JPH0752305Y2 - Vehicle steering lock device - Google Patents

Description

[Detailed description of the device]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle steering lock device in which a lock mechanism for locking a steering shaft of an automobile handle and a switch mechanism for controlling an ignition circuit, a starter circuit and the like are integrally incorporated.

[0002]

2. Description of the Related Art Heretofore, as a steering lock device of this type, there has been known a structure in which a cylinder lock rotor can be rotated from an ACC position to a LOCK position only when a shift lever is in a parking position. Has been. With this configuration, since the shift lever always exists in the parking position when the vehicle is separated from the vehicle, it is possible to prevent self-propelled driving at the time of hill parking. In this case, in the steering lock device in which the rotor can be rotated to the LOCK position by pushing the rotor at the ACC position, the means other than the parking position is used as a means for preventing the rotor from rotating to the LOCK position. It is known that the solenoid is driven when the rotor is pushed in, and the locking piece interlocked with the solenoid is engaged with the rotor to prevent the rotation to the LOCK position.

[0003]

However, the above-mentioned conventional steering lock device has a structure in which the locking piece, which is always in the non-locking position with respect to the rotor, is engaged with the rotor by interlocking with the solenoid. Since the locking pieces are independently assembled to the main body of the steering lock device, the gap between the locking piece and the rotor at the non-locking position varies depending on the size of each member and the mounting play. And when this gap gets bigger,
If the timing at which the locking piece engages with the rotor is delayed and the rotor cannot be reliably prevented from rotating, and conversely the gap disappears, there is a risk that it will always be in the locked state. Therefore, in order to minimize the variation, it is necessary to improve the size and mounting accuracy of each member. The invention is
The present invention has been made in view of this point, and an object thereof is to provide a steering lock device capable of appropriately setting the gap between the locking piece and the rotor regardless of the size and mounting accuracy of each member. is there.

[0004]

Therefore, in the present invention, the L lock of the rotor is mounted on the automatic vehicle by pushing the cylinder lock rotor at the ACC position or the OFF position.
It is possible to rotate to the OCK position, and it is configured to lock the steering by removing the key.
When the shift lever is located at a position other than the parking position, and the solenoid is excited when the rotor is pushed in, the locking piece engages with the rotor to cause the LOC of the rotor.
In the steering lock device configured to prevent rotation to the K position, the rotor includes a locking surface that can engage with the locking piece in the rotation direction and a pressing surface that can press the locking piece in the axial direction. , A peripheral wall on which the engaging piece is urged by the spring in the pushing direction of the rotor to come into contact with the peripheral wall, and the engaging piece is provided with a spring urging force by rotating the rotor from the ACC position or the OFF position to the ON position. A magnet for displacing the cam surface against the engaging surface against which the engaging surface can be engaged and holding the engaging piece displaced by the cam surface at the engaging position against the spring biasing force. When the rotor is pushed in when the shift lever is in the parking position, the locking piece is pressed and displaced by the pressing surface and released from the holding force of the magnet, and abuts against the peripheral wall by the spring biasing force, If the shift lever is below the parking position When the rotor is pushed in at the position of, the solenoid is excited before the locking piece is released from the holding force of the magnet, so that the locking piece engages with the locking surface and locks the rotor LOCK. It is designed to prevent rotation to the position.

[0005]

Embodiments of the present invention will be described below with reference to the drawings. 1 is a vertical sectional view of a vehicle steering lock device according to the present invention, FIG. 2 is an exploded perspective view thereof, FIG. 3 is a sectional view showing a switch unit portion in an ACC position, FIG. 4 is an electric control circuit diagram, and FIG. 1 is an AA sectional view, FIG. 6 is an exploded perspective view of a lock prevention mechanism, FIG. 7 is an explanatory view showing an engagement relationship between a second rotor and a locking portion, FIG. 8 is an operation explanatory view of an interlock, FIG. 9 is a sectional view showing the switch unit portion in the ACC position.

