JP6798459B2 - Steering lock device - Google Patents

Description

The present invention relates to a steering lock device that regulates the rotational movement of a steering wheel.

Patent Document 1 discloses an example of a steering lock device provided in a vehicle. This steering lock device has a locked portion and a lock member. The locked portion is integrated with the outer peripheral portion of the steering shaft that changes the steering angle of the steering wheel by rotating together with the steering wheel.

The locked portion includes a plurality of groove portions formed on the outer peripheral surface thereof. The grooves are arranged side by side in the rotation direction of the steering shaft and are separated from each other. Further, the portion of the locked portion other than the groove portion is composed of a plurality of mountain portions.

The lock member is arranged on the outer peripheral side of the locked portion (steering shaft). The lock member can move between the unlocked position and the locked position closer to the locked portion side than the unlocked position in a direction orthogonal to the axis of the steering shaft.
Further, the lock member is linked to the electric motor via a power transmission mechanism.

When the engine of the vehicle equipped with this steering lock device is in the operating state, the lock member is located in the unlocked position. At this time, the lock member is separated from the locked portion (steering shaft) on the outer peripheral side. At this time, the driver of the vehicle can freely rotate the steering wheel.

On the other hand, when the engine is in the operating state (that is, when the vehicle is in the traveling state) and the vehicle is switched to the parked state, the electric motor rotates in the normal direction. Then, the power transmission mechanism that receives the driving force of the electric motor moves the lock member to the lock position. The electric motor stops rotating when the lock member reaches the lock position.

At this time, when the lock member faces any one of the groove portions, the engaging portion, which is the end portion of the lock member on the locked portion side, enters the groove portion. In the following description, the groove portion facing the lock member may be referred to as "opposing groove portion".

In this state, for example, when the steering wheel is rotated clockwise, one side surface of the engaging portion of the lock member comes into contact with one side surface of the opposing groove portion when the steering shaft is rotated by a minute angle, so that the steering wheel Clockwise rotation is restricted.
Further, if the steering wheel is rotated counterclockwise in this state, the other side surface of the engaging portion of the lock member comes into contact with the other side surface of the facing groove portion when the steering shaft is rotated by a minute angle, so that the steering wheel The counterclockwise rotation of is restricted.
Therefore, when the engaging portion is located in the facing groove portion, for example, the possibility that this vehicle is stolen is low.

After that, when the engine is switched to the startable state again (that is, when the vehicle is in the runnable state), the electric motor reverses, and the power transmission mechanism receiving the driving force of the electric motor moves the lock member to the unlocked position. .. Therefore, the driver of the vehicle can freely rotate the steering wheel.

Japanese Unexamined Patent Publication No. 2016-97902

The locking device described in Patent Document 1 selectively engages both side surfaces of the engaging portion of the locking member located at the locking position with one side surface or the other side surface of the facing groove portion in the clockwise direction of the steering wheel. And the amount of rotation in the counterclockwise direction is limited to a predetermined minute range. That is, in the locking device described in Patent Document 1, the engaging portion is positioned in the facing groove portion in order to limit the rotatable amount of the steering wheel to a minute range.
Therefore, the size of the engaging portion of the locking device in the rotational direction must be smaller than the dimension of the groove portion in the rotational direction.

Therefore, for example, when the locked portion includes a large number of grooves, the dimension of each groove in the rotation direction becomes small, so that the dimension of the engaging portion in the rotation direction becomes small. That is, in this case, the mechanical strength of the engaging portion may be reduced.
When the mechanical strength of the engaging portion is reduced, it becomes difficult for the locking member to limit the rotatable amount of the steering wheel to a minute range when the locking member is located at the locked position.

The present invention has been made to address the above-mentioned problems. That is, one of the objects of the present invention is to limit the amount of rotation of the steering wheel in the clockwise direction and the counterclockwise direction to a minute range, and by engaging with a ratchet gear that rotates together with the steering wheel. It is an object of the present invention to provide a steering lock device capable of increasing the mechanical strength of a ratchet claw that limits the amount of rotation of a steering wheel without being affected by the shape of the ratchet gear.

The steering lock device of the present invention has a steering shaft (15L, 15R) that changes the steering angle of the steering wheels (15L, 15R) by rotating in a rotation direction centered on its own central axis (29C) together with the steering wheel (30). The first ratchet gear (36A) and the second ratchet gear (36B), which are integrated with the outer peripheral portion of 29) and whose positions in the central axis direction are different from each other,
The first, which is arranged on the outer peripheral side of the steering shaft and is movable relative to the central axis between the unlock position and the lock position which is a position closer to the steering shaft than the unlock position. A first ratchet claw (45) corresponding to the ratchet gear and a second ratchet claw (50) corresponding to the second ratchet gear,
With
A plurality of first tooth portions (37A) are formed on the outer peripheral portion of the first ratchet gear arranged in the rotational direction, and a plurality of second tooth portions (37A) are arranged on the outer peripheral portion of the second ratchet gear in the rotational direction. 37B) is formed,
Each of the first tooth portions is an end surface on one side in the rotation direction and a first stopper surface (38A) orthogonal to the rotation direction, and a surface on the outer peripheral side and the rotation from the one side. It has a first support surface (39A), which gradually reduces the distance to the central axis towards the other side of the direction.
Each of the second tooth portions is a second stopper surface (38B) which is an end surface on the other side in the rotation direction and is orthogonal to the rotation direction, and a surface on the outer peripheral side and from the other side. It has a second support surface (39B), which gradually reduces the distance to the central axis as it goes to one side.
When the first ratchet claw is located at the unlocked position, it is located on the outer peripheral side of the first ratchet gear, and when it is located at the locked position, any one of the steering shafts is rotated. A first sliding portion (48) slidable on the first support surface of the first tooth portion and a first engagement capable of engaging with the first stopper surface of any one of the first tooth portions. Has a ratchet (47)
When the second ratchet claw is located at the unlocked position, it is located on the outer peripheral side of the second ratchet gear, and when it is located at the locked position, any one of the steering shafts is rotated. A second sliding portion (53) that can slide on the second support surface of the second tooth portion and a second engaging portion that can be engaged with and detached from the second stopper surface of any one of the second tooth portions. It has a ratchet (52).

