Steering lock

Abstract

Steering lock comprising a rod (2), a housing (4) and a locking unit (6), wherein the rod (2) is guided on the housing (4) along an adjusting axis (S), wherein the locking unit (6) can be brought into a first state in which it is disengaged from the rod (2), wherein the locking unit (6) can be brought into a second state in which it engages with the rod (2) and secures the rod (2) against displacement along the adjusting axis (S), wherein the locking unit (6) has a locking element (62) with a holding section (63) on which a holding means (65) can be engaged in order to space the locking element (62) away from the rod (2) and to hold the locking unit (6) in the first state, wherein the holding medium (65) is compressed air, characterized by the fact that Two pistons (24) are fixed to the rod (2), and that the rod (2) has an engagement section (22) which is arranged between the pistons (24) on the rod (2).

Description

[0001] The present invention relates to a steering safety device, particularly for use in commercial vehicles.

[0002] Steering safety devices are known from the prior art. In particular, steering axle systems require safety devices that prevent steering movement of a trailing axle or any other actively or passively steered axle when the commercial vehicle is reversing or in the event of a hydraulic system failure. Safety or locking systems have become established, which are arranged on the moving components of the steering system and prevent steering movement mechanically or hydraulically. These locking systems are mounted externally on the steering system. The steering systems known from the prior art are not only very heavy, but they also occupy a disproportionately large share of the available installation space in the chassis area. Furthermore, they are susceptible to debris being thrown up and can become blocked by deposits during operation of the commercial vehicle, thus rendering them inoperable.

[0003] EP 0 225 773 B1, WO 89 / 07065 A1, US 2010 / 0259 023 A1, US 7 401 677 B2, EP 2 676 868 A1, EP 2 537 733A1, JP H03-57 777 A, CN 2 04 110 141 U, CN 102 372 024 A and DE 691 27 940 T2 each disclose examples of steering locking devices known in the prior art. Publications DE 197 35 844 A1, FR 2351841 A1 and DE 698 15772 T2 show pneumatically operated systems for securing transmission units.

[0004] CN 2 04 110 141 U, as a generic prior art, discloses a steering system, preferably for a crane, with a blocking unit that is actuated by a pneumatic cylinder.

[0005] The object of the present invention is to provide a steering lock which is particularly compact, enables weight savings and yet offers sufficient security against unintentional steering movements.

[0006] This problem is solved by a steering lock according to claim 1. Further advantages and features of the present invention will become apparent from the dependent claims.

[0007] According to the invention, the steering lock comprises a rod, a housing, and a locking unit, wherein the rod is guided along an actuating axis on the housing, and wherein the locking unit can be moved into a first state in which it is disengaged from the rod, and wherein the locking unit can be moved into a second state in which it engages with the rod and secures the rod against displacement relative to the actuating axis. The essential components of the steering lock—rod, housing, and locking unit—are preferably integral parts of a commercial vehicle's steering system. The rod is preferably the tie rod or steering rod of an actively or passively steered commercial vehicle wheel suspension. Within the scope of the invention, the housing is the housing of a pneumatically operated cylinder. The locking unit is preferably fixed to the housing and, in its second state, is in direct engagement with the rod.This ensures a particularly compact design for the steering lock, as it utilizes existing components of the commercial vehicle's wheel suspension and therefore requires only minimal additional installation space compared to a steering axle without a steering lock. The locking unit preferably has two states. In a first state, it is disengaged from the rod, allowing movement of the rod along an actuating axis. In a second state, the locking unit is designed to secure the rod against movement along the actuating axis. Movement of the rod along the actuating axis preferably refers to movement relative to the housing or relative to the frame of the commercial vehicle, which results in steering movement of the vehicle's wheels. In the second state, when the locking unit is engaged with the rod, steering movement of the vehicle's wheels is thus prevented.The rod is preferably guided along the steering axis on the housing, which in other words means that displacement transverse to the steering axis is preferably prevented by the housing. Advantageously, a neutral position of the rod is defined in which the rod can be held by the locking unit. The neutral position of the rod is particularly preferably the position of the rod along the steering axis when the steerable wheels of the commercial vehicle are traveling straight ahead. Advantageously, the locking unit is integrated into or on the housing in such a way that only a very small installation space is required for the locking unit. Furthermore, it is advantageous that the contact area between the locking unit and the rod is protected by the steering lock housing against the effects of dirt and similar environmental influences.

