Handle lock device

Abstract

To improve attachment workability of an alarm unit mounted on a handle lock device and reduce a production load such as dimensional control.SOLUTION: A handle lock device 20 includes: a housing 50 attached to a vehicle 1 including a control device 5; a lock mechanism 21 which may be switched to a lock state in which the lock mechanism 21 prevents steering of a handle 4 of the vehicle 1 and an unlock state in which the lock mechanism 21 allows the steering; an operation unit 25 which switches the lock mechanism 21 between the lock state and the unlock state; and an alarm unit 44 which outputs an alarm. An outer wall 50e of the housing 50 is provided with an attachment part 51 for attaching the alarm 44.SELECTED DRAWING: Figure 7

Description

Technical Field

[0001] The present invention relates to a handle lock device.

Background Art

[0002] A handle lock device used for vehicles such as four-wheel automobiles, motorcycles, and motorized bicycles includes a lock mechanism that locks the handle, an operation unit that operates the lock mechanism, and a regulation mechanism that regulates the operation unit. The lock mechanism is switchable between a locked state that prevents steering of the handle and an unlocked state that allows steering. The regulation mechanism is switchable between a regulated state that makes it impossible to operate the lock mechanism by the operation unit and a regulation release state that enables the operation of the lock mechanism by the operation unit.

[0003] Patent Document 1 discloses a handle lock device using a smart lock method. In this handle lock device, an authentication unit performs key authentication with an electronic key by wireless communication. When a user carrying a legitimate electronic key enters a predetermined area near the vehicle and performs a regulation release operation on the operation unit, the control unit activates the regulation mechanism to switch to the regulation release state. On the other hand, when the user performs a regulation operation on the operation unit, the control unit activates the regulation mechanism to switch to the regulated state.

[0004] The handle lock device of Patent Document 1 includes a main body having a lock mechanism and a regulation mechanism. The housing of the control unit is attached to the main body. Further, the housing houses a control board to which a buzzer, which is one of the alarm devices, is attached. When a third party vibrates the vehicle with the intention of stealing it, the anti-theft performance of the vehicle is enhanced by outputting an alarm by the alarm device.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

[0006] In the handle lock device of Patent Document 1, after attaching the alarm to the control board, it is necessary to accommodate the control board in the housing of the control unit. Therefore, the work for mounting the alarm on the handle lock device is numerous and complicated. Moreover, since dimensional management of the housing is required, the production load increases.

[0007] An object of the present invention is to improve the workability of attaching an alarm to be mounted on a handle lock device and also reduce the production load such as dimensional management. [Means for Solving the Problems]

[0008] The present invention provides a handle lock device including: a housing attached to a vehicle; a lock mechanism housed in the housing and switchable between a locked state for preventing steering of the handle of the vehicle and an unlocked state for allowing steering of the handle; an operation unit disposed outside the housing for switching the lock mechanism between the locked state and the unlocked state; and an alarm for outputting an alarm. An attachment portion for directly attaching the alarm is provided on an outer wall of the housing.

[0009] An attachment portion for attaching the alarm is provided on the outer wall of the housing. Thus, since the alarm is directly attached to the housing, the workability of attaching the alarm can be improved. Moreover, since dimensional management between components can be easily performed, the production load can also be reduced. [Effects of the Invention]

[0010] In the present invention, the workability of attaching an alarm to be mounted on a handle lock device can be improved, and the production load such as dimensional management can also be reduced. [Brief Description of the Drawings]

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Mode for Carrying Out the Invention

[0012] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0013] Referring to FIG. 1, a handle lock device 20 according to an embodiment of the present invention is attached to a vehicle 1 and can be switched between an unlocked state (see FIG. 3) that allows steering of the handle 4 of the vehicle 1 and a locked state (see FIG. 4) that prevents steering of the handle 4. The vehicle 1 in this embodiment is a motorized bicycle. However, the vehicle 1 may be a four-wheel automobile, a motorcycle, or other automobiles.

[0014] In the attached drawings, the X direction is the longitudinal direction of the vehicle 1, the direction indicated by the arrow is the front side, and the direction opposite to the arrow is the rear side. The Y direction is the width direction of the vehicle 1. The Z direction is the height direction of the vehicle 1, the direction indicated by the arrow is the lower side, and the direction opposite to the arrow is the upper side.

[0015] Referring to FIGS. 1 to 3, the handle lock device 20 includes a lock mechanism 21, an operation knob (operation unit) 25, a regulating mechanism 30, and a rotary switch 40, which are attached to a housing 50. In the handle lock device 20 of the present embodiment, further, an alarm buzzer (alarm device) 44 and a cover 55 for anti-theft and waterproofing are attached to the housing 50.

[0016] First, referring to FIG. 1, an overview of the vehicle 1 to which the handle lock device 20 is attached will be described.

[0017] The vehicle 1 is equipped with a smart lock type locking system and an anti-theft system for anti-theft measures. This vehicle 1 includes a vehicle body frame 2, a stem 3, a handle 4, an ECU (Electronic Control Unit) 5, an authentication unit 6, a transmission / reception unit 7, an inclination sensor 8, and a separate and dedicated (regular) electronic key 10. The electronic key 10 includes a control unit 11 and a transmission / reception unit 12.