As shown in FIGS. 1 and 2, the steering lock device S is mounted on a steering column around a steering shaft via a mounting portion 70. An ignition switch 40 is provided at the rear end of the body 8 made of a hard resin material of the steering lock device S, and a cylinder lock 41 for operating the ignition switch 40 is operated inside by a key 37.
Is housed. The cylinder lock 41 includes a first rotor 12 that houses a plurality of lock tumblers, an outer 42 that houses the first rotor 12, and the first rotor 1
A second rotor 43 that is engaged in the rear of 2 with a square hole;
And a joint 44 engaged in the rear of the rotor 43 of the square hole. Further, the joint 44 is engaged with the ignition switch 40 in a square hole, and when the key 37 is operated to rotate the first rotor 12,
The ignition switch 40 can be operated via the second rotor 43 and the joint 44. Here, a coil spring 45 is interposed between the second rotor 43 and the joint 44, which biases the first rotor 12 forward through the second rotor 43. As shown in FIG. 7, a protrusion 88 is provided on the rear portion of the second rotor 43, and the body 8 has an A shape.
A recess 89 into which the protrusion 88 can only enter at the CC position
Is provided. Therefore, the second rotor 43 is
It can be pushed only in the C position. An engaging projection 85 is provided on the front portion of the second rotor 43, and a taper surface 85a and an engaging surface 85b are continuously formed on the engaging projection 85. On the other hand, an engaging projection 86 is provided on the rear portion of the outer 42, and a taper surface 86a and an engaging surface 86b are continuously formed on the engaging projection 86. As a result, when the second rotor 43 is rotated from the LOCK position to the ACC position, the tapered surface 85
When the second rotor 43 is displaced rearward by the cooperation of a and 86a and is rotated from the ACC position to the LOCK position, the engagement surfaces 85b and 85b are engaged with each other to prevent the rotation. Is being done. As shown in FIGS. 1 and 5,
A lock mechanism 71 is housed in the rear portion of the body 8 orthogonal to the cylinder lock 41. This locking mechanism 7
1 is a lock pin 46 that engages and disengages with the steering shaft
And the joint 44 connected to the lock pin 46.
And a slider 48 which is engaged with a semi-circular cam 47 formed on the above and slides left and right by operating the key 37. Here, the slider 48 has a cutout groove 48 on its lower surface.
a is formed so that the lock pin 46 can be held at the unlock position by engaging the rear end 61b of the engagement piece 61 described later with the cutout groove 48a. The slider 48 is constantly urged by a spring 49 in the direction in which the lock pin 46 is projected (rightward in FIG. 5). As shown in FIG. 1, the body 8 is provided with a lock prevention mechanism 72 located on the side of the cylinder lock 41. This lock prevention mechanism 72
Includes a resin unit case 59, an engagement piece 61 pivotally supported by the unit case 59 via a shaft 60, and a front end 61a of the engagement piece 61 with the first rotor 12 It is composed of a spring 62 that urges to the side and is unitized, and this unitized lock prevention mechanism 72 is fitted in a concave groove (not shown) formed on the outer periphery of the outer 42. The first rotor 12
The key slider 74 is housed in the front end of the key slider 74, and the key slider 74 is moved in the radial direction according to the insertion / removal of the key 37. Here, the engagement piece 61 is biased by the spring 62 in a direction in which the front end 61 a thereof engages with the key slider 74. Therefore, when the key 37 is inserted into the first rotor 12 at the LOCK position, the key slider 74 moves radially outward, which causes the engagement piece 61 to swing and the rear end 61b thereof to move downwardly from the bottom of the slider 48. Abut. When the first rotor 12 is rotated to the ACC position in this state, the joint 44 is also rotated via the second rotor 43, and the semi-circular cam 47 formed on the joint 44 causes the slider 48 to move toward the slider 48. Since it is slid to the left, the rear end 61b of the engaging piece 61 is engaged with the notch groove 48a formed in the lower part of the slider 48 to hold the lock pin 46 in the unlocked position (see FIG. 5). As shown in FIGS. 1, 2, and 6, the body 8 is provided with a rotation blocking mechanism 73 located on the opposite side of the lock blocking mechanism 72. This rotation prevention mechanism 7
3 is a frame 5 for housing the solenoid actuator
0, a locking piece 51 provided below the frame 50 and slidable by a plunger 52 of a solenoid actuator, and a magnet fixed to the frame 50 to attract and hold the locking piece 51 in the front position. 87 and a spring 53 for urging the locking piece 51 in a direction opposite to the retracting direction of the plunger 52 to form a unit. A locking portion 54 is formed on the locking piece 51 by bending downward, and when the frame 50 is fixed to the body 8 by welding, the locking portion 54 is a recess formed in the body 8. Notch window 55a formed in 55
It is engaged with the peripheral groove 56 formed on the outer periphery of the second rotor 43 through. As shown in FIG. 7, the locking portion 5 is provided on the front portion of the circumferential groove 56 when the first rotor 12 is pushed.
Pressing surface 56b for displacing 4 to the rear, and the pressing surface 56b
And a locking surface 56a that is continuously formed on the peripheral groove 56 and that engages with the locking portion 54 when rotating from the ACC position to the LOCK position. A cam surface 56d that is formed continuously from 56c and that displaces the locking portion 54 forward when rotating from the ACC position to the ON position.
And are provided. The unitary rotation blocking mechanism 73 is covered with a unit cover 58 so that dust and the like will not enter the rotation blocking mechanism 73. Further, the frame 50 is provided with a coupler part 57 for supplying power, and a coupler 77 at the tip of a lead wire 76 connected to a vehicle-side control circuit is connected to the coupler part 57. .

