JPH0712195Y2 - Vehicle steering lock device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a steering lock device for a vehicle, in which a steering shaft of a vehicle handlebar is locked so as not to rotate in association with the action of a key for starting an engine. More particularly, the present invention relates to a mounting structure for an engagement lever that holds a lock member that locks a steering shaft in an unlocked position.

(Prior Art) In this type of device, even if the driver involuntarily turns the cylinder lock rotor to the LOCK position while the vehicle is traveling, the steering shaft will not be locked unless the key is removed. It is configured to ensure safety while the vehicle is traveling.

Conventionally, as a vehicle steering lock device equipped with such a system, for example, the one disclosed in Japanese Utility Model Laid-Open No. 63-74360 is known, and has the following configuration. That is, in order to hold the lock pin in the unlocked position until the key is removed, the cylinder that houses the rotor is provided with a swingable engagement lever, and the front end of the engagement lever is slidable on the rotor. A slide piece that is provided to detect the insertion of a key and is displaced outward in the radius of the rotor is engaged, and the rear end of the engagement lever is connected to a lock pin, and is connected to a slider that slides in accordance with the rotation of the rotor. It is configured to engage and disengage. Then, when the key is inserted into the rotor, the front end of the engaging lever is pushed up by the slide piece, and the rear end of the engaging lever engages with the slider to unlock the lock pin. On the other hand, when the key is pulled out from the rotor, the front end of the engaging lever falls into the rotor together with the slide piece, so that the rear end of the engaging lever is separated from the slider and the lock pin is projected by the spring biasing force. Then, the steering shaft is locked.

(Problems to be solved by the invention) By the way, as described above, in the conventional device, the engagement lever is directly attached to the outer cylinder of the cylinder lock via the shaft support pin, which serves as one cylinder lock unit. It is configured.
In the final step, the cylinder lock unit pivotally supporting this engaging lever is incorporated into the lock body.

However, with such a configuration, the rear end of the engagement lever largely protrudes from the cylinder lock unit, and therefore may be deformed when a shock is applied during the assembly process, which not only impairs the steering lock function, but also Even when assembled in the lock body, attention must be paid to both the cylinder lock and the engagement lever, and there is a problem that work efficiency is poor. Further, in the steering lock device in which the key insertion portion of the cylinder lock and the lock pin are largely separated from each other, the engagement lever is formed longer by that much, but the shaft support portion of the engagement lever is provided substantially in the center thereof. Since it is necessary, the shaft support portion has to be provided rearward, and as a result, the cylinder has to be formed correspondingly longer, which causes a problem that the cylinder lock unit itself becomes large.

(Means for Solving the Problem) The present invention is intended to solve the above-described problems, and as a means thereof, an engaging lever is separated from an outer cylinder of a cylinder lock to provide a cylinder. It is designed to be attached to the side of the lock body that houses the lock.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is an exploded perspective view around an engaging lever, FIG. 2 is a horizontal sectional view showing a state in which the engaging lever is pivotally supported on a body, and FIG. 3 is a longitudinal sectional view of a vehicle steering lock device according to the present invention. 4 is an exploded perspective view around the rotor, FIG. 5 is a sectional view taken along line AA in FIG. 3, and FIG. 6 is line BB in FIG.
Sectional view, FIG. 7 is a sectional view taken along the line CC in FIG. 3, FIG. 8 is an explanatory view showing the relationship between the control pin and the joint, and FIG. 9 is a sectional view showing a state in which the lock pin is held at the unlock position. FIG. 10 is a sectional view showing a state in which the rotor is rotated to the ACC position, and FIG. 11 is a sectional view showing another embodiment of the shaft support shaft.

As shown in FIG. 3, the steering lock device S is fixed to the steering column around the steering shaft. Body 1 of this steering lock device S
Has an opening at its front end so that a cylinder lock 3 and the like, which will be described later, can be incorporated through the opening 1a (FIG. 1).
An ignition switch device (hereinafter referred to as a switch device) 2 is arranged at a rear end portion of the body 1, and a cylinder lock 3 is arranged at a front portion thereof.
The rotor 4 and the switch device 2 are connected via a joint 5. Therefore, when the rotor 4 is rotated by operating the key 6, the switch device 2 can be operated via the joint 5.

As shown in FIGS. 3 and 4, the rotor 4 and the joint 5 are coupled so as to be relatively movable in the axial direction and integrally in the rotational direction. Here, a coil spring 12 is interposed between the rotor 4 and the joint 5,
This prevents looseness between the rotor 4 and the joint 5. Further, the joint 5 is biased toward the rotor 4 by a coil spring 13 having a greater biasing force than the coil spring 12.

