JP5199024B2 - Steering lock device - Google Patents

Description

  The present invention relates to a steering lock device that restricts the rotation of a steering shaft to prevent theft of a vehicle.

2. Description of the Related Art Conventionally, a vehicle steering lock device (see, for example, Patent Document 1) includes a lock body that is attached to a steering column and a lock bar that is slidably attached to the lock body. The rotation of the steering shaft is restricted by engaging with the steering shaft.
JP 2007-247314 A

  By the way, it is considered to divide the lock body into two parts and to assemble a lock bar and a slide mechanism of the lock bar into one of the two parts. However, in the case of such a two-divided structure, the strength of the constituent members of the lock body is lower than when the lock body is not divided into two. For this reason, there is a possibility that the strength of the lock body is insufficient with respect to an excessive load input to the lock body via the lock bar when the steering is rotated in the rotation restricted state.

  An object of the present invention is to obtain a steering lock device that can secure the strength of the lock body against the load from the lock bar even when the lock body has a divided structure in consideration of the above facts.

A steering lock device according to a first aspect of the present invention includes a first lock body fixed to an outer peripheral portion of a steering column and having a mounting hole formed in a surface that is in close contact with the outer peripheral surface of the steering column , and the mounting A second lock body inserted into the hole and attached to the first lock body; a lock bar attached to the second lock body for restricting rotation of the steering shaft; and at least one in a circumferential direction of the lock bar And a connecting means for connecting the inner periphery of the mounting hole and the outer periphery of the second lock body.

In the steering lock device according to the first aspect, the lock body is divided into the first lock body and the second lock body, and the first lock body is fixed to the outer peripheral portion of the steering column. In the first lock body, a mounting hole is formed in a surface closely contacting the outer peripheral surface of the steering column, and the second lock body is mounted in the mounting hole. A lock bar is attached to the second lock body, and the rotation of the steering shaft is regulated by the lock bar.

  Here, when a rotational force is applied to the steering shaft in the rotation restricted state, a load directed to one side or the other side of the circumferential direction from the steering shaft is input to the lock bar. This load is input from the outer peripheral portion of the second lock body to the inner peripheral portion of the mounting hole of the first lock body on one side or the other side of the circumferential direction, and attempts to expand the mounting hole in the circumferential direction. However, the inner peripheral portion of the mounting hole is connected to the outer peripheral portion of the second lock body by a connecting means. For this reason, the expansion of the mounting hole is suppressed by the strength of the second lock body (the first lock body is reinforced). Thereby, the intensity | strength as the whole of a 1st lock body and a 2nd lock body is securable.

  A steering lock device according to a second aspect of the present invention is the steering lock device according to the first aspect, wherein the coupling means is provided on at least one side in a circumferential direction of the steering shaft with respect to the lock bar. It is a feature.

  In the steering lock device according to claim 2, the inner peripheral portion of the mounting hole of the first lock body and the outer periphery of the second lock body are connected to the lock bar on at least one side in the circumferential direction of the steering shaft. Are connected to each other. For this reason, the intensity | strength of the 1st lock body with respect to the load which faced the circumferential direction of the steering shaft can be improved favorably with the intensity | strength of a 2nd lock body.

  A steering lock device according to a third aspect of the present invention is the steering lock device according to the first aspect, wherein the coupling means is provided on both sides of the steering shaft in the circumferential direction with respect to the lock bar. It is a feature.

  In the steering lock device according to claim 3, the inner peripheral portion of the mounting hole of the first lock body and the outer periphery of the second lock body are respectively connected to the lock bar on both sides in the circumferential direction of the steering shaft. Are connected to each other. For this reason, the intensity | strength of the 1st lock body with respect to the load which faced the circumferential direction of the steering shaft can be improved much more with the intensity | strength of a 2nd lock body.

  A steering lock device according to a fourth aspect of the present invention is the steering lock device according to any one of the first to third aspects, wherein the connecting means includes an inner peripheral portion of the mounting hole and the second portion. A fitting hole provided in one of the outer peripheral parts of the lock body, and an inner peripheral part of the mounting hole and an outer peripheral part of the second lock body, and are fitted into the fitting hole. And a fitting convex portion that prevents displacement in the circumferential direction with respect to the fitting hole.

