Automobile steering wheel anti-theft lock

Abstract

This application relates to the field of automotive anti-theft devices, and in particular to an anti-theft lock for a car steering wheel. It includes a main lock arm and a secondary lock arm connected by a telescopic adjustment mechanism. Each arm has an arc-shaped clamping section with a high-hardness alloy insert at its end. The lock cylinder drives a bidirectional bolt assembly to extend and retract synchronously, achieving double-sided locking. The lock arms are equipped with reinforcing ribs and flexible sheaths, and the lock cylinder has double rows of pins and an anti-drilling structure. This application simplifies operation, enhances resistance to shearing and prying, improves anti-theft reliability, and facilitates storage and portability.

Description

Technical Field

[0001] This utility model belongs to the field of automotive security and anti-theft technology, specifically an anti-theft lock for automotive steering wheels. Background Technology

[0002] With the development of car anti-theft technology, various types of car steering wheel anti-theft locks have been widely used in the field of vehicle security. However, existing products still have problems in practical use, such as complex structure, inconvenient operation, insufficient anti-theft performance, or difficulty in balancing convenience and security. Especially when faced with professional theft tools or violent destruction methods, some locks have limited resistance to shearing and prying, making it difficult to effectively prevent car theft.

[0003] A search revealed a patent application, CN101016043B, titled "Double-Aegis Car Anti-theft Lock," published on January 19, 2011. This design uses a movable armor plate and a fixed armor plate to clamp the steering wheel connecting column, and locks it by inserting two pins into holes in the fixed armor plate, providing some protection against sawing and cutting. However, this structure relies on manually pushing and pulling the sliding parts to lock, making the operation cumbersome. Furthermore, the lock body is relatively large, making it inconvenient to carry and install quickly. Additionally, the locking mechanism is concentrated in the connecting column area between the steering wheel spokes, making the armor structure easily pried open or completely destroyed by modern high-strength cutting tools, thus limiting its anti-theft reliability.

[0004] A search revealed the publication number CN101234630B, "A Folding Lock for an Automobile Steering Wheel," published on June 15, 2011. This design employs a hinged structure between the main and auxiliary lock bodies, achieving locking through the insertion of a locking element into the auxiliary lock body's shaft, thus improving stress distribution and enhancing shear resistance. However, this folding lock remains a traditional mechanical lock, requiring manual unfolding, alignment, and insertion into the keyhole, making operation inconvenient. Furthermore, its locking point is singular, relying solely on a single lock cylinder to control the entire lock body. Under violent impact, partial failure can easily lead to complete unlocking, and the folding structure is prone to hinge loosening after prolonged use, affecting locking effectiveness and lifespan.

[0005] The aforementioned problems indicate that existing car steering wheel anti-theft locks generally suffer from structural design flaws such as complex operation, insufficient resistance to vandalism, poor portability, or low reliability, making it difficult to simultaneously meet users' comprehensive needs for high security, ease of use, and durability. Therefore, this utility model provides a novel car steering wheel anti-theft lock, aiming to effectively improve anti-theft performance and user experience by optimizing the lock body structure, enhancing resistance to vandalism, and simplifying the operation process. Utility Model Content

[0006] The purpose of this utility model is to provide an anti-theft lock for automobile steering wheels, in order to solve the problems mentioned in the background art, such as cumbersome operation steps, large structural volume, single locking point, insufficient resistance to shearing and prying, and easy loosening of the connection parts after long-term use, which leads to a decrease in anti-theft reliability.

