Abstract:
An electrically-operated steering lock device includes a protrusion blocking mechanism that blocks protrusion of a lock shaft of a solenoid or the like, and is arranged to prevent malfunctions of the protrusion blocking mechanism even if current is passed through the protrusion blocking mechanism during running of the vehicle. A lock shaft is movable between a protrusion position where a steering shaft is locked and a retracted position where the steering shaft is unlocked, and a lock shaft moving mechanism is coupled to an electric motor and serves to move the lock shaft. The protrusion blocking mechanism is electrically driven and, when the lock shaft is placed at a retracted position, engages with an engagement portion formed in the lock shaft to block protrusion of the lock shaft. A holding device holds the protrusion blocking mechanism in a position where protrusion of the lock shaft is blocked.

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to an electrically-operated steering lock device which is prevented from locking the steering shaft even if an electrically-operated member has malfunctioned due to noise or the like. 
     A conventional electrically-operated steering lock device, as disclosed in, for example, Japanese Patent Laid-Open Publication No. 2002-234419, is so designed that a lock shaft is driven by a plate cam coupled to an electric motor so that the lock shaft is protruded toward a steering shaft so as to be engaged with the steering shaft, and thus locked. Further, with an engagement recessed portion formed in the plate cam, a plunger of a solenoid is engaged with the engagement recessed portion so that even if the electric motor malfunctions, the lock shaft is prevented from popping out by keeping the plate cam from rotating with a hold by the plunger. 
     However, in such electrically-operated steering lock device, there has been a problem that when the solenoid and the electric motor are simultaneously driven due to noise or the like during running of a vehicle, the solenoid may pull in the plunger so that its engagement with the plate cam is released, where at this timing of releasing, the electric motor rotates to make the lock shaft protrude toward the steering shaft, thus locking the steering shaft. 
     SUMMARY OF THE INVENTION 
     The present invention having been accomplished in view of these and other problems of the prior art, an object of the invention is to provide an electrically-operated steering lock device which keeps the lock shaft from protruding even if electric currents flow through the electric motor and the solenoid at the same time by an arrangement that a protrusion blocking means for blocking the lock shaft of a solenoid or the like is prevented from malfunctioning even if an electric current is passed through the protrusion blocking means during running. 
     As a solution to the above-described issues, the present invention provides an electrically-operated steering lock device having a lock shaft which is movable between a protruded position where a steering shaft is locked and a retracted position where the steering shaft is unlocked, and lock shaft moving device coupled to an electric motor and serving to move the lock shaft, the electrically-operated steering lock device further comprising: a protrusion blocking device which is electrically driven and which, when the lock shaft is placed in the retracted position, engages with a receiving portion formed in the lock shaft to block protrusion of the lock shaft; and holding part for holding the protrusion blocking device in a position where protrusion of the lock shaft is blocked. 
     According to this invention, by virtue of the doubled provision of the protrusion blocking device which, when the lock shaft is placed in the retracted position, engages with the receiving portion formed in the lock shaft to block protrusion of the lock shaft, as well as of the holding part for holding the protrusion blocking device in the position where protrusion of the lock shaft is blocked, even if electric currents have flowed simultaneously through both the electric motor and the protrusion blocking device due to noise or the like so that the protrusion blocking device and the lock shaft moving means are driven, the protrusion blocking device is held by the holding means, and thus never activated. Thus, the possibility that the lock shaft may erroneously be protruded to lock the steering shaft can be eliminated reliably. 
     Also, the lock shaft moving device may be implemented by a lock shaft moving device comprising a spring for biasing the lock shaft to the protrusion position, and an electrically-operated member which is to be engaged with an engagement recessed portion formed in the lock shaft to move the lock shaft to the retracted position. 
     According to this aspect of the invention, the protrusion blocking device for blocking the protrusion of the lock shaft is not directly subject to the rotational force of the electrically-operated member, but only subject to the load of the spring that biases the lock shaft to the protrusion position. Therefore, the load applied to the protrusion blocking device is very small, so that the protrusion blocking device can be made smaller in strength proportionally. 
     Further, the protrusion blocking device may be implemented by a solenoid having a plunger which is to be engaged with the engagement portion formed in the lock shaft. 