In the steering lock device according to claim 4, the fitting hole provided in either one of the inner peripheral portion of the mounting hole of the first lock body and the outer peripheral portion of the second lock body is provided in either one of them. The fitting convex part fits. In this fitted state, the fitting convex portion is prevented from being displaced in the steering shaft circumferential direction with respect to the fitting hole, so that the first lock body and the second lock body can be easily configured in the circumferential direction of the steering shaft. Can be linked to.
A steering lock device according to a fifth aspect of the present invention is the steering lock device according to the fourth aspect, wherein the fitting convex portion is formed by the fitting when the second lock body is inserted into the mounting hole. It is characterized by being inserted into a joint hole and fitted.

  As described above, in the steering lock device according to the present invention, the strength of the lock body against the load from the lock bar can be ensured even when the lock body has a two-part structure.

  FIG. 1 is a cross-sectional view showing a configuration of a main part of a steering lock device 10 according to an embodiment of the present invention. FIG. 2 is a longitudinal sectional view showing a partial configuration of the steering lock device 10. In FIG. 1, hatching of some members is omitted for convenience of explanation.

  The steering lock device 10 includes a lock body 14 attached to a steering column 12 of a vehicle. The lock body 14 is divided into two parts: a first lock body 16 (see FIG. 3) constituting the main body and a second lock body 18 (see FIG. 4) attached to the first lock body 16. It is configured.

  The first lock body 16 includes a main body portion 16A formed in a substantially cylindrical shape, and a fixing portion 16B extending obliquely from one axial end portion (right end portion in FIG. 1) of the main body portion 16A. ing. The fixing portion 16B is formed in a semicylindrical shape, and corresponds to the fixing piece 20 that is also formed in a semicylindrical shape. The fixed portion 16B and the fixed piece 20 are combined to form a cylindrical shape, and each circumferential one end is rotatably connected by a support shaft 22 (see FIG. 2). These fixing portions 16 </ b> B and the fixing pieces 20 are fastened at the other circumferential ends with bolts 24 in a state where their inner peripheral surfaces are in close contact with the outer peripheral surface of the steering column 12. Thereby, the first lock body 16 is fixed to the outer peripheral portion of the steering column 12.

  The main body portion 16 </ b> A of the first lock body 16 has a cylinder housing hole 26 on the inner side on the other axial end side (left side in FIG. 1). An ignition cylinder 28 is accommodated in the cylinder accommodation hole 26. The ignition cylinder 28 has a rotor case 30 which is formed in a cylindrical shape and is fitted coaxially in the cylinder accommodation hole 26. The rotor case 30 is locked to the main body portion 16A of the first lock body 16 by a stopper pin 32, and is attached to the main body portion 16A so as not to be rotatable relative to the main body portion 16A.

  Inside the rotor case 30 (inside the cylinder), a key rotor 34 formed in a columnar shape is accommodated coaxially. The key rotor 34 is rotatably supported by the inner peripheral portion of the rotor case 30, and is secured to the one side in the axial direction (left side in FIG. 1) with respect to the rotor case 30 and the other side in the axial direction (right side in FIG. 1). ) Relative movement is possible.

  An insertion port for the key 36 is formed at one axial end portion (the left end portion in FIG. 1) of the key rotor 34 disposed on the opening side of the cylinder housing hole 26. In addition, a plurality of tumblers 38 are attached to an intermediate portion in the axial direction of the key rotor 34. These tumblers 38 allow the key rotor 34 to rotate with respect to the rotor case 30 only when the regular key 36 is inserted into the key rotor 34 from the key insertion port.

  Note that the key rotor 34 is rotated between the LOCK position and the ACC position by the rotation operation of the key 36, and at the same time, the ON position set on the opposite side of the LOCK position via the ACC position, and the ON position. It is configured to be rotated to a START position set on the opposite side to the ACC position. Further, in the state where the key rotor 34 is located at the ACC position, the ON position, and the START position, the key 36 is restricted from coming out of the key rotor 34 by the tumbler 38, and the key rotor 34 is located at the LOCK position. Only in the state, the key 36 can be inserted into and removed from the key rotor 34.