[0007] To achieve the above objectives, this utility model provides the following technical solution: an anti-theft lock for a car steering wheel, comprising a main locking arm and a secondary locking arm. One end of the main locking arm is provided with a first arc-shaped clamping section, and one end of the secondary locking arm is provided with a second arc-shaped clamping section. The first and second arc-shaped clamping sections are arranged opposite to each other and together form a clamping space for surrounding the steering wheel spokes. The other end of the main locking arm is fixedly connected to a lock cylinder housing, within which a rotary lock cylinder is installed. The output end of the rotary lock cylinder is connected to a linkage lever. The other end of the secondary locking arm is provided with a latch slot, and the linkage lever extends through an internal channel of the main locking arm to the latch slot. The lock is inserted into the slot and is connected to the bidirectional latch assembly located in the latch slot. The bidirectional latch assembly includes a first latch and a second latch arranged symmetrically. The first latch and the second latch are slidably disposed toward the two side walls of the latch slot, and the two are connected as one unit by a linkage slider in the middle. The free end of the linkage lever is embedded in the drive groove of the linkage slider. When the rotary lock cylinder rotates, it drives the linkage lever to deflect, thereby pushing the linkage slider to move axially along the latch slot, so that the first latch and the second latch extend or retract synchronously and are inserted into the lock holes opened on the corresponding side walls of the main lock arm and the auxiliary lock arm, respectively, to complete the locking or unlocking action of the lock.

[0008] Preferably, the main locking arm and the auxiliary locking arm are connected by a telescopic adjustment mechanism. The telescopic adjustment mechanism includes a guide sleeve disposed in the inner cavity of the main locking arm and a telescopic rod slidably passing through the guide sleeve. The outer end of the telescopic rod is fixedly connected to the auxiliary locking arm. The inner wall of the guide sleeve is provided with a plurality of positioning grooves along the axial direction. The outer circumferential surface of the telescopic rod is provided with elastic locking teeth that mesh with the positioning grooves. The elastic locking teeth are composed of spring top balls embedded in the outer wall of the telescopic rod. The spring top balls are compressed and retracted during the sliding of the telescopic rod and pop out and lock into place when passing through adjacent positioning grooves, thereby realizing multi-level adjustment and self-locking positioning of the length between the main locking arm and the auxiliary locking arm.

[0009] Preferably, the inner surfaces of both the first and second arc-shaped clamping sections are provided with high-hardness alloy inserts. The high-hardness alloy inserts are fixed to the base of the arc-shaped clamping section by countersunk screws. The surface of the high-hardness alloy inserts is provided with anti-slip textures, and its thickness is not less than 3 mm. The material is tungsten-cobalt hard alloy. The contour of the high-hardness alloy inserts matches the outer edge of the steering wheel spokes to form a surface contact clamping structure, which improves the shear resistance and pry resistance.

[0010] Preferably, the outer side walls of the main locking arm and the auxiliary locking arm are respectively provided with reinforcing ribs. The reinforcing ribs extend continuously along the length of the locking arm and are thickened near the arc-shaped clamping section to form a local reinforcement area. The reinforcing ribs and the locking arm body are formed by integral forging process, and the material is 45 steel after quenching and tempering, with a yield strength of not less than 600MPa.

[0011] Preferably, a protective cover is provided on the outer side of the lock cylinder housing. The protective cover is rotatably connected to the main lock arm through two symmetrically arranged hinge ears. The hinge ears are provided with pin holes, and the corresponding position of the protective cover is provided with a matching pin seat. The two are fixed by passing through a stainless steel pin. The free end of the protective cover is provided with a magnetic snap-fit ​​part, and the corresponding position of the main lock arm is embedded with a permanent magnet. When the protective cover is flipped to cover the lock cylinder housing, the magnetic snap-fit ​​part and the permanent magnet are attracted and closed to prevent foreign objects from entering the lock cylinder.

[0012] Preferably, the ends of the first and second latches of the bidirectional latch assembly are provided with wedge-shaped guide slopes, and the lock hole entrances on the main lock arm and the auxiliary lock arm are provided with chamfer structures corresponding to the wedge-shaped guide slopes. When the lock is not fully aligned during the closing process, the latch automatically slides into the lock hole along the guide slope when it contacts the edge of the lock hole, thereby achieving stepless alignment and smooth locking.

[0013] Preferably, the linkage slider is provided with limiting bosses on both sides, and the inner wall of the latch slot is provided with limiting grooves at corresponding positions. The limiting bosses are embedded in the limiting grooves and slide along their length direction to limit the displacement of the linkage slider in the direction perpendicular to the movement of the latch, ensuring that the first latch and the second latch move synchronously. The limiting grooves are provided with limiting blocks at both ends to prevent the linkage slider from falling out.