As shown in FIG. 3, FIG. 4, FIG. 7, and FIG. 8, the joint 5 is provided with a flange portion 5b at the front portion thereof, and the flange portion 5b is provided with an axial direction thereof. A cam surface 14 is formed. A control pin 15 mounted so as to penetrate from the outside to the inside of the body 1 is in contact with the cam surface 14, and when the joint 5 is rotated by this, the cam surface 14 and the control pin 15 are connected. The joint 5 is configured to be displaced in the axial direction by the cooperative action of.
Further, an engagement surface 16 is formed on the flange portion 5b continuously with the cam surface 14. By engaging the control pin 15 with the engagement surface 16, the AC of the joint 5 is changed.
It is designed to prevent rotation from the C position to the LOCK position.

As shown in FIG. 3 and FIG. 6, a slider 8 is accommodated in the rear portion of the body 1 so as to be slidable from side to side. A lock pin 7 is connected to the slider 8 so that the lock pin 7 can be engaged with and disengaged from the steering shaft by a lateral sliding movement of the slider 8. Further, a cutout groove 8a is formed on the side surface of the slider 8, and the lock pin 7 is held at the unlocked position by engaging a rear end 9b of an engagement lever 9 described later with the cutout groove 8a. Has been made possible. still,
The slider 8 is biased by a spring 19 in a direction in which the lock pin 7 is projected (leftward in FIG. 6). A semi-circular cam 5a is formed on the rear portion of the joint 5. The semi-circular cam 5a is engaged with the slider 8, so that when the joint 5 is rotated, the slider 8 slides to the right in FIG. The engagement with the shaft can be released.

As shown in FIGS. 3 to 5, a guide collar 10 is provided on the front surface of the rotor 4, and a collar portion 10d of the guide collar 10 is provided.
By contacting the locking step portion 17a of the outer cylinder 17 with the outer cylinder 17
It is provided so as to be rotatable but not axially displaceable. Then, the pair of engaging protrusions 4a, 4b provided on the front surface of the rotor 4 are provided with the notches 10a formed in the guide collar 10 and the engaging holes.
Guide collar 1 by fitting in 10b and
The 0 and the rotor 4 are relatively movable in the axial direction and are integrated in the rotating direction. A guide piece 4c is provided on the engagement projection 4a so as to project from the guide piece 4c.
The rotor 4 can be pushed only at the ACC position by the cooperative action with the guide surface (not shown) formed on the inner peripheral surface of 17. The guide collar 10 is provided with a key insertion hole 10c in the center thereof, and a slide piece 11 is vertically movably housed in the guide collar 10 at right angles to the key insertion hole 10c. A key insertion sensing surface 11a is formed on the slide piece 11 so that the slide piece 11 moves up and down in response to the insertion and removal of the key 6.

As shown in FIGS. 1 to 3, a long groove 20 is formed in the lower portion of the body 1 in the axial direction thereof.
The engaging lever 9 is accommodated in the 20. Near the upper end of the long groove 20, a pair of guide grooves 26,
7 is recessed, and a shaft support shaft 22 for supporting the engagement lever 9 is inserted into the pair of guide grooves 26, 27. The shaft support shaft 22 is composed of a shaft support part 23 for supporting the engagement lever 9 and a pair of guide parts 24, 25 integrally provided at both ends of the shaft support part 23. It is formed into a shape. In addition, locking claws 24a and 25a are formed at the ends of the guide portions 24 and 25 by being bent slightly outward.
Further, a pair of locking holes 26a, 27a are provided penetrating outward near the open ends of the guide grooves 26, 27, and the locking holes 26a, 27a are provided with respective locking holes 26a, 27a. The shaft support shaft 22 is fixed to the body 1 by locking the locking claws 24a and 25a. A long hole 9c is formed in the engaging lever 9 at a substantially central portion thereof. By inserting the shaft support shaft 22 into the long hole 9c, the engagement lever 9 is moved to the shaft support shaft 22.
It is swingably supported by the body 1 via the. When the engagement lever 9 is pivotally supported by the body 1, the engagement lever 9 is in a state substantially parallel to the rotor 4 and the joint 5. Here, the engagement lever 9 is biased by the spring 18 in the direction in which the front end 9a thereof engages with the slide piece 11. Further, the rear end 9b of the engagement lever 9 is
The slider 8 is adapted to be engaged with and disengaged from the notch groove 8a provided on the side surface of the slider 8.

Next, the operation of the steering lock device configured as described above will be described.

When the key 6 is inserted into the cylinder lock 3 at the LOCK position shown in FIGS. 3, 5, and 6, the tip of the key 6 engages with the key insertion sensing surface 11a of the slide piece 11 to lock the slide piece 11. Move down. As a result, the front end 9a of the engagement lever 9 is pushed down, and the engagement lever 9 swings against the biasing force of the spring 18. And the rear end of the engagement lever 9
9b contacts the side surface of the slider 8. When the tip of the key 6 comes into contact with the inner end of the key groove of the rotor 4, the key crest and the rotor 4
Since the tumblers are pulled into the rotor 4 by matching the pitch with a plurality of tumblers arranged in the rotor 4, the rotor 4 can be rotated with respect to the outer cylinder 17.

