VEHICLE STEERING LOCK

Abstract: A vehicle steering lock is an anti-backlash chamfered clutch lock of two revolving members (19 and 20), with anti-backlash removable chamfered wedges with integral locks, (Fig. 24, 25, 26 and 27), the wedge being locked into place between the two revolving members (19 and 20) under pressure. The apparatus is situated immediately below a steering mechanism or wheel (10). The lock either allows the steering wheel or helm (10) to be positively connected to a steering column (15) or disconnects the steering wheel (10) allowing it to rotate freely thereby neutralising the steering system.

Description: VEHICLE STEERING LOCK This invention relates to the function of locking and unlocking vehicle steering wheels, helms and handle bars in complete safety. The apparatus is also suitable for the locking of industrial stop-cocks and switches which operate in a similar action. The theft of vehicles and misuse of industrial equipment are a world-wide everyday problem. Modern systems of locking are inadequate; vehicles fitted with present locks can be stolen within minutes. Too much reliance has been placed on electronic or electrical systems which can be easily defeated by bypassing the circuitry. According to the present mechanical invention the apparatus provides a clutch-lock with easy and quick access and simplicity of operation to neutralise the steering mechanism and render it either operative, or inoperative, as may be required, with no comprise to safety or tactility. A specific embodiment of the invention for steering wheels, (all actions also apply to helms and industrial use), will now be described by way of example with reference to the accompanying drawings in which :- Figure 1 shows in perspective, the device in position between a steering wheel (10) and the steering column (15). A steering wheel plate (11), as used to attach steering wheels (10) and steering hubs (Fig. 13), is also shown together with the upper rotating or oscillating housing (12), the clamp (13) the lower captive housing and plate (14) which is similar to the steering wheel plate (11) (See Fig. 13) The height of the entire device can be as low as 3 cm. or less, and the circumference varied, both dependant upon the materials used. The dimensions are therefore optional, dictated by the strength required for any given component in the device and to fit any particular type of vehicle or equipment In these illustrations, nuts and bolts are used to connect the different component parts. This is for easy dismantling. In a wedgelock proper, parts 14, 20, and 13 can be welded to form a sealed inaccessible unit except through the catchment (18). The bolting of the wedgelock sealed unit to the steering column is executed through the catchment (18). SUBSTITUTE SHEET Figure 2 shows the position of the clutch-lock in relation to the steering wheel (10) and steering column (15). All reference numbers are used consistently throughout the description to indicate specific components. Figure 3 shows the basic tapered or chamfered anti-backlash wedge, dog or gear which engages or disengages the tapered or chamfered anti-backlash actuating revolving members of suitable shapes. (Figs. 5 & 6 Nos. 19 & 20). These components may be splined or otherwise and /or partially tapered or chamfered, straight, square, oblong, conical or spherical in shape, or so shaped as to function as a gear or dog between the revolving members (19 & 20). The following details relate to the tapered version of the dog or gear which is self-adjusting to wear. Later, Figs. 24, 25, 26 and 27 illustrate the functional components of the wedge. (Pages 9 & 10.) All versions have similar components. All have the anti-backlash taper or chamfer unless backlash is not important Should this be the case a simple wedge would suffice. With the driving of vehicles, backlash is important In the splined dog, the chamfers oppose or face each other on opposite sides, each chamfer on one spline on opposite sides. The wedge on the extreme left, (Fig.3) is shown oriented as it would enter the aperture or catchment (18), in Figs. 5 and 6. The lower rotating movement (20) Fig.6, shows the aperture or catchment It is a rectangular window with a raised taper at each end of one of its longer sides. Note that the other longer side, not visible in the figure, has no such tapers. The lower far edge, as drawn on the wedge, far left (Fig. 3, 17) has a chamfer which matches the two raised tapers in the lower revolving movement's (20) aperture or catchment (18). Where the wedge (17) fits into the upper revolving movement's (19) aperture or catchment (18) there is a parallel sliding fit, or a similar chamfer