[0008] Preferably, the rod has an engagement section, and the locking unit has a locking element. In the second state of the locking unit, the locking element forms an undercut parallel to the actuating axis with the engagement section or the rod. The engagement section on the rod is preferably designed as a projection or a recess and is configured to form an undercut with a locking element of the locking unit, which acts parallel to the actuating axis. In this way, the engagement of the locking element with the engagement section of the rod in the second state of the locking unit prevents the rod from shifting parallel or along the actuating axis relative to the locking element.Preferably, the locking element is secured against displacement relative to the housing and / or relative to the fixed components of the frame of a commercial vehicle along or parallel to the steering axis. In this way, the locking element secures the rod against displacement in such a way that steering movement is prevented. Preferably, the undercut between the locking element and the engagement section acts parallel to the steering axis in both directions.

[0009] According to the invention, the locking element has a retaining section in which a retaining means can be engaged to space the locking element away from the rod and to hold the locking unit in the first state. Preferably, the retaining means is a component or a medium designed to keep the locking element away from the rod and, in particular, from the positive engagement of the locking element with the rod. Within the scope of the invention, the retaining means is compressed air. Hydraulic fluid or, for example, a piezoelectric element are not alternatives covered by the invention. As long as the retaining means is present in the steering lock in such a way that it prevents engagement between the locking element and the rod, steering movement of the commercial vehicle wheel suspension is possible.Only when the holding device is released from engagement with the holding section of the locking element by a system failure or by a controlled, intentional disconnection, for example, when the commercial vehicle is reversing, can the locking element be moved into its second state, in which it engages with the engagement section of the rod and prevents steering movement. In the case of a holding device designed as compressed air, this is in particular the drop in pressure in the compressed air. In a non-inventive embodiment, this can alternatively be, in the case of a hydraulic fluid as the holding device, the flow of the hydraulic fluid from the space corresponding to the holding section, and in the case of a piezoelectric element, the switching off of a voltage applied to the piezoelectric element. In a non-inventive embodiment, the holding device can also be part of the hydraulic system, which also controls the movement or...The steering movement of the rod within the housing is caused or carried out. The moment the hydraulic system fails and the pressure drops both in the housing and on the holding section, the locking element can automatically engage with the engagement section of the rod, thus resulting in a system failure of the hydraulic system directly leading to a locking of the steering, preferably in the neutral position.

[0010] Preferably, the locking element is displaceable along a locking axis relative to the rod and secured against displacement relative to the housing transversely to the locking axis, the locking axis being transverse to the adjusting axis. Particularly preferably, the locking unit has a guide for the locking element, which allows displacement of the locking element relative to the other components of the locking unit only along a locking axis. The locking axis is preferably oriented transversely to the adjusting axis. Most preferably, the locking axis is oriented exactly perpendicular or orthogonal to the adjusting axis. It is understood that the geometry of the locking unit, which prevents displacement of the locking element transversely to the locking axis, also absorbs the force transmitted from the rod to the locking element parallel to or along the adjusting axis.Particularly preferably, a suitable guide geometry of the steering lock housing can also prevent displacement of the locking element along the actuating axis or transversely to the locking axis. In this preferred case, part of the locking unit is preferably integrally formed with the housing.

