JPH09267714A - Antitheft device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance operability of a steering lock device by connecting a clutch mecahanism, interrupting connection between a rotary switch device and the steering lock device, to the steering lock device when inserting of a mechanical key relating to the rotary switch device is detected. SOLUTION: A mechanical key 17 is inserted to a tumbler lock part 8, and a contact signal of a key insertion detecting switch 42 of a rotary switch device 2 is input to a controller 34. By this contact signal, a clutch actuator 29 of a clutch mechanism 26 is actuated, a fork member 27 is engaged with an engaging ball 33 of a wire 30, and in this condition, when a rotor 7 is turned to an ACC position, the member is disengaged to be detached from a hole 21 of a steering shaft 20 by traction of the wire 30 through moving of a slider 19. When the rotor 7 is returned to LOCK position, traction force of the wire is released, and a steering locked condition is obtained. In this way, operability of a steering lock device 4 is improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle anti-theft device in which a rotary switch for starting an engine and a steering lock device are separated from each other, and a connecting member is interposed between the two.

[0002]

2. Description of the Related Art In order to improve the anti-theft property, a vehicle is provided with a steering lock device which mechanically blocks the rotation of a steering wheel. This steering lock device is configured to move a lock pin provided detachably to a hole of a steering shaft between a lock position and a free position with a rotating force applied to a rotor of the tumbler lock by a key, In general, the operation unit also serves as an operation unit of a rotary switch for interrupting power supply to electric components of the vehicle.

[0003] The conventional steering lock device is arranged so as to emphasize the convenience of attaching a lock pin to a steering shaft, and a key insertion opening is located close to a steering column, and a position hidden by a steering wheel. In many cases, the key insertion property was sacrificed at night without any lighting.

As a means for improving such inconvenience,
There is known a configuration in which the operation unit of the rotary switch and the steering lock device are separated, and the rotor of the rotary switch and the lock pin of the steering lock device are connected by a wire.

[0005]

However, according to this, even if the rotor of the rotary switch is forcibly turned or the wire is directly pulled, the steering lock device can be unlocked, so that the anti-theft property is enhanced. Couldn't hope.

According to the present invention, it is possible to solve the problems of the prior art, to dispose the key operation portion at a position where operability is important, and to further improve the anti-theft property. The present invention has been devised for the purpose of providing a vehicle antitheft device configured as described above.

[0007]

In order to achieve such an object, in the present invention, a rotary switch means for selectively setting an operable state of an engine and a steering lock means for making a steering wheel non-rotatable. And the space between the rotary switch means and the rotary operation force applied to the rotary switch means are transmitted to the steering lock means via the connecting member. Clutch means to be connected when the insertion of the mechanical key is detected is provided in the connecting member.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 shows a schematic structure of a vehicle antitheft device according to the present invention. This antitheft device comprises a rotary switch device 2 provided on an instrument panel 1 and a steering lock device 4 provided on a steering column 3.

As shown in FIG. 2, the rotary switch device 2 basically follows the configuration of a well-known key switch, the steering lock device 4 is locked, and power is supplied to the vehicle-mounted electric components. The LOCK position is cut off, the ACC position where the power of the radio etc. is turned on, the ON position where the power of the fuel system and the ignition system is turned on, and the START position where the power of the starter motor is turned on. It includes a built-in switch section 5 and a tumbler lock section 8 that allows the rotor 7 to rotate in accordance with the position of the tumbler plate 6 installed inside. The switch unit 5 and the tumbler lock unit 8 are connected to each other via a connecting shaft 9, and the contacts of the switch unit 5 are intermittently connected in association with the rotation of the rotor 7. Further, the rotor 7 is integrally formed with a knob 10 for rotating the rotor 7 by gripping it with a fingertip.

As shown in FIG.
As also shown, the slide cams 11 having a substantially conical shape are slid together. Further, the tumbler lock portion 8 is pivotally supported in a seesaw manner at an intermediate portion with one end corresponding to the slide cam 11 and the other end corresponding to the tumbler plate 6, and the other end side is separated from the tumbler plate 6. To rotate the worm 15 meshed with the pair of levers 13 and the rack gear 14 formed on the slide cam 11 so that the slide cam 11 is reciprocally moved in the axial direction. An actuator 16 is provided. The tumbler lock portion 8 is configured such that the rotor 7 can also be rotated by inserting a mechanical key 17.

Between the switch portion 5 and the tumbler lock portion 8, a cam 18 integrally provided on the connecting shaft 9 is engaged,
A slider 19 is provided which performs a linear movement in a direction orthogonal to the axis of the connecting shaft 9 by the rotational movement given to the connecting shaft 9. The slider 19 can be connected to a lock pin of a steering lock device 4 described later via a wire.

As shown in FIG. 4, the steering lock device 4 has a hole 2 formed in the steering shaft 20.
1 and a second actuator 23 for giving the lock pin 22 a linear motion in a direction of coming out of the hole 21.