As shown in FIGS. 1 and 2, an electric component unit 75 is attached to the front portion of the key insertion portion of the steering lock device S. Inside the electric component unit 75, a push-in detection switch for the rotor, etc. The switch unit 80 including the is accommodated. The electrical unit 75 includes a donut-shaped printed circuit board 1, a resin case 2 that supports the printed circuit board 1, and a transparent resin cover 3 that covers the printed circuit board 1 and is fitted into the case 2. And a movable member 4 which is guided by a U-shaped guide wall 5 formed on the case 2 and is rotatable and laterally slidable. The cover cap 6 is made of metal. It is housed inside and attached to the front of the key insertion portion of the steering lock device S. The printed circuit board 1 is provided with a lead-out terminal 35 for connecting signal lines such as switches described later to a vehicle-side control circuit, while the case 2 is fitted with the lead-out terminal 35. Therefore, the coupler portion 36 is formed. And
A coupler 79 at the tip of a lead wire 78 connected to a vehicle-side control circuit is connected to the coupler section 36. As shown in FIGS. 1 to 3, the movable member 4 is provided with a key insertion hole 11 in the center thereof. Further, the movable member 4 is formed with a recess 15 in the axial direction, and a coil spring 16 and a steel ball 17 are housed in the recess 15. The steel ball 17 is pressed against the back side of the metal protector 18 provided on the front surface of the movable member 4 by the biasing force of the coil spring 16. Therefore, as shown in FIG. 3B, when the key 37 is pushed in at the ACC position, the first rotor 12 is pushed in accordingly, and the movable member 4 becomes
The steel ball 17 presses the back side of the protector 18 by the urging force of the coil spring 16,
The first rotor 12 is displaced in the pushing direction.

As shown in FIGS. 1 and 3, the movable member 4 is
Is provided with a pair of charging terminals 19 and 20 by insert formation, one end of which is bent in an arc shape in the key insertion hole 11 and the other end of which is exposed on the outer peripheral surface.
It is used to charge the battery in 7. As shown in FIGS. 2 to 4 and 9, the printed circuit board 1 is provided with a pair of sliding contacts 25 which are slidably in contact with the outer peripheral surface of the movable member 4.
26 are juxtaposed. One sliding contact 25 is connected to a solenoid 30 in the solenoid actuator, and the other sliding contact 26 is a shift lever switch 29.
It is connected to the. Here, the shift lever switch 29
Is configured to open the electric circuit when the shift lever is in the P (parking) position and close the electric circuit when the shift lever is in a position other than the P position. Therefore, when the key 37 is pushed at the ACC position when the shift lever is at a position other than the P position, the movable member 4 is displaced in the pushing direction of the first rotor 12 as described above, and the outer periphery of the movable member 4 is moved. Since the ground-side terminal 19 of the charging terminal exposed at the contact with the pair of sliding contacts 25, 26 (see FIG. 3).
(B), FIG. 9), to form an electrically closed circuit (see FIG. 4). As a result, the solenoid 30 is excited, the plunger 52 is attracted, the locking portion 54 of the locking piece 51 slides forward, and the circumferential groove 5 formed on the outer circumference of the second rotor 43 is moved.
Since it engages with the locking surface 56a of No. 6, the rotation of the second rotor 43 to the LOCK position is prevented.