[0014] Preferably, the non-clamping sections of the main locking arm and the auxiliary locking arm are covered with flexible silicone sleeves. The flexible silicone sleeves are tightly adhered to the surface of the metal locking arm through a heat shrink process, with a thickness of 1.5 mm to 2 mm, a Shore hardness of 60A, and anti-slip particles on the surface, which not only prevents scratches on the steering wheel leather but also improves grip stability.

[0015] Preferably, the rotary lock cylinder adopts a double-row pin tumbler structure with twelve independent pin groups inside, six of which are located in the upper row and six in the lower row. The upper and lower rows of pins are staggered, and the key teeth must match the height of both rows of pins simultaneously to drive the lock cylinder to rotate, thereby improving the ability to resist technical opening. The tail of the rotary lock cylinder is equipped with an anti-drilling steel ball. When an external drilling force is applied, the anti-drilling steel ball is pressed out and jams the rotation path of the lock cylinder.

[0016] Preferably, the main locking arm and the auxiliary locking arm are arranged in a straight line when fully extended, and rotate around the axis of the telescopic adjustment mechanism to a parallel overlapping state when folded and stored, reducing the overall length by more than 40%, making it easy to put into the vehicle storage compartment or carry with you.

[0017] The beneficial effects of this utility model are: it simplifies operation, enhances resistance to cutting and prying, improves anti-theft reliability, and is easy to store and carry. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the car steering wheel anti-theft lock of this utility model.

[0019] Figure 2 This is a schematic diagram of the overall structure of the car steering wheel anti-theft lock from another angle.

[0020] Figure 3 This is a schematic diagram of the outer structure of the linkage slider in this utility model.

[0021] Figure 4 This is a side view of the present invention in its folded and stored state.

[0022] The attached diagram is labeled as follows: 1. Main lock arm; 2. Secondary lock arm; 3. First arc-shaped clamping section; 4. Second arc-shaped clamping section; 5. Lock cylinder housing; 6. Rotary lock cylinder; 7. Linkage lever; 8. Lock tongue slot; 9. First lock tongue; 10. Second lock tongue; 11. Linkage slider; 12. Guide sleeve; 13. Telescopic rod; 14. Elastic locking tooth; 15. High-hardness alloy insert; 16. Reinforcing rib; 17. Protective cover; 18. Flexible silicone sleeve. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0024] Specific implementation examples are given below.

[0025] The specific structure and assembly relationship of this utility model of automotive steering wheel anti-theft lock are as follows: Figure 1As shown, the lock assembly consists of a main locking arm 1 and a secondary locking arm 2 forming the main frame. One end of the main locking arm 1 has a first arc-shaped clamping section 3 integrally formed, and one end of the secondary locking arm 2 has a second arc-shaped clamping section 4 integrally formed. The first arc-shaped clamping section 3 and the second arc-shaped clamping section 4 are arranged opposite to each other, and together they form a clamping space around the steering wheel spokes when the lock is unfolded. The other end of the main locking arm 1 is fixedly connected to a lock cylinder housing 5, inside which a rotary lock cylinder 6 is installed. A linkage lever 7 is fixedly connected to the output shaft end of the rotary lock cylinder 6. The other end of the secondary locking arm 2 has a latch slot 8, which is a rectangular through slot opened along the length of the secondary locking arm 2, and a bidirectional latch assembly is installed inside. The linkage lever 7 passes through a channel inside the main locking arm 1 and extends into the latch slot 8, with its free end embedded in the drive groove of the linkage slider 11 in the bidirectional latch assembly.

