STEERING LOCK ARRANGEMENT

Abstract: The lock comprises a housing (13) for mounting on a steering shaft (10). The housing (13) encloses an electric motor (22) and a gearing unit (23) which is operatively connected to the motor (22) on the one hand, and to a shaft-engageable operating bar (18) on the other hand. The locking and unlocking mechanism includes a rotator (21) adapted for mechanically moving the operating bar (18) between its shaft-locking and -unlocking positions. The rotator (21) is preferably provided with a sector cam (29) which causes movement of the bar (18) by way of a spring-loaded hanger (19) attached to the bar (18).

Description: STEERING LOCK ARRANGSMBND This invention relates to a steering lock arrangement, particularly but not exoluoivery for use in automobiles. Recently, certain vehicles have been fitted with keyless entry systems whereby the vehicle driver pushes a certain number of button switches in a predetermined order to automatically unlock at least one of the vehicle doors so that he may enter the vehicle upon opening the unlocked door. When he wishes to start the engine, however, the driver must insert a mechanical key, preferably the engine key, into a reception opening of an ignition lock and turn the key in the unlocking direction for that lock. In other words, the driver must always personally carry this mechanical key even if his vehicle is fitted with the modern keyless entry device. It is therefore a primary object of the invention to provide keyless steering lock for the convenience of the driver so that he does not need to carry any mechanical keys to make use of his vehicle yet the vehicle is still reasonably secure against theft. With this object in view, the present invention provides a keyless steering lock arrangement comprising gearing unit operatively connected to an electric motor and mounted in or on a housing, a rotator operatively connected to output means of the gearing unit, and an operating bar which is movable between a shaft-locking position and a shaft-unlocking position by receiving motion from the rotator. The rotator is preferably fitted with cam means, most advantageously in the form of a sector cam having a slightly rounded apex for effecting shaft-locking of the bar and an arc-shaped camsurface for effecting shaft-unlocking of the bar. The invention will be described further, by way of example, with reference to the accompanying drawings, in which: Fig. 1 is a vertical section of a steering shaft lock unit (without electronic circuit cooperating therewith) of a preferred embodiment of the arrangement of the invention; Fig. 2 is a top plan view of the lock unit shown in Fig. 1 but with the housing lid removed; Fig. 3 is a substantially vertical section, to an enlarged scale, of part of the lock unit shown in Fig. 1 illustrating the bearing section rotatably supporting the steering shaft, the latter being only partially shown; Fig. 4 is a sectional view along the line A - A' shown in Fig. 2; Fig. 5 is an end view of the rotator of the lock unit shown in Fig. 1; ; Fig, b, consisting of two parts, Fig. 6 (A) and Fig. 6 (B) separated from each other by a section line I - I', is a general electronic circuit arrangement adapted for control of the steering lock unit shown in Figs. 1 to 5 and the engine ignition circuit of a vehicle; Fig. 7 is an enlarged circuit diagram of the counter in the circuit illustrated in Fig. 6; and Fig. 8 is a timing chart illustrating the operation of the counter shown in Fig. 7. In a preferred embodiment of the steering look arrangement of the invention as illustrated in the accompanying drawings, a conventional steering shaft 10 is rotatably supported by a ball bearing unit 12 (Fig. 3) which is positively supporting in a housing 13. This housing 13 is formed with a hollow cylindrical portion 14 in which the bearing unit 12 is positively mounted, for example by a pressure fit. In the upper part of the housing 13, there is a guide opening 17 which communicates with the hollow cylindrical space 14 and with container chambers 15. The upper part of the housing 13 is closed by a pressure-fit or push-on lid 16 which assists theftprevention. A locking bar 18 is slidably mounted in the guide opening 17, the bar 18 being shown in Fig. 1 in its advanced locking position in engagement with a reception recess 11 formed on the steering shaft 10. The locking bar 18 is accompanied by a so-called hanger 19 which slides in unison