Patent Document

BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The invention pertains to a device with a steering lock and an ogmition starter switch which can be controlled by a handle in the presence of an identification transmitter. 
     2. Description of the Related Art 
     Although the steering mechanism of the switch can be controlled by the rotation of a nondetachable handle, this control can be executed only after an identification receiver (ID receiver) in the vehicle has verified the presence of an identification transmitter (ID transmitter). This verification is accomplished by the initiation of an identification scan (ID scan). Otherwise, in the absence of an ID transmitter, the handle is blocked and cannot be turned by hand. This type of control is called “passive go” or “keyless go”. The ID transmitter consists of, for example, a card, which is carried by the authorized user of the vehicle. An ID transmitter of this type could also be integrated into an electronic key or into a cell phone. 
     Control means, which include a cam, are connected to the handle so that it can be blocked or released. After the handle has been actuated, the control means are returned by a restoring spring to a defined axial starting position. The cam has the job of properly coordinating the axial and rotational movement of the control means. 
     The known device of this type (DE 198 38 992 A1) requires a great deal of technical effort. Conventional steering locks and ignition switches cannot be used. The steering is locked electronically. The handle must execute not only a rotational movement but also certain axial movements in coordination with the rotation in order to move the electronic steering lock into the locking and release positions. This is cumbersome. 
     SUMMARY OF THE INVENTION 
     The invention is based on the task of developing a simple and yet reliable device of the type indicated above in which conventional steering locks and ignition starter switches can be used. 
     In accordance with the present invention, the device with a steering lock and an ignition starter switch which can be controlled by a handle in the presence of an identification transmitter is controlled by an ID transmitter which can be scanned by an ID receiver located in a vehicle. A control of the device includes a rotor which is constructed in part of magnetizable material. The rotor is connected to a handle in a rotationally fixed but axially mobile manner. In an axial starting position, the handle is blocked, but if the ID scanning is successful, an electromagnet is activated in order to move the rotor into an axial intermediate position. The handle can then be turned and the rotor is moved into an axial end position. The electromagnet is cut off, but a permanent magnet is activated to immobilize the motor. The steering mechanism is then released by the rotor output, and the handle can be turned in a reverse manner. First, the axial end position of the rotor is maintained and then the release position of the steering mechanism is maintained. 
     Because the control means in the invention consist of a rotor with at least certain areas of a material which can be magnetized, the rotor can be controlled axially by an electromagnet and held in its axial end position by a permanent magnet. In the axial starting position, the rotor is blocked, and therefore any attempt to turn the handle will fail. In this position, the rotor is also sufficiently far away in the axial direction from the permanent magnet, so that the permanent magnet does not yet have any effect on the rotor. If the ID scan is successful, current is supplied to the electromagnet, as a result of which the magnet pushes the rotor to an intermediate axial position against the force of the restoring spring acting on it. This lifts the blockade, and it is now possible to turn the handle. During this rotation of the handle, a slanted intermediate section of the cam is able to interact with the rotor. The turning of the handle, therefore, causes the rotor to arrive in an axial end position, in which the permanent magnet is now able to hold it, even after the current to the electromagnet has been turned off. The rotor can now be turned even farther, as a result of which a position in reached in which the steering mechanism is unlocked, and, in correspondence with the degree of rotation, the various other working positions of the switch are reached one after the other. This axial end position, however, remains preserved even after the rotor has been turned back in the opposite direction. During this reverse rotation, the rotor disengages from the cam and can be moved back to the home position of the switch, but the steering mechanism remains at first in its unlocked position. This does not change until after a sufficiently strong axial opposing force is exerted on the rotor, that is, strong enough to overcome the holding force of the permanent magnet and to move the rotor back into its axial starting position. Then the steering mechanism is moved into its locking position, and the rotor comes back into contact with the cam, which has the effect of preventing the handle from being turned. This interaction between the electromagnet and the permanent magnet can be executed reliably. The invention makes it possible to use conventional steering locks and ignition starter switches, which can be controlled by mechanical rotations or axial movements of the rotor output end. 