[0026] like Figure 2 As shown, the bidirectional latch assembly includes a first latch 9, a second latch 10, and a linkage slider 11 connecting the two. The first latch 9 and the second latch 10 are located on the left and right sides of the linkage slider 11, respectively, and are slidably arranged along the transverse direction of the latch slot 8. That is, the first latch 9 slides towards the left side wall of the auxiliary locking arm 2, and the second latch 10 slides towards the right side wall of the auxiliary locking arm 2. The linkage slider 11 has a driving groove in the middle, and the free end of the linkage lever 7 is inserted into the driving groove. When the rotating lock cylinder 6 rotates clockwise or counterclockwise, it drives the linkage lever 7 to deflect around its root, thereby pushing the linkage slider 11 to move axially along the latch slot 8, so that the first latch 9 and the second latch 10 extend or retract synchronously. The main locking arm 1 and the auxiliary locking arm 2 have lock holes corresponding to the positions of the first locking tongue 9 and the second locking tongue 10, respectively. When the locking tongue is fully extended, the first locking tongue 9 is inserted into the lock hole on the main locking arm 1, and the second locking tongue 10 is inserted into the lock hole on the auxiliary locking arm 2, thereby locking the lock. Conversely, when the rotating lock cylinder 6 rotates in the opposite direction, the linkage lever 7 pulls the linkage slider 11 back, and the locking tongue retracts into the locking tongue slot 8, thus unlocking the lock.

[0027] The main locking arm 1 and the auxiliary locking arm 2 are connected by a telescopic adjustment mechanism to accommodate steering wheel spokes of different diameters. For example... Figure 3As shown, the telescopic adjustment mechanism includes a guide sleeve 12 disposed in the inner cavity of the main locking arm 1, and a telescopic rod 13 slidably passing through the guide sleeve 12. The outer end of the telescopic rod 13 is fixedly connected to the auxiliary locking arm 2. The inner wall of the guide sleeve 12 is provided with several positioning grooves spaced axially. The outer circumferential surface of the telescopic rod 13 is provided with elastic locking teeth 14 that mesh with the positioning grooves. The elastic locking teeth 14 are composed of spring-loaded balls embedded in the outer wall of the telescopic rod 13. When the user stretches or compresses the main locking arm 1 and the auxiliary locking arm 2, the telescopic rod 13 slides within the guide sleeve 12, and the spring-loaded balls retract under pressure. Upon passing through adjacent positioning grooves, the spring-loaded balls pop out and engage, thereby achieving multi-level adjustment and self-locking of the length between the main locking arm 1 and the auxiliary locking arm 2. This structure allows the lock to stably maintain a clamping state at multiple preset length positions without the need for additional fasteners.

[0028] The inner surfaces of both the first arc-shaped clamping section 3 and the second arc-shaped clamping section 4 are provided with high-hardness alloy inserts 15. These inserts 15 are fixed to the arc-shaped clamping section base with countersunk screws. Their surfaces are machined with anti-slip textures, and their thickness is not less than 3 mm. The material is YG8 type tungsten-cobalt hard alloy. The contour of the high-hardness alloy insert 15 is designed according to the outer edge curvature of common steering wheel spokes, ensuring surface contact with the spokes rather than point or line contact during clamping. Reinforcing ribs 16 are respectively provided on the outer walls of the main locking arm 1 and the auxiliary locking arm 2. These reinforcing ribs 16 extend continuously along the length of the locking arm and are locally thickened near the arc-shaped clamping section to form a reinforced area. The reinforcing ribs 16 and the locking arm body are integrally forged using a tempered 45# steel material with a yield strength of not less than 600 MPa to improve the overall structural rigidity.

[0029] A protective cover 17 is provided on the outer side of the lock cylinder housing 5. The protective cover 17 is rotatably connected to the main lock arm 1 through two symmetrically arranged hinge ears. A pin hole is provided on the hinge ear, and a pin seat is provided at the corresponding position on the protective cover 17. The two are fixed by a stainless steel pin, allowing the protective cover 17 to rotate around the pin. A magnetic snap-fit ​​part is provided at the free end of the protective cover 17, and a permanent magnet is embedded at the corresponding position on the main lock arm 1. When the protective cover 17 is rotated to cover the lock cylinder housing 5, the magnetic snap-fit ​​part and the permanent magnet are attracted and closed, sealing the external opening of the lock cylinder housing 5 and preventing dust, liquid or foreign objects from entering the lock cylinder.