with the bar 18. A coil spring 20 is mounted between the lid 16 and the hanger 19 under compression and thus urges the bar 18 to move downwards as shown in Pig. 1. A member 21, called a "rotator", which is kept in pressure contact with the hanger 19, acts to prevent excess forward movement of the bar 18, as will later be described more fully. An electric motor 22 and a gearing unit 23 are mounted in the rrame 13 as shown in Fig. 1. Rotary movement is transmitted from the motor 22 through the gearing unit 23 to an output shaft 6. The gearing unit 23 is housed in a casing 24 the crosssection or which is shown in more detail in Fig. 4. In the casing 24, two diametrically opposed openings 27 and 28 are provldeo for housing respective contactless lead switches 34 and 35. The former switch j4 is adapted for sensing the shaft unlocked position, while the latter switch 3 > senses the shart-looked position. When the motor 22 is energized, output torque is transmitted tnererrom through the reduction gearing 23, the output shaft io, a mechanical coupling provided between the latter ana the rotator 21 and the hanger 19 to the locker bar 1, so as to raise the latter from its locking position shown in Fig. 1 towards its unlocking position. As shown in Fig. 5, the rotator 21 is formed with a sector cam 29, having a cam angle alpha of 15 to 150 degrees, preferably about 90 degrees, between the respective side slopes 31 and 32. In the shaft-locking position, the hanger ly is kept in pressure contact with the rounded cam tip 30 as shown in Fig. 5, under the action of compression string 2u (Fig. 1). The rotator 21 is, of course, mechanically connectea through the output shaft 3b and the gearing unit 23 to the motor 22. The earC of the gearing unit 23 are preferably of profile-shifted type so as to transmit the largeat possible torque whilst still allowing the whole unit to De highly compact. As mentioned, in the gear case 2 of the gearing unit 23 there are a pair of diametrically opposed openings 27, 28 in which the respective lead switches 34, 35 are mounted. The former lead switch 34 is actuated by close proximity to or access co-opelation with a magnet 25 embedded in output shaft 36 when the locking bar 18 is raised from its shaft locking position, by rotation of the motor 22 (through the gearing 23 and the hanger 19), to its unlocking position. In this way, the unlocking position of the bar 18 can be sensed. Conversely, the opposite lead switch 35 is actuatea when the motor 22 is rotated sso that the bar 18 moves to its locking position, by close proximity or access co-operation with the magnet 25. In this way, the locking position of the bar 18 can be sensed. It will be appreciated by any person skilled in the art that the said lead switches may, in appropriate circumstances, be replaced by microswitches or like means, The motor 22 is controlled by a keyless steering lock control circuit which is generally shown in Fig. 6 and has a plurality of button switches arranged in a matrix on a keyboard 45. Within this overall control circuit, there are unlock signal generating circuit 40, a motor circuit 41, a bar stick-prevention circuit 42, a lockand-unlock sensor circuit 43, an engine starter circuit 44, a shat-locking circuit 46, and an ACC-oontrol circuit 47. The oar stick-prevention circuit 42 comprises an unlocking circuit 3, a timer circuit 54 and an alarm circuit 55. Outputs of the button switches of the matrix keyboard 45 are connectea to a comparator circuit 51 and several gates as shown. When selected button switches of the keyboard 45 are depressed a series of signals representing an intended number are sent to the comparator 71 and comparison is made between that number ana a number stored in the comparator memory O. When coinciaence occurs therebetween, a coincLaence signal is delivered from the comparator 51 to 8 coincidence signal output circuit 52 causing an unlock instruction signal to be deliverer therefrom, This instruction signal is Sea to a setting terminal S of an RS-flip-flop 60 which is thus Drought into set position The latched signal is delivered from the RS-flip-flop 60 through its Q-terminal to a one-shot output circuit @1 and an iND-gate 70, respectively. The circuit ol delivers its one-shot output to an AND-gate u2 and an OR-gate ril, respectively. The other input terminal or the AND-gate b2 is adapted for receiving L-signal from a Terminal of an RS-flip-flop 74 which is reset uy the output of