     Additional measures and advantages of the invention can be derived from the subclaims, from the following description, and from the drawings. The drawings present the invention schematically on the basis of an exemplary embodiment. The figures marked “a” show all the important components in axial cross section in different operating positions, whereas the figures marked “b” show a plan view of only a part of the device with the housing cut in the axial direction: 
    
    
     BRIEF DESCRIPTION OF THE DRAWING 
     FIGS. 1 a  and  1   b  show the home position of the device according to the invention, in which the steering mechanism is in the locked position and the switch is in its home position, but in which the handle cannot be turned; 
     FIGS. 2 a  and  2   b  show a first phase of the operation of the device, where the steering mechanism and the switch are in the same positions and orientations as in FIGS. 1 a  and  1   b , but the handle can now be turned; 
     FIGS. 3 a  and  3   b  show a second phase of operation, which results from the turning of the handle and which leads to the unlocked position of the steering mechanism and to a first working position of the switch, the possibility of further rotation of the handle still being provided; 
     FIGS. 4 a  and  4   b  show a third phase of operation, which results when the handle is turned in reverse, back to the home position of the switch, but in which the steering mechanism remains in its unlocked position; 
     FIGS. 5 a  and  5   b  show a fourth phase of operation, which results thereafter, the switch being in the same home position as that of the operating phase of FIG. 4 a , but where the conditions have already been created for the return to the starting position, as illustrated by the home position of FIG. 1 a ; and 
     FIGS. 6 a  and  6   b  show an alternative to the fourth phase of operation of FIG. 5 a , where the conditions have been created for the return to the starting position of FIG. 1 a  in a different way. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     As previously mentioned, only the most essential components of the invention are illustrated schematically in the drawings. The device comprises a handle  10  in a housing  11 , the handle being connected to a rotor  20  by two mutually engaging connector parts  12 ,  22  in such a way that the handle cannot turn, but can move in the axial direction with respect to the rotor  20 . A sleeve-like stator  13 , which occupies a permanent position in the housing  11 , serves to guide the rotation of the rotor  20 . The connection is established by a shaft  12  with a noncircular profile on the handle  10 . This shaft engages in a receptacle  22  in the rotor, which has a corresponding noncircular shape. Compression springs  23 ,  24 ,  25  are provided between axial shoulders of the stator  13  and the rotor  20 , between the shoulders of the stator  13  and the handle  10 , and between the shoulders of the rotor  20  and the housing  11 . These springs act additively on the rotor  20  to keep it in the axial starting position shown in FIGS. 1 a  and  1   b . This starting position is marked by an auxiliary line designated  20 . 1 . 
     As can be seen from FIG. 1 b , the stator  13  carries a cam  30 , which can be divided into three different sections  31 - 33 . The rotor  20  interacts with this cam  30 . This is done in the present case by means of a radial pin  31 , projecting beyond the circumferential surface of the rotor  20 . In the home position according to FIGS. 1 a  and  1   b  of the device, the pin  21  engages positively in a starting section  31  of the cam  30 , which is designed here as an axial slit in the sleeve-like stator  13 . The previously mentioned starting position  20 . 1  of the rotor  20  is, as illustrated in FIG. 1 b , determined by the axial end stop created between the pin  21  and the axial end of the groove comprising the starting section  31  of the cam  30 . The previously mentioned compression springs  23 - 25  exert an additive restoring force, marked by the force arrow P S1 , on the rotor  20 . 
     As a result of the positive engagement at  21 ,  31 , the handle  10  cannot be turned in the opposite direction either, this direction being indicated by the arrow  16 . In addition, axial shoulders, one on the stator  13 , the other on the handle  10 , ensure that the handle cannot be pushed inward in the axial direction as indicated by the arrow  17 . The rotor  20  is equipped with an axial shaft  26 , which provides the rotor  20  with an output end  27 , which can be used to establish another connection. A countershaft  36 , which has an opposing connecting end  37  complementary to the rotor output end  27 , is thus aligned with the axis  15  of the device. In the starting position  20 . 1  of the rotor mentioned above, the connecting ends  27 ,  37  are disengaged. 
     The countershaft  36  is rotatably connected at one end to an actuator  42  and a steering lock  40  and at the other end to the selector shaft  56  of an ignition starter switch  50 . The two components  40 ,  50  can be of conventional design, for which reason it is sufficient to describe their internal construction merely in terms of the effects which they are known to produce. The actuator  42  of the steering lock  40  controls a locking element, which, in the present case consists of a longitudinally movable locking bolt  41 . When in the home position of FIG. 1 a , the locking bolt  41  is in the locking position, which is characterized by the auxiliary line  40 . 1 . In this locking position  40 . 1 , the locking bolt  41  engages in a rotation-proof locking opening  43  in the steering column  44 . As a result, it is impossible to steer the vehicle. 