Next, the operation of this embodiment will be described. L
When the key 37 is inserted into the cylinder lock 41 at the OCK position, the key slider 74 is moved radially outward, whereby the engaging piece 61 swings and its rear end 61b abuts the lower surface of the slider 48 ( (See FIG. 1). This LO
At the CK position, the locking portion 54 of the locking piece 51 is in contact with the peripheral wall 56c formed at the rear portion of the peripheral groove 56 by the biasing force of the spring 53 (FIG. 8A).
When the first rotor 12 is rotated from the LOCK position to the ACC position by operating the key 37, it is formed on the taper surface 85 a of the engaging projection 85 provided on the front side of the second rotor 43 and on the rear side of the outer 42. The second rotor 43 temporarily retreats against the biasing force of the coil spring 45 by the cooperative action of the engaging projection 86 and the tapered surface 86a, and then moves forward and returns to the original position. At this time, the joint 44 also rotates, and the semi-circular cam 47 formed on the joint 44 slides the slider 48 to the left in FIG. 5, so that it engages with the notch groove 48a formed on the lower surface of the slider 48. Piece 6
The rear end 61b of 1 engages and holds the lock pin 46 in the unlocked position (FIG. 5). Even when the lock piece 54 is rotated to the ACC position, the lock portion 54 of the lock piece 51 is in contact with the peripheral wall 56c by the urging force of the spring 53 (FIG. 8B). When the first rotor 12 is rotated from the ACC position to the ON position, the ignition switch 40 is actuated by the joint 44, the ignition circuit is closed, and the engine is ready to start. At the time of turning to the ON position, the locking portion 54 of the locking piece 51 resists the urging force of the spring 53 by the cam surface 56d formed continuously with the peripheral wall 56c of the peripheral groove 56. The engaging piece 51 is attracted by the magnet 87 fixed to the frame 50 while being displaced forward, and the engaging portion 54 is held by the pressing surface 56b (FIG. 8 (b),
(C)). Further, when the first rotor 12 is rotated to the start position, the ignition switch 40 is operated by the joint 44, the starter is driven, and the engine is also started. Conversely, the first rotor 12 from the ON position to AC
When returning to the C position, the ignition circuit is opened by the joint 44 and the engine stops. Even when the turning operation from the ON position to the ACC position is performed, the locking piece 5
1 is attracted to the magnet 87, and the locking portion 54 is held by the pressing surface 56b (FIG. 8).
(C), (d)). At the ACC position, the engagement surface 85b of the engagement projection 85 formed on the second rotor 43 is in engagement with the engagement surface 86b of the engagement projection 86 formed on the outer 42, As it is, the first rotor 12 which is integral with the second rotor 43 in the rotation direction cannot be returned to the LOCK position (FIG. 8D). Then, the pushing operation of the first rotor 12 is performed by the key 37. Then, the second rotor 43 moves in the pushing direction against the urging force of the coil spring 45, and the locking surface 85 of the second rotor 43.
Since the engagement between b and the locking surface 86b of the outer 42 is released, the first rotor 12 becomes rotatable to the LOCK position (FIGS. 8 (e), (f), (g)). When the pushing operation of the first rotor 12 is performed in the ACC position as described above, the locking portion 54 of the locking piece 51 is moved rearward by the pressing surface 56b. By the way, if this pushing operation is performed when the shift lever is in a position other than the P (parking) position, the solenoid 30 is excited while the holding force of the magnet 87 is acting, and the locking piece 51 is moved forward. Since it is attempted to move, even if the locking piece 51 is released from the holding force of the magnet 87, the locking portion 54 is pressed by the pressing surface 56b (FIGS. 8E, 8F, 8G). . Therefore, even if the engagement drawing 85b of the second rotor 43 and the engagement drawing 86b of the outer 42 are disengaged, the locking portion 54 rotates with the locking surface 56a formed continuously with the pressing surface 56b. The first rotor 12 cannot be rotated to the LOCK position because it is engaged in the direction. On the other hand, when the shift lever is in the P (parking) position, the solenoid 30 is not excited, so that when the first rotor 12 is pushed in, the locking surface 85b of the second rotor 43 and the outer 42 are locked. Before the engagement with the engagement surface 86b is released, the engagement piece 51 is released from the holding force of the magnet 87 and is moved rearward by the urging force of the spring 53 to be in contact with the peripheral wall 56c. (One-dot chain line in FIG. 8 (f)). Therefore, when the engagement drawing 85b of the second rotor 43 and the engagement drawing 86b of the outer 42 are disengaged, the first rotor 12 can be rotated to the LOCK position (FIG. 8 (g. ) Dashed line). In this state, move the first rotor 12 from the ACC position to L
When returning to the OCK position, the second rotor 43 returns to the original position by the biasing force of the coil spring 45. LOC
At the K position, the front end 61a of the engagement piece 61 is in contact with the key slider 74, and the rear end 61b is at the slider 4.
The lock pin 46 is held in the unlocked position by engaging with the notch groove 48a. Here, when the key 37 is removed from the first rotor 12, the key slider 74 becomes inwardly movable in the radius. 12, and the rear end 61b is separated from the cutout groove 48a of the slider 48. Then, the slider 48 is biased rightward in FIG. 7 by the coil spring 49, and the lock pin 46 connected to the slider 48 projects to lock the steering shaft.