     According to this aspect of the invention, since the plunger of the solenoid is only engaged with the engagement portion as it is, mis-operations of the lock shaft can be prevented with quite a simple structure. 
     Furthermore, the lock shaft moving device may be implemented by a lock shaft moving device which enables the lock shaft to move to the protruded position when the electric motor is rotated forward, and enables the lock shaft to move to the retracted position when the electric motor is rotated in reverse, and the holding part is an engagement portion formed in the lock shaft, and wherein, in a state that the engagement with the engagement portion has been released by reverse rotation of the electric motor, the lock shaft is allowed to protrude by forward rotation of the electric motor. 
     According to this aspect of the invention, in order to allow the lock shaft to be protruded, the electric motor, before being rotated forward, needs to be once rotated in reverse and, in that state, the engagement between the lock shaft and the holding part needs to be released. Thereby, mis-operations of the lock shaft can be prevented more reliably. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention will be further described with reference to the accompanying drawings wherein like reference numerals refer to like parts in the several views, and wherein: 
         FIG. 1  is a sectional top view showing an electrically-operated steering lock device according to the embodiment of the present invention; 
         FIG. 2  is a sectional front view of the electrically-operated steering lock device according to an embodiment of the present invention; 
         FIG. 3A  is a plan view showing a lock plate of  FIG. 1 ; 
         FIG. 3B  is a sectional view taken along the line B—B of  FIG. 3A ; 
         FIG. 3C  is a sectional view taken along the line C—C of  FIG. 3A ; 
         FIG. 4A  is a plan view showing a final reduction gear of  FIG. 1 ; 
         FIG. 4B  is a front view of the final reduction gear of  FIG. 4A ; 
         FIG. 5  is a front view of the solenoid of  FIG. 1 ; 
         FIG. 6A  is a plan view of a main part showing a lock shaft of the electrically-operated steering lock device in a protruding state; 
         FIG. 6B  is a left-side-face sectional view showing the relationship between the lock shaft and the solenoid in the state of  FIG. 6A ; 
         FIG. 7A  is a plan view of a main part showing the lock shaft of the electrically-operated steering lock device in a fully retracted state; 
         FIG. 7B  is a left-side-face sectional view showing the relationship between the lock shaft and the solenoid in the state of  FIG. 7A ; 
         FIG. 8A  is a plan view of a main part showing a state in which the lock shaft and the solenoid of the electrically-operated steering lock device are engaged with each other; and 
         FIG. 8B  is a left-side-face sectional view showing the relationship between the lock shaft and the solenoid in the state of FIG.  8 A. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       FIGS. 1 and 2  show an electrically-operated steering lock device according to the present invention. This electrically-operated steering lock device is so constructed that a lock shaft  1 , an electric motor  2 , a final reduction gear  3  which is an electrically-operated member, and a solenoid  4  which is a protrusion blocking means are all arranged within a housing  5 , where the housing  5  is fixed to a base portion  6  so that all of the members are integrated together into one unit. It is noted that the electric motor  2  and the final reduction gear  3  are disposed within the housing  5  as they are fitted and held to a motor bracket  7 . 
     As shown in  FIGS. 3A  to  3 C, the lock shaft  1  is composed of a body portion  11  and a wing portion  12  extending right and left below the body portion  11 . A rear end face  11   a  of the body portion  11  is inserted into a fitting recess portion  51  (shown in  FIG. 1 ) provided in a housing  5  in a state that one end of a spring  13  (shown in  FIG. 1 ) accommodated in the fitting recess portion  51  is kept in contact with the rear end face  11   a . The other end of the spring  13  is in contact with a bottom portion  51   a  of the fitting recess portion  51 . The spring  13  acts to bias the lock shaft  1  in its protruding direction. The spring  13  and the final reduction gear  3  constitute a lock shaft moving means. 