[0018] The stem 3 is rotatably attached to the vehicle body frame 2, and the handle 4 is attached to this stem 3. The handle lock device 20 is fixed by bolting to the portion of the vehicle body frame 2 that pivotally supports the stem 3. When the stem 3 is locked by the lock mechanism 21 of the handle lock device 20 so as not to be rotatable, the steering of the handle 4 is blocked. On the other hand, when the lock of the stem 3 by the lock mechanism 21 is released, the steering of the handle 4 is permitted.

[0019] The authentication unit 6 performs key authentication with the control unit 11 by wireless communication by the transmission / reception unit 7 and the transmission / reception unit 12 of the electronic key 10. When the stored regular code matches the authentication code from the electronic key 10 and the key authentication is established, the authentication unit 6 determines that it is a regular electronic key 10. On the other hand, when the stored regular code does not match the authentication code from the electronic key 10 and the key authentication fails, the authentication unit 6 determines that it is not a regular electronic key 10.

[0020] When the legitimate electronic key 10 detected by the authentication unit 6 is present within a defined area near the vehicle 1 and the ECU (control device) 5 detects a defined restriction release operation of the operation knob 25, the ECU 5 activates the restriction mechanism 30 of the steering wheel lock device 20 to enter a restriction release state (see Fig. 4) that permits rotation (operation) of the operation knob 25.

[0021] On the other hand, when the ECU 5 detects a defined restriction operation of the operation knob 25, the ECU 5 activates the restriction mechanism 30 of the steering wheel lock device 20 to enter a restriction state (see Fig. 5) that restricts rotation of the operation knob 25. In this state, when the authentication unit 6 cannot detect the presence of the legitimate electronic key 10 and the tilt sensor 8 detects a change in the degree of tilt of the vehicle body frame 2, the ECU 5 further activates the buzzer 44 of the steering wheel lock device 20 to output an alarm sound.

[0022] Next, the steering wheel lock device 20 of the present embodiment will be specifically described.

[0023] Referring to Figs. 3, 6, and 7, the steering wheel lock device 20 includes a lock mechanism 21, an operation knob 25, a restriction mechanism 30, a rotary switch 40, a buzzer 44, a housing 50, and a cover 55. The steering wheel lock device 20 is attached to the stem 3 of the vehicle 1 in a posture where the cover 55 is located on the lower side. Of course, the attachment posture of the steering wheel lock device 20 can be changed according to the vehicle 1.

[0024] The lock mechanism 21 is switchable between an unlock state shown in Fig. 3 that permits steering of the steering wheel 4 and a lock state shown in Fig. 4 that prevents steering of the steering wheel 4. The lock mechanism 21 includes a rod 22 and a lock bar 23 and is housed within the housing 50.

[0025] Referring to FIGS. 3, 4, 7, and 8, the rod 22 is rotatably supported about the rotation axis A by the housing 50 and the rotary switch 40. The rod 22 includes a generally U-shaped cam portion 22a that is bent so as to project radially outward from the rotation axis A. The direction (axial direction) in which the rotation axis A extends corresponds to the vehicle length direction (X direction).

[0026] The lock bar 23 is linearly movable in the vehicle height direction within the housing 50 by the rotation of the rod 22. The lock bar 23 includes an annular cam follower portion 23b at one end of a cylindrical bar body 23a. The rod 22 passes through the cam follower portion 23b such that the cam portion 22a is located inside thereof.

[0027] The rod 22 rotates about the rotation axis A by the rotation operation of the operation knob 25. By this rotation, the cam portion 22a presses the cam follower portion 23b, causing the lock bar 23 to linearly move in the vehicle height direction. In the unlocked state shown in FIG. 3, the cam portion 22a projects downward. As a result, the lock bar 23 moves downward, and the bar body 23a retracts into the housing 50, thereby releasing the lock of the stem 3 by the bar body 23a. In the locked state shown in FIG. 4, the cam portion 22a projects obliquely upward. As a result, the lock bar 23 moves upward, and the bar body 23a protrudes from the housing 50, thereby locking the stem 3 by the bar body 23a. A groove or hole into which the bar body 23a can be fitted is formed in the stem 3.

[0028] Referring to FIGS. 7 and 8, the operation knob 25 is an operation portion that performs an operation to switch the lock mechanism 21 to either the unlocked state shown in FIG. 3 or the locked state shown in FIG. 4. The operation knob 25 is attached to the rear end of the rod 22 in the vehicle length direction so as not to be relatively rotatable. The operation knob 25 is disposed in a state of protruding rearward in the vehicle length direction with respect to the housing 50 by the attachment of the rod 22 to the housing 50. The operation knob 25 is exposed to the outside from the cowl of the vehicle 1 and can be operated by a user who has boarded the vehicle.

[0029] The operation knob 25 is rotatable about the rotation axis A between the unlock position shown in FIGS. 2 and 3 for switching the lock mechanism 21 to the unlocked state and the lock position shown in FIG. 4 for switching the lock mechanism 21 to the locked state. The unlock position is a rotational angle position other than the lock position, and for example, a start position where the engine of the vehicle 1 can be started is an example.

