Abstract:
An ignition lock steering column lock includes a locking unit including a lockbolt selectively engageable with a steering member to prevent its rotation. A driver is operable to rotate about an axis in response to rotation of a key cylinder via a matched key. A solenoid assembly selectively prevents rotation of the driver. An armature of the solenoid assembly is movable toward a core when electric current is conducted through a coiled wire. The armature has a shape generally defining a plane and includes an axial end face configured to selectively interfere with an abutment of the driver such that force on the armature from the abutment in response to attempted rotation of the driver is directed generally along the plane.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is a continuation of U.S. patent application Ser. No. 14/095,405, filed Dec. 3, 2013, which claims priority to U.S. Provisional Patent Application No. 61/732,587, filed Dec. 3, 2012, the entire contents of both of which are incorporated by reference herein. 
     
    
     BACKGROUND 
       [0002]    The present invention relates to a vehicle ignition lock steering column lock. 
       SUMMARY 
       [0003]    A lock device is provided for a vehicle having a steering member for controlling the direction of travel of the vehicle and an ignition switch. A locking unit includes a lockbolt selectively engageable with the steering member to prevent its rotation. A carrier is movable with the lockbolt, and a carrier pin is supported by the carrier and is movable from an extended position to a retracted position against a biasing member. A driver is operable to rotate about an axis in response to rotation of a key cylinder via a matched key. A post is coupled to the driver for rotation therewith, the post being axially slidable relative to the driver in response to movement of the key within the key cylinder. The post has a first configuration holding the carrier pin in the retracted position against a force of the biasing member while allowing unobstructed movement of the carrier and the lockbolt relative to the steering member. The post has a second configuration overlapping the extended carrier pin in a radial direction perpendicular to the axis, thereby obstructing the lockbolt from engaging with the steering member. The post has a third configuration which does not overlap the extended carrier pin. The carrier pin is positioned on a side of the driver that is proximate the steering member. The driver is formed with detents engageable with a resilient member to positively define three separate operational positions of the lock device. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0004]      FIG. 1  is a perspective view of an ignition lock steering column lock assembly. 
           [0005]      FIG. 2  is an exploded assembly view of the ignition lock steering column lock assembly of  FIG. 1 . 
           [0006]      FIG. 3  is a partially exploded assembly view of a solenoid and a housing of the ignition lock steering column lock assembly of  FIGS. 1 and 2 . 
           [0007]      FIG. 4  is a partially exploded assembly view of the solenoid of  FIG. 3 . 
           [0008]      FIG. 5  is a perspective view of the ignition lock steering column lock assembly in a first operative state, OFF, with a key being inserted into a key cylinder. 
           [0009]      FIG. 6  is a perspective view of the ignition lock steering column lock assembly in a second operative state, OFF, with the key fully received into the key cylinder to actuate a carrier pin. 
           [0010]      FIG. 7  is a perspective view of the ignition lock steering column lock assembly with the key cylinder rotated toward a third operative state, ACC, with the lockbolt being retracted from the steering column (not shown). 
           [0011]      FIG. 8  is a perspective view of the ignition lock steering column lock assembly in a third operative state, ACC, with the lockbolt retracted to an unlocked position. 
           [0012]      FIG. 9  is a perspective view of the ignition lock steering column lock assembly in a fourth operative state, RUN. 
           [0013]      FIG. 10  is a perspective view of the ignition lock steering column lock assembly in a fifth operative state, START. 
           [0014]      FIG. 11  is a perspective view of the ignition lock steering column lock assembly returned to the third operative state, ACC, with an armature of the solenoid moved to an actuated or locked position, preventing further rotation of the key cylinder to the position of  FIGS. 5 and 6  to prevent removal of the key. 
           [0015]      FIG. 12  is a perspective view of the ignition lock steering column lock assembly in a sixth operative state, with the key cylinder returned to the position of  FIGS. 5 and 6  and the key being removed. 
           [0016]      FIG. 13  is a perspective view of the ignition lock steering column lock assembly in a seventh operative state, with the key fully removed from the key cylinder and the steering column lock returned to the locked position. 
           [0017]      FIG. 14  is a perspective view of the ignition lock steering column lock assembly with the key cylinder removed. The ignition lock steering column lock assembly is shown in a position corresponding to  FIG. 5 . 