  On the other hand, one end side (right side in FIG. 1) of the main body portion 16A of the first lock body 16 is a mounting hole 40 having a substantially rectangular cross section for mounting the second lock body 18 on the inner side. As shown in FIG. 4, the second lock body 18 includes a camshaft housing portion 18A formed in a substantially bottomed cylindrical shape, and a substantially rectangular tube integrally connected to the outer peripheral portion of the camshaft housing portion 18A. And is inserted into the mounting hole 40 and mounted to the first lock body 16 (fitted to the mounting hole 40).

  The camshaft housing portion 18A is disposed coaxially with the key rotor 34, and a camshaft 42 formed in a substantially cylindrical shape is rotatably supported inside the camshaft housing portion 18A. The camshaft 42 is disposed coaxially with the key rotor 34 and is connected to the key rotor 34 so as not to be relatively rotatable. A compression coil spring (not shown) is disposed between the key rotor 34 and the camshaft 42, and the key rotor 34 is urged to one side in the axial direction (left side in FIG. 1) by this compression coil spring. For this reason, the key rotor 34 is normally disposed at the position shown in FIG. 1, but when the key rotor 34 is pushed by the key 36 inserted into the key rotor 34, the key rotor 34 resists the urging force of the compression coil spring. It moves to the side (right side in FIG. 1).

  A return spring 44 is accommodated inside the camshaft 42, and the camshaft 42 is always urged toward the LOCK position by the return spring 44.

  A connecting portion 42A protrudes from the end of the camshaft 42 opposite to the key rotor 34. The connecting portion 42A penetrates the bottom wall of the camshaft housing portion 18A and is connected to the camshaft housing portion 18A. Projecting outward (to the steering column 12 side). An ignition switch 46 is attached to the steering column 12 side of the camshaft housing portion 18A. The ignition switch 46 is connected to the camshaft 42 via a connecting portion 42A, and the connection of contacts (not shown) is switched as the camshaft 42 (key rotor 34) rotates.

  On the other hand, a lock bar 48 formed in a long prismatic shape is accommodated inside the lock bar accommodating portion 18B. The lock bar 48 engages with a steering shaft 50 provided in the steering column 12, locks the rotation of the steering shaft 50 (the position shown in FIGS. 1 and 2), and releases the restriction. It is slidable between the unlock position and is always urged toward the lock position by the urging force of the compression coil spring 52 provided in the lock bar accommodating portion 18B. In the steering lock device 10, the sliding direction of the lock bar 48 is set parallel to the axial direction of the key rotor 34.

  Further, a slider 54 formed in a substantially block shape is provided between the lock bar 48 and the camshaft 42. The slider 54 is provided with a convex portion that protrudes toward the lock bar 48, and this convex portion is fitted in a concave portion formed at the end in the width direction of the lock bar 48. Accordingly, the slider 54 is connected to the lock bar 48 and slides between the lock position and the unlock position integrally with the lock bar 48.

  Further, the slider 54 is provided with a driven claw 54 </ b> A that opposes a spiral inclined surface (not shown) provided on the camshaft 42 so as to come into contact therewith. The driven claw 54A slides on the inclined surface when the camshaft 42 is rotated together with the key rotor 34 from the LOCK position to the ACC position. The spring 52 is slid from the lock position to the unlock position together with the lock bar 48 against the urging force of the spring 52.

  When the camshaft 42 reaches the ACC position, the driven claw 54A is hooked on one axial end of the camshaft 42, so that the slider 54 is held in the unlock position together with the lock bar 48. In the state where the camshaft 42 is disposed at the ON position and the START position, the slider 54 and the lock bar 48 are held at the unlocked position by the engagement between the lock arm 56 and the camshaft 42 described later.