[0030] The operation knob 25 includes a grip portion 25b that protrudes rearward in the vehicle length direction from the knob body 25a and extends radially when viewed from the vehicle length direction. Referring to FIGS. 2 and 3, when the operation knob 25 rotates to the unlock position, the grip portion 25b extends in the vehicle height direction. Referring to FIG. 4, when the operation knob 25 rotates to the lock position, the grip portion 25b extends in the vehicle width direction. However, the posture of the grip portion 25b at the unlock position and the lock position can be changed as necessary.

[0031] The operation knob 25 can move forward and backward in the vehicle length direction. Referring to FIGS. 6 and 8, in order to detect a pushing operation of the operation knob 25 forward in the vehicle length direction, a switch 26 and a slider 27 are arranged on the outer wall 50e of the housing 50. A lead wire 28 connected to the switch 26 is connected to the ECU 5. When the operation knob 25 rotates to the lock position shown in FIG. 4 and the operation knob 25 is pushed forward in the vehicle length direction, it is the above-described defined regulation release operation. When the operation knob 25 rotates to the unlock position shown in FIG. 3 and the operation knob 25 is pushed forward in the vehicle length direction, it is the above-described defined regulation operation. When the ECU 5 detects a regulation release operation based on the signal from the rotary switch 40 and the signal from the switch 26, it activates the regulation mechanism 30 and switches to the regulation release state shown in FIG. 4. On the other hand, when the ECU 5 detects a regulation operation based on the signal from the rotary switch 40 and the signal from the switch 26, it activates the regulation mechanism 30 and switches to the regulation state shown in FIG. 5.

[0032] Referring to FIGS. 6 to 8, the regulation mechanism 30 can be switched between a regulation state (see FIG. 5) in which the rotation of the operation knob 25 is regulated when the lock mechanism 21 is switched to the locked state, and a regulation release state (see FIG. 4) in which the regulation of the rotation of the operation knob 25 is released. The regulation mechanism 30 includes a regulation plate 31, a solenoid 33, and an actuating member 35, and is attached to the housing 50 so as to be located at an intermediate portion of the rod 22 in the vehicle length direction.

[0033] The regulation plate 31 is disposed in the housing 50 so as to be adjacent to the front side of the lock bar 23 in the vehicle length direction, and can regulate the rotation of the operation knob 25 via the rod 22. A locking projection 31a that can be engaged with and disengaged from a locking groove 22b formed in the rod 22 is formed at one end of the regulation plate 31. The locking groove 22b in the rod 22 is formed by notching a part of the circumferential direction of a circular bulging portion 22c that bulges radially outward around the rotation axis A in the vehicle length direction.

[0034] The regulation plate 31 is biased upward in FIG. 3 where the rod 22 is located by a coil spring 32. One end of the coil spring 32 abuts against the regulation plate 31. The other end of the coil spring 32 abuts against a substrate case 37 that houses the circuit board 36. The substrate case 37 is attached to the lower side of the outer wall 50e of the housing 50 in FIG. 3, that is, radially outside of the rod 22 with respect to the rod 22, so as to extend forward in the vehicle length direction from the outside of the regulation plate 31. The substrate case 37 including the circuit board 36 constitutes a part of the regulation mechanism 30.

[0035] Referring to FIG. 3, when the operation knob 25 is rotated to the unlock position, the locking projection 31a does not correspond to the locking groove 22b, and thus cannot be locked in the locking groove 22b. In this state, the regulation plate 31 abuts against the outer peripheral surface of the bulging portion 22c by the biasing force of the coil spring 32, allowing the rotation of the operation knob 25.

[0036] Referring to FIGS. 4 and 5, when the operation knob 25 is rotated to the locked position, the locking projection 31a is locked in the locking groove 22b by the biasing force of the coil spring 32 in order to correspond to the locking groove 22b. In the restricted state shown in FIG. 5, the operating member 35 is positioned directly below the restricting plate 31 and blocks the downward movement of the restricting plate 31. Therefore, since the locking state of the locking projection 31a in the locking groove 22b is maintained, the operation of the operation knob 25 via the rod 22 is blocked. On the other hand, in the restricted state release state shown in FIG. 4, the operating member 35 is adjacent to the rear side in the vehicle length direction with respect to the restricting plate 31 and allows the downward movement of the restricting plate 31. Therefore, by the rotation of the rod 22 by the operation of the operation knob 25, the locking projection 31a is pressed against the groove side wall of the locking groove 22b, and the restricting plate 31 can move downward against the biasing force of the coil spring 32. That is, the rotation of the rod 22 by the operation of the operation knob 25 is allowed.

[0037] The solenoid 33 is a drive source having a plunger 33a that can move forward and backward. The operating member 35 is attached to the tip of the plunger 33a of the solenoid 33 and is biased forward in the vehicle length direction (the restricted position shown in FIG. 5) by the biasing force of the coil spring 35a. The solenoid 33 and the operating member 35 are actuators that switch the restricting plate 31 between the restricted state shown in FIG. 5 and the restricted state release state shown in FIG. 4. However, the drive source may be an electric motor, and the actuator can be changed as necessary as long as it can switch the restricting plate 31 between the restricted state and the restricted state release state.