[0010]

As described above, according to the present invention, the locking piece is always brought into contact with the peripheral wall formed on the rotor and is engaged with the locking surface also formed on the rotor when the solenoid is operated. The gap between the locking piece and the locking surface is not affected by the mounting accuracy of each member, and as a result, there is an excellent effect that the gap can be set appropriately. Further, since the locking piece is always engaged with the rotor, and the engagement is released by pushing the rotor at the parking position, the locking piece is not engaged when the rotor is pushed at a position other than the parking position. The engagement with the rotor is not released, and as a result, there is an excellent effect that the rotation of the rotor to the LOCK position can be reliably prevented.

[Brief description of drawings]

FIG. 1 is a vertical cross-sectional view of a vehicle steering lock device according to the present invention.

FIG. 2 is an exploded perspective view of a vehicle steering lock device according to the present invention.

FIG. 3 is a cross-sectional view showing a switch unit portion in an ACC position.

FIG. 4 is an electric control circuit diagram.

5 is a cross-sectional view taken along the line AA of FIG.

FIG. 6 is an exploded perspective view of a lock prevention mechanism.

FIG. 7 is an explanatory diagram showing an engagement relationship between a second rotor and a locking portion.

FIG. 8 is an operation explanatory diagram of an interlock.

FIG. 9 is a cross-sectional view showing the switch unit portion in the ACC position.

[Explanation of symbols]

 S Steering lock device 1 Printed circuit board 2 Case 4 Movable member 12 First rotor 29 Shift lever switch 30 Solenoid 43 Second rotor 42 Outer 51 Locking piece 53 Spring 54 Locking part 56 Circumferential groove 56a Locking surface 56b Pressing surface 56c peripheral wall 56d cam surface 87 magnet

Claims (1)

[Scope of utility model registration request] 1. A structure in which a cylinder lock rotor mounted on an automatic vehicle can be rotated to a LOCK position by pushing the cylinder lock rotor at an ACC position or an OFF position, and the steering can be locked by a key removal operation. When the shift lever is located at a position other than the parking position and the rotor is pushed in, the solenoid is excited, so that the locking piece engages with the rotor to rotate the rotor to the LOCK position. In the steering lock device for blocking, the rotor has a locking surface capable of engaging with the locking piece in a rotation direction, a pressing surface capable of pressing the locking piece in the axial direction, and the locking piece of the rotor. A peripheral wall that is urged and abutted by a spring in the pushing direction and a peripheral wall that is connected to the peripheral wall and that causes the locking piece to spring by rotating the rotor from the ACC position or the OFF position to the ON position. A cam surface that displaces to an engaging position that can engage the locking surface against the biasing force, and the locking piece displaced by the cam surface is moved to the engaging position against the spring biasing force. It is equipped with a magnet to hold and when the rotor is pushed in when the shift lever is in the parking position,
The locking piece is pressed and displaced by the pressing surface to be released from the holding force of the magnet, and abuts against the peripheral wall by the spring biasing force, and when the shift lever is pushed to a position other than the parking position, the locking piece is locked. The locking piece engages with the locking surface to prevent the rotor from rotating to the LOCK position by exciting the solenoid before the piece is released from the holding force of the magnet. Steering lock device for vehicles.