     In the present case, the countershaft  36  passes through the actuator  42  of the steering lock  40  and is always nonrotatably connected to the selector shaft  56 . The selector shaft  56  ensures that the movable contacts of the component switches  51 ,  52 , indicated here only schematically by way of example, are actuated in certain rotational positions of the shaft. It is advisable to provide torsion springs, which, when the countershaft  36  is disengaged, cause the selector shaft  56  to return to its starting rotational position, in which the two schematically indicated component switches  51 ,  52  are open. A compression spring  55  can be provided to exert an axial restoring force on the countershaft  36  and the selector shaft  56 . In the home position, therefore, end stops (not shown) hold the countershaft  36  in the axial position  38 . 1 , indicated by an auxiliary line. The previously mentioned starting position  20 . 1  of the rotor  20  defines the axially disengaged position of the rotor output end  27 , indicated by the corresponding auxiliary line  28 . 0  in FIG. 1 a.    
     As already mentioned above, the device according to the invention can be actuated by an ID transmitter (not shown). This ID transmitter consists, for example, of a credit card with data stored thereon, which the person authorized to operate the vehicle carries on his/her person. The vehicle itself contains an ID receiver, which can communicate with the ID transmitter when the credit card is brought close enough to the vehicle. This communication advisably does not begin until a consciously intended ID scan begins. This ID scan is initiated by a specific action of the authorized person. One possibility for this consists in the actuation of an electric switch. This switch which triggers the ID scan can be integrated into the handle which is used to operate a door. This action is therefore one of the actions which the person normally performs when entering the vehicle or while in the vehicle. 
     The ID scan can lead to a simple result. If the wrong ID transmitter is present, communication with the ID receiver in the vehicle fails, and the handle  10  remains blocked as indicated in FIG. 1 a . But if the ID transmitter is correct, communication is successful, and an electromagnet  35  is supplied with current, as shown in FIG. 2 a.    
     The electromagnet sits in the inner end of the housing  11  and is separated from the rotor  20  by a well-defined axial distance  18 , as shown in FIG. 1 b . The electromagnet  35  is indicated schematically by the turns of an electric coil, which are not provided with current in the home position of FIG. 1 a . But when current is supplied to the electromagnet  35  according to FIG. 2 a , a magnetic force is produced, which acts on the rotor  20 , as indicated by the force arrow P E2 . This happens because, as indicated in FIG. 2 a , the electromagnet  35  has a sheath of magnetically conductive material  39 , which cooperates with areas  29  of magnetizable material in the rotor  20 . These areas  29  consist of a covering around a certain section of the previously mentioned rotor shaft  26  and of a disk covering the inner end of the rotor  20 , the disk being provided here with an axial profile. This magnetic force P E2  acts in opposition to the previously mentioned restoring force of the springs  23 - 25 . These forces are coordinated with each other in such a way that, when current is supplied in FIG. 2 a , the rotor  20  arrives in its axially shifted position, illustrated by the auxiliary line  20 . 2  in FIG. 2 a , this position being referred to below as the “intermediate position” for reasons which will become clear later on. In this intermediate position  20 . 2 , therefore, the additive elastic restoring force P S2  indicated in FIG. 2 a  is in equilibrium with the magnetic force P E2 , and a reduced axial gap  19  according to FIG. 2 b  remains between the rotor  20  and the electromagnet  35 . 
     In the intermediate position  20 . 2 , the pin  21  on the rotor  20  has emerged from the groove-like starting section  31  of the cam  30  and has become aligned with the next section  32  of the cam, namely, an intermediate section  32  extending at an angle to the axis  15  of the rotor. Although the pin  21  has emerged from the groove, it is still supported against the left flank, opposite the slanted intermediate section  32 . As a result, the handle  10  can be turned only in the direction of the rotation arrow  14 . Rotation in the other direction as indicated by the opposite rotation arrow  16 , however, is still prevented. When the rotor  20  is turned in direction  14 , it is guided rotationally by its pin  21  along section  32 , but it is also shifted axially into the end position  20 . 3  shown in FIGS. 3 a  and  3   b.    