When the rotor 4 is rotated from the LOCK position to the ACC position by the operation of the key 6 (arrow B in FIG. 7), the joint surface of the joint 5 and the control pin 15 cooperate to cause the joint 5 to move to the coil spring 13. It moves in the pushing direction against the biasing force (arrow B in FIG. 3, arrow C in FIG. 8). Then, when the rotor 4 reaches the ACC position, the engagement between the cam surface 14 and the control pin 15 is released, and the joint 5 returns to the original position. At this time, the control pin 15 is in the state of being engaged with the engagement surface 16 formed continuously with the cam surface 14, and thereby the rotation of the joint 5 to the LOCK position is blocked. On the other hand, set rotor 4 to LO as described above.
When it is rotated from the CK position to the ACC position, the joint 5 which is integral with the rotor 4 in the rotation direction also rotates, and the semicircular cam 5a formed in the joint 5 slides the slider 8 to the right (the sixth position). (Figure arrow d). By sliding the slider 8 to the right, the rear end 9b of the engaging lever 9 is engaged with the notch groove 8a formed in the slider 8, and the lock pin 7 is held at the unlock position (9th position). See figure). At the ACC position, the front end 9a of the engaging lever 9 is separated from the slide piece 11 and is in contact with the outer peripheral surface of the guide collar 10 (see FIG. 10).

When the rotor 4 is rotated from the ACC position to the ON position, the switch device 2 is actuated by the joint 5 to close the ignition circuit and the engine is ready to start. Further, when the rotor 4 is rotated to the ATART position, the joint 5 actuates the switch device 2 to drive the starter and also start the engine.

Conversely, when the rotor 4 is returned from the ON position to the ACC position, the joint 5 opens the ignition circuit and the engine stops. At this ACC position, the engagement surface 16 of the joint 5 is in engagement with the control pin 15,
If left as it is, the rotor 4 integrated with the joint 5 in the rotation direction
Cannot be returned to the LOCK position. Therefore, the push-in operation of the rotor 4 is performed with the key 6. Then joint 5
Moves in the pushing direction against the urging force of the coil spring 13, and the engagement between the engagement surface 16 and the control pin 15 is released, so that the rotor 4 is rotatable to the LOCK position. When the rotor 4 is returned from the ACC position to the LOCK position in this state, the joint 5 returns to the original position by the biasing force of the coil spring 13.

In the LOCK position, the front end 9a of the engagement lever 9 is in contact with the slide piece 11, and the rear end 9b is engaged with the slider 8 to hold the lock pin 7 in the unlocked position.
Here, when the key 6 is removed from the cylinder lock 3, the slide piece 11 is allowed to move upward into the key insertion hole 10c of the guide collar 10, so that the front end 9a of the engaging lever 9 is biased by the spring 18. Is fitted in the guide collar 10 and the rear end 9b is separated from the slider 8. Then, the slider 8 is biased to the left by the coil spring 19, and the lock pin 7 connected to the slider 8 projects to lock the steering shaft.

Next, assembly of each member to the body will be described.

As shown in FIGS. 1 and 2, first, the shaft support shaft 22 is inserted into the elongated hole 9c formed at substantially the center of the engaging lever 9.
Then, the rear end 9b of the engaging lever 9 is inserted from the opening end of the long groove 20 formed in the lower portion of the body 1 (arrow E in FIG. 1). While inserting the engaging lever 9 into the long groove 20, the guide portions 24 and 25 of the shaft support shaft 22 enter the pair of guide grooves 26 and 27 provided on both sides of the upper portion of the long groove 20. Then, at the same time that the shaft support portion 23 of the shaft support shaft 22 abuts on the rear end surfaces 28, 29 of the guide grooves 26, 27, the locking claws 24a, 25a of the shaft support shaft 22 are driven by the elastic force of the shaft support shaft 22 itself. It engages with the locking holes 26a, 27a. This allows the shaft support shaft 22
Is firmly fixed, and the engaging lever 9 is swingably supported by the body 1 via the shaft support portion 23 of the shaft support shaft 22. After the engagement lever 9 is pivotally supported on the body 1 as described above,
The coil spring 13, the joint 5, the coil spring 12, and the cylinder lock 3 are assembled in this order from the opening end 1a of the body 1. Next, the control pin 15 is attached by penetrating from the outside to the inside of the body 1, and the control pin 15 is brought into contact with the cam surface 1 cylinder formed on the flange portion 5b of the joint 5. Finally, attach the spring 18,
The front end of the engaging lever 9 is urged by the urging force of the spring 18.
The slide piece 11 housed in the rotor 4 is engaged with 9a. As described above, since the engagement lever 9 is assembled to the body 1 separately from the cylinder lock 3 and the like, only the engagement lever 9 needs to be paid attention when assembled. The work efficiency is improved, and the rear end 9b of the engagement lever 9 does not hit the body 1 to be deformed. Further, even in a steering lock device in which the key insertion portion of the cylinder lock 3 and the lock pin 7 are greatly separated, it is sufficient to lengthen only the engagement lever 9, so that the cylinder lock including the cylinder lock 3 and the joint 5 is sufficient. The unit can be downsized, and the cylinder lock unit can be shared regardless of the length of the steering lock device.