In the steering lock device of the present invention, the steering wheel (steering shaft) is formed by engaging the first engaging / disengaging surface of the first ratchet claw located at the locked position with the first stopper surface of the first tooth portion of the first ratchet gear. ) To regulate the rotation to one side. Similarly, by engaging the second engaging / disengaging surface of the second ratchet claw located at the locked position with the second stopper surface of the second tooth portion of the second ratchet gear, the rotation of the steering wheel to the other side is restricted. To do. In other words, the first ratchet claw and the first tooth located in the locked position do not restrict the rotation of the steering wheel to the other side. Similarly, the second ratchet claw and the second tooth located in the locked position do not regulate the rotation of the steering wheel to one side.
Therefore, the size of the steering wheel of the first ratchet claw in the rotation direction can be made larger than the size of the first tooth portion in the rotation direction. Similarly, the rotation direction dimension of the second ratchet claw can be made larger than the rotation direction dimension of the second tooth portion. That is, the dimensions of the first ratchet claw and the second ratchet claw in the rotation direction are not limited by the dimensions of the first tooth portion and the second tooth portion in the rotation direction.
Therefore, the mechanical strength of the first ratchet claw is increased by increasing the size of the first ratchet claw in the rotation direction, and the mechanical strength of the second ratchet claw is increased by increasing the dimension of the second ratchet claw in the rotation direction. Can be raised. That is, the mechanical strength of the first ratchet claw and the second ratchet claw can be increased without being affected by the shapes of the first ratchet gear and the second ratchet gear.

The orthogonality includes "perfect orthogonality" and "substantially orthogonality".

In one aspect of the present invention, when the first ratchet claw and the second ratchet claw are located at the lock position, the first stopper surface and the first engaging / disengaging surface are engaged and the second stopper surface is engaged. The first engagement / disengagement surface is positioned on the other side of the first engagement / disengagement surface as compared with the case where the position of the first engagement / disengagement surface is set so as to engage the second engagement / disengagement surface.

When the present invention is carried out in this embodiment, the first sliding portion comes into contact with the first support surface without the first engaging / disengaging surface of the first ratchet claw located at the locked position engaging with the first stopper surface. Moreover, it is assumed that the second engaging / detaching surface of the second ratchet claw located at the locked position is in contact with the second supporting surface without engaging with the second stopper surface. When the steering shaft rotates to the other side in this state, the first sliding portion of the first ratchet claw is separated from the first support surface in contact with the first tooth portion having the first support surface. Contact with the first support surface of another adjacent first tooth portion is suppressed by the second engagement / disengagement surface of the second ratchet claw and the second stopper surface of the second ratchet gear. Similarly, when the steering shaft rotates to one side in this state, the second sliding portion of the second ratchet claw is separated from the contacting second support surface and has the second support surface. Contact with the second support surface of another second tooth portion adjacent to the tooth portion is suppressed by the first engagement / disengagement surface of the first ratchet claw and the first stopper surface of the first ratchet gear.
In addition, for example, the first tooth portion of another first tooth portion adjacent to the first tooth portion having the first support surface is separated from the first support surface in contact with the first sliding portion of the first ratchet claw. When it comes into contact with one support surface, the first engaging / disengaging surface of the first ratchet claw may come into contact with the first stopper surface of the other first tooth portion with a strong force due to the force transmitted from the wheel to the steering shaft. When the first engaging / detaching surface and the first stopper surface come into contact with each other with a strong force, a strong force is required to move the first ratchet claw to the unlocked position thereafter.

In the above description, in order to help the understanding of the present invention, the names and / or symbols used in the embodiments are added in parentheses to the configurations of the invention corresponding to the embodiments described later. However, each component of the present invention is not limited to the embodiment defined by the above name and / or reference numeral. Other objects, other features and accompanying advantages of the invention will be readily understood from the description of embodiments of the invention described with reference to the drawings below.

It is a schematic plan view of the vehicle provided with the steering lock device which concerns on one Embodiment of this invention. It is a perspective view of the steering lock device when the 1st ratchet claw and the 2nd ratchet claw are located at the unlocked position. It is a perspective view of the steering lock device seen from the direction different from FIG. 2 when the 1st ratchet claw and the 2nd ratchet claw are located at the unlocked position. It is a perspective view of a support shaft and a spring integrated with each other. It is a figure which shows the steering lock device which the 1st ratchet claw and the 2nd ratchet claw are located at an unlock position when viewed from the front along the central axis of a steering shaft. The same figure as in FIG. 5 when the first ratchet claw and the second ratchet claw are located at the locked positions and the first engaging portion of the first ratchet claw comes into contact with the clockwise end of the first opposing tooth portion. is there. It is the same figure as FIG. 5 when the first ratchet claw and the second ratchet claw are located at the locked position, and the first engaging portion of the first ratchet claw is engaged with the first stopper surface. It is a figure which shows the relative rotation direction position of a 1st ratchet claw and a 1st ratchet gear and a relative rotation direction position of a 2nd ratchet claw and a 2nd ratchet gear when seen from the front along the central axis of a steering shaft. .. It is a schematic diagram which shows the 1st ratchet gear and the 2nd ratchet gear linearly developed for explaining the positional relationship of the 1st ratchet gear, the 2nd ratchet gear, the 1st ratchet claw, and the 2nd ratchet claw. It is a schematic diagram similar to FIG. 9 when the first sliding portion is in contact with the first support surface and the second sliding portion is in contact with the second support surface in the lock initial state. It is the same schematic view as FIG. 9 when the steering wheel is rotated clockwise in the state of FIG. It is the same schematic view as FIG. 9 when the steering wheel is rotated counterclockwise in the state of FIG. It is the same schematic view as FIG. 9 when the steering wheel is rotated counterclockwise in the state of FIG. It is the same schematic view as FIG. 9 when the steering wheel is rotated clockwise in the state of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.
First, the overall structure of the vehicle 10 will be briefly described with reference to FIG.
A suspension (not shown) is provided at the front of the vehicle body 11 of the vehicle 10.
As is well known, a carrier (knuckle arm) is around the kingpin axis between the tip of the left upper arm and the left lower arm, which are the components of the suspension, and between the tip of the right upper arm and the right lower arm. It is rotatably supported. The left and right carriers rotatably support the front wheels 15L and 15R, respectively, around the horizontal axis.

A suspension (not shown) is also provided at the rear of the vehicle body 11 of the vehicle 10, and the suspension rotatably supports the left and right rear wheels 16L and 16R, respectively, around the horizontal axis.
The outer peripheral portions of the front wheels 15L and 15R and the rear wheels 16L and 16R are all made of rubber tires.

The vehicle 10 is provided with a steering device 20 for changing the steering angles of the front wheels 15L and 15R, which are steering wheels.
The steering device 20 includes a rack shaft 21, a pinion shaft 28, a steering shaft 29, a steering wheel 30, and a steering lock device 35 as main components.

The metal rack shaft 21 is slidable in the left-right direction and cannot rotate around its own axis. A rack tooth portion (not shown) is formed on the rack shaft 21.
The left and right ends of the rack shaft 21 are connected to the left and right carriers via tie rods (not shown).

The metal pinion shaft 28 is immovable in the direction of its own axis and is rotatable around its own axis. Further, the pinion shaft 28 meshes with the rack teeth of the rack shaft 21.

The pinion shaft 28 is connected to one end (lower end) of the steering shaft 29, which is a metal rod-shaped member, via a universal joint. The steering shaft 29 is tilted in the front-rear direction and the up-down direction in the side view. Further, the steering wheel 30 is fixed to the other end (upper end) of the steering shaft 29.
Therefore, when the driver in the vehicle 10 rotates the steering wheel 30, this rotational force is transmitted to the pinion shaft 28 via the steering shaft 29 and the universal joint, and the pinion shaft 28 rotates around its own axis. .. Then, the rack shaft 21 that meshes with the pinion shaft 28 slides in the left-right direction, so that the steering angles of the front wheels 15L and 15R change.