[0030] like Figure 2As shown, both the first latch 9 and the second latch 10 have wedge-shaped guide slopes at their ends, and the lock hole entrances on the main lock arm 1 and the auxiliary lock arm 2 have chamfered structures corresponding to the wedge-shaped guide slopes. When the latch and lock hole are not fully aligned due to operational deviation during the closing process, the latch end contacts the edge of the lock hole and slides along the wedge-shaped guide slope, automatically guiding itself into the lock hole to achieve stepless alignment. Limiting bosses are provided on the left and right sides of the linkage slider 11, and corresponding limiting grooves are provided on the inner wall of the latch slot 8. The limiting bosses are embedded in the limiting grooves and slide along their length, limiting the displacement of the linkage slider 11 in the direction perpendicular to the latch movement, ensuring that the first latch 9 and the second latch 10 move synchronously. Limiting blocks are provided at both ends of the limiting grooves to prevent the linkage slider 11 from dislodging from the latch slot 8 during movement.

[0031] The non-clamping sections of the main locking arm 1 and the auxiliary locking arm 2 are covered with flexible silicone sleeves 18. These sleeves 18 are heat-shrinkly bonded to the metal locking arm surface, with a thickness controlled between 1.5 mm and 2 mm, a Shore A hardness of 60A, and anti-slip particles molded onto their surface. The sleeves cover areas that avoid the lock hole, latch slot 8, and the telescopic adjustment mechanism, only covering the user's grip and non-critical contact areas with the steering wheel. This prevents scratches on the steering wheel's leather trim and improves hand stability.

[0032] The rotary lock cylinder 6 employs a double-row pin tumbler structure, with twelve independent pin groups internally. Six groups are located in the upper row of pin holes, and six groups are located in the lower row, with the upper and lower rows of pins staggered circumferentially. The teeth of the matching key must simultaneously match the height of both rows of pins to align the shear lines of all pins and drive the lock cylinder to rotate. The tail of the rotary lock cylinder 6 is equipped with an anti-drilling steel ball, which is embedded in a radial hole at the tail end of the lock cylinder and preloaded by a spring. When an external drilling force is applied to attempt to damage the lock cylinder, the anti-drilling steel ball is compressed and ejected radially, locking into an annular groove on the inner wall of the lock cylinder housing 5, preventing the lock cylinder from continuing to rotate or being drilled through.

[0033] like Figure 4 As shown, the main locking arm 1 and the auxiliary locking arm 2 are arranged in a straight line when fully extended, and their total length is suitable for the steering wheel spoke spacing of most car models. When folded for storage, the user can rotate the auxiliary locking arm 2 around the axis of the telescopic adjustment mechanism toward the main locking arm 1 until the two are parallel and overlapped, at which point the overall length is shortened by more than 40%. Since the telescopic rod 13 in the telescopic adjustment mechanism and the guide sleeve 12 are in sliding fit, the telescopic rod 13 can partially retract during folding to avoid structural interference. After folding, the first arc-shaped clamping section 3 and the second arc-shaped clamping section 4 fit together, and the flexible silicone sleeve 18 covers the outer surface, resulting in a neat overall shape that is easy to put into the car storage compartment or carry with you.