  Further, when the camshaft 42 rotates together with the key rotor 34 from the ACC position to the LOCK position, the driven claw 54A is released from being caught on one end of the camshaft 42 in the axial direction.

  On the other hand, on one side (left side in FIG. 1) of the slider 54, a lock arm 56 formed in a long plate shape is disposed on the radial side of the key rotor 34. The lock arm 56 is disposed in a state where the longitudinal direction is along the axial direction of the key rotor 34, and an intermediate portion in the longitudinal direction is pivotally supported by the support shaft 58 on the main body portion 16 </ b> A of the first lock body 16. ing.

  At one end in the longitudinal direction of the lock arm 56 (the left end in FIG. 1), a rotor engaging portion 56A that protrudes toward the key rotor 34 is provided. The lock arm 56 is biased by a biasing member (not shown) in a direction in which the tip of the rotor engaging portion 56 </ b> A comes into contact with the outer peripheral portion of the key rotor 34. The outer periphery of the key rotor 34 is provided with an uneven portion (not shown) that slides with the tip of the rotor engaging portion 56A when the key rotor 34 rotates. The lock arm 56 is supported in conjunction with the rotation of the key rotor 34. It is configured to be rotated around the shaft 58.

  A locking claw 56 </ b> B that protrudes toward the key rotor 34 is provided at the other longitudinal end of the lock arm 56. This locking claw 56B corresponds to the locked claw 54B provided on the slider 54, and when the slider 54 is slid from the locked position to the unlocked position (the camshaft 42 is moved from the LOCK position to the ACC position). When it is rotated), it is caught by the to-be-latched claw 54B. Thereby, the slider 54 is held in the unlock position together with the lock bar 48.

  In the state where the key rotor 34 is disposed at the ACC position, the ON position, and the START position, the rotation of the lock arm 56 is regulated by the engagement between the rotor engaging portion 56A and the outer peripheral portion of the key rotor 34. It has become. As a result, the hooked state of the locking claw 56B and the locked claw 54B is maintained, and the slider 54 is restrained to the unlock position.

  Further, when the camshaft 42 is rotated from the ACC position to the LOCK position, the slider 54 is released from being caught on one end in the axial direction of the camshaft 42 as described above. When the key 36 is extracted from the key rotor 34, the lock arm 56 is allowed to rotate around the support shaft 58. For this reason, the slider 54 is moved to the lock position together with the lock bar 48 by the urging force of the compression coil spring 52 acting on the lock bar 48. Thereby, the front-end | tip part of the lock bar 48 engages with the steering shaft 50, and rotation of the steering shaft 50 is controlled (refer FIG. 2).

  Here, as shown in FIG. 2, in this embodiment, the outer peripheral portion of the lock bar accommodating portion 18 </ b> B of the second lock body 18 has a circumferential direction of the steering shaft 50 with respect to the lock bar 48 (the arrow in FIG. 2). On both sides of the A direction and the arrow B direction, fitting convex portions 60 and 62 that respectively constitute the connecting means are integrally formed to project. As shown in FIG. 5, these fitting projections 60 and 62 are formed in a substantially T-shaped cross section, and the narrow side of the cross section is integrally formed with the outer peripheral portion (side surface) of the lock bar accommodating portion 18B. While being connected, it is integrally connected to a flange portion 18C formed at one end portion in the longitudinal direction of the lock bar accommodating portion 18B (see FIG. 4).

  In addition, as shown in FIG. 6, fitting holes 64 and 66 are formed on the inner peripheral portion of the mounting hole 40 of the first lock body 16 at portions facing each other. These fitting holes 64 and 66 are formed in a substantially T-shaped cross section corresponding to the fitting convex portions 60 and 62, and the narrow side of the cross section is opened and the steering column 12 side is opened.

  One fitting convex portion 60 of the second lock body 18 is inserted and fitted into one fitting hole 64 of the first lock body 16 when the second lock body 18 is inserted into the mounting hole 40. The In this fitted state, the stepped portion 60 </ b> A (see FIG. 5) of the fitting convex portion 60 abuts on the stepped portion 64 </ b> A (see FIG. 6) of the fitting hole 64 so that the fitting convex portion 60 is fitted into the fitting hole 64. On the other hand, displacement (detachment) of the steering shaft 50 to the other side in the circumferential direction (arrow B side in FIG. 2) is prevented.