Subsequently, the structure of the steering lock device 35 will be described in detail.
As shown in FIGS. 2 to 14, the steering lock device 35 includes a first ratchet gear 36A, a second ratchet gear 36B, and a lock mechanism 40.

The first ratchet gear 36A and the second ratchet gear 36B, which are separate from the steering shaft 29, are both annular members. The first ratchet gear 36A and the second ratchet gear 36B are fixed to the outer peripheral portion of the steering shaft 29 so that the positions of the steering shaft 29 in the central axis 29C direction are different from each other. The first ratchet gear 36A and the second ratchet gear 36B can be manufactured by, for example, metal. As shown in FIGS. 2, 3 and 5, the outer diameters of the first ratchet gear 36A and the second ratchet gear 36B are larger than the outer diameter of the steering shaft 29.

As shown in FIGS. 2, 3 and 5 to 8, the first ratchet gear 36A has twelve first tooth portions 37A formed side by side in the rotation direction of the steering shaft 29. The "rotation direction" in the following description means the rotation direction of the steering shaft 29. The design shapes of the first tooth portions 37A are the same as each other. The end face of each first tooth portion 37A on one side in the rotation direction (hereinafter, this "one side" may be referred to as "clockwise side" when viewed from the steering wheel 30 side) is relative to the rotation direction. The first stopper surface 38A is a plane that is completely orthogonal or substantially orthogonal. Further, the outer peripheral side surface of each first tooth portion 37A is a flat first support surface 39A. One end of the first support surface 39A of each first tooth portion 37A in the rotation direction is continuous with the outer peripheral side end of the first stopper surface 38A. Further, the other side of the first support surface 39A of each first tooth portion 37A in the rotation direction (hereinafter, this "other side" may be referred to as "counterclockwise side" when viewed from the steering wheel 30 side). Is continuous with the inner peripheral side end of the first stopper surface 38A of the first tooth portion 37A (37Acc) adjacent to each first tooth portion 37A from the other side (counterclockwise side). The distance from each first support surface 39A to the central axis 29C gradually decreases from one side to the other.
Each first tooth portion 37A is formed over the entire length of the first ratchet gear 36A in the central axis 29C direction.

As shown in FIG. 8, a straight line passing through the first stopper surface 38A and the central axis 29C, which is one end in the width direction of the first tooth portion 37A, and the other end in the width direction of the first tooth portion 37A and the central axis 29C. The reference value of the design central angle θgA formed by the straight line passing through is 30.0 degrees. In the present embodiment, the "width" means "the length of the steering shaft 29 in the rotational direction". Further, in the following description, the "central angle" of the target portion means a central angle centered on the central axis 29C corresponding to the entire width of the target portion.

As shown in FIGS. 2, 3 and 5 to 8, the second ratchet gear 36B has twelve second tooth portions 37B formed side by side in the rotation direction. The design shape of each of the second tooth portions 37B is the same as that of the first tooth portion 37A, and the design shape of the second tooth portion 37B is the same as that of the first tooth portion 37A. The other end surface of each of the second tooth portions 37B is a second stopper surface 38B which is a plane completely orthogonal or substantially orthogonal to the rotation direction. Further, the outer peripheral side surface of each of the second tooth portions 37B is a flat second support surface 39B. The other end of the second support surface 39B of each second tooth portion 37B is continuous with the outer peripheral side end of the second stopper surface 38B. Further, one end of the second support surface 39B of each of the second tooth portions 37B is a second of the second tooth portions 37B (37Bc) adjacent to each of the second tooth portions 37B from one side (clockwise side). 2 Continuous with the inner peripheral side end of the stopper surface 38B. The distance from each second support surface 39B to the central axis 29C gradually decreases from the other side toward one side.
The phase of each second tooth portion 37B in the rotation direction is the same as that of each corresponding first tooth portion 37A. That is, the phase of each first stopper surface 38A in the rotation direction is the same as that of each corresponding second stopper surface 38B.
Each second tooth portion 37B is formed over the entire length of the second ratchet gear 36B in the central axis 29C direction.
As shown in FIG. 8, a straight line passing through the second stopper surface 38B, which is one end in the width direction of the second tooth portion 37B, and the central axis 29C, the other end of the second tooth portion 37B in the width direction, and the central axis 29C. The reference value of the design central angle θgB formed by the straight line passing through is 30.0 degrees.

As shown in FIGS. 2 to 7, the locking mechanism 40 has, as main components, a support shaft 41, a swing lever 42, a first ratchet claw 45, a second ratchet claw 50, a slider 55, a screw 58, and a helical gear. It includes 59 and a lock motor 60.

The metal and columnar support shaft 41 is parallel to the steering shaft 29 and is located above the steering shaft 29. Further, the support shaft 41 is immovably supported by a support member (not shown) fixed to the vehicle body 11.

The support shaft 41 penetrates the left end of the metal swing lever 42, and the swing lever 42 is rotatably supported around the axis of the support shaft 41 by the support shaft 41.
Stopper pins 43 coaxial with each other are fixed to the central portions of both front and rear surfaces of the swing lever 42 in the longitudinal direction.
Further, an engaging recess 44 is formed at the right end of the swing lever 42.

As shown in FIGS. 2, 3 and 5 to 8 and the like, the first metal ratchet claw 45 is located immediately before the swing lever 42.
The support shaft 41 penetrates the through hole formed at the left end of the first ratchet claw 45 so as to be relatively rotatable. Therefore, the first ratchet claw 45 can rotate relative to the support shaft 41 about the axis of the support shaft 41.
A first engaging portion 46 projecting downward is provided in the vicinity of the right end portion of the first ratchet claw 45. The left end surface of the first engaging portion 46 is a flat first engaging / disengaging surface 47. The lower end of the first engaging portion 46 is the first sliding portion 48.
Further, a first supported protrusion 49 is formed at the right end of the first ratchet claw 45. The first supported protrusion 49 is located directly above the front stopper pin 43.

As shown in FIGS. 2, 3, 8 and the like, the metal second ratchet claw 50 is located immediately after the swing lever 42.
The support shaft 41 penetrates the through hole formed at the left end of the second ratchet claw 50 so as to be relatively rotatable. Therefore, the second ratchet claw 50 can rotate relative to the support shaft 41 about the axis of the support shaft 41.
A second engaging portion 51 projecting downward is provided near the right end portion of the second ratchet claw 50. The right end surface of the second engaging portion 51 is a flat second engaging / disengaging surface 52. The lower end of the second engaging portion 51 is the second sliding portion 53.
Further, a second supported protrusion 54 is formed at the right end of the second ratchet claw 50. The second supported protrusion 54 is located directly above the rear stopper pin 43.

