Steering wheel lock device

Abstract

This prevents unintended unlocking and improves the vehicle's theft resistance. [Solution] The handle lock device 20 includes a rotatable and pushable operating knob 26, a joint 27 that moves integrally with the operating knob 26, a contact holder 32 that rotates integrally with the joint 27, a positioning mechanism 33 for positioning the contact holder 32, a locking member 38 that moves via the joint 27 by the rotation of the operating knob 26, and a coil spring 41 that biases the locking member 38 to the disengaged position. The contact holder 32 is disengaged from the joint 27 by the pushing operation of the operating knob 26, and engages with the joint 27 by not pushing the operating knob 26. Between the joint 27 and the locking member 38, rotation restricting parts 27d and 40g are provided to restrict the rotation of the joint 27 when the operating knob 26 is in the locked position 22c.

Description

Technical Field

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

Background Art

[0002] The handle lock device disclosed in Patent Document 1 can be switched between a locked state where the handle cannot be rotated via a steering shaft, an on state where the vehicle engine can be started, and an off state where the handle can be rotated and the engine cannot be started. These state switches are performed by rotating a mechanical key inserted into the key hole to the lock position, the on position, and the off position.

[0003] The handle lock device of Patent Document 1 includes a key cylinder including a key hole into which a mechanical key is inserted, a joint for advancing and retreating a lock member, and a contact holder for switching the energization state of the vehicle in a housing. The key cylinder and the joint are provided so as not to be relatively rotatable and are movable in the axial direction of the rotation axis of the mechanical key (operated member) including the key cylinder. The joint and the contact holder can be switched between a relatively non-rotatable engaged state and a relatively rotatable non-engaged state. The engaged state is achieved only when the operated member is pushed in the axial direction of the rotation axis, and the joint and the contact holder rotate integrally by the rotation operation of the operated member. On the other hand, the non-engaged state is achieved by pushing the operated member in the axial direction of the rotation axis, and the joint rotates integrally by the rotation operation of the operated member, but the contact holder does not rotate.

[0004] The steering wheel lock device described in Patent Document 1 includes a biasing member that biases the locking member to an unengaged position within the housing to prevent the steering wheel from locking while driving. The steering wheel lock device also includes a positioning mechanism that positions the joint and contact holder, including the operated member, to the locked position, the on position, and the off position. The positioning mechanism includes a spring and a ball arranged in the contact holder, and a recess into which the ball can be fitted. The resistance force generated between the ball and the recess by the biasing force of the spring, that is, the resistance force that suppresses the rotation of the contact holder, is greater than the biasing force of the biasing member of the locking member. This suppresses the rotation of the contact holder, including the joint, when the operated member is not being operated. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] Taiwan Utility Model No. 340496 [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] In the door handle device of Patent Document 1, the engagement between the joint and the contact holder is released by pushing in the member to be operated. In this state, the resistance force from the positioning mechanism of the contact holder does not contribute to the joint, so the joint becomes rotatable relative to the contact holder. Therefore, if a user contacts the member to be operated in a way that pushes it in while the handle lock device is locked, the handle lock device may unintentionally become unlocked, and thus there is room for improvement in the anti-theft properties of the handle lock device of Patent Document 1.

[0007] The present invention aims to improve the vehicle's theft resistance by suppressing unintended unlocking of the steering wheel lock device. [Means for solving the problem]

[0008] The present invention comprises a rotatable and pushable operated member, a joint that moves coaxially and integrally with the operated member, a contact holder that rotates coaxially and integrally with the joint by engagement with the joint, a positioning part that positions the contact holder when the operated member is rotated to at least the locked position, an engagement position that engages with the steering shaft to lock the steering wheel of a vehicle, and an unengaged position that disengages from the steering shaft and unlocks the steering wheel, wherein the rotation of the operated member to the locked position causes the joint to A handle lock device is provided, comprising a locking member that moves to the engagement position by rotation and a biasing member that biases the locking member to the disengaged position, wherein the contact holder engages with the joint in the disengaged position when the operated member is not being pushed in, and the engagement with the joint is released when the joint moves to the pushed position due to the operated member being pushed in, and a rotation restricting part is provided between the joint and the locking member to restrict the rotation of the joint when the operated member is in the locked position.

[0009] A rotation restricting portion is provided between the joint and the locking member, which restricts the rotation of the joint when the operated member is in the locked position. As a result, even if a user contacts the operated member in a way that pushes it when the steering wheel lock device is locked, the rotation restricting portion can restrict the rotation of the joint. Consequently, the locking member can be maintained in the engaged position by the joint, thereby preventing unintended unlocking of the steering wheel lock device and improving the vehicle's anti-theft capabilities.

[0010] The engagement between the joint and the contact holder is released when the operated member is pushed in, causing the joint to move to the pushed-in position. Therefore, when the operated member is rotated in this state, the joint rotates relative to the contact holder, while the contact holder does not rotate. This reduces the frequency of rotation of the contact holder, thereby suppressing wear on the positioning part. [Effects of the Invention]

[0011] In the present invention, it is possible to suppress an unintentional unlocking of the steering lock device and improve the anti-theft performance of the vehicle.