as on a wedge (17): a full chamfer. Shown in Fig. 6 is a cross-section through both revolving movements and the wedge at one end of the apertures or catchment (18) where the wedge chamfer engages one of the raised tapers on the lower revolving movement (20). Notice that the aperture in the lower revolving movement (20) is slightly wider than the upper revolving movement (19). The wedge is pressed into the apertures by spring- loaded pressure in such a way that it is free to twist slightly in any direction. The arrows in this drawing show where contact will occur between the wedge (17) and revolving movements (19 & 20). When the wedge (17) is pressed downwards and the chamfer engages with the raised tapers, it will twist anti-clockwise, as viewed in the drawing, such that the wedge (17) will jam slightly diagonally in the parallel upper aperture, with contact occurring at the upper two arrows. Contact between the wedge (17) and the lower revolving movement (20) will ,occur only on the raised taper, at a point SUBSTITUTE SHEET determined by the exact geometry. As a result there will be a tendency, at the end of the wedge (17) as drawn, for the lower revolving movement (20), to be rotated relative to the upper revolving movement ( 19) in a particular direction. The same principle will cause a tendency for the lower revolving movement (20) to be rotated in the opposite direction relative to the upper revolving movement (19) at the other end of the wedge. If the wedge ( 17) is free to change angle slightly such that both ends are firmly engaged with the raised tapers under slight pressure, rotation backlash will be eliminated up to the torque at which the wedge (17) would be forced upwards against its spring. With an appropriate choice of taper angle it is practicable to easily accommodate any torque under any driving conditions, including heavy duty commercial vehicles or heavy industrial use. The choice of taper angle is obviously important and must be a compromise between the torque which can be sustained without the wedge (17) being lifted, and any tendency for the wedge (17) to jam in place and be difficult to remove. With appropriate design, it would be advantageous to curve the raised tapers and /or the wedge chamfer. This would provide some control over where contact occurred with reasonable tolerances. Figure 4 shows the tapered or chamfered divided locking catchment, (18) so shaped as to accept the dog or gear of any given shape, see Fig. 3 above, wherein the wedge, dog or gear engages or disengages in the locked or unlocked position. Reference to "dog" or "gear" in this specification means "wedge" or any such shape as to act between the revolving movements to create a clutch action. In this specification 'locked" indicates engaged to operate in the normal driving and steering position. "Unlocked" means that the steering wheel has been neutralised and rendered inoperative. Figure 5 shows a position of the divided locking catchment, (18) in relation to the upper actuating revolving movement (19), shaped to the type of wedge, dog or gear used. Revolving movement (19) is smaller than revolving movement (20) as illustrated below. This is to allow the clamp 13, (See Fig.7) to envelope the upper revolving movement (19) and bolt, or otherwise connect, onto the lower housing or plate (14) through the SUBSTITUTE SHEET lower revolving movement (20). The plate ( 14) is rigidly attached to the steering column ( 15). See Fig. 13. The lower revolving movement (20) only revolves with the steering column ( 15), or when the vehicle is being driven. The upper revolving movement ( 19), which is directly attached to the steering wheel ( 10) by bolts through bolt holes or other means (49), is free, when desired, and unlocked, to revolve on its own within the clamp ( 13). Figures 6, 7, show a position of the divided locking catchment ( 18) in relation to both revolving movements. (19 and 20). The lower clutch revolving movement, (20), is captive being directly connected to the lower housing or plate (14) and therefore the steering column via the bolts (48) through the clamp (13). (See Fig 13 No. 14) The locking catchment (18) is referred to as being "divided" as the upper section is integral to the upper revolving movement (19) which rotates or oscillates and is directly connected to the steering wheel plate (11) by bolts (49) or other means. The lower section of the catchment (18) is integral to the lower revolving movement, (20) which is captive being bolted (or otherwise connected) by the clamp which clasps the revolving movement (19) and also bolts to the steering column plate (14) through the bolt holes (48). The locking of the two