[0038] The solenoid 33 is attached to the lower side of the outer wall 50e of the housing 50 in FIG. 3 so as to be adjacent to the rear side in the vehicle length direction of the substrate case 37. The solenoid 33 is configured to retract the plunger 33a against the biasing force of the coil spring 35a by energization and advance the plunger 33a by the biasing force of the coil spring 35a by non-energization. The lead wire 34 connected to the solenoid 33 is connected to the circuit board 36, and the lead wire 38 connected to this circuit board 36 is connected to the ECU 5.

[0039] The actuating member 35 is adjacent to the front side in the vehicle length direction of the solenoid 33 and is disposed below the outer wall 50e of the housing 50 in FIG. 3 so as to be located above the substrate case 37 in FIG. 3. When the solenoid 33 is energized, the actuating member 35 retracts to the regulation release position shown in FIGS. 3 and 4, allowing the vertical movement of the regulation plate 31. Thereby, the rotation of the rod 22 is allowed, and the rotation of the operation knob 25 from the lock position shown in FIG. 4 to the unlock position shown in FIG. 3 is allowed. On the other hand, when the solenoid 33 is de-energized, the actuating member 35 advances to the regulation position shown in FIG. 5, restricting the downward movement of the regulation plate 31. Thereby, the rotation of the rod 22 is blocked, and the rotation of the operation knob 25 from the lock position shown in FIG. 5 to the unlock position shown in FIG. 3 is restricted.

[0040] Referring to FIGS. 3, 7, and 8, the rotary switch 40 detects the operation position (rotation angle position) of the operation knob 25 via the rod 22 and outputs a signal corresponding to the operation position to the ECU 5 via a lead wire (not shown). Thereby, the ECU 5 shown in FIG. 1 controls the in-vehicle devices of the vehicle 1.

[0041] The rotary switch 40 includes a base member 41 and a rotating member 42, is disposed at the front end in the vehicle length direction of the housing 50, and is exposed to the outside from the housing 50. The base member 41 includes fixed terminals and is fixed to the housing 50 by bolting. The rotating member 42 includes movable terminals that can contact the fixed terminals of the base member 41 and is disposed on the rear side in the vehicle length direction of the base member 41. The rotating member 42 is attached to the front end in the vehicle length direction of the rod 22 and can rotate integrally with the rod 22.

[0042] Referring to FIGS. 3, 6, and 7, the buzzer 44 is provided to output an alarm when a third party vibrates the vehicle 1 for the purpose of theft. The buzzer 44 includes a yoke 46 and a diaphragm 47 inside an exterior case 45, and is attached to the lower side of the outer wall 50e of the housing 50 in FIG. 3 so as to be adjacent to the front side in the vehicle length direction of the substrate case 37. That is, the buzzer 44 is attached so as to be adjacent to the regulation mechanism 30 including the solenoid 33 in the vehicle length direction. The lead wire 48 connected to the yoke 46 is connected to the ECU 5.

[0043] The exterior case 45 includes a cylindrical outer peripheral wall 45a arranged to extend in the vehicle length direction. When viewed from the vehicle length direction, the outer shape of the outer peripheral wall 45a is circular. However, the outer shape of the outer peripheral wall 45a may be polygonal. The rear end in the vehicle length direction of the outer peripheral wall 45a is blocked by the yoke 46. A front wall 45b is integrally provided at the front end in the vehicle length direction of the outer peripheral wall 45a. A plurality of openings 45c constituting the output portion of the buzzer 44 are provided in the front wall 45b at intervals around the axis of the outer peripheral wall 45a.

[0044] The outer peripheral wall 45a is further provided with a screwing portion 45d for fixing to the housing 50 by screwing and a band attachment portion 45e for attaching a binding band 49. The screwing portion 45d projects radially outward from the outer peripheral wall 45a. The band attachment portion 45e is provided so as to project to the side opposite to the screwing portion 45d with respect to the outer peripheral wall 45a. The screwing portion 45d and the band attachment portion 45e are arranged to project in the vehicle width direction with respect to the vehicle 1. A binding band 49 for binding the lead wire 48 is attached to the band attachment portion 45e. The buzzer 44 including the screwing portion 45d and the band attachment portion 45e is not a dedicated part for the steering lock device 20 of the present embodiment, but a general-purpose part.

[0045] Referring to FIGS. 3 and 7, the housing 50 is constituted by a cylindrical body extending in the vehicle length direction. The housing 50 is provided with a vehicle body mounting portion 50h that protrudes outward in the vehicle width direction and is attached to the vehicle body frame 2 by bolting. Further, the housing 50 is formed with a rod arrangement portion 50a for arranging the rod 22, a movable part arrangement portion 50b for arranging the lock bar 23 and the regulating plate 31, a switch arrangement portion 50c for arranging the rotary switch 40, and a bar insertion portion 50d in which the bar body 23a of the lock bar 23 is arranged to be movable forward and backward. The arrangement portions 50a to 50c and the bar insertion portion 50d communicate with each other spatially.