an iND-gate 75 connected to putputs rrom both the closaole lead-switch 35 and the operable lead switch 34 when the locking bar 18 is situatea at its locking position. Thus, the output from the RS-flip-flop oO, when the bar ib is in its shart-locking position, is shaped in the one-shot output circuit @1 and delivered through ooth the AND- gate 62 and an OR-gate bi to the set-terminal of an RS-flip-flop b4. The latter will deliver output from its Q-terminal through an OR-gate 65 to an amplifier 66 so as to activate a relay 6i at its terminal and energize the drive motor 22. Actuation of the motor 22 causes the bar 18 to be lifted up to its uniocking position. At the same time, the lead switch 34 ls switched on under the influence or The magnet 2, wnile the other lead switch 3 is turnea ort. Thus, the AND-gate 73 will deliver output for setting the RS-flip-fòp 74. Output will ce delivered fron the , ter:ninal of the latter to the reserving terminal of an MD"gate 76, At the same time, the opposite inlet of the latter receives from the RS-flip-flop b4 through its Qterminal, and the AND-gate 7o delivers the output through the OR-gates 77 and 79, respectively, to the RS-flp-rlops b4 ana 56 for resetting both these so that the respective Q-terminals thereof beooming L-levei. By this action, a counter circuit 57 is cleared and will terminate its counting Job. Should the roa 18 for any reason, acoidental or otherwise, be stuck in its locking position in engagement with the locking recess 11 of the steering shaft 10 and thus be unable to move towards its unlocking position, the alarm circuit 55 will be actuated to issue an alarm signal in the following way. When the RS-flip-flop 64 is set in the aforementioned way, its Q-terminal output is red to the OR-gate b, the AND-gate 76 ana the RS-flip-flop 56. Thus, the RS-flip-flop 56 is set and an H-level eignal is fea to the counter circuit 7 at its clear terminal. The latter circuit is thus reset and starts again to count the input clock pulses. When a pre-determined counting period elapses without initiation of movement of the bar 18 from its locking to unlocking position, the alarm circuit 55 begins to deliver alarm signals under the action of the input signal from the counter circuit v7. As shown in more detail in Fig. 7, the counter circuit 57 comprises a counter 58 adapted for reception of the Q-terminal output of the RS-flip- flop 6 as well as the clock signal, ana ANi-gates 68 and 69 connected respectively to output terminals Q1 - Q3 of the saia counter . Those signals shown specifically in the timing chart of Fig. 8 are delivered from the output terminals Q1 to Q5. Also the AND-gates 68 and 69 deliver output signals QA and QB, respectively, upon reception or respective output signals deliverad from the output terminals Q1 to Q3. The LND-gate 69 differs from those previously mentioned in that it receives the Q2-output signal at its reversing output terminal. A further AND-gate 77 receives Q3- and Q5- signals for delivery of a QC- signal, In order to permit the output terminals Q1 to Q5 deliver the required respective output signals by the commonly known flip-flop operation, the AND-gate bo aelivers QA signal after about seven seconds counted from the initiation of a counting operation by the counter 58 and again generates QA-output signal about eight seconds thereafter. The ANgate b delivers Q3-output signal after about five seconds counted from the start of the said counting operation, and again generates Q-output signal about eight seconds thereafter. Q-output signal is delivered after about twenty one seconds counted from the initiation of the counting operation simultaneously with the generation of the QB- output signal. It will be clear from the foregoing that if the shaft-locking bar 1O cannot move towards its unlocking position even when the RS-flip-flop 64 has been brought into its set-position, no reset signal will be delivered, from the RS-flip-flop 74 ana thus the RS-flip-flop > 6 will continue in its set-positton and the counter v( will count the clock pulses as before. Thus, upon lapse of the predetermined time period, the QB-output signal will De generated. Q3-output signal generation will occur after the said time period where the motor 22 has executed its regular unlocking rotation for urging the looking bar 18 towards its unlocking position. A buzzer 81, of the alarm circuit 55 will operate for a pre determines time period by actuation or an