JPH04100779A - Steering lock device - Google Patents

Abstract

PURPOSE:To insure safety at starting an engine by providing a stopper part having respective stopper faces to respectively obstruct movement of a slider to control movement of a shift lever to a release position and movement to a lock position according to the position of a key cylinder, on the key cylinder. CONSTITUTION:When a rotation member 23 coaxially arranged to a key cylinder 16 is rotated from a lock position (figure A) by an angle not to reach an ACC position (figure B), the cam face 42 of a first slider 41 connected with a shift lever control member through a cable 140 is come in contact with one end of a driven part 51, and an arm part 52 is come in contact with a first stopper face 40a to obstruct movement of a second slider 50 to a release position. Consequently, the first slider 41 can not move from the initial position to the working position. When the rotation member 23 is rotated to the ACC position (figure B), the arm part 52 is detached from the first stopper face 40a, a shift lever can move. In this way, in the range from the lock position to directly before the ACC position, movement of a vehicle accompanied with movement of the shift lever can be obstructed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a locking device, and particularly to a steering locking device for ensuring safety when starting the engine of a vehicle equipped with an automatic transmission.

In vehicles equipped with a shift lever that operates an automatic transmission,
A safety device is provided to prevent the vehicle from suddenly starting when the shift lever is operated from the parking position to another position when starting the engine. For example, as shown in Japanese Utility Model Application Publication No. 64-52935, a safety device configured using electrical means detects the depression state of the brake pedal when the ignition switch is turned on and shifts the shift lever. It is possible to shift from the parking position to another position. This structure is provided with a brake switch that detects depression of the brake pedal and a solenoid that controls suppression of the shift lever knob. When the ignition switch is turned on and the brake switch is turned on, the solenoid moves to a position that allows the shift lever knob to be pressed.

However, with the structure using the above-mentioned electrical configuration, it is not possible to reduce the cost of the safety device, so recently, mechanical safety devices using wires have been developed. For example, Jitsukai Showa 6
4-47432 and Utility Model Application Publication No. 1-154928 disclose an AT shift system in which when the brake pedal is depressed, the engagement between the lock plate and the detent pin is disengaged, allowing the shift lever to be moved from the parking position to another position. A locking device is disclosed. Also, Utility Model Application Hei 1-150877
The publication states that after switching the steering lock device to the ACC position, the shift lever can be moved to a position other than the parking position, and if the shift lever is not returned to the parking position, the key cylinder cannot be rotated from the ACC position to the lock position. Disclosed is a key interlock device for a vehicle that cannot be used.

Furthermore, Japanese Utility Model Application No. 1-114325 discloses a shift lever lock that allows the shift lever to be moved from the parking position to another position only when the key cylinder is rotated to the ACC position or the ON position and the brake pedal is depressed. An apparatus is disclosed.

However, in the interlock device disclosed in Japanese Utility Model Application Publication No. 1-150877, after the key is rotated to the ACC position, it is possible to move the shift lever to a position other than the parking position. Further, in the locking device disclosed in Japanese Utility Model Application No. 1-114325, when the key is rotated to the ACC position and the brake pedal is depressed, the shift lever can be moved to a position other than the parking position. That is, when the key is rotated to the ACC position or the ON position, the engagement between the cam protrusion of the key rotor and the tip of the lock lever is released so that the shift lever can be moved to a position other than the parking position. When the shift lever is in a position other than the parking position, if the key is turned from the on position to the ACC position and the engine is stopped, the shift lever can be moved to the parking position in the ACC position. However, when starting the engine, if you step on the brake pedal once you turn the key from the LOCK position to the ACC position, you can move the shift lever to a position other than the parking position, so immediately after starting the engine in the neutral position, If you move the shift lever to the drive position without stepping on the brake, there is a risk of a sudden start. Therefore,
With this structure, it is not possible to sufficiently ensure safety when starting the engine. For this reason, it is necessary to move the key from the lock position to the
It is desirable to have a structure in which the shift lever cannot be moved to any position other than the parking position when rotated to the C position.

Therefore, in response to the above-mentioned request, the present invention has been developed so that the shift lever can be rotated from the lock position to the ACC position.
An object of the present invention is to provide a steering lock device that prevents movement of the steering wheel.

The steering lock device according to the present invention for unlocking the steering shaft includes a key cylinder arranged in a frame so as to be rotatable by a key between a lock position for locking the steering shaft and an unlock position for unlocking the steering shaft. a first slider connected by wire to a control member that controls movement of the shift lever when moving the shift lever operating the automatic transmission from a parking position to another position; and a cam connected to the first slider. and a connected second slider. The second slider moves between a blocking position that prevents movement of the shift lever and a release position that allows movement of the shift lever. a first stopper surface that prevents movement of the second slider to the release position when the key cylinder is in the lock position; and a locking of the key cylinder when the key cylinder is in the ACC position and the second slider is in the release position; A stop portion having a second stop surface for preventing movement into the key cylinder is provided on the key cylinder or the pivot member connected to the key cylinder.

