder, 310. Locking member, 110.
, shift lever 1600, control piece 130, , rotation lever 140. , Cable, 62.630. Spring, 64.
, cam member, 66. End part, JP-A-3 204361 (13) JP-A-3 204361 (14) HiJ JP-A 204361 (15) 00-Procedural Amendment” Tennichi June 2, 1990

Claims (6)

[Claims] (1) It has a key cylinder arranged to be rotatable and movable in the axial direction within the housing, and a locking member that prevents rotation at the locking position when the key cylinder is rotated to the locking position, and the locking member In a steering lock device that can rotate a key cylinder whose rotation is prevented by moving it in the axial direction to a locked position, when the shift lever of an automatic transmission is in a position other than the parking position, the key cylinder in the locked position is locked. A control piece is provided that is movable between a blocked position that blocks axial movement and a non-blocked position that does not block axial movement, and the control piece is actuated by a cable connected to a rotating lever that is moved by a shift lever. Steering lock device. (2) The steering lock device according to claim (1), wherein the abutting end of the control piece can be disposed within the movement path of the key cylinder in the blocking position. (3) The steering lock device according to claim (1), wherein the control piece is biased by a spring to the non-blocking position. (4) The steering lock device according to claim (1), wherein the control piece is cam-connected to the cable end. (5) The locking member includes a key cylinder arranged to be rotatable and movable in the axial direction within the housing, and a locking member that prevents rotation at the locking position when the key cylinder is rotated to the locking position. In a steering lock device that can rotate a key cylinder whose rotation is prevented by moving it in the axial direction to a locked position, when the shift lever of an automatic transmission is in a position other than the parking position, the key cylinder in the locked position is locked. A control piece is provided that is movable between a blocked position that blocks axial movement and a non-blocked position that does not block axial movement, and the control piece is actuated by a cable connected to a rotary lever that is moved by the shift lever. A steering lock device that prevents a shift lever from moving to a position other than a parking position when a key cylinder is in a lock position. (6) the control piece is cam-connected to the end of the cable;
The steering lock device according to claim 5, wherein the steering lock device prevents the end of the cable from moving when the key cylinder is in the lock position.