[0034] In actual use, the user first unfolds the lock to a suitable length, and then locks the main lock arm 1 and the auxiliary lock arm 2 in the desired position by engaging the elastic locking teeth 14 of the telescopic adjustment mechanism with the positioning tooth groove. Next, the first arc-shaped clamping section 3 and the second arc-shaped clamping section 4 are placed on both sides of the steering wheel spokes, so that the high-hardness alloy insert 15 fits against the outer edge of the spokes. Then, the auxiliary lock arm 2 is pushed towards the main lock arm 1, aligning the bolt slot 8 with the lock hole on the main lock arm 1. During the pushing process, if the first bolt 9 and the second bolt 10 are not fully aligned with the lock hole, their wedge-shaped guide slopes will contact the chamfer at the lock hole entrance, guiding the bolt to automatically slide into the lock hole. Once the bolt is fully inserted, the matching key is inserted into the rotating lock cylinder 6, and rotated clockwise by a certain angle, causing the linkage lever 7 to deflect and pushing the linkage slider 11 to move in the direction of bolt extension, so that the first bolt 9 and the second bolt 10 are firmly inserted into the lock holes of the main lock arm 1 and the auxiliary lock arm 2 respectively, completing the locking process. At this point, the main locking arm 1 and the auxiliary locking arm 2 are rigidly connected by the bidirectional locking tongue assembly and cannot be separated. The steering wheel spokes are firmly clamped within the clamping space and cannot rotate. To unlock, rotating the key counterclockwise causes the linkage lever 7 to pull the linkage slider 11 in the opposite direction, retracting the locking tongue into the locking tongue slot 8, allowing the user to remove the lock from the steering wheel. The entire operation requires only one hand to perform the pushing and rotating actions; the steps are simple and require no additional tools. To better enable those skilled in the art to fully understand and implement the technical solution of this utility model, the following detailed explanation of the operation process of this utility model's car steering wheel anti-theft lock and the principle of the coordinated action of its various structures, using a typical usage scenario, is provided below.

[0035] When a user needs to activate anti-theft measures after parking their vehicle in a public area, they should first remove the lock from the storage compartment, which should be folded and stowed away. For example... Figure 4 As shown, the main locking arm 1 and the auxiliary locking arm 2 are in a parallel overlapping state, resulting in a compact overall structure. The user holds the main locking arm 1 with one hand and the auxiliary locking arm 2 with the other, pulling it outwards along the axial direction of the telescopic adjustment mechanism, causing the telescopic rod 13 to slide within the guide sleeve 12. During this process, the elastic locking teeth 14 (i.e., spring-loaded balls) on the outer circumference of the telescopic rod 13 are temporarily retracted by the pressure from the inner wall of the guide sleeve 12. When stretched to a preset position, the spring-loaded balls cross the protrusions between adjacent positioning grooves, pop out under the spring's restoring force, and embed themselves into the corresponding positioning groove, thus achieving a stable lock between the main locking arm 1 and the auxiliary locking arm 2. This multi-stage adjustment mechanism allows the lock to adapt to common steering wheel spokes with diameters ranging from 280mm to 380mm, achieving size matching without the need for tools.

[0036] Subsequently, the user places the first arc-shaped clamping section 3 and the second arc-shaped clamping section 4 on both sides of a spoke of the steering wheel. Because the contour of the high-hardness alloy insert 15 is designed according to the curvature of mainstream car spokes, its inner surface forms a large-area surface contact with the outer edge of the spoke, rather than the point or line contact common in traditional locks. This structure not only increases frictional resistance, preventing the lock from slipping under external impact, but also, the YG8 tungsten-cobalt hard alloy material (thickness ≥3mm) possesses extremely high shear strength, effectively resisting cutting damage from tools such as hacksaws and angle grinders. Furthermore, the reinforcing ribs 16 on the outer sides of the main lock arm 1 and the auxiliary lock arm 2 are made of integrally forged 45# quenched and tempered steel with a yield strength of not less than 600MPa, and are locally thickened near the arc-shaped clamping section, significantly improving the overall rigidity of the lock arm when subjected to bending moments or torsional loads applied by a pry bar, preventing clamping failure due to local deformation.

[0037] After initial positioning, the user pushes the secondary locking arm 2 inward, bringing it closer to the main locking arm 1. At this time, the wedge-shaped guide slopes at the ends of the first locking bolt 9 and the second locking bolt 10 in the locking bolt slot 8 first contact the chamfered structures at the corresponding keyhole entrances of the main locking arm 1 and the secondary locking arm 2. If the locking bolt is not completely aligned with the center line of the keyhole due to an operating angle deviation, the contact between the wedge-shaped slope and the chamfer will generate a lateral force, guiding the locking bolt to automatically slide into the keyhole along the slope, achieving stepless self-alignment. This structure eliminates the problem of traditional locks requiring repeated adjustments to insert the locking bolt due to assembly errors, significantly improving operational smoothness.