exclusive OR-gate 80, and at the same time, a reset signal will be red to the RS-flip-flop o4 through the OR-gate 77. Thus, tne Duzzer 81 will alert the vehicle driver to the ract that the locking bar 18 is accidentally stuck in its position locking the steering shaft and that it is necessary to manually and forcibly turn the steering shaft so as to release the bar lo. Also, ny the resetting or the RS-flip-flop O4, the amplifier @@ is switcheu off so that current supply to the motor 22 is terminated. Upon lapse or a further predetermined time period, the QA- output signal is delivered from the counter 5l, the RS-flip-flop b4 is set through the OR-gate bi and a Q-terminal output signal is generated. Thus, current will oe delivered through the OR gate 65, the amplifier 66 and the relay 67 to the motor 22 which is, therefore, energized. If the driver turns the steering wheel manually at thie time the locking bar 18 will be freed from its stuck condition. With the general circuit shown in Fig. 6, the foregoing operation will be repeated twice. If the locking bar 18 should not be freed from its stuck condition even when the foregoing twine repeated bar-freeing operation has been executed, the Q3- and the QC-output signals are generated, Upon generation of the former signal QB, the RS,flflop 64 is caused to set. Upon generation of the QC-output signal which is fed through the OR-gates 79 and 82, respectively, the RS-flip-flops 56 and 60 are reset. The number of times the alarm circuit 55 has to be operated and the length of time such alarm operation continues, depends, naturally, upon the length of the timing pulse and the circuit constants of each of the related gate circuits. Therefore, by modifying the circuit parameters, the number of reception tiles and the length of each operation period can be modified as occasion requires. At the final stage where both the QB- and outputs are generated simultaneously, the exclusive ORgate 8O does not deliver any output signals so the buzzer 81 is unable to operate. Then the RS-flip-flop 56 is brought to its reset position, the counter circuit 55 is cleared and the counting operation thereof is thus terminated. When both the Rs-flip-flops 60 and 64 are reset, their respective Terminal outputs are of L-level. Thus, the amplifier 66 is switched off and the relay 67 changes its operational position from nan to "b" contact. Therefore, both end terminals of the motor 22 are short-circuited through the related relay and the motor 22 is brought to a dead halt by the action of an attached braking unit (not shown). When a shaft-unlbcking action is executed by regular rotation of the motor 22, the output signal of the AND-gate 76 is fed through the OR-gate 78 to the setting terminal of an RS-flip-flop 85, whereby the latter issues its output signal from its attri- buted output terminal Q to an AND-gate 86, a threestate uuffer 8@ and an amplifier 88 which delivers its output so as to close the ignition olrouit 90. The three-state Duffer 7 delivers it. output signal when the AND-gate 86 delivers no output, the said output signal being fed through an OR-gate 91 and an amplifier 92 to an accessary circuit 93 which is thus closed. It should be noted that the term "accessary" is abbreviated to wACC". The input terminals of the ANgate 8b are in communication with the RS-flip-flop 85, and engine sensor 941 and the keyboard button switch array 45. The design of the general circuit shown in Pig. 6 is so selected that with the vehicle engine running at A higher rotational speed than that which has been predetermined, the engine sensor 941 is kept at L-level, whilst with the engine nearly (or correctly) in its stationary condition, the sensor y41 is maintained at H-level. During the stationary condition of the engine and with the RS-flip-flop o5 brought into setting, when any selected one of the buttons at keyboard 45 is depressed, output continues to be delivered to the AND-gate 86 which will be thus activated. The output of the latter is forwarded through amplifiers 94 and 95, whereby a starter circuit 96 and a resistor short circuit 92/ are energized so as to actuate the starter motor for starting up the engine. At this time, ad under the influence of output from the AND-gate 86, the ACO-circuit 93 is switched off by the inverting action of the three-state buffer 87. However, once the vehicle engine (not shown) has been started by the operation of the AKD-gate 86, the starter motor (not