Brief Description of the Drawings

[0012] [Figure 1] Block diagram of a vehicle equipped with a steering lock device according to a first embodiment of the present invention. [Figure 2] Front view of the steering lock device according to the first embodiment. [Figure 3] Cross-sectional view taken along line III-III of FIG. 2. [Figure 4] Cross-sectional view similar to FIG. 2 of the steering lock device with the operation knob pushed in. [Figure 5] Cross-sectional view similar to FIG. 2 of the steering lock device in the locked state. [Figure 6] Perspective view of the switching mechanism of the steering lock device as viewed from the front side. [Figure 7] Perspective view of the switching mechanism of the steering lock device as viewed from the back side. [Figure 8] Exploded perspective view of the switching mechanism as viewed from the front side. [Figure 9] Exploded perspective view of the switching mechanism as viewed from the back side. [Figure 10] Exploded perspective view of the joint and the lock member. [Figure 11] Rear view of the joint and the lock bolt when the operation knob is in the off position. [Figure 12A] Left side view of FIG. 11. [Figure 12B] Plan view of FIG. 12A. [Figure 13A] Left side view of the joint and the lock bolt when the operation knob is pushed in. [Figure 13B] Plan view of FIG. 13A. [Figure 14] Rear view of the joint and the lock bolt when the operation knob is in the lock position. [Figure 15A] Left side view of FIG. 14. [Figure 15B]Plan view of FIG. 15A [Figure 16A] Left side view of the joint and the lock bolt when the pushing operation of the operation knob in the lock position is released [Figure 16B] Plan view of FIG. 16A [Figure 17] Rear view of the joint and the lock bolt when a turning force toward the off position side is applied to the operation knob in the lock position [Figure 18] Cross-sectional view of the handle lock device according to the second embodiment

Mode for Carrying Out the Invention

[0013] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0014] (First Embodiment) Referring to FIG. 1, a handle lock device 20 according to a first embodiment of the present invention is attached to a vehicle 1 and can be switched between an unlock state (see FIG. 3) that permits steering of a handle 3 and a lock state (see FIG. 5) that restricts steering of the handle 3. The vehicle 1 in the present embodiment is a motorized bicycle (two-wheeler). The vehicle 1 may be a motorcycle, a four-wheeled automobile, or other automobiles.

[0015] In the attached drawings, the X direction is the vehicle length 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 vehicle width direction of the vehicle 1, and the Z direction is the vehicle height direction of the vehicle 1.

[0016] Referring to FIGS. 1 and 3, the handle lock device 20 includes a switching mechanism 25 and a regulating mechanism 50 attached to a housing 22. The switching mechanism 25 includes an operation knob 26, a joint 27, a rotary switch 30, a lock member 38, a lid lever 43, and a seat lever 45. The regulating mechanism 50 includes a solenoid 51 and a regulating lever 52, and regulates the rotation of the operation knob 26 as in the prior art.

[0017] First, we will describe the general layout of the vehicle 1 to which the steering wheel lock device 20 is installed, referring to Figure 1.

[0018] Vehicle 1 is equipped with a smart lock system. Vehicle 1 comprises a steering shaft 2, a steering wheel 3, a lid 4, a seat 5, an ECU (Electronic Control Unit) 6, an authentication unit 7, a transceiver unit 8, an engine 9, and a separate and dedicated (official) electronic key 15. The electronic key 15 comprises a control unit 16 and a transceiver unit 17.

[0019] The steering shaft 2 is rotatably mounted to the vehicle frame (not shown). The steering wheel 3 is fixed immovably to the steering shaft 2. A steering wheel lock device 20 is bolted to the part of the vehicle frame that pivots around the steering shaft 2. By rotating the operating knob 26 of the steering wheel lock device 20, a locking member 38 is activated and engages with the steering shaft 2, thereby locking the steering wheel 3 so that it cannot be rotated (see Figure 5). Conversely, by rotating the operating knob 26, the lock on the steering wheel 3 is released by disengaging the locking member 38 from the steering shaft 2 (see Figure 3).

[0020] Lid 4 is configured to allow the vehicle 1 to open and close a gasoline receiving section (not shown) for refueling. The receiving section may be configured to receive liquid fuel such as diesel fuel, gaseous fuel such as hydrogen and LPG, or electricity. Lid 4 is opened by operating the lid lever 43 through the operation of the operating knob 26 of the steering lock device 20. Lid 4 is closed by a direct closing operation by the user.

[0021] Seat 5 is configured for the user to sit on while the vehicle 1 is in motion. Seat 5 also has the function of closing the storage compartment (not shown) of the vehicle 1 so that it can be opened. Seat 5 is opened by operating the seat lever 45 by operating the operating knob 26 of the steering lock device 20. Seat 5 is closed by a direct closing operation by the user.

[0022] The ECU (control unit) 6 activates the restricting mechanism 50 of the steering lock device 20 according to the detection status of the legitimate electronic key 15 by the authentication unit 7, switching the operating knob 26 between a restricted state where it cannot be operated and a restricted state where it can be operated. The authentication unit 7 performs key authentication by wirelessly communicating between the transmitting / receiving unit 8 and the transmitting / receiving unit 17 of the electronic key 15 within a defined detection area around the vehicle 1. If the stored legitimate code matches the authentication code received from the electronic key 15 and key authentication is successful, the authentication unit 7 determines that the legitimate electronic key 15 is within the detection area. On the other hand, if the authentication unit 7 cannot receive an authentication code from the electronic key 15, or if the stored legitimate code does not match the authentication code received from the electronic key 15 and key authentication is unsuccessful, the authentication unit 7 determines that the legitimate electronic key 15 is not within the detection area.

[0023] When key authentication is successful, the ECU 6 activates the solenoid 51 of the restricting mechanism 50, releasing the restriction on the operating knob 26 by the restricting lever 52 and allowing the operating knob 26 to rotate (see Figure 3). On the other hand, when the engine 9 is stopped and key authentication is unsuccessful, the ECU 6 activates the solenoid 51 of the restricting mechanism 50, restricting the rotation of the operating knob 26 by the restricting lever 52 (see Figure 5). For example, if a user carrying the legitimate electronic key 15 leaves the vehicle 1 and wireless communication becomes impossible, the key authentication status changes from successful to unsuccessful. The ECU 6 may also be configured to activate the restricting mechanism 50 by detecting not only key authentication but also operation of the operating knob 26 (e.g., pressing operation) via a switch (not shown).