divisions, clasped together by the clamp (13) of the locking catchment (18) which is located in the revolving movements, ( 19 and 20) by the wedge, dog or gear (17) being inserted and held, under pressure, in the catchment (18) is the initial description of the principle of the device. (See Figs. 7 and 9). Figure 8 shows the two revolving movements apart and that the catchment (18) is divided- Figure 9 shows the upper housing ( 12), which is an integral part of the upper revolving movement (19) and contains the catchment (18). The upper housing (12) is permanently fixed to the plate (11), (See Figs 1, 2, and 7), onto which the steering wheel (10) is connected. A clamp (13) exactly envelopes the upper revolving movement (19) forming a joint between the steering wheel (10) and the steering column (15) whilst allowing the upper housing (12) together with the upper revolving movement (19) to rotate or oscillate, when required. The clamp is connected to the lower captive revolving movement (20), (See Fig. 7. No 48) which is, in turn, permanently fixed to the lower captive housing and plate (14) and therefore to the steering column (15). The housing ( 12) together with the upper revolving movement ( 19) both rotate or oscillate, SUBSTITUTE SHEET when required, thereby causing the steering wheel (10) to be neutralised by rotating on its own- The following Figures up to Figure 23 relate to alternative modes of operating the general principle as described above. Figure 10 .shows an alternative. The splined tapered catchment lock ( 18) which is undivided in this movement being fixed at its base to the upper rotating revolving movement ( 19). The splined catchment lock (18) surrounds a splined tapered cone (23) which is fixed to the lower captive revolving movement (20). Figure 11 shows Figure 10 in perspective. Figure 12 shows the tapered and splined dog or gear ( 17) which locks by engaging, under pressure, onto the splined tapered cone (23), and the inner tapered catchment (18) and disengages by its complete removal, as detailed in Figs. 17 & 18. Figure 13 shows the bolting (21) of the apparatus to the steering column. ( 15) when the lower housing and plate (14) is tapered to accommodate the bolt fixing to the steering column as used in standard practise. Figure 14 shows the lower housing and plate (14) attached to an additional steering wheel plate (11) at its base as an alternative to the bolt fixture (Fig.13 No.21) if required or so desired, to save space. This attaches directly onto the existing plate already on the vehicle. Figure 15 shows the coupling of the upper housing (12) to the lower captive housing (14) by the "tube within tube" method, as opposed to a clamp, utilising axially fitted internal snap rings with grooves or similar fixing between the lower outer housing (14) and upper inner housing (12)) to permit rotation of the upper housing (12). (See Fig. 17 Nos. 29 & 30). The bolting of the device (21) with a tapered platform to the steering column (15) is also shown. Figure 16 shows another alternative. The steering wheel (10) connected to the usual mounting plate (11) which is rigidly connected to the upper housing (12) which, in turn, SUBSTITUTE SHEET is an integral part of the upper revolving movement (19). The lower housing ( 14) has an inside diameter larger, within accepted tolerances for stringent rigidity, than the outside diameter of the upper housing ( 12). Alternatively, the upper rotating housing (12) encircles the lower captive housing (14), within stringent tolerances. The connection of the two housings, ( 12 & 14) is secured by two internal axially fitted snap rings. (Fig. 17 Nos. 29 & 30). In addition, both housings (12 & 13) may be tapered against each other, with the upper rotating housing (12) and revolving movement (19) fitted low into the opening of the lower housing ( 14) and captive revolving movement (20). Here too, the housings (12 & 14) may be reversed. This is an alternative method when a clamp is not used. To restrict the upper revolving movement ( 19) and upper housing (12) to oscillation only and not rotation, and to rigidly connect the upper housing (12) the steering wheel plate (11) and the steering wheel (10), the upper oscillating revolving movement is connected to the lower captive revolving movement (20) by spring-loaded posts (50) These links which are an integral part of the lower captive revolving movement (20) penetrate the upper oscillating revolving movement (19) through precision elongated keyhole apertures to allow sufficient oscillation to render the steering wheel (10) inoperative. The posts are axially placed to allow movement and held and pressured against the oscillating