As shown in FIG. 4, a spring SP is mounted on the outer peripheral surface of the support shaft 41. The spring SP has a pressing portion SP1, a pressing portion SP2, and a pressing portion SP3.
Then, in a state where the spring SP is elastically deformed, the pressing portion SP1 contacts the lower surface of the swing lever 42, the pressing portion SP2 contacts the upper surface of the first ratchet claw 45, and the pressing portion SP3 contacts the second ratchet claw 50. Is in contact with the top surface of the. Therefore, the spring SP rotationally urges the swing lever 42 around the axis of the support shaft 41 in the direction of arrow A1 in FIG. 5, and moves the first ratchet claw 45 and the second ratchet claw 50 in the direction of arrow A2 in FIG. It is rotating and urging.
Therefore, when no force other than the urging force of the spring SP is applied to the first ratchet claw 45, the first ratchet claw 45 has the stopper pin 43 corresponding to the swing lever 42 and the first supported protrusion 49. It is located at the engagement position (positions of FIGS. 2, 3, and 5) to engage from above. On the other hand, when an external force larger than the urging force of the spring SP is applied to the first ratchet claw 45 in the direction of arrow A1, the first ratchet claw 45 has a stopper pin corresponding to the swing lever 42 by the first supported projection 49. It is located at a separation position (positions in FIGS. 6 and 9) that are separated upward from 43. Further, when no force other than the urging force of the spring SP is applied to the second ratchet claw 50, the second ratchet claw 50 has the stopper pin 43 corresponding to the swing lever 42 and the second supported protrusion 54. It is located at the engaging position (positions shown in FIGS. 2 and 3) to engage from above. On the other hand, when an external force larger than the urging force of the spring SP is applied to the second ratchet claw 50 in the direction of arrow A1, the second ratchet claw 50 has a stopper pin corresponding to the swing lever 42 by the second supported projection 54. It is located at a separation position (position in FIG. 9) that is separated upward from 43.

As shown in FIGS. 2, 3 and 5 to 7, a metal slider 55 is arranged on the right side of the swing lever 42. An engaging protrusion 56 is provided on the left side surface of the slider 55. The engaging protrusion 56 is fitted in the engaging recess 44 of the swing lever 42 so as to be relatively movable. Further, the slider 55 is formed with a female screw hole (not shown) that penetrates the slider 55 in the vertical direction.
The rotation of the slider 55 around the axis of the female screw hole is regulated by a rotation regulating means (not shown). However, the vertical movement of the slider 55 is not restricted.

The screw 58, which is made of metal and whose axis extends in the vertical direction, penetrates the female screw hole of the slider 55. Further, a male screw groove formed on the outer peripheral surface of the screw 58 is screwed with the female screw hole. Further, the screw 58 is supported by a bearing (not shown) so as to be rotatable around the axis of the screw 58 and immovable in the axial direction.

The portion near the upper end of the screw 58 penetrates the central portion of the resin helical gear 59, and the screw 58 and the helical gear 59 are fixed to each other.

Further, the main body of the electric lock motor 60 is fixed to the support member.
A worm 62 is fixed to the output shaft 61 of the lock motor 60. The worm 62 meshes with the helical gear 59.
The locking motor 60 is connected to the control device 26 shown in FIG. As will be described later, the control device 26 transmits an operation signal (electric signal) to the lock motor 60 each time the vehicle 10 is switched between a runnable state and a parking storage state by operating an ignition switch (not shown). To do.

Subsequently, the operation of the steering lock device 35 will be described with reference to FIGS. 5 to 14.
First, a case where the vehicle 10 is switched from the runnable state to the parking storage state will be described.
When the vehicle 10 is in a travelable state, the swing lever 42, the first ratchet claw 45, and the second ratchet claw 50 are located at the unlocked positions shown in FIGS. 2, 3, and 5. At this time, the first ratchet claw 45 and the second ratchet claw 50 are located at the engaging positions with respect to the swing lever 42, and the second engaging portion 46 of the first ratchet claw 45 and the second ratchet claw 50. The engaging portion 51 is separated upward from the first ratchet gear 36A and the second ratchet gear 36B, respectively.
Therefore, since the first ratchet claw 45 and the second ratchet claw 50 do not hinder the rotational operation of the steering shaft 29 (the first ratchet gear 36A and the second ratchet gear 36B), the driver of the vehicle 10 can freely use the steering wheel 30. Can be rotated.

When the vehicle 10 is in the parked storage state, the control device 26 transmits a lock signal to the lock motor 60, so that the output shaft 61 of the lock motor 60 rotates in the normal direction. Then, when viewed from above, the helical gear 59 and the screw 58 rotate counterclockwise. As a result, the slider 55 whose rotation around the female screw hole is restricted moves downward by a predetermined amount along the screw 58. Then, the swing lever 42 linked with the slider 55 via the engaging recess 44 and the engaging protrusion 56 rotates in the direction of arrow A2 in FIG. Then, a sensor (not shown) connected to the control device 26 detects that the swing lever 42, the first ratchet claw 45, and the second ratchet claw 50 have reached the lock positions shown in FIGS. 6 to 14. Then, the lock motor 60 ends the normal rotation operation. As described above, the state of the steering lock device 35 when the swing lever 42, the first ratchet claw 45, and the second ratchet claw 50 move from the unlock position to the lock position may be referred to as a “lock initial state”. ..

However, the relative positions of the first ratchet claw 45 and the second ratchet claw 50 with respect to the swing lever 42 when the steering lock device 35 is in the lock initial state differ depending on the rotational direction position of the steering shaft 29. In other words, the lock positions of the first ratchet claw 45 and the second ratchet claw 50 when the steering lock device 35 is in the lock initial state change according to the rotational position position of the steering shaft 29.

For example, when the steering lock device 35 is in the lock initial state when the rotation direction position of the steering shaft 29 is the position shown in FIG. 7, the first engaging portion 46 of the first ratchet claw 45 becomes one first tooth portion 37A. opposite. Hereinafter, the first tooth portion 37A facing the first engaging portion 46 will be referred to as a first facing tooth portion 37Af. At this time, the first engaging / disengaging surface 47 of the first engaging portion 46 with respect to the first stopper surface 38A of the first tooth portion 37A (37Acc) adjacent to the first opposing tooth portion 37Af from the counterclockwise direction. Contact. At this time, the first sliding portion 48 of the first engaging portion 46 comes into contact with the first support surface 39A of the first facing tooth portion 37Af. Therefore, the reaction force received by the first ratchet claw 45 from the first support surface 39A of the first opposing tooth portion 37Af causes the first ratchet claw 45 to rotate in the direction of arrow A1 in FIG. 5 against the urging force of the spring SP. The first supported protrusion 49 is slightly separated upward from the corresponding stopper pin 43. Then, the clockwise rotation of the steering shaft 29 is regulated by the first ratchet claw 45 (first engaging / detaching surface 47).
When the swing lever 42 is positioned at the locked position when the steering shaft 29 rotates counterclockwise from the position shown in FIG. 7 and approaches the position side shown in FIGS. 6 and 8, the first supported projection 49 corresponds to the corresponding protrusion 49. The amount of upward separation from the stopper pin 43 increases (not shown). The closer the contact position of the first sliding portion 48 with respect to the first support surface 39A when the swing lever 42 is in the locked position to the first stopper surface 38A of the first opposing tooth portion 37Af, the closer the first supported projection 49 is. The amount of upward separation from the stopper pin 43 increases.
Then, when the rotational position of the steering shaft 29 is the position shown in FIGS. 6 and 8, the first ratchet claw 45 is received from the clockwise end of the first support surface 39A of the first facing tooth portion 37Af. It is located at a separated position due to the reaction force. In other words, at this time, the amount of upward separation of the first supported projection 49 from the stopper pin 43 is maximized.