  Further, the other fitting projection 62 of the second lock body 18 is inserted into the other fitting hole 66 of the first lock body 16 when the second lock body 18 is inserted into the mounting hole 40. Match. In this fitted state, the stepped portion 62 </ b> A (see FIG. 5) of the fitting convex portion 62 abuts on the stepped portion 66 </ b> A (see FIG. 6) of the fitting hole 66, so that the fitting convex portion 62 is fitted into the fitting hole 66. On the other hand, displacement (detachment) of the steering shaft 50 toward one side in the circumferential direction (arrow A side in FIG. 2) is prevented. Accordingly, the first lock body 16 and the second lock body 18 are configured to be firmly connected in the circumferential direction of the steering shaft 50 (the arrow A direction and the arrow B direction in FIG. 2).

  Next, the operation of this embodiment will be described.

  In the steering lock device 10 configured as described above, the lock body 14 is divided into two parts, a first lock body 16 and a second lock body 18, and the first lock body 16 is fixed to the outer peripheral portion of the steering column 12. A mounting hole 40 is formed in the first lock body 16 at a portion facing the steering column 12, and the second lock body 18 is mounted in the mounting hole 40. A lock bar 48 is attached to the second lock body 18, and the rotation of the steering shaft 50 is restricted by the lock bar 48.

  Here, when a rotational force is applied to the steering shaft 50 in the rotation restricted state, one side (arrow A side in FIG. 2) or the other side (see FIG. 2) of the lock bar 48 from the steering shaft 50 is shown. The load directed to the arrow B side of 2) is input. This load is input from the outer peripheral portion of the second lock body 18 to the inner peripheral portion of the mounting hole 40 on one side or the other side in the circumferential direction, and attempts to expand the mounting hole 40 in the circumferential direction of the steering shaft 50. However, the inner peripheral portion of the mounting hole 40 is a connecting means (a fitting structure of the fitting convex portion 60 and the fitting hole 64 and a fitting structure of the fitting convex portion 62 and the fitting convex portion 66). By this, it is connected to the outer peripheral part of the second lock body 18 on both sides in the circumferential direction. That is, since the inner peripheral part of the mounting hole 40 is connected to the circumferential direction of the steering shaft 50 via the second lock body 18, the expansion of the mounting hole 40 is suppressed by the strength of the second lock body 18 ( The first lock body 16 is reinforced). Thereby, the strength of the lock body 14 can be ensured satisfactorily.

  In the present embodiment, the fitting convex portions 60 and 62 and the fitting holes 64 and 66 are both formed in a substantially T-shaped cross section, and one fitting convex portion 60 has one fitting hole 64. In contrast, the displacement of the steering shaft 50 toward the other side in the circumferential direction (arrow B side in FIG. 2) is prevented, and the other fitting projection 62 is circumferential with respect to the other fitting hole 66 in the circumferential direction of the steering shaft 50. Displacement to the other side (arrow A side in FIG. 2) is prevented. Therefore, the outer peripheral part of the second lock body 18 and the inner peripheral part of the mounting hole 40 can be firmly connected in the circumferential direction of the steering shaft 50 with a simple configuration, and the second lock body 18 and the first lock body 16 can be connected. The load in the circumferential direction can be transmitted between the two.

  In addition, in the said embodiment, although it was set as the structure by which the fitting convex parts 60 and 62 and the fitting holes 64 and 66 were formed in cross-sectional substantially T shape, this invention is not limited to this, A fitting convex part and The shape of the fitting hole can be changed as appropriate. For example, the fitting convex portion 70 and the fitting hole 72 may be formed in a trapezoidal cross section as shown in FIG. 7A, or the fitting convex portion 74 as shown in FIG. And the fitting hole 76 may be formed in an irregular shape in cross section. Alternatively, as shown in FIG. 7C, the fitting convex part 78 and the fitting hole 80 may be formed in an L-shaped cross section.