[0024] Next, the configuration of the switching mechanism 25 of the steering lock device 20 will be explained in detail.

[0025] Referring to Figures 1 to 3, the operating knob 26, joint 27, and rotary switch 30 of the switching mechanism 25 are arranged in this order in series within the housing 22 from the rear to the front in the vehicle length direction. The locking member 38, lid lever 43, and seat lever 45 are located in the middle portion of the joint 27.

[0026] Referring to Figure 3 in conjunction with Figure 2, the operating knob 26 is an operable member that is attached to the rear side of the housing 22 in the vehicle length direction and is exposed to the outside, allowing operation by the user. When viewed from the vehicle length direction, the operating knob 26 comprises a cylindrical knob body 26a and a plate-shaped grip 26b that protrudes radially from the knob body 26a toward the rear side in the vehicle length direction.

[0027] In this embodiment, the operating knob 26 can be switched between four states via the joint 27 by the user. The first is to rotate the rotary switch 30 to switch the engine 9 (see Figure 1) between an energized state that allows it to be started and an unenergized state that does not allow it to be started. The second is to move the locking member 38 between an unengaged position (see Figure 3) and an engaged position (see Figure 5) to switch the handle 3 between an unlocked state and a locked state. The third is to rotate the lid lever 43 to switch the lid 4 (see Figure 1) from a closed state to an open state. The fourth is to rotate the seat lever 45 to switch the seat 5 (see Figure 1) from a closed state to an open state. To enable these switches, the operating knob 26 is mounted to the housing 22 so as to be able to move forward and backward and rotate integrally with the joint 27.

[0028] Specifically, the operating knob 26 is mounted to the housing 22 so as to be movable along an axis (rotation axis) A extending in the vehicle length direction, between a non-retracted position (see Figure 3) and a retracted position (see Figure 4). The operating knob 26 is biased to the non-retracted position by a coil spring 28 via a joint 27.

[0029] As is most clearly shown in Figure 2, the operating knob 26 is mounted on the housing 22 so as to be rotatable around axis A between the ON position 22b and the locked position 22c, via the OFF position (initial position) 22a and the seat position 22e. In this embodiment, the lid position 22d for opening the lid 4 (see Figure 1) is set to the same rotation angle as the ON position 22b. However, the lid position 22d may be set to a different rotation angle than the ON position 22b.

[0030] The four types of switching operations using the operating knob 26 are set as follows: For the on and off operations to switch the energized state of the rotary switch 30, the operating knob 26 is rotated so that the knob 26b is on the on position 22b or other than the on position 22b, without pressing the operating knob 26 (see Figure 3). For the lock and unlock operations to switch the engaged state of the locking member 38, the operating knob 26 is rotated so that the knob 26b is on the locked position 22c or other than the locked position 22c, while the operating knob 26 is pressed (see Figure 4). For the lid operation to switch the lid 4 to the open state, the operating knob 26 is rotated so that the knob 26b is on the lid position 22d, while the operating knob 26 is pressed (see Figure 4). In the operation to switch the seat 5 to the open position, the operating knob 26 is rotated so that the tab 26b is positioned on the seat position 22e, without pressing the operating knob 26 (see Figure 3).

[0031] Referring to Figures 3 to 5, the joint 27 is a transmission member that transmits the operating force of the operating knob 26 to one of the rotary switch 30, locking member 38, lid lever 43, and seat lever 45 in response to the switching operation of the operating knob 26.

[0032] The joint 27 is mounted so as not to move relative to the operating knob 26, and so as to be able to move back and forth along axis A and rotate around axis A relative to the housing 22. As a result, the joint 27 can move from the un-pressed position (see Figure 3) to the pressed position (see Figure 4) by the pressing operation of the operating knob 26, and can rotate by the rotating operation of the operating knob 26. The joint 27 is biased to the un-pressed position (see Figure 3) by a coil spring 28. The front end of the coil spring 28 is locked to the housing 22, and the rear end of the coil spring 28 is locked to the joint 27.

[0033] Referring to Figures 6 to 9, the joint 27 includes a rod-shaped main portion 27a extending in the vehicle length direction. The main portion 27a passes through the locking member 38, the seat lever 45, and the lid lever 43 in that order from the rear to the front in the vehicle length direction. At the rear end of the main portion 27a in the vehicle length direction, there is a supported portion 27b that is rotatably supported by the housing 22 and protrudes radially outward around axis A. An operating knob 26 is attached to the supported portion 27b, and the rear end of a coil spring 28 is locked to it. On the outer circumference of the supported portion 27b, there is a regulating receiving portion 27c that is recessed radially inward and restricts the rotation of the joint 27 by engagement with the regulating lever 52.

[0034] Of the main portion 27a, a locking arm portion 27d and a recess 27e are provided at the position corresponding to the locking member 38. Of the main portion 27a, a pair of engaging projections 27f are provided at the front end corresponding to the rotary switch 30. Of the main portion 27a, a pair of operating projections 27g are provided at the positions corresponding to the lid lever 43 and the seat lever 45. The locking arm portion 27d, the engaging projection 27f, and the operating projections 27g will be described in detail later.

[0035] Referring to Figures 1 and 3, the rotary switch 30 is mounted on the front end of the housing 22 in the vehicle-length direction. The rotary switch 30 detects the on / off operation of the operating knob 26 via the joint 27 and outputs a corresponding signal to the ECU 6 via lead wires (not shown). The ECU 6 then controls the on-board equipment, including the engine 9.