           [0018]      FIG. 15  is a perspective view of the ignition lock steering column lock assembly with the key cylinder removed. The ignition lock steering column lock assembly is shown in a position corresponding to  FIG. 8 . 
           [0019]      FIG. 16  is a perspective view of the ignition lock steering column lock assembly with the key cylinder removed. The ignition lock steering column lock assembly is shown in a position corresponding to  FIG. 9 . 
           [0020]      FIG. 17  is a perspective view of the ignition lock steering column lock assembly with the key cylinder removed. The ignition lock steering column lock assembly is shown in a position corresponding to  FIG. 10 . 
           [0021]      FIG. 18  is a perspective view of the ignition lock steering column lock assembly with the key cylinder removed. The ignition lock steering column lock assembly is shown in a position corresponding to  FIG. 11 . 
           [0022]      FIG. 19  is a perspective view of the ignition lock steering column lock assembly from an alternate angle, with the key cylinder returned to the position of  FIG. 8  or  11 . 
           [0023]      FIG. 20  is a perspective view of the ignition lock steering column lock assembly from an alternate angle, with the key cylinder returned to the position of  FIGS. 5 and 6 . 
           [0024]      FIG. 21  is a perspective view of the ignition lock steering column lock assembly from an alternate angle, with the key removed from the key cylinder and the steering column lock moved to the locked position as in  FIG. 13 . 
       
    
    
     DETAILED DESCRIPTION 
       [0025]    Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. 
         [0026]    An ignition lock steering column lock assembly  100  is shown assembled in  FIG. 1  and in an exploded assembly view in  FIG. 2 . A housing  102  encloses the operative parts of the ignition lock steering column lock assembly  100  and is mounted at a position within a vehicle to engage with a steering column coupled to a steering wheel or other steering device required to operate the vehicle. The ignition lock steering column lock assembly  100  is configured to receive a key  104  in a key cylinder  108  thereof, and the operation of the key  104  controls both the operative state of an ignition switch (not shown) and the operative state of a steering column lock subassembly  112 . Although the key  104  and the key cylinder  108  are shown in later drawings, the ignition lock steering column lock assembly  100  is shown in  FIGS. 1 and 2  in a near-final assembly stage, ready for shipping to a final assembly location, in which a disposable plug  116  is inserted into an aperture  118  of the housing  102  that normally receives the key cylinder  108 . The steering column lock subassembly  112  includes a lockbolt  120  that is movable between a steering column locking position and a steering column unlocking position as described in further detail below. The steering column is received in an aperture  122  of the ignition lock steering column lock assembly  100  defined by a cover  124  and a strap or clamp  126  secured to the cover  124  with at least one fastener  128 . The cover  124  and the clamp  126  define a steering column axis B ( FIGS. 1 and 2 ). 
         [0027]    The aperture  118  for receiving the key cylinder  108  is provided at a first end of the housing  102 , and an aperture  130  for the ignition switch is provided at a second end, opposite the first end. The ignition switch is operated by a first end  132 A of a driver  132 , which rotates in response to rotation of the key cylinder  108 . A second end  132 B of the driver  132 , opposite the first end  132 A includes an outer surface with a plurality of notches  136 . The notches  136  cooperate with a resilient member  140  to provide a detent mechanism, which holds the driver  132 , and thus the key cylinder  108 , in one of a plurality of predetermined orientations corresponding to operative positions or states of the ignition switch and the ignition lock steering column lock assembly  100 , such as “OFF” (or key-out position), “ACC” (or accessory only position), and “RUN” (or “on” position), the corresponding operation of which is described in further detail below. It should be noted that the resilient member  140  is provided with two spring arms, each having a protrusion configured to engage a group of the notches  136  separate from that of the other spring arm of the resilient member  140 . In this way, redundancy is achieved. Also, by providing the resilient member  140  engageable with the notches  136  in the driver  132 , all detent positions are controlled by a single interface, and reliance on the ignition switch or the key cylinder  108  for providing detented OFF, ACC, and RUN positions is eliminated. 