     A forward portion of the body portion  11  forms a lock portion  14 . When the lock shaft  1  is biased by the spring  13  so as to be moved in its protruding direction (the state shown in FIG.  1 ), the lock portion  14  protrudes outward from an opening portion  61  of the base portion  6 . The protruding lock portion  14  is engaged with a receiving portion of a steering shaft (not shown) of the vehicle, thereby locking the steering shaft. In addition, a sliding plate  61   a  for smoothing the sliding movement of the lock shaft  1  is fixed to the opening portion  61 . This sliding plate  61   a  is formed of a hard metal material so that the opening portion  61  is never deformed even if a strong load is applied to the lock shaft  1 . This is quite effective for the case where the base portion  6  is molded of a relatively soft metal material such as aluminum-pressure die casting or zinc die casting or the like. 
     Also, a receiving recess  15  for receiving a plunger  42  of the solenoid  4  is formed in an upper surface of the wing portion  12  on the left side of the body portion  11 . In this receiving recess  15  is formed an engagement portion  15   a  as a holding means which is to be engaged with the plunger  42  to thereby restrict movement of the plunger  42  toward the upward side (toward the front side of the drawing sheet in FIG.  3 A). On the left side face of the wing portion  12  is formed a sliding surface  16  which activates a lock shaft switch  8 . This sliding surface  16  is composed of a convex portion  16   a , a slope surface  16   b  and a concave portion  16   c . Further, a generally rectangular-shaped recessed portion  17  is formed in a central lower surface of the wing portion  12 . 
     The electric motor  2 , which is powered by unshown lines laid in the housing  5 , is rotated in forward and reverse directions by an internal control circuit  9 . Also, the electric motor  2 , as shown in  FIGS. 1 and 2 , acts to rotate the final reduction gear  3  clockwise and counterclockwise in  FIG. 1  via a rotating mechanism  21 . This rotating mechanism  21  is made up of a worm  23  fitted to a driving shaft  22  of the electric motor  2 , a large-diameter worm gear  24  to be meshed with the worm  23 , and a coaxial small-diameter gear  26  provided integrally with a rotating shaft  25  of the large-diameter worm gear  24 . The small-diameter gear  26  is to be meshed with a segment gear  31  formed on the outer periphery of the final reduction gear  3 . As a result of this, when the electric motor  2  is rotated in the forward direction, the small-diameter gear  26  is rotated in the reverse direction, i.e. counterclockwise in FIG.  1 . As the small-diameter gear  26  is rotated counterclockwise in  FIG. 1 , the final reduction gear  3  is rotated clockwise. Conversely, as the electric motor  2  is rotated in reverse, the small-diameter gear  26  is rotated clockwise in  FIG. 1 , so that the final reduction gear  3  is rotated in reverse, i.e. counterclockwise in FIG.  1 . 
     The final reduction gear  3 , which is formed into a generally fan shape with the segment gear  31  formed on its outer periphery as shown in  FIGS. 4A and 4B , has a rotational hole  32  formed at a central portion, and is rotatably fitted and held to a gear shaft  71  protrusively provided on the motor bracket  7  so as to be rotatable about the gear shaft  71 . Further, at an outer-peripheral edge of the top surface of the final reduction gear  3  is provided a cylindrical-shaped engagement protrusion  33  which protrudes in a direction parallel to the gear shaft  71 . 
     A tip end portion of the engagement protrusion  33  is extended into the recessed portion  17  of the lock shaft  1 . The engagement protrusion  33  makes contact with an inner wall  17   a  of the recessed portion  17  to press the lock shaft  1  in its retracting direction against the biasing force of the spring  13 . 
     The solenoid  4 , as shown in  FIG. 5 , includes a main body  41  in which an electromagnetic coil and the like are accommodated therein, a plunger  42  with a flange portion  42   a  formed thereon, a spring  43  for biasing the plunger  42  in the protruding direction, and a movable plate  44  which is in contact with one end of the spring  43  and fixed to the plunger  42 . This movable plate  44  turns on and off a solenoid switch (not shown). Then, the plunger  42  is normally placed at a protruding position by the biasing force of the spring  43 , but when a current conduction is given to the solenoid  4 , the plunger  42  withdraws toward the main body  41  side against the biasing force of the spring  43 . 