The lock pin 22 is constantly elastically biased by a coil spring 24 in a direction in which the lock pin 22 projects into the hole 21 of the steering shaft 20. And the second actuator 2
The steering lock device is held in the unlocked position by the arm 25 that is rotated by 3 and pulled out from the hole 21 against the elastic force of the coil spring 24 and stopped at a specified angle. (See FIG. 5).

A clutch mechanism 26 is interposed in the lock pin 22. The clutch mechanism 26 is incorporated in a member forming the lock pin 22, and
The fork member 27 is slidably displaced on an axis orthogonal to the second sliding axis, and the clutch actuator 29 is provided to displace the fork member 27 by the screw mechanism 28 between the clutch on position and the clutch off position. ing.

The fork member 27 of the clutch mechanism 26 is
The engagement ball 33 is fixed to the end of the wire 30 connected to the slider 19 and is elastically urged by the coil spring 32 in such a direction as to project into the slot 31 formed in the lock pin 22. You can join or leave.

The steering lock device 4 includes a first
A controller 34 for controlling the second both actuators 16 and 23 and the clutch actuator 29 is attached. A housing 35 that slidably receives the lock pin 22 is fixed to the steering column 3 with the second actuator 23 and the controller 34 incorporated therein.

Next, the operation procedure of the device of the present invention will be described with reference to FIGS.
Description will be made with reference to FIG.

In the initial state, the door lock device 36
Is locked, and the rotor 7 of the rotary switch device 2 is L
It is in the OCK position. At this time, the slide cam 11 is at the locking position (R) shown on the right side from the center line in FIG. 2, and the tumbler plate 6 projects from the outer peripheral surface of the rotor 7
Is not rotatable. On the other hand, the lock pin 22 of the steering lock device 4 projects into the hole 21 of the steering shaft 20 so that the steering wheel 37 cannot rotate, and at the same time, the fork member 2 of the clutch mechanism 26.
7 is at a position separated from the engagement ball 33 at the tip of the wire (see FIG. 4).

When a unique code signal (for example, by electromagnetic waves) is transmitted from the outside of the vehicle by the transmitter 38 (step 1), the signal is received by the vehicle receiver 39, and the unique code stored in the controller 34. Match with the code (step 2). When the controller 34 confirms that the code signal from the transmitter 38 and the secret code match (step 3), the controller 34 issues an unlock command for the door lock device 36 (step 4). On the other hand, if the code signal and the password do not match, a mismatch process is performed, and the system enters a code signal reception standby state (step 5).

When the door lock device 36 is unlocked, a door lock unlock detection signal including a contact signal of a limit switch is output to the controller 34. When this signal is received, a command to move the slide cam 11 forward is issued to the first actuator 16, and the slide cam 11 moves forward from the center line in FIG. 2 toward the unlocked position (F) shown on the left side. As a result, when the lever 13 is rotated, the tumbler plate 6 is retracted into the rotor 7, and the rotor 7 becomes rotatable (step 6). The confirmation of this state is performed, for example, by detecting the position of the slide cam 11 or by counting the number of rotations of the first actuator 16.

On the other hand, the controller 34 drives the second actuator 23 in parallel with the unlocking of the rotary switch device 2 to move the lock pin 22 to the unlocking position to unlock the steering lock device 4 (step). 7).
When the knob 7 is turned to bring the rotor 7 to the START position in a state where the unlocking of the lock pin 22 is confirmed by, for example, the contact signal of the limit switch, the starter motor is started and the engine is started (step 8).

In this series of operations, the slider 19 moves to pull the wire 30 in response to the rotation of the cam 18 formed integrally with the connecting shaft 9, but the lock pin 22 and the wire 30 are pulled. Since they are separated from 30, they do not interfere with each other.

Next, the operation when getting off the vehicle will be described. When the driver turns the knob 10 to stop the engine (step 11), the controller 34 determines whether or not the selector 40 of the automatic transmission is in the P position (step 1).
2) If the rotor 40 is rotated from the ACC position to the LOCK position when the selector 40 is not in the P position, the controller 34 drives the first actuator 16 to drive the first actuator 16 as shown in FIG.
The slide cam 11 is retracted to the interlock position (I) indicated by the imaginary line. As shown in FIG. 9, the rear end portion of the slide cam 11 and the front end portion of the rotor 7 are engaged with each other to define the rotation range of the rotor 7 at a predetermined angle (for example, 30 degrees). An anti-rotation means 41 is formed, and the slide cam 11 retracted causes the LO of the rotor 7 to fall.
Rotation to the CK position is prohibited. At the same time, the controller 34 sounds a buzzer or the like to inform the driver that the selector 40 is not in the P position (step 13).

When the controller 34 recognizes that the selector 40 has been moved to the P position, the buzzer notification is stopped and the slide cam 11 is returned to the unlocked position (F).
The rotor 7 is made to be rotatable toward the LOCK position (step 14).

When the driver who gets off the vehicle after setting the rotor 7 to the LOCK position transmits the code signal from the outside of the vehicle by the transmitter 38 (step 15), the controller 34 checks the signals (step 16). As a result, when it is determined that they match (step 17), the controller 34 locks the door lock device 36 (step 1).
8) And the tumbler lock part 8 is locked (step 19). In parallel with this, the controller 34 drives the lock pin 22 by the second actuator 23 to lock the steering lock device 4 (step 20). On the other hand, if it is determined in step 17 that the code signal and the personal identification code do not match, the mismatch processing is performed and the code signal reception standby state is set (step 21).