         [0028]    The steering column lock subassembly  112  includes the lockbolt  120  mentioned above, in addition to a post  144 , a carrier  146 , and a carrier pin  148 . The post  144  is coupled to the driver  132  to rotate with the driver  132  about an axis A (i.e., the central axis of the driver  132  and also the key cylinder  108 ). The post  144  is coupled to a plunger  152  positioned inside the driver  132 , and the post  144  extends through a slot  154  in the driver  132  so that the post  144  and the plunger  152  are axially slidable relative to the driver  132  (e.g., in response to insertion/retraction of the key  104 ). A plunger spring  158  biases the plunger  152  and the post  144  toward the second end  132 B of the driver  132 . Insertion of the key  104  into the key cylinder  108  moves the plunger  152  and the post  144  against the bias of the plunger spring  158  toward the first end  132 A of the driver  132 . Depending on its axial position, the post  144  is either spaced from the carrier pin  148  or has axial interference or overlap therewith. The carrier pin  148  is coupled to the carrier  146  and is biased toward the post  144  by a carrier pin spring  162 . The carrier pin  148  is positioned closer to the steering column and the steering column aperture  122  than the axis A of the key cylinder  108  and the driver  132 , and is positioned on the same side of the axis A as the lockbolt  120 . When the key cylinder  108  is in the OFF position, the post  144  is also positioned closer to the steering column and the steering column aperture  122  than the axis A of the key cylinder  108  and the driver  132 , and positioned on the same side of the axis A as the lockbolt  120  and the carrier pin  148 . Likewise, the engagement between the post  144  and the carrier pin  148  occurs at a position between the axis A of the key cylinder  108  and the driver  132  and the axis B of the steering column. By using the space between the driver  132  and the steering column (i.e., between the driver  132  and the cover  124 ), the device can be more compactly packaged without sacrifice in function. 
         [0029]    A portion of the driver  132  extends through the carrier  146  so that a cam  166  of the driver  132  is axially aligned with a cam follower surface  168  of the carrier  146 . Rotation of the driver  132  by the key  104  and the key cylinder  108  thus causes movement of the carrier  146  (and the lockbolt  120  coupled thereto) in a direction substantially perpendicular to the axis A so that the lockbolt  120  can be moved between the locking and unlocking positions. In the illustrated construction, the carrier  146  and the lockbolt  120  are biased toward the locking position by a spring  172 . 
         [0030]    As shown in  FIG. 2 , the ignition lock steering column lock assembly  100  can also include a solenoid assembly  180 , movable between locking and unlocking states, to selectively prevent rotation of the driver  132  from a first orientation to a second orientation. For example, the solenoid assembly  180  can be configured to prevent removal of the key  104  from the key cylinder  108  when an automatic transmission of the vehicle is not in a “PARK” position. This is accomplished by preventing rotation of the driver  132  to the orientation corresponding to the “OFF” position of the ignition switch and key cylinder  108 , which is the only orientation where the key  104  is removable. The solenoid assembly  180  includes a bobbin  182  wrapped in coiled wire  184 , and a core  186  extending through the bobbin  182 . An armature  188  is movable, for example to pivot, toward the core  186  when electric current is conducted through the coiled wire  184 . The armature  188  is biased away from the core  186  by a spring  190  or other biasing member. The armature  188  is configured to contact an abutment  192  of the driver  132  ( FIGS. 14-16 ,  18 , and  19 ) to selectively prevent rotation of the driver  132 . The armature  188  generally defines a plane P and an axis of extension C within the plane P, and is configured to receive a force from the abutment  192  of the driver  132  in a direction substantially parallel to the plane P and the axis C. In other words, the armature  188  is provided with an axial end surface  188 A which provides the selective interference or contact with the abutment  192 . 
         [0031]    It should be noted that the solenoid assembly  180  is not provided with any casing or housing of its own, and the armature  188  is not physically connected to the bobbin  182  or any other portion of the solenoid assembly  180  for guiding or supporting its movement. Rather, the components making up the solenoid assembly  180  are positioned and held in place directly by the housing  102  of the ignition lock steering column lock assembly  100  alone. For example, as shown in  FIG. 3 , the housing  102  includes a pair of guides  196  (one shown) that are configured to slidably receive and retain wings or projections  198  from the core  186 . The housing  102  also includes a pair of opposed pockets or recesses  200  that receive corresponding projections  202  provided on the armature  188  to partially restrain movement of the armature  188  relative to the housing  102  and define a pivot axis for the armature  188  to move between the locking (activated) and unlocking (non-activated) positions. The illustrated construction not only alleviates the need for an external solenoid, requiring a coupling to the housing  102 , but furthermore, simplifies the construction of the solenoid itself, which needs no dedicated housing as implemented. 