     The lock shaft switch  8  is a switch for detecting the position of the lock shaft  1 , and when the lock shaft  1  is protruded, the lock shaft switch  8  is pushed in by a movable piece  81  being positioned at the convex portion  16   a  of the sliding surface  16 , where the lock shaft switch  8  is turned on. When the lock shaft  1  is placed at its retracted position, the lock shaft switch  8  is protruded into the concave portion  16   c , whereby the lock shaft switch  8  is turned off. 
     Next, operation of the electrically-operated steering lock device having the above constitution is described. 
     FIG.  1  and  FIGS. 6A and 6B  show a state that the lock shaft  1  of the electrically-operated steering lock device is in a lock position while protruding from the opening portion  61  in a stopped automobile. In this state, the final reduction gear  3  is at a clockwise-rotated position with its one end face  34  in contact with one stopper  36  formed from an elastic material. Also, the movable piece  81  of the lock shaft switch  8 , which is placed at the convex portion  16   a  of the sliding surface  16  formed on the left side face of the wing portion  12  of the lock shaft  1 , has plunged into the switch, thus placing the lock shaft switch  8  in an ON state. Meanwhile, the solenoid  4  is in an OFF state, and the flange portion  42   a  of the plunger  42  is kept in contact with the top of a protruding surface  15   b  of the receiving portion  15  formed on the left-side upper surface of the wing portion  12  of the lock shaft  1  by the biasing force of the spring  43 . In this state, the plunger  42  is in the pushed-in position, and a solenoid switch (not shown) operable in response to the movable plate  44  is in the OFF state. 
     Upon input of a signal for driving the engine in this state, a signal for rotating the electric motor  2  in reverse is delivered from the internal control circuit  9 , and with a current fed to the electric motor  2 , the electric motor  2  is rotated in reverse, by which the final reduction gear  3  is rotated counterclockwise via the rotating mechanism  21 . 
     When the final reduction gear  3  is rotated counterclockwise, the engagement protrusion  33  presses an inner surface  17   a  of the recessed portion  17  of the lock shaft  1  to move the lock shaft  1  in its retracting direction against the biasing force of the spring  13 . When this occurs, the lock portion  14  of the lock shaft  1  separates away from the receiving portion of the steering shaft (not shown) of the vehicle. As a result, the engagement of the steering shaft is released, by which the steering shaft is unlocked. 
     Then, when the final reduction gear  3  is rotated up to a position shown in  FIG. 7A , i.e., a position where the other end face  35  of the final reduction gear  3  makes contact with the other stopper  37 , the flange portion  42   a  of the plunger  42  of the solenoid  4  goes beyond the engagement portion  15   a  from on the protruding surface  15   b  of the receiving portion  15 , plunging to a recess surface  15   c  from the position of  FIG. 7B  by the biasing force of the spring  43 . In this case, the solenoid switch is placed in an ON state. 
     As to the lock shaft switch  8 , the movable piece  81  slides on the sliding surface  16 , moving from the convex portion  16   a  through the slope surface  16   b  to the concave portion  16   c , thus protruded, with the result that the lock shaft switch  8  is turned off. 
     The internal control circuit  9 , upon reception of an OFF signal for the lock shaft switch  8  and an ON signal for the solenoid switch, outputs a signal to rotate the electric motor  2  a little forward. As a result, with a current fed to the electric motor  2 , the electric motor  2  is rotated forward, so that the final reduction gear  3  is rotated a little clockwise via the rotating mechanism  21 , where the lock shaft  1  is moved a little in the protruding direction by the biasing force of the spring  13 . 
     Then, as shown in  FIGS. 8A and 8B , the flange portion  42   a  of the plunger  42  of the solenoid  4  is engaged with the engagement portion  15   a  while kept in contact with the recess surface  15   c  of the receiving portion  15 . 
     In this state, the lock shaft  1  never moves and protrudes in its protruding direction due to restriction by the plunger  42  of the solenoid  4  even if a force for moving the lock shaft  1  in the protruding direction is exerted by the biasing force of the spring  13  in the event that, for example, noise has entered into the internal control circuit  9 , from which a signal for rotating forward the electric motor  2  is issued so that the electric motor  2  is rotated forward, causing the final reduction gear  3  to rotate clockwise via the rotating mechanism  21 , and further causing the engagement protrusion  33  to separate from the inner surface  17   a  of the recessed portion  17  of the lock shaft  1 . In addition, the plunger  42  is subject only to the biasing force of the spring  13 , and not to driving by the electric motor  2 . Therefore, the plunger  42  can be formed into a small-size plunger with low strength. 