[0011] Preferably, the locking unit comprises a locking carrier which can be fixed to or is fixed to the housing. A restoring element engages the locking carrier, which, upon release, moves the locking unit into the second state. Particularly preferably, the locking carrier of the locking unit guides the locking element. Furthermore, the locking carrier preferably has a geometry against which a restoring element can be supported to exert a restoring force on the locking element, which moves the locking element into the second state. Particularly preferably, the restoring element is thus pre-tensioned in the first state of the locking unit. The force ratio between the previously described holding element and the restoring element thus ensures that the locking element is moved into either the first or the second state. The restoring element can preferably be compressed air or an elastically deformable body.The advantage of a compressed air system is that, via a control system, force can be applied to the locking element precisely and only at selected times to move it into the second position. This can be achieved with sufficient safety using a compressed air circuit that operates independently of the steering hydraulics. The elastic element used is primarily metallic springs, such as leaf springs or coil springs, or springs made of a highly deformable rubber material. The advantage of using a simple, elastically deformable element is that no additional hydraulic or compressed air system needs to be provided and controlled, making the steering lock simple, cost-effective, and safe.

[0012] Preferably, the locking unit enters its second state when the force transmitted by the restoring means to the locking element exceeds the force transmitted by the holding means to the locking element. It is particularly preferred that the restoring means acts on the locking element with a constant restoring force or preload force, and only when the force of the holding means decreases does the force of the restoring means become so dominant that the locking element is displaced towards the rod, thus bringing the locking unit into its second state.It is preferred that the restoring means is designed such that the force it can apply is sufficient to keep the locking element in positive engagement with the rod, but on the other hand is small enough to be neutralized by the holding means in such a way that the locking element is kept out of engagement with the rod when steering movements of the rod are desired.

[0013] The locking device preferably comprises a locking housing and a cover. The locking housing can be part of a pneumatic cylinder, with the locking element simultaneously having a piston that is preferably pressed away from the rod by air pressure. The return element preferably acts on the side of the locking element opposite the compressed air and is supported by the locking housing and / or the cover of the locking device. Designing the locking device as a locking housing and cover allows for particularly simple assembly, since all moving parts, such as the locking element and return element, can first be inserted into the locking housing, and then the cover can be placed on top and secured to the locking housing by positive, force, and / or material locking. Particularly preferably, the locking housing can be formed integrally with the steering lock housing.

[0014] Preferably, the locking bracket can be attached to the housing via a thread and / or by a material-fit connection. As an alternative to the one-piece formation of the locking bracket with the steering lock housing, it is preferred that the locking unit can be pre-assembled as a separate assembly and that the locking bracket of the locking unit can then be attached to the housing via a thread. Alternatively or additionally to the positive-locking and force-fit attachment of the locking bracket to the steering lock housing, the locking bracket can also be welded to the steering lock housing. The advantage of a welded connection is the more stable attachment of the locking unit to the housing. The disadvantage of a welded connection compared to attachment by a thread or other positive-lock connection is the lack of disassembly capability.

[0015] Alternatively, and preferably, the locking carrier is formed integrally with the housing, at least in sections. Particularly preferred is the cylindrical portion of the locking carrier formed integrally with the housing. The cylindrical portion of the locking carrier is preferably manufactured as a single casting together with the steering lock housing. This allows for particularly simple assembly of the steering lock, as only a few components need to be assembled. Furthermore, the strength of the connection between the locking unit and the housing is advantageously much greater than if the locking housing were screwed into the steering lock housing. In particular, there is no risk of the locking carrier, and thus the locking unit, becoming detached from the housing due to vibrations at the steering lock.In this embodiment, it is preferred that the cover of the locking housing can be screwed into the locking housing, which is integrally connected to the steering lock housing. The resetting element preferably rests against the cover. In this way, the assembly sequence can be as follows: first, the locking element is inserted into the locking housing, then the resetting element, and finally the cover can be screwed onto the locking housing, thereby pre-tensioning the resetting element against the locking element.