[0038] After the bolt is fully inserted into the keyhole, the user inserts the matching key into the rotary lock cylinder 6. Because the rotary lock cylinder 6 uses a double-row twelve-pin structure, with the six sets of pins in the upper and lower rows staggered in the circumferential direction, all pin shear lines can only be aligned when the key teeth precisely match the height of both rows of pins, allowing the lock cylinder to rotate. This design significantly increases the difficulty of technically opening the lock. After rotating the key clockwise, the rotary lock cylinder 6 drives the linkage lever 7 to deflect around its base, and its free end pushes the linkage slider 11 to move axially along the bolt slot 8. The limiting bosses on both sides of the linkage slider 11 are embedded in the limiting grooves on the inner wall of the bolt slot 8, ensuring that it can only move in a predetermined direction. This causes the first bolt 9 to extend synchronously towards the left side wall of the auxiliary lock arm 2 and the second bolt 10 towards the right side wall, firmly inserting into the keyholes on the main lock arm 1 and the auxiliary lock arm 2, respectively. At this time, the main locking arm 1 and the auxiliary locking arm 2 form a rigid closed-loop connection through the bidirectional locking tongue assembly, and the steering wheel spokes are completely restricted within the clamping space enclosed by the first arc-shaped clamping section 3 and the second arc-shaped clamping section 4, and cannot rotate.

[0039] In the event of a violent attempt to damage the lock cylinder, such as drilling the lock cylinder housing 5 with an electric drill, the anti-drill steel ball pre-pressed at the tail of the rotating lock cylinder 6 will overcome the spring resistance under the radial pressure applied by the drill bit and pop out, locking into the annular groove on the inner wall of the lock cylinder housing 5, physically preventing the lock cylinder from continuing to rotate or being drilled through. Simultaneously, the protective cover 17 covering the outside of the lock cylinder housing 5 is rotatably connected to the main lock arm 1 via a hinge lug and closes with the permanent magnet using a magnetic clasp, effectively preventing rainwater, dust, and corrosive liquids from intruding into the lock cylinder and ensuring long-term reliability.

[0040] When unlocking, the user rotates the key counterclockwise, causing the linkage lever 7 to pull the linkage slider 11 in the opposite direction. This causes the first locking bolt 9 and the second locking bolt 10 to retract synchronously into the locking bolt slot 8, releasing the rigid connection between the main and auxiliary locking arms. At this point, the lock can be easily removed from the steering wheel. The auxiliary locking arm 2 can then be rotated around the axis of the telescopic adjustment mechanism in the opposite direction until it is parallel to the main locking arm 1. The telescopic rod 13 retracts partially within the guide sleeve 12 to accommodate the folding stroke, ultimately forming a... Figure 4 Its compact design makes it easy to store in a glove box or handbag. The entire operation involves only three intuitive actions: stretching and adjusting, pushing and clamping, and rotating the key. It can all be done with one hand, balancing high safety and ease of use.

[0041] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. An anti-theft lock for a car steering wheel, characterized in that, The system includes a main locking arm (1) and a secondary locking arm (2). One end of the main locking arm (1) is provided with a first arc-shaped clamping section (3), and one end of the secondary locking arm (2) is provided with a second arc-shaped clamping section (4). The first arc-shaped clamping section (3) and the second arc-shaped clamping section (4) are arranged opposite to each other and together form a clamping space for surrounding the steering wheel spokes. The other end of the main locking arm (1) is fixedly connected to a lock cylinder housing (5). A rotary lock cylinder (6) is installed inside the lock cylinder housing (5), and the output end of the rotary lock cylinder (6) is connected to a linkage lever (7). The other end of the secondary locking arm (2) is... The end is provided with a latch slot (8), and the linkage lever (7) extends through the internal channel of the main lock arm (1) into the latch slot (8) and is connected to the bidirectional latch assembly provided in the latch slot (8); the bidirectional latch assembly includes a first latch (9) and a second latch (10) arranged symmetrically, the first latch (9) and the second latch (10) are slidably arranged toward the two side walls of the latch slot (8) respectively, and the two are connected into one body by the linkage slider (11) in the middle; the free end of the linkage lever (7) is embedded in the driving groove of the linkage slider (11).