  In the above embodiment, the first lock body 16 is provided with the fitting holes 64, 66, and the second lock body 18 is provided with the fitting convex portions 60, 62. Not limited to this, the first lock body and the second lock body may be connected by simple step portions 82 and 84 (connection means) as shown in FIGS. 7D and 7E.

  Furthermore, in the said embodiment, although it was set as the structure by which the fitting convex parts 60 and 62 and the fitting holes 64 and 66 as a connection means were provided in the both sides of the circumferential direction of the steering shaft 50 with respect to the lock bar 48, The present invention is not limited to this, and the connecting means may be provided only on one side of the steering shaft 50 in the circumferential direction with respect to the lock bar 48.

  Further, in the above embodiment, the fitting convex portions 60 and 62 and the fitting holes 64 and 66 as connecting means are provided in the circumferential direction of the steering shaft 50 with respect to the lock bar 48. However, the connecting means may be provided in the axial direction of the steering shaft 50 with respect to the lock bar 48, or the connecting means may be provided in the radial direction of the steering shaft 50 with respect to the lock bar 48. A plurality of configurations may be provided.

  In the above-described embodiment, the mounting hole 40 of the first lock body 16 is formed in a substantially rectangular cross section, and the lock bar accommodating portion 18B of the second lock body 18 is formed in a substantially rectangular tube shape. The invention is not limited to this, and the shapes of the lock bar accommodating portion 18B and the mounting hole 40 can be changed as appropriate. For example, the mounting hole 40 may be formed in a circular cross section, and the lock bar accommodating portion 18B may be formed in a substantially cylindrical shape. In this case, at least one connecting means may be provided in the circumferential direction of the lock bar 48.

1 is a schematic cross-sectional view illustrating a configuration of a steering lock device according to an embodiment of the present invention. It is a schematic longitudinal cross-sectional view which shows the partial structure of the steering lock apparatus shown by FIG. It is a perspective view which shows the structure of the apparatus of the 1st lock body which is a structural member of the steering lock apparatus shown by FIG. It is a perspective view which shows the structure of the apparatus of the 2nd lock body which is a structural member of the steering lock apparatus shown by FIG. FIG. 5 is an end view of the second lock body shown in FIG. 4. It is an end view which shows the partial structure of the 1st lock body shown by FIG. It is sectional drawing which shows the modification of the connection means of the steering lock apparatus which concerns on this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Steering lock apparatus 12 Steering column 14 Lock body 16 1st lock body 18 2nd lock body 48 Lock bar 50 Steering shaft 60, 62 Fitting convex part (connection means)
64, 66 Fitting hole (connecting means)

Claims (5)

A first lock body that is fixed to the outer periphery of the steering column and has a mounting hole formed on a surface that is in close contact with the outer peripheral surface of the steering column;
A second lock body inserted into the mounting hole and mounted on the first lock body;
A lock bar attached to the second lock body for regulating rotation of the steering shaft;
At least one connecting means for connecting the inner peripheral portion of the mounting hole and the outer peripheral portion of the second lock body provided in the circumferential direction of the lock bar;
Steering lock device with   The steering lock device according to claim 1, wherein the connecting means is provided on at least one side of the steering shaft in the circumferential direction with respect to the lock bar.   2. The steering lock device according to claim 1, wherein the coupling means is provided on both sides of the steering shaft in a circumferential direction with respect to the lock bar. 3.   The connecting means includes a fitting hole provided in one of an inner peripheral portion of the mounting hole and an outer peripheral portion of the second lock body, an inner peripheral portion of the mounting hole, and an outer peripheral portion of the second lock body. And a fitting convex portion that is provided on any one of the fittings and is prevented from being displaced in the circumferential direction with respect to the fitting hole by being fitted into the fitting hole. 4. The steering lock device according to any one of 3 above. The steering lock device according to claim 4, wherein the fitting convex portion is inserted into and fitted into the fitting hole when the second lock body is inserted into the mounting hole.

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