[0016] In a further preferred embodiment, the engagement section is designed as a recess, preferably having a chamfered area and being inclined to the actuating axis. The engagement section of the rod is preferably designed as a recess, which in a first embodiment expediently includes a rotationally symmetrical engagement section. Alternatively, and preferably, the engagement section can be provided only on one side of the rod. In this case, the rod is particularly secured against rotation about the actuating axis. Furthermore, and more preferably, the engagement section has a chamfered area, which in other words is a chamfer of the engagement section. This chamfered area facilitates the sliding of the rod into a secured position when the locking unit is in its second state.In particular, if the second state of the locking unit is triggered when the steering of the commercial vehicle is not yet in the neutral position, the locking unit, especially the locking element, will initially come to rest on a section of the rod that lies outside the engagement section. To ensure that, as the rod continues to move along the steering axis in the direction in which the neutral position is reached, the locking element can easily engage with the engagement section, a chamfered area is provided to allow the locking element to gradually slide into the engagement section. The chamfered area is preferably positioned at an angle of approximately 20 to 70° to the steering axis, as seen in a sectional view parallel to the steering axis or in a side view orthogonal to the steering axis.

[0017] Preferably, the engagement section has a locking area, which is at least partially perpendicular to the actuating axis. The actuating area serves, in particular, to keep the locking element engaged with the engagement section. For this purpose, the locking area preferably has two flanks oriented essentially perpendicular to the actuating axis, which form an undercut with the locking element and prevent the locking element from being disengaged from the engagement section simply by moving the rod along the actuating axis with a high force. The locking area of ​​the engagement section thus ensures that the locking element can be actively disengaged from the engagement section of the rod by applying a force that counteracts the force of the restoring element.In particular, the blocking area of ​​the engagement section in the side view or in the section view is preferably formed in a substantially rectangular shape.

[0018] The housing is preferably designed as a hydraulic cylinder, wherein a piston can be fixed to the rod, which is hydraulically or pneumatically operated and transmits a force along the actuating axis to the rod. Particularly preferably, the steering lock housing is not only designed as a guide for the rod, but is also simultaneously designed as a hydraulic cylinder, wherein the rod has a piston that interacts with the hydraulic cylinder. In this way, the function of a hydraulic cylinder can be integrated with the function of a steering lock within the scope of the present invention. This particularly reduces the installation space required and the weight of the commercial vehicle's chassis.

[0019] In a first preferred embodiment, two pistons are fixed to the rod, with the engagement section located between the pistons on the rod. Particularly preferably, the hydraulic cylinder thus has two chambers, each spatially separated from one another by two pistons, with the engagement section, and therefore also the area in which the locking unit projects into the housing of the hydraulic cylinder, being provided in a region between the two pistons. The advantage of this embodiment is that the area in which the locking unit engages with the rod can be kept free of hydraulic fluid, since the two pistons each seal the engagement area of ​​the rod against hydraulic fluid. It is understood that compressed air can also be used as an alternative to hydraulic fluid in the embodiment described here.

[0020] Particularly preferably, the housing has two ports through which a fluid can be drawn into and discharged from the housing. The housing, designed as a hydraulic or pneumatic cylinder, is thus configured as a double-acting cylinder. In other words, this means that the housing, designed as a double-acting cylinder, can transmit a force to the rod in the two possible directions along the actuating axis by pressing on one of the two chambers.

[0021] In a non-inventive embodiment, the rod has only one piston, which allows for savings in installation space and weight at the steering lock. However, this requires improved seals of the locking unit to prevent the ingress of compressed air or hydraulic fluid from the housing.

[0022] Preferably, the rod is the tie rod of a steering system, with the locking unit engaging directly on the rod in its second state. In other words, no additional components are required on the rod or on the housing of a steering cylinder of a commercial vehicle to achieve appropriate protection against steering movements in the event of system failure or when the commercial vehicle is reversing. This approach can, in particular, reduce weight and installation space requirements.