[0046] On the outer wall 50e of the housing 50, a solenoid mounting portion 50f and a board mounting portion 50g are further provided so as to be located outside the movable part arrangement portion 50b. The solenoid mounting portion 50f has a screw hole for screwing the solenoid 33. By attaching the solenoid 33 to the solenoid mounting portion 50f, a part of the opening of the movable part arrangement portion 50b is blocked. The board mounting portion 50g has a screw hole for screwing the board case 37 and is provided adjacent to the front side in the vehicle length direction of the solenoid mounting portion 50f. By attaching the board case 37 to the board mounting portion 50g, the remaining part of the opening of the movable part arrangement portion 50b is generally blocked.

[0047] Referring to FIGS. 6, 7, and 9, the housing 50 is provided with a buzzer mounting portion 51 for a buzzer and a positioning portion 52 for lead wires adjacent to the front side in the vehicle length direction of the board mounting portion 50g. Further, a seat portion 53 for a cover is provided in the middle portion of the housing 50 in the vehicle height direction.

[0048] The buzzer mounting portion 51 is provided for attaching the buzzer 44 to the outer wall 50e. The buzzer mounting portion 51 is provided adjacent to the front side in the vehicle length direction with respect to the regulating mechanism 30 including the solenoid 33 so as to be located on the opposite side of the operation knob 25 in the housing 50.

[0049] The buzzer mounting portion 51 includes a convex portion 51a that protrudes downward from the outer surface of the outer wall 50e in FIG. 9. The lateral width of the convex portion 51a in the vehicle width direction is smaller than the diameter of the exterior case 45 of the buzzer 44. Among the convex portion 51a, the mounting surface 51b for arranging the buzzer 44 is constituted by an arc surface along the outer shape of the exterior case 45 of the buzzer 44. When the outer shape of the exterior case 45 is polygonal, the mounting surface 51b is formed in the same polygonal shape. That is, the mounting surface 51b may have a shape along the outer shape of the exterior case 45.

[0050] The buzzer mounting portion 51 includes a fastening portion 51c corresponding to the screwing portion 45d of the buzzer 44. The fastening portion 51c is plate-shaped and protrudes radially outward (downward in the state of being mounted on the vehicle 1) from the outer wall 50e so as to be adjacent to the rear side in the vehicle length direction of the convex portion 51a and also adjacent to one side in the vehicle width direction (the left side in FIG. 9). A cylindrical portion 51d that protrudes forward in the vehicle length direction and is inserted into the through hole of the screwing portion 45d by mounting the buzzer 44 is provided in the fastening portion 51c. A screw groove is formed on the inner circumference of the cylindrical portion 51d.

[0051] When mounting the buzzer 44 on the buzzer mounting portion 51, the buzzer 44 is arranged on the convex portion 51a, and the posture of the buzzer 44 is adjusted so that the screwing portion 45d is positioned on the front side in the vehicle length direction of the fastening portion 51c. Subsequently, by pushing the buzzer 44 backward in the vehicle length direction, the cylindrical portion 51d is passed through the screwing portion 45d. In this state, a screw (fastening member) (not shown) is tightened to the cylindrical portion 51d from the front side in the vehicle length direction. Thereby, the buzzer 44 can be stably fastened to the buzzer mounting portion 51. However, the fastening of the buzzer 44 to the buzzer mounting portion 51 may be riveting, and it can be changed as necessary as long as the buzzer 44 can be fixed to the buzzer mounting portion 51 so as to be difficult to be detached.

[0052] The positioning portion 52 is provided to position the lead wire 28 of the switch 26, the lead wire 38 of the circuit board 36 to which the lead wire 34 of the solenoid 33 is connected, and the lead wire 48 connected to the buzzer 44 in a state where they are routed along the side portion of the housing 50. The positioning portion 52 is provided on the side opposite to the fastening portion 51c in the vehicle width direction with respect to the housing 50 so as to be adjacent to the convex portion 51a in the vehicle width direction.

[0053] The positioning portion 52 has an inverted L shape and includes a first portion 52a extending in the vehicle height direction and a second portion 52b extending in the vehicle width direction. The first portion 52a protrudes outward in the vehicle height direction from the portion located most outward in the vehicle width direction among the outer walls 50e of the housing 50 excluding the vehicle body mounting portion 50h. The second portion 52b protrudes laterally from the tip of the first portion 52a toward the convex portion 51a. In the vehicle height direction, the height position of the second portion 52b is lower than the height position of the mounting surface 51b of the buzzer mounting portion 51. A gap is secured between the second portion 52b and the convex portion 51a through which the lead wires 28, 38, 48 can be inserted and which can prevent the unintentional withdrawal of the lead wires 28, 38, 48.

[0054] The seat portion 53 is provided to stably attach the cover 55. The seat portion 53 is provided on the housing 50 on the rear side in the vehicle length direction with respect to the buzzer mounting portion 51. The seat portion 53 is composed of a pair of flat plates protruding outward in the vehicle width direction from both sides of the outer wall 50e. Through holes 53a for passing screws are respectively provided in the portions of the pair of seat portions 53 located on the rear side in the vehicle length direction.