In addition, in the above embodiment, the shaft support shaft 22 is formed in a substantially U shape, but the present invention is not limited to this.
As shown in FIG. 11, the shaft support shaft 30 may be formed in a straight rod shape, and both ends thereof may be press-fitted or caulked and fixed to the inner side surfaces of the guide grooves 26, 27.

(Effect of the Invention) According to the present invention, since the vehicle steering lock device is configured as described above, the engagement lever can be assembled to the lock body independently of the cylinder lock and the like. Has the excellent effect that the work efficiency is improved and the rear end of the engagement lever is not abutted against the lock body to be deformed. Further, even in a steering lock device in which the key insertion portion of the cylinder lock and the lock pin are widely separated, it is sufficient to lengthen only the engagement lever.
The cylinder lock unit can be miniaturized, and the cylinder lock unit can be shared regardless of the length of the steering lock device.

[Brief description of drawings]

FIG. 1 is an exploded perspective view around an engaging lever, FIG. 2 is a horizontal sectional view showing a state in which the engaging lever is pivotally supported on a body, and FIG. 3 is a longitudinal sectional view of a vehicle steering lock device according to the present invention. 4 is an exploded perspective view around the rotor, FIG. 5 is a sectional view taken along line AA in FIG. 3, and FIG. 6 is line BB in FIG.
Sectional view, FIG. 7 is a sectional view taken along the line CC in FIG. 3, FIG. 8 is an explanatory view showing the relationship between the control pin and the joint, and FIG. 9 is a sectional view showing a state in which the lock pin is held at the unlock position. FIG. 10 is a sectional view showing a state in which the rotor is rotated to the ACC position, and FIG. 11 is a sectional view showing another embodiment of the shaft support shaft. S ... Steering lock device 1 ... Body, 4 ... Rotor 6 ... Key, 7 ... Lock pin 8 ... Slider, 8a ... Notch groove 9 ... Engaging lever, 9a ... Front end 9b .... Rear end, 9c ...... elongated hole 22 ...... shaft support shaft, 23 ...... shaft support 24, 25 ...... guide part 24a, 25a …… locking claw 26, 27 …… guide groove 26a, 27a …… locking hole

Claims (3)

[Scope of utility model registration request] 1. A cylinder lock (3) comprising a cylinder lock (3) and a rotor (4) mounted in an outer cylinder (17), and a lock member (7) for locking the steering shaft in a non-rotatable manner. And the engaging lever (9) provided along the cylinder lock (3) are housed in the lock body (1), and the key (6) is inserted into the rotor (4) to rotate. When you move
The front end (9a) of the engaging lever (9) is lifted and the rear end (9b) engages with the lock member (7) to hold the lock member (7) in the unlocked position, ) Is pulled out of the rotor (4), the front end (9a) of the engagement lever (9) is pushed down and the rear end (9
In the vehicle steering lock device configured so that the engagement state between b) and the lock member (7) is released to bring the lock member (7) into the locked state, the engagement lever (9) is Inside the lock body (1) that houses the cylinder lock (3) itself, the shaft support shaft (2
2) A vehicle steering lock device characterized by being pivotally supported via 2). 2. A lock body (1) is provided with a pair of guide grooves (26, 27) in the axial direction thereof, and both ends are fixed to the pair of guide grooves (26, 27) to support the shaft. The vehicle according to claim 1, characterized in that a shaft (22) is attached, and an engagement lever (9) is pivotally supported on the lock body (1) via the shaft support shaft (22). Steering lock device. 3. A shaft support shaft (22) is provided with an engagement lever (9).
And a pair of guide portions (24, 25) formed by bending from both ends of the shaft supporting portion (23) and inserted into the pair of guide grooves (26, 27). By locking the end portions of the pair of guide portions (24, 25) into the pair of locking holes (26a, 27a) formed in the pair of guide grooves (26, 27), respectively, the shaft support shaft ( 22) The steering lock device for a vehicle according to claim 2, wherein 22) is fixed to the lock body (1).