         [0032]    Operation of the ignition lock steering column lock assembly  100  is described with reference to a first sequence of drawings in  FIGS. 5-13 , a second sequence of drawings in  FIGS. 14-18 , and a third sequence of drawings in  FIGS. 19-21 . With reference to  FIGS. 5 and 6 , the key  104  is inserted into the key cylinder  108 . The key cylinder  108  is in the OFF position and is held there by engagement between the resilient member  140  and at least a first notch  136  in the driver  132 . An alternate view of this state is shown in  FIG. 14 . The lockbolt  120  is in the locked position, extending through the cover  124 , from a previous locking event. When the key  104  is inserted, the plunger  152  is moved axially, and this in turn moves the post  144  axially into a first configuration to depress the carrier pin  148  against the carrier pin spring  162 , since an axial interference exists in which both the post  144  and the carrier pin  148  are inclined to occupy the same axial position. The key cylinder  108  and the driver  132  do not move axially. In the position of  FIG. 6 , an axial end surface of a substantially arcuate actuating portion of the post  144  establishes the contact with the carrier pin  148 . 
         [0033]      FIGS. 7 and 8  illustrate rotation of the key cylinder  108  by the key  104  toward the ACC position.  FIG. 8  shows the key cylinder  108  and the driver  132  reaching the ACC position, as the resilient member  140  engages at least a second notch  136  in the driver  132 . An alternate view is shown in  FIG. 15 . As the ignition lock steering column lock assembly  100  is moved from the condition of  FIG. 6 , through the condition of  FIG. 7 , to the condition of  FIG. 8 , the lockbolt  120  is gradually moved or retracted to the unlocking position by engagement between the cam  166  and the follower surface  168  of the carrier  146 . At the same time, the post  144  is rotated in unison with the driver  132  and the key cylinder  108 , while the carrier  146  and the carrier pin  148  simply move linearly, away from the steering column axis B. Upon reaching the position of  FIG. 8  (the ACC position), the contact between the axial end surface of the post  144  and the carrier pin  148  is broken, and the carrier pin  148  springs back to its original extended position. The carrier pin  148  is then positioned generally to the inside of the arc formed by the actuating portion of the post  144 . Thus, there is no longer axial interference between the post  144  and the carrier pin  148 , but rather there is axial overlap between the positions of the post  144  and the carrier  148  in this second configuration of the post  144 . Further rotation of the key cylinder  108  results in reaching the RUN position ( FIGS. 9 and 16 ), and even further rotation in the same direction ( FIGS. 10 and 17 ) may engage a starting operation for the vehicle&#39;s drive source (e.g., energizing a starter motor of an internal combustion engine). Upon release of the key  104  from this operation, the key cylinder  108  and the driver  132  return via spring bias (e.g., from the ignition switch) to the RUN position as shown in  FIGS. 11 and 18 . 
         [0034]    As shown in  FIGS. 11 and 18 , the solenoid assembly  180  can be activated at this time, so that the armature  188  interferes with the abutment  192  of the driver  132  to prevent the key  104  from moving the key cylinder  108  to the OFF position, which prevents removal of the key  104 , while the vehicle transmission is in a state other than PARK. Once PARK is achieved by the transmission, the solenoid assembly  180  is deactivated to allow the armature  188  to return to the non-interfering position, the key cylinder  108  can be rotated back to the OFF position ( FIG. 11  to  FIG. 12  and  FIG. 19  to  FIG. 20 ), and the key  104  can begin to be removed as shown in  FIG. 12 . Upon rotating from the ACC position toward the OFF position, the cam  166  of the driver  132  no longer prevents the carrier  146  and the lockbolt  120  from returning by bias force of the spring  172  toward the locking position. Instead, the post  144  is responsible for restraining the lockbolt  120  from moving to the locking position, by restraining the carrier pin  148  with the surface on the inside of the arc of the actuating portion of the post  144  due to the axial overlap. As soon as the key  104  is removed from the key cylinder  108 , the plunger  152  and the post  144  are biased back toward the second end  132 B of the driver  132 , and the post  144  moves axially away from the carrier pin  148  to define a third configuration of the post  144 , in which the post  144  can no longer restrain the carrier pin  148 . As such, the carrier  146  and the lockbolt  120  are biased back to the locking position as shown in  FIGS. 13 and 21 .