revolving movement (19) and travel the distance or length of the elongated apertures or keyways. An apron is formed by the upper oscillating housing (12) over the lower captive housing (14) by an extension of the upper housing to ensure overall stability. Figure 17 shows another operation. The steering wheel (10) is hinged (33) to two plates: the normal steering wheel plate (11), and a foundation plate (44), into which the steering wheel plate (11) is firmly held (See Fig. 18). The hinged plates (11 & 44) enable the steering wheel (10) to be lifted to expose the mechanics of the device. To render the steering wheel inoperative, the splined tapered dog or gear (Fig.12) which engages and locks in the catchment area (18) under strong pressure from the slide lock (27) and closed steering wheel pressure point (26) is removed by hand and the steering wheel closed and locked at the snatch lock (31 & 32). The steering wheel is thus neutralised. Figure 18 illustrates the steering wheel (10) raised on a precision hinge, (33) releasing one source of pressure on the tapered splined dog or gear (17) from its coupling in the catchment (18). The double pressure, from two independent sources, is generated by both a tension latch lock (27) over the entrance or top of the opening to the catchment SUBSTITUTE SHEET ( 18) plus the pressure point (26) with the steering wheel ( 10) in the closed position, making the union between the dog or gear ( 17) and catchment ( 18) immovable under any driving conditions. On raising the steering wheel (10), the tapered dog or gear (17) is removed by hand which renders the steering wheel (10) inoperative when the steering wheel (10) is again closed and locked in the normal position. When closed, the steering wheel (10) is firmly held in the drive position by a locking snatch /slam anti- burst lock (31 & 32) with rigidity being ensured by adequate guide projections (45) which engage and locate into recesses (46). The dog or gear (17) acts as a key which can have many key changes within it's splines and matching catchment (18). Entry into the catchment area can also be denied by the lock (27) which also produces pressure on the dog or gear (17) when in place. It therefore follows that there are four locks to the one mechanism : one on the steering wheel snatch-lock (31 & 32), one on the dog or gear (17) one by the removal of the dog or gear (17) and one over the catchment aperture (27). The steering wheel (10) may be so hinged as to allow it to be removed altogether (as practised in formula 1 racing cars). See also Figure 6 above in relation to this movement The two revolving movements (19 and 20) are secured by clamp. See Figs. 7 and 9. The action as shown in Figs 3 to 6 are also applicable in this movement Figure 19 shows the tapered dog or gear (See Fig. 12) with a fixed normal steering wheel in place ( 10) activated by a cam movement (42) through a high security radial pick /drill resistant cam lock (28). The heightened tapered splined and bridged catchment (18) is fixed at its base to the upper revolving movement (19). A central splined pillar (24) is fixed to the captive lower revolving movement (20), which incorporates the splined tapered cone (See Figs. 10 & 11, No. 23.) at its base and extends to a splined guide way (24). The pillar (24) is attached centrally (34) at its apex to the heightened and bridged catchment (18) allowing rotation. The splined dog or gear (Fig. 12 No.17) is raised by the cam (42) to follow the splined guide way extension (24) by a synchronised internal spline within a collar on top of the dog or gear (25) (See Fig. 12) to move up the straight splined central pillar (24) against a spring(s) (5) thereby disengaging from the catchment (18). This movement need only be a matter of millimetres: just enough to disengage the splines of the dog or gear (17) from the splines of the catchment (18). All other components remain as specified in previous Figures. The steering wheel (10) is thus neutralised. A clamp as in Figs. 7 and 9 No.13 is used to hold the two revolving members (19 and 20 in position. SUBSTITUTE SHEET Figure 20 shows the straight key system whereby the inclined step key (37) is inserted through an aperture in the side of the upper rotating housing and thrust into an archway (Figs. 21 and 22 No. 36) along a channel (38). The archway (Figs. 21 and 22 No. 36) bridging the dog or key (17), is raised by the step key (37) being inserted into the arch (36) which protrudes to only half the height of the step key (37), with a similar space beneath. When thrust, the key (37) by exerting pressure on the roof of the archway (36) raises and disengages the dog or gear (17) from the