[0055] The housing 50 of the present embodiment is provided with a protruding portion 54 protruding toward the rear side in the vehicle length direction. The protruding portion 54 extends in the vehicle length direction and has a semi-cylindrical shape with the lower side open in FIG. 3, and covers the upper side of the rear end portion of the rod 22 in the vehicle length direction. The lower surface of the protruding portion 54 and the lower surface of the seat portion 53 are continuous in a flush manner. Locking holes 54a for locking the cover 55 are respectively provided on both sides of the protruding portion 54 in the vehicle width direction. Each of the individual locking holes 54a penetrates in the vehicle height direction.

[0056] Referring to FIGS. 2, 3, and 6, the cover 55 has been conventionally used to prevent unauthorized operation of the handle lock device 20 and prevent theft of the vehicle 1 (anti-theft). This cover 55 also has a function of protecting (waterproofing) the solenoid 33 and the circuit board 36, which are part of the regulating mechanism 30, from splashed water when driving on a wet road surface. And, an extension portion 57 for anti-theft and waterproofing the buzzer 44 is integrally provided on the cover 55 of the present embodiment. That is, the cover 55 of the present embodiment includes a cover body 56 that covers the solenoid 33 and the circuit board 36, and an extension portion 57 that covers the buzzer 44, and these are integrally formed. This cover 55 is attached to the outside of the outer wall 50e of the housing 50 so as to cover the regulating mechanism 30 and the buzzer 44.

[0057] The cover body 56 is disposed in contact with the seat portion 53 of the housing 50. The cover body 56 includes a closing wall portion 56a, a pair of side wall portions 56b, and a rear wall portion 56c. The closing wall portion 56a is positioned at a distance below the solenoid 33 and the substrate case 37. The side wall portions 56b are respectively continuous with both side edges in the vehicle width direction of the closing wall portion 56a and protrude upward. The rear wall portion 56c is continuous with the rear side edge in the vehicle length direction of the closing wall portion 56a and protrudes upward. The rear wall portion 56c is continuous with the pair of side wall portions 56b respectively.

[0058] The rear wall portion 56c is provided with a protruding portion 56d that protrudes so as to correspond to the protruding portion 54 of the housing 50. The protruding portion 56d is semi-cylindrical with an open upper side in FIG. 3, forms a cylindrical shape together with the protruding portion 54 of the housing 50, and covers a portion of the rear end in the vehicle length direction of the rod 22.

[0059] Referring to FIGS. 2, 6, and 10, the outer shape of the cover body 56 as viewed in the vehicle height direction matches the outer shapes of the seat portion 53 and the protruding portion 54 of the housing 50. The protruding portion 56d is provided with a locking piece 56e that locks to the locking hole 54a of the housing 50. The side wall portion 56b is formed with a screw hole (not shown) that corresponds to the through hole 53a of the seat portion 53 and into which a screw is screwed.

[0060] Referring to FIGS. 2, 3, 6, and 10, the extension portion 57 is continuously provided on the front side in the vehicle length direction of the cover body 56 and surrounds the buzzer 44. The extension portion 57 includes a closing wall portion 57a, a pair of side wall portions 57b, a rear wall portion 57c, and a front wall portion 57d.

[0061] The closing wall portion 57a is located below the closing wall portion 56a of the cover body 56 and at an interval below the buzzer 44.

[0062] The side wall portions 57b are respectively continuous with both side edges in the vehicle width direction of the closing wall portion 57a and protrude upward. Both of the pair of side wall portions 57b are located at an interval outward in the width direction with respect to the pair of side wall portions 56b of the cover body 56. That is, the lateral width of the extension portion 57 in the vehicle width direction is wider than the lateral width of the cover body 56 in the vehicle width direction.

[0063] The rear wall portion 57c is continuous with the rear side edge in the vehicle length direction of the closing wall portion 57a and protrudes upward. The rear wall portion 57c is continuous with the pair of side wall portions 57b via a chamfered wall portion. The rear wall portion 57c is further continuous with the closing wall portion 56a and the pair of side wall portions 56b of the cover body 56, respectively.

[0064] The front wall portion 57d is continuous with the front side edge in the vehicle length direction of the closing wall portion 57a and protrudes upward. The front wall portion 57d is continuous with the pair of side wall portions 57b via a chamfered wall portion.

[0065] The upper ends of the pair of side wall portions 56b and the rear wall portion 56c that constitute the cover body 56, and the upper ends of the pair of side wall portions 57b, the rear wall portion 57c, and the front wall portion 57d that constitute the extension portion 57 are all located on the same plane.

[0066] The pair of side wall portions 57b of the extension portion 57 are each positioned at an interval outward in the vehicle width direction with respect to the buzzer 44. The rear wall portion 57c and the front wall portion 57d of the extension portion 57 are each positioned at an interval in the vehicle length direction with respect to the buzzer 44. That is, a space for routing the lead wires 28, 38, 48 is secured between the extension portion 57 and the buzzer 44. This space is preferably made as small as possible within a range that does not hinder the routing of the lead wires 28, 38, 48.

[0067] In the front wall portion 57d of the extension portion 57 that faces the opening 46c of the buzzer 44, two types of openings 57e, 57f are provided.