shown) cannot be started even by depressing the conventional starting button switch (not shown) because of the existence of I-level output at the engine sensor 941. If accidental application of outside noises or shocks should occur during practical running of the vehicle and caise the RS-flip-flop 85 acting to keep the ignition circuit 90 closed to reset, the last-mentioned circuit will be opened and the engine will stop against the will of the vehicle driver. Such circumstances could lead to a serious accident. Provision is therefore made for the ANOgate 70, which will be actuated by simultaneous application of the output of the RS-flip-flop 60 and of the output from a running sensor 98 adapted for delivery of I-level signal during the vehicle-running or of Hlevel signal during the vehicle stoppage, to be set by a shaft-unlocking signal. As will be seen from Fig. 6, the gate 70 will deliver its output signal when it simultaneously receives H-level output signal from the RS-flip-flop 74. After execution of the sbart-unlocking operation and during the vehicle-running, the running sensor 98 originally delivers L-level output signal which is converted to H-level signal by the inverting action of the AND-gate 70, the latter, therefore, continuing its output signal to the set terminal of the ES-ilip- flop 85 which can thus deliver its stable output signal. As an alternative mode for closure of the ACCcircuit 93, switches on the keyuoard 45 are depressed in a certainpredetermined order for delivery of coded signals to the comparator 51. When the coded input digits coincide with those already stored in the memory 50, the output of the coincidence signal output circuit 2 is fed to the set terminal of an RS-flipflop 99 which is then brought into its set position for delivery of an output signal from its Q-terminal. This output is then fed through the OR-gate 91 and the amplifier 92 to close the ACC-circuit 93. In this way, the driver may, for example, enjoy a radio programme without having to input an unlock instruction signal. The shart-lociing circuit 46 comprises an AKD- gate 100, a one-shot circuit 101, an AND-gate 102, an RS-flip-rlop 103 and an iNDogate 104. The AND-gate 100 receives an output from the button switches on the keyboard 4v. The one-shot circuit 101 is triggered oy the output from the iND- gate 100. The AND-gate 102 receives respective outputs from the one shot circuit 101, the RS-flip- flop 74 and the running sensor 98. The output of the AND-gate 102 is fed to the set terminal of the RSflip-flop 103 and its output signal at the Q-terminal is fea to the AND-gate 104 which will deliver its output signal to the OR-gate 65 upon reception of inputs Irom the RS-flip-flop 103 and the engine sensor 941. The shaft-locking circuit 46 can act when the vehicle has stopped and the steering look has been unlocked. More specirically, when two specifically selected push outtons on the keyboard 45 are repressed, the AND-gate 100 will aeliver its output whereby the one shot circuit 101 delivers its output to the AS gate 102. When the vehicle is stationary at this time; the AND-gate 1U2 will be on, its output dyeing fed through the OR-gate u2 to the RS-flip-flop oc which is thus reset so that its output at the Qterminal is at L-level ana AND-gate 70 is switched off. At the same time, the Rs-flip-rlop 85 is caused to reset due to the output signal of the ANDgate 102, the Q-terminal output of the RS-flip-flop 85 becoming L-level so as to switch the amplirier 88 and the AND-gate 86 off. Therefore both amplitiers 94 and 95 become non-conductlve. Furthermore, the amplifier 92 is switched off through the threestate ouffer 87 and the OR-gate 91. At the same time, the output signal from the AND-gate 102 is fea to the set terminal of the RS flip-flop 103 which is thus caused to set, the Qterminal output thereof being fed to the AND-gate 104. If, at this time, the engine is stationary, the engine sensor 941 will deliver H-level output, so as to cause an output from the AND-gate 104 through the OR-gate 65 to the amplifier bb, the latter thus being switched on and the relay arm but being transferret to 'Ia"-contact for energizing the motor 22. Upon revolution or this motor 22, motion is transmitted rrom the attached gearing unit 23 and its output shaft 30 is turned elockwise 180 degrees from the position shown in Fig. 4 towards the shaft locking position. At the 180 degree-revolutional position, the magnet 25 will act