There is a possibility that the operation by the above-mentioned wireless signal cannot be performed due to a malfunction of the transmitter / receiver or the code collating means. In preparation for such a case, the operation by the mechanical key 17 can be performed. is there. When the mechanical key 17 is used, the tumbler lock part 8 has a mechanical key 1
When 7 is inserted (step 31), the contact signal of the key insertion detection switch 42 provided near the key insertion opening of the housing of the rotary switch device 2 is input to the controller 34 (step 32). The clutch actuator 29 is actuated by this signal and the engagement ball 3 at the tip of the wire 30
The fork member 27 engages with 3 (step 33, FIG. 1).
0). When the rotor 7 is rotated from this state toward the ACC position (step 34), the slider 19 is moved by the action of the cam 18 formed on the connecting shaft 9 (see FIG. 12).
As a result, the lock pin 22 is pulled out from the hole 21 of the steering shaft 20 by being pulled by the wire 30 (see FIG. 1).
1).

When the rotor 7 is returned to the LOCK position (step 35), the slider 19 is returned by the action of the coil spring 43, and the pulling force of the wire 30 is released (see FIG. 13). Since the wire 30 and the lock pin 22 are also elastically urged in a direction to cause the lock pin 22 to enter the hole 21 of the steering shaft 20, the hole 2 of the steering shaft 20
The lock pin 22 automatically rushes into position 1 and the steering lock is locked.

When the mechanical key 17 is pulled out from the tumbler lock portion 8 (step 36), the key insertion detection switch 42
The fact that the contact signal of is turned off is input to the controller 34 (step 37). By this signal, the clutch actuator 29 is actuated, the fork member 27 is disengaged from the engaging ball 33 at the tip of the wire 30, and the steering lock device 4 cannot be unlocked (step 38).

[0030]

As described above, according to the present invention, unless the proper key is inserted into the rotary switch for connecting and disconnecting the power supply to the electric components of the vehicle, the turning force applied to the rotary switch is transmitted to the steering lock device. That is, since it becomes impossible to unlock the steering lock device illegally, the operability of the steering lock device and the antitheft property can be greatly improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a device of the present invention.

FIG. 2 is a partial vertical sectional view of a rotary switch device.

FIG. 3 is a plan view showing a rotary switch device with a part thereof removed.

FIG. 4 is a cross-sectional view of essential parts showing a locked state of the steering lock device in a clutch-off state.

FIG. 5 is a cross-sectional view of essential parts showing an unlocked state of the steering lock device in a clutch-off state.

FIG. 6 is a processing flow chart when the apparatus of the present invention is in a boarding state.

FIG. 7 is a process flow diagram when the device of the present invention is alighted.

FIG. 8 is a process flow chart when the mechanical key of the device of the present invention is used.

9 is a partial cross-sectional view taken along the line IX-IX in FIG. 3 for explaining the rotation prohibited state of the rotary switch device.

FIG. 10 is a cross-sectional view of essential parts showing a locked state of the steering lock device in a clutch-on state.

FIG. 11 is a cross-sectional view of essential parts showing an unlocked state of the steering lock device in the clutch-on state.

FIG. 12 is a cross-sectional view of essential parts for explaining the operation of the slider that transmits the rotation of the rotor of the rotary switch device to the lock pin of the steering lock device during unlocking.

FIG. 13 is a cross-sectional view of essential parts for explaining the operation of the slider that transmits the rotation of the rotor of the rotary switch device to the lock pin of the steering lock device during locking.

[Explanation of symbols]

 1 Instrument panel 2 Rotary switch device 3 Steering column 4 Steering lock device 5 Switch part 6 Tumbler plate 7 Rotor 8 Tumbler lock part 9 Connecting shaft 10 Knob 11 Slide cam 12 Coil spring 13 Lever 14 Rack gear 15 Worm 16 First actuator 17 Machine Formula key 18 Cam 19 Slider 20 Steering shaft 21 Hole 22 Lock pin 23 Second actuator 24 Coil spring 25 Arm 26 Clutch mechanism 27 Fork member 28 Screw mechanism 29 Clutch actuator 30 Wire 31 Slot 32 Coil spring 33 Engaging ball 34 Controller 35 Housing 36 Door lock device 37 Steering wheel 38 Transmitter 39 Receiver 40 Selector 41 Detent means 4 2 Key insertion detection switch 43 Coil spring

Claims (1)

[Claims] 1. A rotary switch means for selectively setting an operable state of an engine and a steering lock means for making a steering wheel non-rotatable are separated from each other, and a rotary operation force applied to the rotary switch means is provided. A vehicle antitheft device configured to be transmitted to the steering lock means via a connecting member, wherein the connecting member connects and disconnects the rotary switch means and the steering lock means. An anti-theft device for a vehicle, comprising: clutch means, which is connected when the insertion of a mechanical key into the rotary switch means is detected.