     Also, even in the event that special noise has entered the internal control circuit  9 , from which a signal for rotating forward the electric motor  2  and a signal for activating the solenoid  4  are issued simultaneously, the plunger  42 , even with an attempt for attracting the plunger  42 , never moves by virtue of the engagement of the flange portion  42   a  with the engagement portion  15   a  of the lock shaft  1 . Further, since the lock shaft  1  is biased toward the protruding direction by the spring  13 , the engaging force between the flange portion  42   a  of the plunger  42  and the engagement portion  15   a  of the lock shaft  1  becomes proportionally, allowing the plunger  42  to be held securely. Thus, the lock shaft  1  is never allowed to protrude. 
     In the event that a signal for rotating the electric motor  2  in reverse and a signal for activating the solenoid  4  have been issued simultaneously from the internal control circuit  9 , the plunger  42  is attracted, but the lock shaft  1  has been moved in the retracting direction and therefore never protrudes. Then, upon a cease of the abnormality signal, the solenoid  4  is stopped from activation, the plunger  42  is plunged into the receiving portion  15  by the biasing force of the spring  43 , thus being engaged with the engagement portion  15   a  while kept in contact with the recess surface  15   c.    
     As shown above, even if noise has entered the internal control circuit  9  during the running so that a signal for rotating the electric motor  2  forward and a signal for driving the solenoid  4  are issued from the internal control circuit  9 , the plunger  42  is never moved in the protruding direction, thereby providing high safety. 
     This electrically-operated steering lock device is so designed as to be locked when the driver has come out of the vehicle with the engine stopped. 
     More specifically, when a vehicle-side control circuit (not shown) has received a signal issued to show that the driver has come out with the vehicle stopped and the engine off under the conditions that the lock shaft switch  8  is off and the solenoid switch is on, a signal showing that the driver has gone away from the vehicle is issued from the vehicle-side control circuit to the internal control circuit  9 , while a signal for rotating the electric motor  2  in reverse is issued from the internal control circuit  9 , where the lock shaft  1  moves from the position shown in  FIG. 8A  to the position shown in FIG.  7 A. Subsequently, a signal for driving the solenoid  4  is issued, causing the solenoid  4  to be driven, so that the plunger  42  is attracted up to a position slightly over the position shown in  FIG. 7A  against the biasing force of the spring  43 . Then, with the solenoid switch turned off, a signal for rotating the electric motor  2  forward is issued from the internal control circuit  9 , causing the electric motor  2  to be rotated forward so that the final reduction gear  3  is rotated clockwise via the rotating mechanism  21 . Then, the lock shaft  1  is moved in the protruding direction by the biasing force of the spring  13 , where the lock portion  14  of the lock shaft  1  is protruded from the outer frame of the housing  5  so as to be engaged with the receiving portion of the steering shaft of the vehicle, causing the lock shaft switch  8  to be turned on. With the lock shaft switch  8  on, the conduction to the solenoid  4  is interrupted, and the flange portion  42   a  of the plunger  42  comes into contact with the top of the protruding surface  15   b  of the receiving portion  15  formed on the left-side upper surface of the wing portion  12  of the lock shaft  1  by the biasing force of the spring  43 , resulting in an OFF state. As a result, the electrically-operated steering lock device is placed in a locked state as shown in FIG.  1  and  FIGS. 6A and 6B . 
     In the above-described embodiment, the lock shaft  1  is moved from the position shown in  FIG. 8A  to the position shown in  FIG. 7A  before the solenoid  4  is driven. However, it is allowable that they may be driven simultaneously. In this case, since the conduction may be applied at the same timing for both, the circuit construction becomes simpler proportionally. 
     Although the present invention has been fully described by way of examples with reference to the accompanying drawings, it is to be noted that various changes and modifications will be apparent to those skilled in the art. Therefore, unless otherwise such changes and modifications depart from the scope of the present invention, they should be construed as being included therein.