     In the intermediate position  20 . 2  of the rotor  20 , the output end  27  of the rotor has also moved by a corresponding axial distance into its intermediate axial position, labeled  28 . 1 , which coincides with the previously described axial position  38 . 1  of the opposing connector end  37 . As a result, a rotation-proof connection is established between the connector ends  27 ,  37  described above. The previously mentioned possibility of rotation in direction  14  means that, when the handle is thus turned, it also acts by way of the rotor on the countershaft  36  and on the selector shaft  36 . FIGS. 3 a  and  3   b  show an angle of rotation  34 , which is sufficient to activate the first component switch  51  of the ignition starter switch  50  via the selector shaft  36 . The pin  21  of the rotor  20  has moved from its home position of the switch  50 , indicated by the auxiliary line  57 , to the first working position of the switch  50 , indicated by the additional auxiliary line  58 . The associated terminals  53  of the component switch  51  are thus connected and permit the specific functions assigned to them in the vehicle to proceed. In the first working position  58 , for example, the radio and the lights in the vehicle can be turned on. In this case, the second switch  52 , which is intended for other functions in the vehicle, is still open. After this rotation  34 , the rotor pin  21  has reached the horizontal end section  33  of the cam  30 , which continues thereafter on the same axial level. Upon further rotation  14  of the handle, therefore, the rotor pin  21  moves on a constant axial level in the direction of the arrow  46  of FIG. 3 b , so that all of the other working positions of the switch  50 , e.g., the ignition position and finally the engine-starting position, are reached in succession. When it is released, the handle  10  is returned automatically by torsion springs from the third or “engine-starting” working position to the second or “ignition” position. 
     The previously mentioned initial rotation  34  of the rotor also acts via the countershaft  36  on the actuator  42  of the steering lock  40 . The actuator  42  has the job of moving the locking bolt  41  into its unlocked position, indicated by the auxiliary line  40 . 2 , so that the locking opening  43  in the steering column  44  is released. The steering mechanism  44  can now be operated again. This continues to remains so during the further rotation  46  of the rotor  20 , as previously mentioned. 
     In the end position  20 . 3  of the rotor  20 , the connecting means  27 ,  37  between the shaft  26  and the countershaft  36  are still obviously engaged. The axial stroke  47  between the starting position  20 . 1  and the end position  20 . 3  of the rotor  20  obviously results in a corresponding axial stroke  47  between the original axial position  28 . 0  of the rotor output end  27  of FIG. 1 a  and the axial position  28 . 2  of FIG. 3 a , which is again on the same level as the axial position  38 . 2  of the opposing connector  37 , which has been shifted by the same amount. After the initial rotation  34  of FIGS. 3 a  and  3   b , the current to the electromagnet can be turned off again, because now a permanent magnet  45  has gone into action. 
     The permanent magnet  45  is integrated into the previously mentioned magnetizable material  39  of the electromagnet  35 . In the end position  20 . 3 , furthermore, the magnetizable material  29  at the inner end of the rotor  20  is in contact with the material  39  of the electromagnet  35 . As a result, a closed ring of magnetic flux  48  is created at the permanent magnet  45  as shown in FIG. 3 a , which flux holds the rotor  20  in place with a very powerful magnetic force P P3 . The electromagnet  35  can be turned off by contacts or sensors, which are activated after this initial rotation  34 . As an alternative, it would also be possible to define a period of time and to turn the electromagnet  35  off after this time expires. 