upon the lead switch 35 so as to bring the latter into its on condition. At the shart-locking position, as shown in Fig. b, the lead switch 34 is in off condition, while the other switch 35 is in its on condition. This results in the AND-gate 75 delivering an output so as to reset the RS-flip-rlop 74 whereby its Terminal output becomes nil. At the same time, th RS-flip-flop 103 is caused to reset by the ORgate e 71. Its Q-terminal output thus ceases to deliver so as to stop revolution of the motor 22. When the ACC-ctrcuit 93 has been exclusively switched on, if it Is desired to extinguish the circuit, either one or two specific button switches on the keyooard 45 can be depressed to de-energize the ignition circuit 90. When one or these Muttons is depressed its output is delivered via OR-gatee 105 and 106 to the RS-flip-flop 99 which is therefore reset, thus terminating its R-terminal output via the OR-gate 91 for making the amplifier 92 non-conuuctive. The reset terminal of the RS-flip-flop y9 now receives Output signal from the RS-flip-flop 60 via the ORgate 106. The issuance of an alarm signal from the buzzer ol serves to positively notify the vehicle driver that the locking bar 18 is stuck in the reception recess 11 on steering shart 10. After disengagement Or the locking bar 18 from its co-operating reception recess 11, the RS-ilip flop 103 is set in the manner explained above, its output signal being transmitted through the three state buffer 87 and the OR-gate 91 to the amplifier 92 which thus becomes conductive. It should, however, be noted that when the starter circuit 96 has been actuated, the circuit 87 will switch off. Turning now to the operation or the whole illus- trated arrangement, the vehicle. driver depresss predetermined switches arranged on the keyboard 45 which is fixedly mounted on the vehicle door or a dashuoard in the vehicle interior, The resulting digit signal is compared by the comparator > 1 with those digits previously entered and stored in the memory 50. When there is coincidence between all the digits, an output signal indicating coincidence will be delivered from coincidence signal generator 52 to the RS-flip-flop 62 which is thus set. In the prevailing shaftlocking position of the bar 18, the RS-flip-flop 74 does not deliver any output signal from its Qterminal. The RS-rlip-f lop bO delivers its Qterminal output which is transmitted via the one shot output circuit 61, the AND-gate 62 and the OR-gate 63 to the RS-flip-flop 64 which is then caused to set. The Q-terminal output of the ES-flip-flop 64 is then delivered via the OR-gate 65 and the relay b7 to the motor 22 which is, therefore, activated. The torque of the motor 2 is transmitted through the gearing unit 23 and the output shaft 36 to the rotator 21 which acts to lift the locking bar 16 (together with the hanger 19) from its locking position to its unlocking position against the action of the coil spring 20. Generally speaking, the motor 22 may be of the unidirectional type. However, it may be replaced by a reversible motor. At the shaft-locking position shown in Pig. 4, which has been brought about by a 18U-aegree revolution of the output chart 36, the lead switch j is in its off condition, while the opposite lead switch f4 has been brought into its on condition. At this time, the AND-gate 73 aelivera an output signal to the RS-flip-flop 74 which is thus set. The Q-terminal output of the latter is fed to the reversing input terminal of the ANi-gate b2 which is thus switched off. Thus accidental actuation of the RS-flip-flop b4 by noise is positively prevented. An input signal is also red to the respective reset terminals or the RS-flip-flops 64 and 56 which are thus reset. In the case where the bar 18 is stuck in engagement with the looting recess 11 on the steering shaft 10 such that there is considerable difficulty in execution of the shaft unlocking operation, the alarm circuit 55 is caused to operate twice, as explained, by reception of the aforementioned input signal Q3 causing resetting of the RS-flip-flop 64 twice so as to energize the motor 22. If the bar 18 is still stuck after all this, the output signal QC is delivered, thus resetting both the RS-flip-flops 56 and 60. At the same time, the aS-flip-flop b4 is caused to reset by a third delivery of Q3-output. Thereafter, the driver must depress again the selected buttons on the keyboard 45 in the predeter mined manner. When the steering shaft lock has