catchment (18) as it progresses along the channel (38) past the archway (36). The step key then locks the dog or gear (17) in the unlocked (neutralised) position by allowing the upper revolving movement (19) to rotate. The locked position is obtained by the reversal of the step key (37) which , when inserted into the channel (38) and thrust to the bridge (39) rides over, engaging the dog or gear (17) into the catchment (18), under pressure from a roof plate ( Fig. 22 No.40), thereby locking the upper rotating movement (19) with the lower captive rotating movement (20). A lock at the opening to the upper housing (Fig. 9. No. 41) secures the step key (37) in place. A clamp, as in Figs. 7 and 9, No.13, provides the holding of the two revolving movements (19 and 20). Figure 21 is covered above. Figure 22 is covered above. Figure 23 shows another versioa The upper revolving movement (19) being engaged in the captive revolving movement (20) using tapered dowels or dogs into tapered recesses (47). This is achieved by cam action lock (42) with a locking ledged revolving movement (43) fixed to the upper rotating revolving movement ( 19). The action may also be achieved by access from the centre of the steering wheel as in Figs. 3 to 6. A central pillar (24) is fixed to the lower captive revolving movement (20) at its base and acts as a foundation allowing the upper rotating revolving movement (19) to rotate or oscillate. All other associated components are as illustrated in the figures above. SUBSTITUTE SHEET W E D G E.S Figures 24 & 25 show the toggle driving lock (Drive means to actuate a positive connection between the steering column (15) and steering wheel (10) or industrial mechanism). The wedge is inserted into the catchment (18), the toggle (56) is turned clockwise, thereby turning the lower cam (16) to be at a right angle to the bottom of the catchment ( 18) and locking under the lower revolving movement (20). The central pillar (55) is integral to the lower cam (16), travelling up through the wedge to protrude to the toggle where it is pinned off-centre (57) to produce a cam actioa When the toggle has been turned clockwise 90 degrees, turning the lower cam (16), it is pushed down (Fig. 26,) to create a push /pull action to draw the lower cam (16) up against the bottom of revolving movement (20) and press the wedge (17) down against the chamfers. This forms the required pressure and an absolute lock The action is controlled by a wave spring or other type of spring (59) between a washer (58) and the wedge (17). The chamfer on the wedge may be full or partial (60). Wiring for electrics (horn) is incorporated within the body of the wedge with insulated contacts at top and bottom. A make-and-break contact switch (inhibitor to ignition) if required, could be housed in the lower housing (Fig.13 No.14). This would be activated when the driving wedge is inserted into the catchment (18), and de-activated by the rotating lock (Fig.27) by not making contact with the switch. Figure 26 shows a driving wedge (17) (to drive a vehicle or use an industrial facility) which locks into place by a cam lock (51) which travels down through the wedge (17). The key turns the wave-spring-loaded cam (16) or other type of spring (64) with a key operating from the position of 12 o'clock only; trapped in all other positions (51). The key is trapped when the wedge is removed altogether; the cam (16) being parallel with the wedge. The key is used as a grip to lift and remove the wedge. The wedge is locked in when the cam (16) is at right angles to the wedge (17) and is locked into place: the driving position. The key is then at the 12 o'clock position and can be removed. The key turns from either 3 o'clock or 9 o'clock; the trapped positions, to 12 o'clock, which is the locked driving position, and the key removed. The wedge (17) continues at the top to form a removable collar (63) which accommodates an upper cam (61) which is spring loaded and also has its own tension in a curved form. This cam is turned by hand with levers (62) to twist and position under the steering wheel plate (Figs. 1, 7, etc. No. 11), creating pressure above the wedge (17) together with the lower cam (16). This upper cam (61) also acts as a complete stop to any lift from the wedge (17). A wave spring SUBSTITUTE SHEET (64) or other type of spring, is placed under the lower cam (16) between a washer and the lock nut (54). Figure 27 shows the rotating lock which allows the steering wheel or other facility to rotate fully in the unlocked or neutralised position; the non-driving position. This lock has a half or semi wedge ( 17) which locates only on the chamfer of the bottom revolving movement (60). The top section (52) rotates freely being against the upper revolving movement ( 19). On the top of the wedge (17) is a removable section which forms a collar or neck (65) which holds the free section (52). This wedge lock is similar to Fig. 26 in that it locks under revolving movement (20) with a bottom cam (16) by key, which is also only removable when the cam (16) is at right angles to the wedge; the locked position. When unlocking, (the cam (16) parallel to the wedge) the key turns from the 12 o'clock position, (the remove position), to 3 o'clock or 9 o'clock, the trapped positions, and is used (the key) to lift out the wedge (17). Not only is this lock important to allow the steering wheel to rotate freely being disconnected from the steering column, but it also seals off the catchment (18) therefore, no entry can be made to this area when this wedge is locked in place. It would have to be removed before any misuse could be considered. Using Camlock (of Eastbourne) keys with 5 million plus key combinations, this would be a major task in itself. When this neutralising wedge is in place, the driving wedge (Figs. 24, 25 & 26), is left in the vehicle or office. Only the key or keys are taken by the driver or operator. It stands to reason that as the catchment (18) is blocked by this neutralising wedge (Fig. 27), the driving wedge (Fig.26) cannot be inserted. Furthermore, should both keys be taken, even if the neutralising wedge were somehow removed, the driving wedge (Fig. 26) would be non functional as not only would the bottom cam (16) be locked at right angles to the wedge (17) and therefore incapable of being inserted but there would be no key to lock or actuate it in any way. Similarly when the driving wedge is in place, the neutralising wedge is kept in the cubby-hole or elsewhere. Should the wedges be individually different, (a single varied spline on the catchment (18) and matching indentation on the wedge (17), no substitute could be used although this would be hardly necessary taking into consideration all the hurdles that would have to be overcome to gain entry into the catchment (18). SUBSTITUTE SHEET

Claims: CLAIMS. 1. A vehicle steering lock has two revolving movements or members (19 and 20) incorporating anti-backlash features. The lower revolving movement (20) is directly connected to the steering column (15), via a boss or housing (Fig. 13 No.14) and only revolves when positive steering is actuated. The upper revolving movement (19), is directly connected to the steering mechanism or steering wheel (10), by a plate (11), which is connected only to the upper revolving movement (19). Both revolving movements (19 and 20) are independent of each other. They are held, face to face, by a clamp (13) which envelopes the upper revolving movement (19), but connected to the lower revolving movement (20), allowing free independent circular or partially circular movement, within the clamp, by the upper revolving movement (19). Only when a removable chamfered anti-backlash wedge and integral lock (24, 25 or 26) is inserted, and locked, under pressure, into the chamfered anti-backlash aperture or catchment (18) of the revolving movements (19 and 20) is a direct clutch connection made between the steering wheel (10) and the steering column (15), thereby steering normally. When the removable rotating wedge and integral lock (27) is inserted and locked into the said aperture or catchment (18) the said revolving movements (19 and 20) remain independent of each other allowing the steering wheel (10) to turn freely: not being directly connected to the steering column (15), by virtue of the revolving upper plate (Fig. 27 No.52) of said wedge. 2. The vehicle steering lock as claimed in Claim 1 may be actuated alternatively by a hinged steering wheel (Figs 17 & 18) . 3. The vehicle steering lock as claimed in Claim 1 may be actuated alternatively by a raised catchment area (Fig 10, No.18) 4. The vehicle steering lock, as claimed in Claim 1 may be clamped alternatively by tubular connection. (Fig. 15 & 16.) SUBSTITUTE SHEET 5. The vehicle steering lock as claimed in Claim 1 may be actuated alternatively by a sliding dog or gear raised by cam action. (Fig. 19). 6. The vehicle steering lock as claimed in Claim 1 may be actuated alternatively by a slide key. (Fig. 20). 7. The vehicle steering lock as claimed in Claim 1 may be actuated alternatively by using tapered anti-backlash dowels with opposing chamfers. (Fig. 23.) SUBSTITUTE SHEET

Inventors: DEMPSTER BRYAN HERBERT, DEMPSTER, BRYAN, HERBERT
Applicants: DEMPSTER BRYAN HERBERT, DEMPSTER, BRYAN, HERBERT
Application year: 1993
Main classification: B60R25
IPC codes: B60R25