2. The car steering wheel anti-theft lock according to claim 1, characterized in that: The main locking arm (1) and the auxiliary locking arm (2) are connected by a telescopic adjustment mechanism. The telescopic adjustment mechanism includes a guide sleeve (12) disposed in the inner cavity of the main locking arm (1) and a telescopic rod (13) slidably passing through the guide sleeve (12). The outer end of the telescopic rod (13) is fixedly connected to the auxiliary locking arm (2). The inner wall of the guide sleeve (12) is provided with a plurality of positioning grooves along the axial direction. The outer circumferential surface of the telescopic rod (13) is provided with elastic locking teeth (14) that mesh with the positioning grooves. The elastic locking teeth (14) are composed of spring top balls embedded in the outer wall of the telescopic rod (13).

3. The car steering wheel anti-theft lock according to claim 1, characterized in that: The inner surfaces of the first arc-shaped clamping section (3) and the second arc-shaped clamping section (4) are provided with high-hardness alloy inserts (15). The high-hardness alloy inserts (15) are fixed to the arc-shaped clamping section base by countersunk screws. The surface of the high-hardness alloy inserts (15) is provided with anti-slip texture, the thickness is not less than 3 mm, and the material is tungsten cobalt hard alloy.

4. The car steering wheel anti-theft lock according to claim 1, characterized in that: The main locking arm (1) and the auxiliary locking arm (2) are respectively provided with reinforcing ribs (16) on their outer side walls. The reinforcing ribs (16) extend continuously along the length of the locking arm and are thickened near the arc-shaped clamping section to form a local reinforcement area. The reinforcing ribs (16) and the locking arm body are formed by integral forging process, and the material is 45 steel after quenching and tempering.

5. The car steering wheel anti-theft lock according to claim 1, characterized in that: The outer side of the lock cylinder housing (5) is provided with a protective cover (17). The protective cover (17) is rotatably connected to the main lock arm (1) through two symmetrically arranged hinge ears. The hinge ears are provided with pin holes. The corresponding position of the protective cover (17) is provided with a matching pin seat. The two are fixed by passing through a stainless steel pin. The free end of the protective cover (17) is provided with a magnetic fastening part. The corresponding position of the main lock arm (1) is provided with a permanent magnet.

6. The car steering wheel anti-theft lock according to claim 1, characterized in that: The ends of the first latch (9) and the second latch (10) are provided with wedge-shaped guide slopes, and the lock hole entrances on the main lock arm (1) and the auxiliary lock arm (2) are provided with chamfer structures corresponding to the wedge-shaped guide slopes.

7. The car steering wheel anti-theft lock according to claim 1, characterized in that: Limiting bosses are provided on both sides of the linkage slider (11), and a limiting groove is opened on the inner wall of the locking tongue slot (8) at the corresponding position. The limiting bosses are embedded in the limiting grooves and slide along their length direction. Limiting blocks are provided at both ends of the limiting grooves.

8. The car steering wheel anti-theft lock according to claim 1, characterized in that: The non-clamping sections of the main locking arm (1) and the auxiliary locking arm (2) are covered with flexible silicone sleeves (18). The flexible silicone sleeves (18) are tightly attached to the surface of the metal locking arm by heat shrinking process. The thickness is 1.5 mm to 2 mm, the Shore hardness is 60A, and the surface is provided with anti-slip particles.

9. The car steering wheel anti-theft lock according to claim 1, characterized in that: The rotary lock cylinder (6) adopts a double-row pin structure with twelve independent pin groups inside, six of which are located in the upper row and six in the lower row, with the upper and lower rows of pins staggered. The tail of the rotary lock cylinder (6) is provided with anti-drilling steel balls, which are embedded in the radial holes at the tail end of the lock cylinder and pre-compressed by springs.

10. The car steering wheel anti-theft lock according to claim 1, characterized in that: The main locking arm (1) and the auxiliary locking arm (2) are arranged in a straight line when fully extended, and rotate around the axis of the telescopic adjustment mechanism to a parallel overlapping state when folded and stored.

Images