Further, for example, when the steering lock device 35 is in the lock initial state when the rotation direction position of the steering shaft 29 is at the positions of FIGS. 6 and 8, the second engaging portion 51 of the second ratchet claw 50 becomes one first. 2 Facing the tooth portion 37B. Hereinafter, the second tooth portion 37B facing the second engaging portion 51 is referred to as a second facing tooth portion 37Bf. At this time, as shown in FIG. 8, the second engaging portion 51 with respect to the second stopper surface 38B of the second tooth portion 37B (37Bc) adjacent to the second opposing tooth portion 37Bf from the clockwise side. The second engagement surface 52 comes into contact. At this time, the second sliding portion 53 of the second engaging portion 51 comes into contact with the second support surface 39B of the second opposing tooth portion 37Bf. Therefore, the reaction force received by the second ratchet claw 50 from the second support surface 39B of the second opposing tooth portion 37Bf causes the second ratchet claw 50 to rotate in the direction of arrow A1 in FIG. 5 against the urging force of the spring SP. The second supported protrusion 54 is slightly separated upward from the corresponding stopper pin 43 (not shown). Then, the counterclockwise rotation of the steering shaft 29 is regulated by the second ratchet claw 50 (second engagement / removal surface 52).
When the swing lever 42 is in the locked position when the steering shaft 29 rotates clockwise from the positions of FIGS. 6 and 8 and approaches the position side of FIG. 7, the corresponding stopper of the second supported projection 54 The amount of upward separation from the pin 43 increases (not shown). The closer the contact position of the second sliding portion 53 with respect to the second support surface 39B when the swing lever 42 is in the locked position to the second stopper surface 38B of the second opposing tooth portion 37Bf, the closer the second supported protrusion 54 is. The amount of upward separation from the stopper pin 43 increases.
Then, when the rotation direction position of the steering shaft 29 is the position shown in FIG. 7, the reaction force received by the second ratchet claw 50 from the counterclockwise end of the second support surface 39B of the second facing tooth portion 37Bf. Located in a separated position. In other words, at this time, the amount of upward separation of the second supported projection 54 from the stopper pin 43 is maximized.

As described above, in the present embodiment, the first engaging / detaching surface 47 of the first ratchet claw 45 located at the locked position is engaged with the first stopper surface 38A of the first tooth portion 37A of the first ratchet gear 36A. The rotation of the steering wheel 30 (steering shaft 29) in the clockwise direction is restricted. Similarly, by engaging the second engaging / detaching surface 52 of the second ratchet claw 50 located at the locked position with the second stopper surface 38B of the second tooth portion 37B of the second ratchet gear 36B, the steering wheel 30 is counterclockwise. Regulate clockwise rotation. In other words, the first ratchet claw 45 and the first tooth portion 37A do not restrict the rotation of the steering wheel 30 in the counterclockwise direction, and the second ratchet claw 50 and the second tooth portion 37B portion of the steering wheel 30. Does not regulate clockwise rotation.
Therefore, the size of the first ratchet claw 45 in the rotation direction can be made larger than the size of the first tooth portion 37A in the rotation direction. Similarly, the size of the second ratchet claw 50 in the rotation direction can be made larger than the size of the second tooth portion 37B in the rotation direction. That is, the dimensions of the first ratchet claw 45 and the second ratchet claw 50 in the rotation direction are not limited by the dimensions of the first tooth portion 37A and the second tooth portion 37B in the rotation direction.
Therefore, for example, by increasing the size of the first ratchet claw 45 in the rotation direction, the mechanical strength of the first ratchet claw 45 is increased, and by increasing the size of the second ratchet claw 50 in the rotation direction, the second ratchet claw is used. It is possible to increase the mechanical strength of 50. For example, it is possible to increase the size of the first engaging portion 46 of the first ratchet claw 45 and the second engaging portion 51 of the second ratchet claw 50 in the rotational direction. In other words, the mechanical strength of the first engaging portion 46 and the second engaging portion 51 can be increased without being affected by the shapes of the first ratchet gear 36A and the second ratchet gear 36B. Therefore, the clockwise rotation of the steering shaft 29 can be reliably regulated by the first engaging portion 46 (first engaging / disengaging surface 47) of the first ratchet claw 45, and the second engaging portion of the second ratchet claw 50. The counterclockwise rotation of the steering shaft 29 can be reliably regulated by the 51 (second engagement / disengagement surface 52).

By the way, the first ratchet claw 45 and the second ratchet claw 50 are rotatably supported by a common member (support shaft 41). Therefore, the position of the first engaging portion 46 of the first ratchet claw 45 in the rotational direction and the position of the second engaging portion 51 of the second ratchet claw 50 in the rotational direction have a predetermined relative positional relationship with each other.
That is, when the steering lock device 35 is in the lock initial state when the rotational direction position of the steering shaft 29 is at the position shown in FIG. 9, the first sliding portion 48 of the first engaging portion 46 of the first ratchet claw 45 becomes the first. The second sliding portion 53 of the second ratchet claw 50 is in contact with the clockwise end of the first support surface 39A of the first tooth portion 37A (first facing tooth portion 37Af), and the second tooth portion 37B ( It comes into contact with the counterclockwise end of the second support surface 39B of the second facing tooth portion 37Bf). In other words, the second of the second opposed tooth portions 37Bf in which the first stopper surface 38A of the first opposed tooth portion 37Af and the first engaging / detaching surface 47 are engaged and the rotation phase is different from that of the first opposed tooth portion 37Af. The position of the first engagement / disengagement surface 47 is set so that the stopper surface 38B and the second engagement / disengagement surface 52 are engaged with each other (the first ratchet claw 45 and the second ratchet claw 50 are manufactured). The design relative positions of the first ratchet claw 45 and the second ratchet claw 50 are set so that the engagement / disengagement surface 47 is located at a position moved counterclockwise (the other side) by a predetermined distance.
In this way, the first sliding portion 48 is in contact with the clockwise end of the first support surface 39A of the first tooth portion 37A (first facing tooth portion 37Af), and the second sliding portion 53 is second. The first ratchet claw 45 and the second ratchet claw so that a state of contact with the counterclockwise end of the second support surface 39B of the tooth portion 37B (second opposed tooth portion 37Bf) can occur in the lock initial state. 50 is supported by the support shaft 41. The initial lock state shown in FIG. 9 may be referred to as a "contact state between both ratchet claw ends".