     The magnetic force P P3  acting in the axial end position  20 . 3  according to FIG. 3 a  is much stronger than the additive restoring spring force P S3  produced by the restoring springs, also shown in FIG. 3 a . For this reason, the end position  20 . 3  remains preserved even after the handle  10  has been turned back in the direction of the arrow  16  of FIG. 4 a . In FIG. 4 b , the corresponding reverse rotation of the rotor  20  is indicated by the arrow  49 . The rotor pin  21  has again been brought into axial alignment with the starting section  31  of the cam  30 . The permanent magnet  45  therefore holds the rotor  20  unchanged in its end position  20 . 3 . For this reason, the pin  21  disengages from the cam  30  during the reverse rotation  49 , and the switch  50  returns to the home position  57  of FIG. 1 a , indicated in dash-dot line. The compression springs  25 ,  24  remain squeezed together to a corresponding extent. In the case of FIG. 4 a , this does not apply analogously to the steering lock  40 . On the contrary, the steering lock  40  remains in the unlocked position  40 . 2 , previously illustrated in FIG. 3 a . This is ensured by the actuator  42 , which, during this reverse rotation  49 , continues to hold the locking bolt  41  in its retracted position. In the operating phase of FIG. 4 a , therefore, the steering column  44  still remains steerable. The home position  57  of the pin  21  in FIG. 4 b , where it is aligned with the starting section  41  of the cam  30 , can be determined by end stops (not shown), which prevent any further rotation of the handle in the reverse direction. 
     So that the rotor  20  can be moved back from its end position  20 . 3 , it is necessary for a counterforce to be exerted, which exceeds the difference between the magnetic force P P3  and the restoring force P S3  of the springs. For this purpose, the invention proposes two methods, which can be used as alternatives to each other; the first is explained in FIGS. 5 a  and  5   b , the second in FIGS. 6 a  and  6   b . For the sake of clarity, FIGS. 5 a  and  5   b  still show the same position of the components as that of FIGS. 4 a  and  4   b , for which reason the description just given still applies. It is sufficient to discuss only the additional measures which have now been taken. 
     In FIGS. 5 a  and  5   b , these additional measures consist in that flow of current to the electromagnet  35  is reversed in comparison with FIG. 2 a . As illustrated by the symbols in the windings of the electromagnet  35  of FIG. 5 a , the current now flows in the direction opposite that of FIG. 2 a , for which reason the electromagnet  35  now exerts the same magnetic force P E5  as before in terms of absolute value, but in the opposite direction. This magnetic counterforce P E5  thus acts in opposition to the magnetic force P P3  of the permanent magnet  45  and in the same direction as the resulting spring restoring force P S3 . The total force resulting from P E5  and P S3  is sufficient to overcome the effect of the permanent magnet  45 . The rotor  20  therefore disengages from the permanent magnet  45  and moves back from its end position  20 . 3  over the indicated axial distance  59  to its starting position  20 . 1 . As a result, the axially aligned pin  21  of the rotor  20  re-enters the groove-like starting section  31  of the cam  30 . 
     This axial movement obviously also has an effect on the previous axial position  28 . 2  of the rotor output end  27 , which thus arrives back in the original axial position  28 . 0  of FIG. 1 a . This axial movement  59  is also performed in part, of course, by the counter-connector  37 , which moves back from its most recent axial position  38 . 2  to the original axial position  38 . 1  of FIG. 1 a . The axial distance  60  thus traveled is indicated in FIG. 5 a . This axial movement  60  is detected by the actuator  42  of the steering lock  40 , and the actuator moves the locking bolt  41 , which is still retracted at this point, into its locking position  40 . 1  of FIG. 1 a . The steering column  44  again becomes locked. Thus the original positions of all the components described in connection with FIGS. 1 a  and  1   b , which characterize the home position of the device, are restored. 
     In the alternative of FIGS. 6 a  and  6   b , the required counterforce is produced not electrically but rather by purely mechanical means, namely, by the exertion of a pulling movement on the handle  10 , characterized by the arrow  61 . FIG. 6 a  shows the handle  10  while it is still in its pulled-out position, in which the rotor  20  has already returned to its original axial starting position  20 . 1  and the two connecting means  27 ,  37  are already disengaged and have assumed the positions shown in FIG. 1 a . To illustrate how this works, however, the magnetic force P P3  of the permanent magnet  45  and the resultant spring restoring force P S3  are shown as they exist before the start of the pulling movement  61  of the handle  10  and to this extent are already known from FIG. 5 a . But now a very strong tensile force P Z5 , which is exerted by the handle  10  on the rotor  20 , is added to them. The tensile force P Z5  is exerted by way of a head piece  62  on the previously described shaft  12  of the handle and an inner collar  63  on the receptacle  22  of the rotor  20 . The previously mentioned compression spring  24  can be supported between these elements  62 ,  63 . Thus the pulling action  61  on the rotor  20  allows the tensile force P Z5  to be created.

Technology Category: b