[0023] Further advantages and embodiments of the present invention will become apparent from the following description with reference to the accompanying figures. It is understood that embodiments disclosed in only one of the figures or in one of the embodiments may also be used in other embodiments, unless this is excluded due to technical reasons or explicitly excluded. The figures show: Fig. 1 a partially cutaway view of a first embodiment of the steering lock according to the invention, Fig. 2 a view of the in Fig. 1 shown embodiment of the steering lock in the second state, Fig. 3 a partially cutaway view of another embodiment of the steering lock (not according to the invention), Fig. 4 a view of a preferred embodiment of the rod according to the invention, and Fig. 5 Sectional view of another preferred embodiment of the steering lock according to the invention.

[0024] At the in Fig. In the preferred embodiment of the steering lock shown in Figure 1, a rod 2 is guided displaceably along an actuating axis S in a housing 4. The rod 2 preferably has two pistons 24, which are provided with seals and can slide fluid-tight in the cavity formed by the housing 4 along the actuating axis S. The housing 4 preferably has two ports 42 through which a pressure medium, for example hydraulic fluid or compressed air, can be introduced into and discharged from the pressure chambers located to the right or left of the pistons 24, respectively. The ports 42 are spaced apart from each other and preferably arranged near the end walls of the housing 4. The housing 4 and the rod 2 with the pistons 24 are thus designed as a double-acting hydraulic cylinder. Stops for the piston(s) 24 are provided adjacent to the ports 42 to prevent them from moving past the ports 42. These stops are, however, in Fig. 2 and Fig. 3, not explicitly mentioned, are preferably also present in the embodiments shown there. A locking unit 6 is preferably fixed to the housing 4. The locking unit 6 comprises a locking carrier 64 and a locking element 62. The locking element 62 is guided in the locking carrier 64 such that it can only move along a locking axis B. On its side facing away from the rod 2, the locking element 62 has a retaining section 63, on one side of which a restoring means 66 engages and on the other side of which a retaining means is provided. Preferably, the retaining means 65 is compressed air, which has been filled into the pressure chamber of the locking carrier 64, which is designed as a cylinder. Alternatively, the retaining means 65 can also be a piezoelectric element, as in Fig. 3 shown to be trained. Fig. Figure 1 shows the locking unit 6 in its first state, in which the locking element 62 is disengaged from the rod 2, in particular from the engagement section 22 of the rod 2. In this first state of the locking unit 6, the force transmitted by the holding means 65 to the holding section 63 exceeds the force transmitted by the restoring means 66 to the holding section 63. Figure 1 further shows Fig. 1, that the engagement section 22 of the rod 2 has two chamfered areas 22a. The chamfered areas 22a preferably correspond to the locking element 62 in such a way that the locking element can be more easily brought into positive engagement with the engagement section 22 by displacing the rod 2 along the actuating axis S. To assist the return of the rod 2 to the neutral position, two spring elements 9 are preferably provided, each arranged between one side of the piston 24 and the end wall of the housing 4. The spring elements 9 each generate a force acting along the actuating axis S, which moves the piston 24 ( Fig. 3) or the pistons 24 ( Fig. 1, Fig. 2 and Fig. 5) pre-tensioned in the direction of the neutral position of rod 2. The spring elements 9 are only in Fig. 1 shown, but are also advantageous in the embodiments of Fig. 2, Fig. 3 and Fig. 5 between the housing 4 and the piston(s) 24. The spring elements 9 support the return of the rod 2 to the neutral position relative to the housing 4 and thus ensure for all embodiments within the scope of the present invention that in the event of a system failure, the steering is quickly returned to the straight-ahead driving position, in which the locking unit 6 then secures the rod 2.