[0068] The first opening 57e is provided so that a person around can surely hear the notification sound output by the buzzer 44. The first opening 57e is provided at the lower part of the front wall portion 57d so as to correspond in the vehicle length direction to the opening 46c of the buzzer 44. When viewed from the vehicle length direction, the shape of the first opening 57e is smaller than the outer shape of the outer peripheral wall 45a of the buzzer 44. Thereby, it is prevented that the buzzer 44 is stolen through the first opening 57e. The first opening 57e of the present embodiment is semi-elliptical. Among them, the center of the semi-circular portion coincides with the axis of the outer peripheral wall 45a of the buzzer 44. However, the shape of the first opening 57e can be changed as necessary as long as at least a part thereof is smaller than the outer shape of the buzzer 44.

[0069] The second opening 57f is provided to lead the lead wires 28, 38, 48 to the outside of the cover 55. The second opening 57f is square-shaped and is provided at the upper part of the front wall portion 57d so as to be continuous with the first opening 57e. The second opening 57f extends to the upper end of the front wall portion 57d and is open. The lateral width of the second opening 57f in the vehicle width direction is wider than the lateral width of the first opening 57e in the vehicle width direction and extends to the same position as the first part 52a of the positioning portion 52. The lower edge defining the second opening 57f is located at the same height as the second part 52b of the positioning portion 52. Thereby, the lead wires 28, 38, 48 can be led out from the second opening 57f without being bent. Referring to FIG. 10, the second opening 57f has a shape symmetric with respect to the rotation axis A when viewed from the vehicle height direction. Thereby, in the present embodiment, the lead wires 28, 38, 48 are led out from the lower side in FIG. 10, but when the cover 55 is attached to a different handle lock device 20, the lead wires can also be led out from the upper side in FIG. 10.

[0070] The handle lock device 20 configured as described above has the following features.

[0071] An attachment portion 51 for attaching the buzzer 44 is provided on the outer wall 50e of the housing 50. Thereby, since the buzzer 44 is directly attached to the housing 50, the attachment workability of the buzzer 44 can be improved. Moreover, since the dimensional management between parts can be easily performed, the production load can also be reduced. Further, in a vehicle 1 equipped with the ECU 5 that controls the handle lock device 10, the warning buzzer 44 can be attached easily and surely.

[0072] The attachment portion 51 includes an attachment surface 51b along the outer shape of the buzzer 44. Therefore, the buzzer 44 can be attached to the housing 50 in a stable state without changing the outer shape of the buzzer 44 at all.

[0073] The buzzer 44 is fastened to the mounting portion 51 by screws (fastening members). More specifically, the mounting portion 51 corresponds to the screwing portion 45d of the buzzer 44 and has a plate-shaped fastening portion 51c that protrudes outward from the outer wall 50e of the housing 50. Therefore, the buzzer 44 can be attached to the housing 50 in a state where it is difficult to become detached by fastening without changing the shape of the buzzer 44 including the screwing portion 45d at all.

[0074] The mounting portion 51 is provided on the side of the housing 50 opposite to the operation knob 25. More specifically, the solenoid 33 is arranged so as to be located on the radially outer side of the rod 22 with respect to the rod 22, and the mounting portion 51 is provided adjacent to the solenoid 33 of the regulating mechanism 30 that regulates the movement of the operation knob 25 in the vehicle length direction. In this way, since the solenoid 33 and the buzzer 44 are arranged adjacent to each other in the vehicle length direction, the lead wires 38(34), 48 connected to them can be routed together. Moreover, it is possible to suppress an excessive increase in the width in the direction orthogonal to the direction in which the solenoid 33 is arranged and the mounting portion 55 is provided in the steering lock device 20. In particular, when the vehicle 1 is a motorized bicycle, by arranging the solenoid 33 and the mounting portion 55 on the lower side, an increase in the lateral width of the steering lock device 20 can be suppressed. As a result, it is effective because the stem 3 and the lead wires of a plurality of in-vehicle devices can be efficiently arranged so as to extend in the vehicle height direction within the narrow front cowl. In other words, the degree of freedom in layout when routing the lead wires of the in-vehicle devices including the steering lock device 20 in the vehicle 1 can be improved.

[0075] The housing 50 includes a positioning portion 52 that positions the lead wire 48 connected to the buzzer 44. Therefore, since the movement of the lead wire 48 in the vehicle width direction, which is the direction away from the housing 50, can be restricted, the workability of connecting to the vehicle 1 can be improved. Also, by arranging the buzzer 44 adjacent to the solenoid 33 provided in the restricting mechanism 30, the respective lead wires 38(34), 48 can be bundled and routed to one positioning portion 52. That is, since it is not necessary to separately provide the positioning portion 52 for positioning the lead wires 38, 48 with respect to the solenoid 33 and the buzzer 44, the configuration of the housing 50 can be simplified.

[0076] Note that the present invention is not limited to the configuration of the above-described embodiment, and various modifications are possible.

[0077] For example, the buzzer 44 including the buzzer mounting portion 51 may be mounted adjacent to the solenoid 33 on the rear side in the vehicle length direction, which is the operation knob 25 side. Of course, the solenoid 33 of the restricting mechanism 30 and the buzzer 44 including the buzzer mounting portion 51 may be mounted on the vehicle 1 so as to be located on the upper side or side portion of the housing 50.