[0036] The rotary switch 30 comprises a contact base 31 and a contact holder 32. The contact base 31 has fixed terminals (not shown) and is fixed to the housing 22 by bolts. The contact holder 32 has movable terminals (not shown) that can contact the fixed terminals and is rotatably mounted on the rear side in the vehicle length direction of the contact base 31.

[0037] Referring to Figures 3, 4, and 8, the contact holder 32 can be switched to an engaged state, where it can rotate in conjunction with the rotation of the joint 27, by not pushing in the operating knob 26, and to an unengaged state, where it does not rotate in conjunction with the rotation of the joint 27, by pushing in the operating knob 26. The joint 27 is provided with a pair of engaging protrusions 27f that project radially outward from the main portion 27a. The rear end of the contact holder 32 in the vehicle length direction is provided with an engaging recess 32a corresponding to the engaging protrusions 27f. The engaging recess 32a is composed of a generally cross-shaped through hole that penetrates in the vehicle length direction.

[0038] As shown in Figure 3, when the joint 27 is in the non-retracted position, the engaging projection 27f is positioned in a corresponding position in the vehicle length direction relative to the engaging recess 32a. As a result, the engaging projection 27f can engage with the engaging recess 32a, and when the operating knob 26 is rotated, the contact holder 32 rotates integrally via the joint 27. On the other hand, as shown in Figure 4, when the joint 27 is moved to the retracted position, the engaging projection 27f is positioned at a distance from the engaging recess 32a towards the front in the vehicle length direction. In other words, the engagement between the engaging recess 32a and the engaging projection 27f is released. As a result, the engaging projection 27f cannot engage with the engaging recess 32a, and even when the operating knob 26 is rotated, the contact holder 32 does not rotate integrally via the joint 27, but rather the joint 27 is allowed to rotate relative to the joint 27.

[0039] As shown in Figure 8, the engaging recess 32a comprises a pair of first recesses 32b and a pair of second recesses 32c that are radially opposite to each other.

[0040] When the operating knob 26 is rotated to the off position 22a (see Figure 2), a pair of engaging projections 27f of the joint 27, which is in the non-pushed position (see Figure 3), engage with the pair of first recesses 32b. In the circumferential direction, the smallest possible gap is maintained between the hole wall of the first recesses 32b and the engaging projections 27f, without hindering their engagement and disengagement.

[0041] When the operating knob 26 is rotated to the locked position 22c (see Figure 2), a pair of engaging projections 27f of the joint 27, which has moved from the pushed-in position (see Figure 4) to the unpushed-in position (see Figure 3), engage with the pair of second recesses 32c.

[0042] Referring to Figures 2, 3, and 5, a positioning mechanism (positioning section) 33 is provided between the contact holder 32 and the housing 22. The positioning mechanism 33 is configured to position the contact holder 32 in a way that makes rotation difficult when the operating knob 26 is rotated to the off position 22a, the on position 22b, and the locked position 22c. The positioning mechanism 33 is composed of a set of a coil spring 34 and a ball 35, and a positioning recess 36. However, the positioning mechanism 33 may also be composed of a fixed terminal provided on the contact base 31 and a movable terminal provided on the contact holder 32.

[0043] The coil spring 34 and the ball 35 are respectively positioned in recesses located radially opposite each other in the contact holder 32. The positioning recess 36 is formed in the housing 22 and consists of a V-shaped groove extending in the vehicle length direction. The positioning recess 36 is located at positions corresponding to the ball 35 when the operating knob 26 is rotated to the off position 22a and the on position 22b, respectively. As mentioned above, the contact holder 32 does not rotate during the lock / unlock operation of the operating knob 26. Therefore, the positioning recess 36 that positions the operating knob 26 to the locked position 22c is the same as the positioning recess 36 that positions the operating knob 26 to the off position 22a.

[0044] Continuing with Figure 2, and referring to Figures 3 and 5, the locking member 38 can move forward and backward in the vehicle width direction relative to the housing 22 in conjunction with the rotation of the joint 27 caused by the locking and unlocking operation of the operating knob 26. The locking member 38 is composed of a cylindrical locking pin 39 and a slider 40 to which the locking pin 39 is fixed.

[0045] The lock pin 39 is inserted into the insertion hole 22f of the housing 22 so as to be able to move back and forth. By pressing the operating knob 26 in the pressed position (see Figure 4) and locking it from the off position 22a to the locked position 22c, the lock pin 39 advances outward in the vehicle width direction (see Figure 5) relative to the housing 22 via the joint 27 and slider 40. As a result, the lock pin 39 fits into the lock recess 2a of the steering shaft 2 (see Figure 5) and locks the steering wheel 3 (see Figure 1). On the other hand, by pressing the operating knob 26 in the pressed position (see Figure 4) and unlocking it from the locked position 22c to the off position 22a, the lock pin 39 retracts inward in the vehicle width direction (see Figure 3) relative to the housing 22 via the joint 27 and slider 40. As a result, the lock pin 39 disengages from the lock recess 2a of the steering shaft 2 (see Figure 3) and releases the lock on the steering wheel 3 (see Figure 1).

[0046] Referring to Figures 8 to 10, the base end of the lock pin 39, opposite to the tip that fits into the steering shaft 2, is provided with a flange-shaped mounting portion 39a and a support portion 39b. The mounting portion 39a is configured for attachment to the slider 40. The support portion 39b is configured for supporting one end of the coil spring (biasing member) 41 that biases the lock pin to the non-engaged position (see Figure 3). The other end of the coil spring 41 is supported by the housing 22.

[0047] The slider 40 is a rectangular plate shape and extends in a direction intersecting the axis A. The slider 40 has a mounting groove 40a for attaching the mounting portion 39a of the lock pin 39. In addition, the outer circumference of the slider 40 is provided with a reinforcing portion 40b that is thicker than other parts and extends in the direction of movement of the lock member 38 (vehicle width direction).