Then, in the present embodiment, each component member of the lock mechanism 40 (for example, the first ratchet gear 36A, the second ratchet gear 36B, and so on, so that the contact state of both ratchet claw ends shown in FIG. Reference values and tolerances for the design dimensions of the support shaft 41, the first ratchet claw 45, and the second ratchet claw 50) are set. More specifically, a straight line passing through the first stopper surface 38A and the central axis 29C of the first tooth portion 37A (first facing tooth portion 37Af) with which the first engaging portion 46 is in contact, and the first engaging / disengaging surface. The central angle θrc1 formed by the straight line passing through 47 and the central axis 29C is 0.0 degrees or more and 3.0 degrees or less, and the second tooth portion 37B (the second tooth portion 37B) in contact with the second engaging portion 51. The central angle θrc2 formed by the straight line passing through the second stopper surface 38B and the central shaft 29C of the second support surface 39B of the two facing tooth portions 37Bf) and the straight line passing through the second engaging and disengaging surface 52 and the central shaft 29C is formed. The reference value and the tolerance of the design dimensions of each component of the lock mechanism 40 are set so as to be 0.0 degrees or more and 3.0 degrees or less.

Here, as shown in FIG. 10, the first sliding portion 48 of the first ratchet claw 45 comes into contact with the first support surface 39A of the first facing tooth portion 37Af and the second ratchet claw 50 is in contact with the first support surface 39A in the locked initial state. It is assumed that the two sliding portions 53 come into contact with the second support surface 39B of the second opposed tooth portions 37Bf having the same rotational phase as the first opposed tooth portions 37Af.
In this state, when the driver moves to the outside of the vehicle 10 after parking the vehicle 10 or returns to the inside of the vehicle and makes the vehicle 10 capable of traveling, a part of the driver's body suddenly steers. The steering wheel 30 may rotate in contact with the wheel 30.

At this time, for example, when the steering wheel 30 rotates clockwise, when the steering wheel 30 (steering shaft 29) rotates by a predetermined angle, as shown in FIG. 11, the first engaging / detaching surface 47 of the first ratchet claw 45 Contact the first stopper surface 38A of the first tooth portion 37A (37Acc) adjacent to the first facing tooth portion 37Af from the counterclockwise side. Therefore, the clockwise rotation of the steering shaft 29 is regulated by the first ratchet claw 45 (first engaging / detaching surface 47). Further, at this time, the second sliding portion 53 of the second engaging portion 51 of the second ratchet claw 50 comes into contact with the counterclockwise end of the second support surface 39B of the second opposing tooth portion 37Bf. In other words, the second engaging portion 51 of the second ratchet claw 50 is separated from the second support surface 39B of the second opposing tooth portion 37Bf and adjacent to the second opposing tooth portion 37Bf from the counterclockwise side. It does not move to the tooth portion 37B (37Bcc) side.
If the second engaging portion 51 moves to the second tooth portion 37Bcc side in this case, the problem described later occurs. That is, if the rotational force generated by the output shaft 61 of the locking motor 60 is not large when the vehicle 10 is subsequently switched to the runnable state, the first ratchet claw 45 and the second ratchet claw 50 move to the unlocked position. It may not be possible to move back.

On the other hand, when the steering wheel 30 unexpectedly rotates in the counterclockwise direction, the second engaging / detaching surface 52 of the second ratchet claw 50 becomes the second as shown in FIG. 12 when the steering wheel 30 rotates by a predetermined angle. It comes into contact with the second stopper surface 38B of the second tooth portion 37B (37Bc) adjacent to the facing tooth portion 37Bf from the clockwise side. Therefore, the counterclockwise rotation of the steering shaft 29 is regulated by the second ratchet claw 50 (second engagement / removal surface 52). Further, at this time, the first sliding portion 48 of the first engaging portion 46 of the first ratchet claw 45 comes into contact with the clockwise end of the first support surface 39A of the first facing tooth portion 37Af. In other words, the first engaging portion 46 of the first ratchet claw 45 is a first tooth that is separated from the first support surface 39A of the first opposing tooth portion 37Af and is adjacent to the first opposing tooth portion 37Af from the clockwise side. Does not move to the portion 37A (37Ac) side.
In this case, even if the first engaging portion 46 moves to the first tooth portion 37A37Ac side, the above problem occurs.

On the other hand, the position in the rotation direction of the first engaging portion 46 of the first ratchet claw 45 and the position in the rotation direction of the second engaging portion 51 of the second ratchet claw 50 have a relative positional relationship shown in FIG. The operation of the steering lock device of the comparative example not shown in the present embodiment is different from that of the present embodiment. In this comparative example, the first stopper surface 38A of the first facing tooth portion 37Af and the first engaging / disengaging surface 47 are engaged with each other, and the second stopper surface 38B and the second engaging / disengaging surface 52 of the second opposing tooth portion 37Bf are engaged. The first engagement / disengagement surface 47 is located at a position moved clockwise (one side) by a predetermined distance with respect to the second engagement / disengagement surface 52 as compared with the case where the teeth are engaged with each other. In other words, in this comparative example, the first ratchet claw 45 is located at the position indicated by the solid line in FIG. 9, and the second ratchet claw 50 is located at the position indicated by the virtual line in FIG. 9 (in other words, the first ratchet claw 50). The claw 45 is located at the position shown by the virtual line in FIG. 9, and the second ratchet claw 50 is located at the position shown by the solid line in FIG. 9).

For example, in the initial lock state, the first sliding portion 48 of the first engaging portion 46 of the first ratchet claw 45 of the steering lock device of the comparative example comes into contact with the first support surface 39A of the first facing tooth portion 37Af and is the first. 2 It is assumed that the second sliding portion 53 of the second engaging portion 51 of the ratchet claw 50 comes into contact with the second support surface 39B of the second opposing tooth portion 37Bf. In other words, it is assumed that the steering lock device of the comparative example is in a state similar to that of FIG.