been unlicked, output signals are delivered from the Q-terminals of the aS-flip-flops b4 and 74 to the AND-gate 76 which in turn delivers output to the OR-gate 7, so as to set the aS-flip-flop . Thus, the ignition circuit 90 is switched on, while the ACC-otrcult 93 is also switched on by way of the three-state buffer 87 and the OR-gate 91. When the driver depresses the selected switches on the keyboard 4, the AND-gate 86 is turned on, the starter circuit 96 and the resistor short circuit 97 become conductive, while the burner 87 is temporarily turned off, thereby interrupting the ACC-circuit. When the engine is brought into operation, the engine sensor 941 is at I-level so the iND-gates bo and 104 are turned off. Therefore, the engine starter circuit 96 is turned off, while the buffer 67 is turned on again and the ACC-circuit 3 is energized. Ibus, any flame actuation or the motor 22 by accidental noises and shocks is suppressed. Furthermore, while the vehicle is running, the output of the running sensor 9o le kept at L-level for maintaining the RS-flip-flop 60 in its setting condition. In this position, the AND-gate 70 contin uously delivers a set signal through the OR-gate 78 to the RS-flip-flops 85 to prevent the ignition circuit '30 being cut off unintentionally during running (moving) of the vehicle. After the vehicle has been intentionally stopped, when the driver intends to lock the steering shaft 10, he must depress the specifically selected two button switches on the keyboard 5 simultaneously. An instruction signal will then be fed successively through the AN gate 100 anu the one shot circuit 101 to the Dgate 102 which delivers its output signal through the OR-gate 82 to the RS-flip-flop 60, thus terminating the Q-terminal delivery or the latter. At the same time, the output from AND-gate 102 is fed to the reset terminal of the flip-flop 85, so as to terminate its Q-termSnal output and thus turn both the ignition circuit 90 and the accessary circuit 93 off. As a result of this operation of the engine ceases automatically. Following therefrom, the engine sensor 941 delivers an output of H-level. The output from the AND-gate 102 is fed to the RS-flip-flop 103 at its set terminal. The Q-termlnal output of the latter and the output from the engine sensor Y41 are fed to the AND-gate 104, and an instruction signal is red therefrom through the OR-gate 65 to the motor circuit 41 so as to energize the motor 22. Upon rotation of the motor 22, its output shaft 36 will be rotated 100 degrees clockwise with regard to the position shown in Fig. 4 from the shaft-unlock-position indicated in Pig. 5. Therefore, the lead switch 34 is turned off, while the lead switch 34 is turned on on account of access to, or close proximity of, the magnet 25. Therefore, the AND-gate 75 delivers output so as to bring the RS-flip-flops 74 and 103 into setting. At the same time, the rotator 21 has been rotated to the shaft-locking position shown in Pig. 5 so the hanger 19 and the bar 18 move forward under the action of the coil spring 20, until the bar 18 is wrought into intimate engagement with the reception recess II on the steering shaft 10.

Claims: CLAIMS 1. A keyless steering lock arrangement comprising a gearing unit (23) operatively connected to an electric motor (22) and mounted in or on a bousing (13), a rotator (21) operatively connected to output means (36) of the gearing unit (23), and an operating bar (18) which is movable between a shaft-locking position and a shaft-unlocking position by receiving motion from the rotator (21). 2. A keyless steering lock arrangement as claimed in Claim 1 wherein the rotator (21) has a cam means (29) which co-operates with a spring-loaded hanger (19) associated with the shaft-locking and -unlocking bar (18) so as to correctly position the bar (18) at its shaft-locking br unlocking position upon operation of the motor (22). 3. A keyless steering lock arrangement as claimed in claim t or 2 further including electronic circuit means (40 to 47) to bring about operation of the motor (22). 4. A keyless steering lock arrangement as claimed in claim 3 wherein the electronic circuit means (40 to 47) is effective to operate an alarm (55) whenever the bar (18) is unintentionally stuck in its shaft-locking position.

Inventors: MASAKI, MIKIO, NARA, ETUO, SAKUNO, HIDEAKI, SATA, HIDEKAZU
Applicants: KOKUSAN KINZOKU KOGYO CO. LTD.
Application year: 1984
Main classification: B60R25
IPC codes: B60R25