[0048] The slider 40 has a through hole 40c through which the joint 27 passes. The edge of the through hole 40c located on the side of the lock pin 39 forms a sliding contact portion (cam follower) 40d that slides against the locking arm (cam) 27d of the joint 27 when the lock and unlock operation of the operating knob 26 is performed, causing the lock pin 39 to move back and forth in the vehicle width direction as a whole.

[0049] The sliding contact portion 40d has a thickness that allows the locking arm portion 27d of the joint 27 to slide against it in the direction in which axis A extends. Referring to Figures 12A and 12B in conjunction with Figure 11, when the operating knob 26 including the joint 27 is in the non-pushed position, the locking arm portion 27d is positioned at a distance from the sliding contact portion 40d towards the rear in the vehicle length direction. Therefore, in this state, even if the operating knob 26 is rotated, it will not make contact, and the locking arm portion 27d cannot slide against the sliding contact portion 40d. On the other hand, referring to Figures 13A and 13B in conjunction with Figure 11, when the operating knob 26 including the joint 27 is in the pushed position, the locking arm portion 27d is located within the through hole 40c, which is the corresponding position in the vehicle length direction relative to the sliding contact portion 40d. Therefore, in this state, when the operating knob 26 is rotated, the locking arm portion 27d can slide against the sliding contact portion 40d.

[0050] Referring to Figures 8, 10, and 11, the sliding contact portion 40d includes an inclined edge 40e that is inclined with respect to the direction of movement of the locking member 38, and a locking edge 40f that extends in a direction perpendicular to the direction of movement of the locking member 38.

[0051] The inclined edge 40e is inclined away from the axis B of the lock pin 39 with respect to the direction in which the lock pin 39 advances. The inclined edge 40e moves the locking member 38 to the engaged position (see Figure 5) by sliding contact of the locking arm 27d when the operating knob 26 is locked. On the other hand, the inclined edge 40e allows the locking member 38 to move to the unengaged position (see Figure 3) by rotating the locking arm 27d when the operating knob 26 is unlocked. The inclination angle θ of the inclined edge 40e with respect to the advancement / return direction (vehicle width direction) of the locking member 38 is set to a dimension that ensures the advancement distance of the locking member 38 when the operating knob 26 is locked, and minimizes the force required for operation as much as possible.

[0052] The locking edge 40f is provided adjacent to the non-engaged end of the inclined edge 40e. The locking arm 27d of the joint 27 engages with the locking edge 40f when the locking member 38 moves to the engagement position (see Figures 5 and 14). The locking edge 40f may be inclined in the direction from which the locking member 38 advances from the end of the inclined edge 40e.

[0053] Referring to Figures 11, 14, and 17, a rotation restricting portion is provided between the locking member 38 and the joint 27 to restrict the rotation of the joint 27 in the unlocking direction. More specifically, the rotation restricting portion consists of a locking arm (first rotation restricting portion) 27d provided on the joint 27 and a locking projection (second rotation restricting portion) 40g provided on the sliding contact portion 40d of the slider 40. Referring also to Figure 2, the locking arm 27d and the locking projection 40g work together to restrict the rotation of the operating knob 26 toward the off position 22a when the operating knob 26 is in the locked position 22c.

[0054] The locking arm 27d of the joint 27 protrudes radially outward from the main part 27a around axis A. More specifically, the main part 27a of the joint 27 is provided with a recess 27e that allows the sliding contact portion 40d of the slider 40 to enter. The locking arm 27d is provided on the outer circumference of the portion of the main part 27a where the recess 27e is provided, and is inclined in the circumferential direction around axis A toward the locking operation side of the operating knob 26 (clockwise in Figures 11 and 14).

[0055] Referring to Figure 11 in conjunction with Figure 2, when the operating knob 26 is in the off position 22a, the locking arm 27d extends along the inclined edge 40e. Referring to Figure 14 in conjunction with Figure 2, when the operating knob 26 is in the locked position 22c, the locking arm 27d extends along the axis B of the lock pin 39. The width of the locking arm 27d in the direction in which axis A extends is wider than the thickness of the sliding contact portion 40d. The thickness of the locking arm 27d in the circumferential direction around axis A is set to a dimension that ensures sufficient rigidity to prevent the lock member 38 from moving toward the unengaged position (see Figure 3) when the lock member 38 is in the engaged position (see Figure 5).

[0056] Of the locking arm portion 27d, the tip portion 27h that slides against the inclined edge 40e of the slider 40 is formed in an arc shape that bulges outward in the radial direction. Of the locking arm portion 27d, the contact portion 27i that abuts against the locking edge 40f is composed of an edge where the arc-shaped tip portion 27h and the side portion intersect.

[0057] The locking projection 40g of the slider 40 is provided between the inclined edge 40e and the locking edge 40f (where they intersect). The locking projection 40g is generally semicircular in shape when viewed from the direction in which axis A extends, and protrudes from the locking edge 40f toward the main part 27a of the joint 27. As a result, as shown in Figure 17, when the joint 27 rotates in the unlocking operation direction (counterclockwise in Figure 17), the locking arm 27d locks with the locking projection 40g, thereby restricting the rotation of the joint 27. The radius of curvature of the locking projection 40g is preferably as small as possible while still being able to restrict the rotation of the joint 27, and in this embodiment it is set to 0.8 mm.

[0058] As is most clearly shown in Figure 10, the thickness of a portion of the locking edge 40f, including the locking projection 40g adjacent to the inclined edge 40e, is greater than the thickness of the other portions of the sliding contact portion 40d. In other words, the portion of the locking edge 40f, including the locking projection 40g, adjacent to the inclined edge 40e is provided with a block-shaped projection 40h that protrudes toward the rear in the vehicle length direction.