At this time, for example, if the steering wheel 30 suddenly rotates clockwise, the first engagement / disengagement of the first ratchet claw 45 is performed as shown in FIG. 11 when the steering wheel 30 (steering shaft 29) is rotated by a predetermined angle. The surface 47 comes into contact with the first stopper surface 38A of the first tooth portion 37A (37Acc) adjacent to the first facing tooth portion 37Af from the counterclockwise side. Therefore, the clockwise rotation of the steering shaft 29 is regulated by the first ratchet claw 45 (first engaging / detaching surface 47). On the other hand, at this time, as shown by a virtual line in FIG. 11, the second engaging portion 51 of the second ratchet claw 50 is separated from the second support surface 39B of the second opposing tooth portion 37Bf and the second opposing tooth portion 37Bf. It moves from the counterclockwise side to the adjacent second tooth portion 37B (37Bcc) side. Therefore, when a part of the body is separated from the steering wheel 30 after this, the steering wheel 30 rotates counterclockwise due to the torsional reaction force generated in the tires of the front wheels 15L and 15R, and the second ratchet claw 50 second. The second stopper surface 38B of the second opposing tooth portion 37Bf may come into contact with the second engaging / disengaging surface 52 of the engaging portion 51 with a strong force. In this case, if the rotational force generated by the output shaft 61 of the locking motor 60 is not large when the vehicle 10 is subsequently switched to the runnable state, the first ratchet claw 45 and the second ratchet claw 50 are unlocked. It may not be possible to move back to the position.

Similarly, if the steering wheel 30 suddenly rotates counterclockwise at this time, when the steering wheel 30 rotates by a predetermined angle, as shown in FIG. 12, the second engagement / detachment surface 52 of the second ratchet claw 50 Contact the second stopper surface 38B of the second tooth portion 37B (37Bc) adjacent to the second facing tooth portion 37Bf from the clockwise side. Therefore, the counterclockwise rotation of the steering shaft 29 is regulated by the second ratchet claw 50 (second engagement / removal surface 52). On the other hand, at this time, as shown by a virtual line in FIG. 12, the first sliding portion 48 of the first engaging portion 46 of the first ratchet claw 45 is separated from the first support surface 39A of the first facing tooth portion 37Af. The tooth moves from the clockwise side to the adjacent first tooth portion 37A (37Ac) with respect to the first facing tooth portion 37Af. Therefore, when a part of the body is separated from the steering wheel 30 after this, the steering wheel 30 rotates clockwise due to the torsional reaction force generated in the tires of the front wheels 15L and 15R, and the first engagement of the first ratchet claw 45 The first stopper surface 38A of the first facing tooth portion 37Af may come into contact with the desurfaced 47 with a strong force. In this case, if the rotational force generated by the output shaft 61 of the locking motor 60 is not large when the vehicle 10 is subsequently switched to the runnable state, the first ratchet claw 45 and the second ratchet claw 50 are unlocked. It may not be possible to move back to the position.

Further, it is assumed that the driver puts the vehicle 10 in the parked storage state when the steering lock device 35 of the present embodiment is in the state of contact between the claw ends of both ratchets shown in FIG.
At this time, for example, when the steering wheel 30 rotates counterclockwise due to unexpected contact with a part of the body, the steering wheel 30 (steering shaft 29) rotates by a predetermined angle or more, as shown in FIG. , The first engaging portion 46 of the first ratchet claw 45 is separated from the first support surface 39A of the first opposing tooth portion 37Af and is adjacent to the first opposing tooth portion 37Af from the clockwise side. Move to the (37Ac) side. Therefore, when a part of the body is subsequently separated from the steering wheel 30, the steering wheel 30 rotates clockwise due to the twisting reaction force generated in the tires of the front wheels 15L and 15R, and the first engagement of the first ratchet claw 45 The first stopper surface 38A of the first facing tooth portion 37Af may come into contact with the desurfaced 47.
By the way, the magnitude of the torsional reaction force generated in the tire at this time is approximately the slide amount on the first support surface 39A of the first opposing tooth portion 37Af of the first engaging portion 46 (first sliding portion 48). Proportional.
However, the amount of sliding of the first engaging portion 46 (first sliding portion 48) on the first support surface 39A of the first opposing tooth portion 37Af at this time is small. At this time, the maximum value of the slide amount on the first support surface 39A of the first facing tooth portion 37Af of the first engaging portion 46 (first sliding portion 48) is the distance and the center corresponding to the central angle θrc1. It is the sum with the distance corresponding to the angle θrc2.
Therefore, in this case, the force generated between the first engaging / detaching surface 47 of the first ratchet claw 45 and the first stopper surface 38A of the first opposing tooth portion 37Af is not so large.
Therefore, if the rotational force generated by the output shaft 61 of the lock motor 60 has a certain magnitude, then when the vehicle 10 is switched to the runnable state, the first ratchet claw 45 and the second ratchet The claw 50 surely moves and returns to the unlocked position.

Further, when the steering wheel 30 rotates clockwise due to unexpected contact with a part of the body at this time, the second ratchet claw 50 has a second ratchet claw 50 as shown in FIG. 14 when the steering wheel 30 rotates by a predetermined angle or more. The second engaging portion 51 moves away from the second support surface 39B of the second opposing tooth portion 37Bf and moves from the counterclockwise side to the adjacent second tooth portion 37B (37Bcc) side with respect to the second opposing tooth portion 37Bf. To do. Therefore, when a part of the body is subsequently separated from the steering wheel 30, the steering wheel 30 rotates counterclockwise due to the torsional reaction force generated in the tires of the front wheels 15L and 15R, and the second ratchet claw 50 is second. The second stopper surface 38B of the second opposing tooth portion 37Bf may come into contact with the engagement / disengagement surface 52.
However, at this time, the amount of slide of the second opposing tooth portion 37Bf of the second ratchet claw 50 (second engagement / detachment surface 52) on the second support surface 39B is small. At this time, the maximum value of the slide amount on the second support surface 39B of the second opposing tooth portion 37Bf of the second ratchet claw 50 (second sliding portion 53) is the distance corresponding to the central angle θrc1 and the central angle θrc2. Is the sum with the distance corresponding to.
Therefore, in this case, the force generated between the second engaging / detaching surface 52 of the second ratchet claw 50 and the second stopper surface 38B of the second opposing tooth portion 37Bf is not so large.
Therefore, if the rotational force generated by the output shaft 61 of the lock motor 60 has a certain magnitude, then when the vehicle 10 is switched to the runnable state, the first ratchet claw 45 and the second ratchet The claw 50 surely moves and returns to the unlocked position.

By the way, when the contact state of both ratchet claw ends shown in FIG. 9 occurs in the lock initial state as described above, the twist generated in the tires of the front wheels 15L and 15R when the steering wheel 30 is subsequently rotated. Due to the reaction force, the first stopper surface 38A may come into contact with the first engaging / detaching surface 47 of the first ratchet claw 45, or the second stopper surface 38B may come into contact with the second engaging / detaching surface 52 of the second ratchet claw 50. is there.
Then, when the difference (error) between the reference value of the design dimension of each component of the lock mechanism 40 and the actual dimension is within the range of each tolerance, the first ratchet claw 45 and the second ratchet claw 50 are unannounced. The probability that both ratchet claw end contact states occur in the initial lock state when the ratchets are moved from the lock position to the lock position a plurality of times is a central angle θrc1 / design central angle θgA + central angle θrc2 / design central angle θgB. Then, for example, assuming that the actual central angles θrc1 and the central angle θrc2 are both 3.0 degrees and the actual central angles of the first tooth portion 37A and the second tooth portion 37B are both 30.0 degrees, the lock is locked. The probability that both ratchet tooth ends are in contact with each other in the initial state is 6.0 / 30.0 = 0.2 (20%).
In other words, the probability that both ratchet claw end contact states do not occur in the initial lock state is 80%.
That is, in the present embodiment, when the first ratchet claw 45 and the second ratchet claw 50 of the lock mechanism 40 are moved from the unlocked position to the locked position, there is a probability of about 80% thereafter that the first ratchet claw 45 and the second ratchet claw 45 and the second ratchet claw 50 2 The ratchet claw 50 can be moved to the unlocked position with a very small force. Further, when moving the first ratchet claw 45 and the second ratchet claw 50 from the unlocked position to the locked position, a certain force is required with a probability of about 20%, and the maximum value of the force is 6.0 above. It is a small force corresponding to the degree.