[0025] Fig. 2 shows one of the in Fig. A similar embodiment of the steering lock to that shown in 1, wherein the locking unit 6 is in its second position. Furthermore, in the embodiment shown in Fig. 2 embodiment shown, in contrast to the one in Fig. In the variant shown in Figure 1, the locking carrier 64 is largely formed in one piece with the housing 4. Only the cover 67 is screwed on after the insertion of the locking element 62 and the return means 66, which simplifies assembly and ensures high stability of the interface between the housing 4 and the locking unit 6. It is understood that both the one-piece and the multi-part design of this interface can be used in all other variants of the invention shown here. In the second position of the locking unit 6, the locking element 62 engages with the engagement section 22 of the rod 2. In this case, compared to the one shown in Figure 1, the locking element 62 is formed in the second position of the locking unit 64. Fig. In the first state shown in Figure 1, the locking element 62 is displaced along the locking axis B in the direction of the rod 2 and now rests on the rod 2 in the engagement section 22. In this state, the force applied by the holding means 65 is preferably less than the force of the restoring means 66. The holding means 65 is preferably coupled to the hydraulic or compressed air system of the entire steering system of the commercial vehicle, so that in the event of a system failure in the hydraulic or compressed air system of the commercial vehicle, the pressure in the holding means 65 automatically drops, so that the restoring force of the restoring means 66 exceeds the force applied by the holding means 65 and finally displaces the locking element 62 such that the locking unit 6 is moved into the second state. In the state shown in Figure 1, the locking element 62 is displaced in such a way that the locking unit 6 is moved into the second state. Fig. In the second state shown in Figure 2, a displacement movement of the rod 2 along the adjusting axis S relative to the housing 4 and the locking unit 6 is no longer possible. To return the steering lock to the position shown in Figure 2, the rod 2 must be moved along the actuating axis S relative to the housing 4 and the locking unit 6. Fig. To return to the first state shown in 1, the pressure of the holding means 65 must be increased so that the force of the holding means 65 exceeds the restoring force of the restoring means 66 and finally the locking element 62 can be disengaged from the rod 2.

[0026] Fig. Figure 3 shows a non-inventive embodiment in which the rod 2 has only one piston 24. In this embodiment, the freedom of movement of the rod 2 along the actuating axis S within the housing 4 is limited by stops, so that, in particular, the engagement section 22 cannot reach the left wall area of ​​the housing. In this case, the tightness of the connection between the housing 4 and the rod 2 would no longer be guaranteed. In the Fig. The embodiment shown in 3 (not according to the invention) is compared to the embodiments shown in Fig. 1 and Fig. In the two embodiments shown, a significantly smaller installation space is required for the steering lock. Preferably, the [device] shown in Fig. 3 (not according to the invention) the blocking carrier 64 shown is essentially formed in one piece with the housing 4 of the steering lock, as shown in Fig. Figure 2 shows that the holding element 65, designed as a piezoelectric element, preferably expands when a voltage is applied, holding the locking element 62 in the first position. If the voltage falls below a certain value, the piezoelectric element contracts and the restoring element 66 moves the locking element 62 into the second position. Preferably, instead of the holding element 65 designed as a piezoelectric element, a pressurized fluid can be used, as shown in Figure 2. Fig. 1 and Fig. 2 is revealed.

[0027] Fig. Figure 4 shows a preferred embodiment of the rod 2, wherein the engagement section 22 of the rod 2 has chamfered areas 22a and a locking area 22b. Alternatively, the engagement section 22 can also have only a locking area 22b and no chamfered areas 22a. The purpose of the locking area 22b is, in particular, to securely hold the locking element shown in dashed lines in the second position, so that the rod is secured with a high degree of certainty against displacement relative to or along the steering axis S. In order to allow a steering movement of the rod 2 again, the locking element 62 must be disengaged along the locking axis B from the engagement section 22, in particular from the locking area 22b of the engagement section 22.