[0059] Referring to Figures 16A and 16B in conjunction with Figures 5 and 14, when the operating knob 26 is in the locked position 22c (see Figure 2), the locking arm 27d of the joint 27, which has moved to the non-pushed position, engages with the protruding portion 40h of the locking edge 40f. In other words, the protruding portion 40h extends to a position corresponding to the locking arm 27a of the joint 27 in the non-pushed position, and also has the function of maintaining the locking member 38 in the engaged position.

[0060] Referring to Figures 3 and 8 in conjunction with Figure 2, when the operating knob 26 is not pressed in and is in the off position 22a, the locking arm 27d of the joint 27 does not interfere with the protruding portion 40h even when the operating knob 26 is rotated to the seat position 22e, which is in the same rotational operating direction as the locked position 22c. This is because the angular range from the off position 22a to the seat position 22e is smaller than the angular range from the off position 22a to the locked position 22c.

[0061] Next, the operation of the joint 27 and locking member 38 configured as described above will be explained.

[0062] When locking the handle (see Figure 1), as shown in Figures 11, 12A, and 12B, the operating knob 26 is pushed in while it is in the non-pushed position (see Figure 3) and the off position 22a (see Figure 2). As a result, as shown in Figures 11, 13A, and 13B, the joint 27 moves to the pushed position, and the locking arm 27d of the joint 27 moves to the corresponding position in the vehicle length direction relative to the sliding contact portion 40d of the slider 40.

[0063] Next, the pushed-in operating knob 26 is rotated from the off position 22a to the locked position 22c (see Figure 2). As a result, the locking arm 27d slides against the inclined edge 40e of the slider 40 due to the rotation of the joint 27. Consequently, as shown in Figures 14, 15A, and 15B, the locking member 38 moves to the engagement position and the locking arm 27d locks onto the locking edge 40f.

[0064] Next, the pushing operation of the operating knob 26 is stopped. As a result, as shown in Figures 14, 16A, and 16B, the joint 27 moves to the unpushed position, and the locking arm 27d of the joint 27 engages with the protruding portion 40h, which is part of the locking edge 40f. Consequently, as shown in Figure 5, the locking member 38 can be maintained engaged with the steering shaft 2 (steering wheel locked state).

[0065] In the handle lock state shown in Figure 5, the ball 35 constituting the positioning mechanism 33 is fitted into the positioning recess 36. Also, the engaging projection 27f of the joint 27 is engaged with the engaging recess 32a of the contact holder 32. The resistance force generated between the ball 35 and the positioning recess 36 by the biasing force of the coil spring 34, that is, the resistance force that suppresses the rotation of the contact holder 32, is greater than the biasing force of the coil spring 41 that biases the locking member 38 to the disengaged position. As a result, the operating knob 26 is positioned via the joint 27 in a state where it cannot be rotated by a force such as contact.

[0066] If the locking projection 40g shown in Figure 17 is absent, the resistance between the ball 35 and the positioning recess 36 decreases due to wear of the positioning recess 36 over time, allowing the operating knob 26 to rotate with only a force equivalent to contact. In contrast, in this embodiment, the locking projection 40g is provided on the locking edge 40f, which includes the protruding portion 40h, of the sliding contact portion 40d. Therefore, when a rotational force in the unlocking direction (counterclockwise in Figure 17) is applied to the joint 27 shown in Figure 17, the locking arm 27d engages with the locking projection 40g. This restricts the rotation of the joint 27, allowing the locking member 38 to be kept in the engaged position. As a result, unintended unlocking of the handle lock device 20 is suppressed, improving the anti-theft capabilities of the vehicle 1.

[0067] On the other hand, when unlocking the handle (see Figure 1), as shown in Figures 14, 16A, and 16B, the operating knob 26 is pushed in while it is in the non-pushed position (see Figure 5) and the locked position 22c (see Figure 2). As a result, as shown in Figures 14, 15A, and 15B, the joint 27 moves to the pushed position, and the locking arm 27d of the joint 27 moves to the corresponding position in the vehicle length direction relative to the sliding contact portion 40d of the slider 40.

[0068] Next, the operating knob 26, which is in the pressed position, is rotated from the locked position 22c to the off position 22a (see Figure 2). As a result, as shown in Figures 11, 13A, and 13B, the rotation of the joint 27 causes the locking arm 27d to move over the locking projection 40g of the slider 40 and position itself along the inclined edge 40e, and the locking member 38 moves to the disengaged position. Next, the pressing operation of the operating knob 26 is stopped. As a result, as shown in Figures 11, 12A, and 12B, the joint 27 moves to the unpressed position. Consequently, as shown in Figure 3, the locking member 38 disengages from the steering shaft 2, and the handle 3 (see Figure 1) is unlocked (handle unlocked state).

[0069] Referring to Figures 3 and 7 through 9, the lid lever 43 is positioned at a distance from the locking member 38, towards the front in the vehicle length direction. The lid lever 43 has a through hole 43a through which the joint 27 passes. The edge of the through hole 43a is provided with a pair of operating receiving portions 43b that protrude inward at radially opposing positions.

[0070] As shown in Figures 2 and 4, when the operating knob 26 and joint 27 are in the pushed-in position, a pair of operating protrusions 27g that project radially outward from the main part 27a of the joint 27 are located within the through hole 43a of the lid lever 43. Therefore, when the operating knob 26 is rotated from the off position 22a to the lid position 22d in this state, the operating protrusions 27g of the joint 27 come into contact with the operating receiving part 43b, and the lid lever 43 rotates. This allows the lid 4 (see Figure 1) to be opened via the wire 44.