[0078] The buzzer mounting portion 51 of the housing 50 is not limited to the convex portion 51a having the mounting surface 51b along the outer shape of the buzzer 44, and can be changed as necessary as long as it can arrange the buzzer 44 in a stable state. Also, the fastening structure of the buzzer 44 to the buzzer mounting portion 51 is not limited to screwing to the fastening portion 51c, and can be changed as necessary as long as it can be fastened to the housing 50 so as not to be easily detached.

[0079] Since the movement of the lead wires 28, 38, 48 can be restricted by the cover 55, the housing 50 may be configured without providing the positioning portion 52.

[0080] The handle lock device 20 of the present invention can also be used in a vehicle 1 equipped with a locking system other than the smart lock method. That is, the vehicle 1 may be a remote control lock method in which the ECU 5 operates the regulating mechanism 30 to switch the operation knob 25 between a regulated state and a regulated release state by a button operation of the regular electronic key 10. Further, the vehicle 1 may be a mechanical lock method in which the operation knob 25 is switched to the regulated release state by inserting a regular mechanical key into the key cylinder constituting the regulating mechanism 30, and the operation knob 25 is switched to the regulated state by pulling out the regular mechanical key from the key cylinder. Further, the control device for controlling the handle lock device 20 may be provided in the handle lock device 20.

Explanation of Signs

[0081] 1 Vehicle 2 Vehicle body frame 3 Stem 4 Handle 5 EUC (Control device) 6 Authentication unit 7 Transmission / reception unit 8 Tilt sensor 10 Electronic key 11 Control unit 12 Transmission / reception unit 20 Handle lock device 21 Locking mechanism 22 Rod 22a Cam portion 22b Locking groove 22c Bulging portion 23 Locking bar 23a Bar body 23b Cam follower portion 25 Operation knob (Operation unit) 25a Knob body 25b Knob portion 26 Switch 27 Slider 28 Lead wire 30 Regulating mechanism 31 Regulating plate 31a Locking convex portion 32 Coil spring 33 Solenoid (Drive Source) 33a Plunger 34 Lead Wire 35 Actuating Member 35a Coil Spring 36 Circuit Board 37 Substrate Case 38 Lead Wire 40 Rotary Switch 41 Base Member 42 Rotating Member 44 Buzzer (Alarm) 45 Exterior Case 45a Outer Peripheral Wall 45b Front Wall 45c Opening (Output Port) 45d Screwing Part 45e Band Attachment Part 46 Yoke 47 Diaphragm 48 Lead Wire 49 Binding Band 50 Housing 50a Rod Arrangement Part 50b Movable Part Arrangement Part 50c Switch Arrangement Part 50d Bar Insertion Part 50e Outer Peripheral Part 50f Solenoid Attachment Part 50g Substrate Attachment Part 50h Vehicle Body Attachment Part 51 Buzzer Attachment Part (Attachment Part) 51a Protrusion 51b Attachment Surface 51c Fastening Part 51d Cylindrical Part 52 Positioning Part 52a First Part 52b Second Part 53 Seat Part 53a Through-Hole 54 Protruding Part 54a Locking Hole 55 Cover 56 Cover Body 56a Closing Wall Part 56b Side Wall Part 56c Rear wall portion 56d Protrusion 56e Locking piece 57 Extension portion 57a Closing wall portion 57b Side wall portion 57c Rear wall portion 57d Front wall portion 57e First opening 57f Second opening A Rotation axis of the rod X Vehicle length direction (direction in which the rotation axis extends) Y Vehicle width direction Z Vehicle height direction

Claims

1. A housing attached to a vehicle, a locking mechanism housed in the housing, which is switchable between a locked state that prevents steering of the vehicle's steering wheel and an unlocked state that allows steering of the steering wheel, an operating portion disposed outside the housing for switching the locking mechanism between the locked state and the unlocked state, an alarm for outputting an alarm and a steering wheel locking device, wherein a mounting portion for directly mounting the alarm is provided on an outer wall of the housing.

2. The steering wheel locking device according to claim 1, wherein the mounting portion has a mounting surface along an outer shape of the alarm.

3. The steering wheel locking device according to claim 1 or 2, wherein the alarm is fastened to the mounting portion by a fastening member.

4. The steering wheel locking device according to claim 1 or 2, wherein the mounting portion corresponds to a screwing portion of the alarm and has a plate-shaped fastening portion protruding outward from an outer wall of the housing.

5. The steering wheel locking device according to claim 1 or 2, wherein the mounting portion is provided on a side of the housing opposite to the operating portion.

6. The locking mechanism has a rod rotatably supported, the operating portion is non-rotatably attached to one end of the rod, a regulating mechanism having a drive source is attached to the housing, and by operation of the drive source, regulation for disabling the operation of the locking mechanism by the operating portion can be released, the drive source is disposed radially outside the rod with respect to the rod, The steering wheel locking device according to claim 1 or 2, wherein the mounting portion is provided adjacent to the drive source in an axial direction of the rod.

7. The handle lock device according to claim 1 or 2, wherein the housing has a positioning portion for positioning a lead wire connected to the alarm.

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