[0028] Fig. Figure 5 shows another preferred embodiment of the steering lock, in which the rod 2 is advantageously designed in multiple parts. The multi-part rod 2 is easier to assemble, with the two outer rod sections, which have a mounting geometry for securing them to the steering knuckles of the commercial vehicle's wheels, being particularly preferably screwed into the inner rod section, which comprises the engagement section 22 and the pistons 24. Furthermore, the rod 2 has a guide section 25 into which a guide element 44 engages to secure the rod 2 against rotation about the actuating axis S relative to the housing 4. The guide element 44 and the corresponding guide section 25 can also be used in the embodiments of the Fig. 1-4 should be preferred. In the case of the Fig. In the preferred embodiment shown in Figure 5, the guide element 44 is a threaded pin which engages in the guide section 25 designed as a longitudinal groove. The anti-rotation device for the rod 2 ensures, particularly in the embodiments shown in Figure 5, that the rod 2 is not subject to rotation. Fig. 4 and Fig. 5, in which the engagement section 22 is not rotationally symmetrical about the actuating axis S, the always correct alignment of the rod 2 to the housing 4 and the locking unit 6 attached to it. Reference symbol list: 2 poles 4 cases 6 blocking unit 9 spring element 22 Intervention section 22a Phase area 22b Restricted area 24 pistons 25 Leadership section 42 connection 44 Guide element 62 Blocking element 63 Stop section 64 blocking carriers 65 Holding devices 66 reserve funds 67 lids B Blocking axle S actuator

Claims

[1] Steering lock comprising a rod (2), a housing (4) and a locking unit (6), wherein the rod (2) is guided on the housing (4) along an adjusting axis (S), wherein the locking unit (6) can be brought into a first state in which it is disengaged from the rod (2), wherein the locking unit (6) can be brought into a second state in which it engages with the rod (2) and secures the rod (2) against displacement along the adjusting axis (S), wherein the locking unit (6) has a locking element (62) with a holding section (63) on which a holding means (65) can be engaged in order to space the locking element (62) away from the rod (2) and to hold the locking unit (6) in the first state, wherein the holding medium (65) is compressed air, characterized by , that Two pistons (24) are fixed to the rod (2), and that the rod (2) has an engagement section (22) which is arranged between the pistons (24) on the rod (2). [2] Steering lock according to claim 1, wherein in the second state of the locking unit (6) the locking element (62) forms an undercut parallel to the actuating axis (S) with the engagement section (22). [3] Steering lock according to one of the preceding claims, wherein the locking element (62) is displaceable along a locking axis (B) relative to the rod (2) and is secured against displacement relative to the housing (4) transversely to the locking axis (B), where the blocking axis (B) is perpendicular to the adjusting axis (S). [4] Steering lock according to one of the preceding claims, wherein the blocking unit (6) has a blocking carrier (64) which is fixed to the housing (4), wherein a restoring means (66) acts on the blocking carrier (64), which, upon relaxation, puts the blocking unit (6) into the second state. [5] Steering lock according to claim 4, wherein the locking unit (6) enters the second state when the force transmitted by the restoring means (66) to the locking element (62) exceeds the force transmitted by the holding means (65) to the locking element (62). [6] Steering lock according to claim 4 or 5, wherein the locking carrier (64) has a locking housing and a cover (67). [7] Steering lock according to one of claims 4 or 5, wherein the locking carrier (64) can be fixed to the housing (4) via a thread and / or by a material connection. [8] Steering lock according to one of claims 4 or 5, wherein the locking carrier (64) is formed at least partially integrally with the housing (4). [9] Steering lock according to claim 2, wherein the intervention section (22) is designed as a return step, wherein the engagement section (22) has a chamfered area (22a), and wherein the chamfered area (22a) is inclined to the positioning axis (S). [10] Steering lock according to one of the preceding claims, wherein the rod (2) is the tie rod of a steering system, and wherein the locking unit (6) in its second state engages directly on the rod (2).

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