[0071] Referring to Figures 3 and 7 through 9, the seat lever 45 is positioned adjacent to the rear in the vehicle direction of the lid lever 43. The seat lever 45 has a through hole 45a through which the joint 27 passes. The edge of the through hole 45a is provided with a pair of operating receiving portions 45b that protrude inward at radially opposing positions.

[0072] As shown in Figures 2 and 3, when the operating knob 26 and joint 27 are in the non-pushed position, the pair of operating projections 27g of the joint 27 are located inside the through hole 45a of the seat lever 45. Therefore, when the operating knob 26 is rotated from the off position 22a to the seat position 22e in this state, the operating projections 27g of the joint 27 come into contact with the operating receiving portion 45b, causing the seat lever 45 to rotate. This allows the seat 5 (see Figure 1) to be released via the wire 46.

[0073] Referring to Figures 3 and 7, the lid lever 43 and the seat lever 45 are biased to the neutral position by a return spring 47. One end of the return spring 47 is locked to the lid lever 43, and the other end of the return spring 47 is locked to the seat lever 45. When the lid and seat operations are stopped, the biasing force of the return spring 47 returns the lid lever 43 and the seat lever 45 to the neutral position. As a result, the operating knob 26 returns to the off position 22a (see Figure 2) via the joint 27.

[0074] The steering lock device 20 configured in this way has the following features.

[0075] Between the joint 27 and the locking member 38, rotation restricting parts 27d and 40g are provided to restrict the rotation of the joint 27 when the operating knob 26 is in the locked position 22c. As a result, even if a user touches the operating knob 26 to push it in when the steering lock device 20 is locked, the rotation restricting parts 27d and 40g can restrict the rotation of the joint 27. Consequently, the locking member 38 can be maintained in the engaged position by the joint 27, thereby preventing unintended unlocking of the steering lock device 20 and improving the theft resistance of the vehicle 1.

[0076] The engagement between the joint 27 and the contact holder 32 is released by moving the joint 27 to the pushed position by pushing in the operating knob 26. Therefore, when the operating knob 26 is rotated in this state, the joint 27 rotates relative to the contact holder 32, while the contact holder 32 does not rotate. This reduces the frequency of rotation of the contact holder 32, thereby suppressing wear on the positioning mechanism 33.

[0077] The structure of the locking member 38 that allows it to move forward and backward by the rotation of the joint 27 is already complex, and this is further complicated by the addition of rotation restricting parts 27d and 40g. In response to this, the locking member 38 is deliberately composed of two parts, having a locking pin 39 that can be fitted into the locking recess 2a of the steering shaft 2, and a slider 40 that can move forward and backward by the rotation of the joint 27. This ensures that a structure including rotation restricting parts 27d and 40g that move forward and backward by the rotation of the joint 27 can be reliably provided.

[0078] The lock pin 39 is always biased to the disengaged position by the biasing force of the coil spring 41. This reliably prevents the locking member 38 from engaging with the steering shaft 2 and locking the steering wheel 3 due to vibrations or other factors while the vehicle 1 is in motion.

[0079] The joint 27 is provided with a locking arm portion (first rotation restricting portion) 27d that protrudes radially outward from the main portion 27a of the joint 27 around the axis A of the operating knob 26. The locking member 38 is provided with a locking projection portion (second rotation restricting portion) 40g that protrudes from the sliding contact portion 40d with which the joint 27 slides. As a result, the rotation of the joint 27 can be reliably restricted by the locking of the locking arm portion 27d of the joint 27 with the locking projection portion 40g of the locking member 38.

[0080] The sliding contact portion 40d includes an inclined edge 40e that moves the locking member 38 between an engaged position and an unengaged position, and a locking edge 40f that engages the joint 27 when the locking member 38 moves to the engaged position, and the locking projection 40g is provided between the inclined edge 40e and the locking edge 40f. As a result, when the locking member 38 is moved to the engaged position, the rotation of the joint 27 caused by the rotation of the operating knob 26 from the locked position 22c to the off position 22a can be reliably restricted.

[0081] The sliding contact portion 40d of the locking member 38 has a thickness that allows the joint 27 to slide against it, and the thickness of a portion of the locking edge 40f, including the locking projection 40g adjacent to the inclined edge 40e, is greater than the thickness of other portions. This improves the strength of the portion of the locking member 38 that includes the locking projection 40g. In addition, the protruding portion 40h, which is part of the locking edge 40f including the locking projection 40g, protrudes to a position where the locking arm portion 27d of the joint 27, when moved to the non-pushed position, can be locked. This allows the locking member 38 to be maintained in the engaged position even when the joint 27 is moved to the non-pushed position.

[0082] Other embodiments and various modifications of the present invention will be described below, but unless otherwise specified, they will be the same as in the first embodiment. In the drawings referred to below, the same elements as in the first embodiment are denoted by the same reference numerals.

[0083] (Second Embodiment) Referring to Figure 18, the steering wheel lock device 20 of the second embodiment differs from the steering wheel lock device 20 of the first embodiment in that the operated member is composed of a mechanical key 55 and a key cylinder 56 instead of the operating knob 26 shown in Figure 3. In the steering wheel lock device 20 of the second embodiment, the electronic key 15 shown in Figure 1 is not used, and therefore the regulating mechanism 50 shown in Figures 1 and 3 is not used.

[0084] The key cylinder 56 is integrally provided at the rear end of the joint 27 in the vehicle length direction. The key cylinder 56 may be provided separately from the joint 27 and movably attached integrally with the joint 27. The key cylinder 56 includes a keyhole 56a into which a mechanical key 55 is inserted, and a plurality of tumblers 57 biased by a spring (not shown).