Although the present invention has been described above based on each of the above embodiments, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the object of the present invention.

The number of the first tooth portions 37A of the first ratchet gear 36A may be a plurality other than 12. Similarly, the number of the second tooth portions 37B of the second ratchet gear 36B may be a plurality other than 12. However, also in this case, the number of the first tooth portion 37A and the number of the second tooth portion 37B are matched.

The shape of the first engaging portion 46 of the first ratchet claw 45 and / or the second engaging portion 51 of the second ratchet claw 50 may be different from that of the above embodiment.
For example, the first engaging portion 46 and / or the second engaging portion 51 may have a cylindrical shape or a flat plate shape orthogonal to the rotation direction.

Place the first ratchet claw 45 and / or the second ratchet claw 50 in a direction orthogonal to the central axis 29C of the steering shaft 29 between the unlocked position and the locked position closer to the steering shaft 29 side than the unlocked position. It may be arranged on the outer peripheral side of the steering shaft 29 so as to be movable.

The rotational position of the first engaging / disengaging surface 47 when the swing lever 42 is in the lock position and the first ratchet claw 45 is in the engagement position, and the swing lever 42 is in the lock position and the second. The rotation direction position of the second engagement / disengagement surface 52 when the ratchet claw 50 is located at the engaging position is matched, and the phase of each first tooth portion 37A and each second tooth portion 37B in the rotation direction. May be shifted. However, also in this case, it is preferable to allow the contact state of both ratchet claw ends shown in FIG. 9 to occur.

The reference values of the design central angles of the first tooth portions 37A constituting the first ratchet gear 36A may be different from each other. Similarly, the reference values of the design central angles of the second tooth portions 37B constituting the second ratchet gear 36B may be different from each other. However, also in this case, it is preferable to allow the contact state of both ratchet claw ends shown in FIG. 9 to occur.

At least one of the first ratchet gear 36A and the second ratchet gear 36B may be provided integrally with the steering shaft 29 without being separate from the steering shaft 29.

When the steering lock device 35 is in the lock initial state when the rotation direction position of the steering shaft 29 is in the position shown in FIG. 7, the first sliding portion 48 of the first engaging portion 46 is moved to the first opposing tooth portion 37Af. The first ratchet claw 45 may be positioned at the engaging position by the urging force of the spring SP while being separated from the first support surface 39A of the above.
Similarly, when the steering lock device 35 is in the lock initial state when the rotational position of the steering shaft 29 is at the positions shown in FIGS. 6 and 8, the second sliding portion 53 of the second engaging portion 51 changes. The second ratchet claw 50 may be positioned at the engaging position by the urging force of the spring SP while being separated from the second support surface 39B of the second facing tooth portion 37Bf.

20 ... Steering device, 29 ... Steering shaft, 29C ... Central axis, 30 ... Steering wheel, 35 ... Steering lock device, 36A ... 1st ratchet gear, 36B ... No. 2 ratchet gear, 37A ... 1st tooth part, 37Af ... 1st facing tooth part, 37B ... 2nd tooth part, 37Bf ... 2nd facing tooth part, 38A ... 1st stopper surface, 38B ... 2nd stopper surface, 39A ... 1st support surface, 39B ... 2nd support surface, 40 ... lock mechanism, 42 ... swing lever, 43 ... stopper pin, 45. .. 1st ratchet claw, 46 ... 1st engaging part, 47 ... 1st engaging / detaching surface, 48 ... 1st sliding part, 49 ... 1st supported protrusion, 50 ... 2nd ratchet claw, 51 ... 2nd engaging part, 52 ... 2nd engaging / detaching surface, 53 ... 2nd sliding part, 54 ... 2nd supported protrusion, 60 ... Lock motor.

Claims (2)

A first ratchet gear that is integrated with the outer peripheral portion of the steering shaft that changes the steering angle of the steering wheel by rotating in the direction of rotation about its own central axis together with the steering wheel, and whose positions in the central axis direction are different from each other. And the second ratchet gear,
The first, which is arranged on the outer peripheral side of the steering shaft and is movable relative to the central axis between the unlock position and the lock position which is a position closer to the steering shaft than the unlock position. The first ratchet claw corresponding to the ratchet gear and the second ratchet claw corresponding to the second ratchet gear,
With
A plurality of first tooth portions are formed on the outer peripheral portion of the first ratchet gear arranged in the rotational direction, and a plurality of second tooth portions are formed on the outer peripheral portion of the second ratchet gear arranged in the rotational direction.
Each of the first tooth portions is an end surface on one side in the rotation direction and a first stopper surface orthogonal to the rotation direction, and a surface on the outer peripheral side and from the one side to the other in the rotation direction. It has a first support surface, which gradually reduces the distance to the central axis towards the side.
Each of the second tooth portions is a second stopper surface which is an end surface on the other side in the rotation direction and is orthogonal to the rotation direction, and a surface on the outer peripheral side and from the other side to the one side. It has a second support surface, which gradually reduces the distance to the central axis as it goes.
When the first ratchet claw is located at the unlocked position, it is located on the outer peripheral side of the first ratchet gear, and when it is located at the locked position, any one of the steering shafts is rotated. A first sliding portion slidable on the first support surface of the first tooth portion and a first engaging / disengaging surface capable of engaging with the first stopper surface of any one of the first tooth portions. Have and
When the second ratchet claw is located at the unlocked position, it is located on the outer peripheral side of the second ratchet gear, and when it is located at the locked position, any one of the steering shafts is rotated. A second sliding portion that can slide on the second support surface of the second tooth portion and a second engaging / disengaging surface that can engage with the second stopper surface of any one of the second tooth portions. Have, have
Steering lock device. In the steering lock device according to claim 1,
When the first ratchet claw and the second ratchet claw are located at the lock position, the first stopper surface and the first engaging / disengaging surface are engaged, and the second stopper surface and the second engaging / disengaging surface are engaged. The first engagement / disengagement surface was positioned on the other side of the first engagement / disengagement surface as compared with the case where the position of the first engagement / disengagement surface was set so as to engage with.
Steering lock device.

Images