[0085] When the regular mechanical key 55 is not inserted into the keyhole 56a, a portion of the tumbler 57 protrudes from the key cylinder 56 and engages with an engagement groove (not shown) in the housing 22. This restricts the rotation of the joint 27, including the key cylinder 56. On the other hand, when the regular mechanical key 55 is inserted into the keyhole 56a, the tumbler 57 retracts into the key cylinder 56 and disengages from the engagement groove in the housing 22. This allows the rotation of the joint 27, including the key cylinder 56.

[0086] The configuration of the locking arm portion 27d of the joint 27 shown in Figure 8, the configuration of the positioning mechanism (not shown) of the contact holder 32, and the configuration of the locking member 38 are the same as in the first embodiment. Therefore, the handle lock device 20 of the second embodiment can obtain the same operation and effect as in the first embodiment.

[0087] Furthermore, the present invention is not limited to the configuration of the above-described embodiment, and various modifications are possible.

[0088] For example, the operated member including the joint 27 (operating knob 26 or mechanical key 55 and key cylinder 56) may be configured to be unable to move forward or backward along axis A, as long as it is rotatable around axis A.

[0089] The structure for switching the engagement state of the joint 27 and the contact holder 32 is not limited to the engagement projection 27f and the engagement recess 32a, but can be changed as needed, as long as it can be switched to the engaged state by not pressing the operating knob 26 and to the disengaged state by pressing the operating knob 26.

[0090] The locking member 38 is not limited to a configuration consisting of two parts, a locking pin 39 and a slider 40. It may be composed of one part or three or more parts, as long as a locking projection (rotation restricting part) 40g can be provided on the sliding contact part 40d. Furthermore, the locking member 38 may be configured not to be biased to the disengaged position without using a coil spring 41.

[0091] The rotation restricting section is not limited to a configuration consisting of a locking arm (first rotation restricting section) 27d provided on the joint 27 and a locking projection (second rotation restricting section) 40g provided on the sliding contact section 40d of the slider 40. It can be changed as needed, as long as it is a configuration that can restrict the rotation of the joint 27 when the operating knob 26 is in the locked position 22c.

[0092] The structure for switching the engagement state of the locking member 38 is not limited to a configuration consisting of the locking arm (cam) 27d of the joint 27 and the sliding contact portion (cam follower) 40d of the locking member 38. It can be changed as needed, as long as the locking member 38 can move forward and backward in conjunction with the rotation of the joint 27. [Explanation of Symbols]

[0093] 1 vehicle 2 Steering shaft 2a Lock recess 3 handles 20. Steering wheel locking device 22a Off position (initial position) 22c lock position 26. Operating knob (operated component) 27 joints 27d Locking arm (first movement control section) 27f Engagement protrusion 32 Contact holder 32a Engaging recess 33 Positioning mechanism (positioning section) 38 Locking member 39 Locking pins 40 Slider 40d sliding contact part 40e Sloping edge 40f locking edge 40g locking projection (second movement restriction section) 41. Coil spring (biasing member) A-axis (rotation axis)

Claims

1. A rotatable and pushable member to be operated in the direction of the rotation axis, A joint that moves coaxially and integrally with the operated member, The engagement of the aforementioned joint provides a contact holder that can rotate integrally with the joint coaxially, When the operated member is rotated to at least the locked position, the positioning unit positions the contact holder, A locking member is movable between an engagement position in which it engages with the steering shaft to lock the steering wheel of a vehicle, and an unengaged position in which it disengages from the steering shaft and unlocks the steering wheel, and moves to the engagement position by the rotation of the joint caused by the rotation operation of the operated member to the lock position, A biasing member that biases the locking member to the disengaged position and In a steering lock device equipped with, The contact holder is configured to engage with the joint in the non-pushed position when the operated member is not being pushed in, and to release the engagement with the joint when the joint moves to the pushed position due to the pushed operation of the operated member. A handle locking device comprising a rotation restricting portion between the joint and the locking member, which restricts the rotation of the joint when the operated member is in the locked position.

2. The locking member is A locking pin that can be fitted into the locking recess of the steering shaft, A slider is attached to which the locking pin is mounted, and which can move back and forth in a direction intersecting the rotation axis of the operated member by the rotation of the joint caused by the rotation operation of the operated member. A handle lock device according to claim 1, having the following features.

3. The handle lock device according to claim 2, wherein the lock pin is always biased to the disengaged position by the biasing force of the biasing member.

4. The handle lock device according to any one of claims 1 to 3, wherein the rotation restricting portion includes a first rotation restricting portion provided on the joint and a second rotation restricting portion provided on the locking member.

5. The handle lock device according to claim 4, wherein the first rotation restricting portion is composed of a locking arm portion that protrudes radially outward from the main portion of the joint around the rotation axis of the operated member.

6. The handle lock device according to claim 4, wherein the second rotation restricting portion is composed of a locking projection that protrudes from the sliding contact portion of the locking member with which the joint slides.

7. The aforementioned sliding contact portion is The sliding contact of the joint due to the rotation of the operated member from the initial position to the locked position moves the locking member to the engaged position, while the rotation of the joint due to the rotation of the operated member from the locked position to the initial position allows the locking member to move to the disengaged position, and the inclined edge provides this to the joint, A locking edge adjacent to the inclined edge, which engages the joint when the locking member moves to the engagement position, Includes, The handle locking device according to claim 6, wherein the locking projection is provided between the inclined edge and the locking edge.

8. The sliding contact portion has a thickness that allows the joint to slide against the rotating shaft of the operated member, The handle lock device according to claim 7, wherein the thickness of the portion of the locking edge adjacent to the inclined edge including the locking projection is greater than the thickness of the other portions.

9. The handle lock device according to any one of claims 1 to 3, wherein the vehicle is a two-wheeled vehicle.

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