The second slider can only be moved from the blocking position to the release position when the brake pedal is depressed. The stop portion includes a pin supported within the hole of the second slider and an elastic member that biases the pin toward the outside of the hole of the second slider.

When the key cylinder is in the lock position, the first stop surface of the stopper portion prevents the first slider in the blocking position from moving to the release position. Therefore, the first slider is held at the initial position and the shift lever cannot be moved from the parking position to any other position. Therefore, the output shaft of the transmission remains mechanically fixed.
Even on a sloped road, the car does not move due to its own gravity. After the key cylinder is rotated from the lock position to ACC, the second slider and the first stopper surface are disengaged, so move the shift lever from the parking position to another position and rotate the first slider. It can be moved from an initial position to an operating position. At this time, the second slider is moved from the blocking position to the release position by the cam action of the first slider.

Furthermore, regardless of the position of the shift lever, it is possible to immediately switch the key cylinder in the on position to the ACC position to stop the engine.

Furthermore, when the key cylinder is rotated to the ACC position and the second slider is at the release position, the second slider abuts against the second stopper surface of the stopper portion. For this reason,
The second slider prevents rotation of the key cylinder and movement of the key cylinder to the locked position is prevented. Therefore, the driver is made aware that the shift lever must be returned to the parking position. At this time, when the shift lever is returned to the parking position, the first slider is moved from the operating position to the desired position, and the second slider is returned from the release position to the blocking position by the cam action of the first slider.

According to another embodiment of the invention, the movement of the stop elastically supported on the second slider is controlled by an additional stop formed as a cam surface provided on the key cylinder or on the pivoting member. regulated by. That is, the stop part abuts against a radial surface of the additional stop part. At this time, movement of the second slider from the blocking position to the release position is prevented. Further, when the key cylinder is in the ACC position and the second slider is in the release position, the stop part elastically overcomes the inclined surface of the additional stop part, and the second slider smoothly moves from the release position to the block position. will be moved to

Embodiments of the present invention will now be described with reference to FIGS. 1 to 19.

First, in FIGS. 17 and 18, shift lever 1
10 is rotatably supported via a rotating shaft 116. The shift lever 110 is rotated to each shift position provided in the opening 121 of the control plate 120, such as a parking position IMF, a reverse shift position IR1, a neutral shift position IN, and a travel shift position. There is a knob 1 on the handle of the shift lever 110.
11 is provided, and pressing the knob 111 causes a lever tube 112 to be pressed.
The vertical motion is transmitted to the rod 113 inserted therein. Furthermore, the shift pin 1 provided at the tip of the rod 113
14 is pushed down against the elasticity of spring 115. The above structure is well known, and as shown in FIG.
When engaged, the shift lever 110 is in the parking position! ! It is not possible to shift from P to any other shift position.

A rotary lever 130 as a control member is rotatably supported via a shaft 131 at a position substantially below the parking position P of the control plate 120. The rotating lever 130 is formed with a pin engaging end 130a and a cable connecting end 130b extending from both sides of the shaft 131, and the shift pin 114 is at an initial stage when shifting from the parking position P to the next reverse shift position R, for example. So, shift pin 114
presses the pin engagement end 130a, causing the entire rotating lever 130 to rotate counterclockwise around the shaft 131. Additionally, the steering lock device 1 is connected to the connecting end 130b.
Cable 1 with one end connected to slider 50 of
The other end of 40 is connected.

The rotating lever 130 swings around the shaft 131 as a force is applied to each of the pin engaging end 130a and the connecting end 130b.

When the knob 111 of the shift lever 110 is pressed, the shift pin 114 is pushed down against the spring 115.
It reaches the inside of the engagement end 130a of the pivot lever 130.

When shifting the shift lever 110 to a position other than the parking position at this position.

As the shift lever 110 rotates, the shift pin 114 presses the engagement end 130a of the rotary lever 130, causing the entire rotary lever 130 to rotate counterclockwise about the shaft 131.

By rotating the rotating lever 130, as shown in FIG.
At the connecting end 130b, the cable 140 is pulled to the left in the figure. At the same time, the gap 122 on the side of the openings 1 and 21, which had been closed by the engaging end 130a, is opened, and the gap]2
2, the shift pin 114 moves toward another shift position.

That is, by rotating the rotation lever 130, the cable 140
is tensed. When the shift pin 114 is disengaged from the engagement end 130a of the rotary lever 130 due to the movement of the shift lever 110, the rotary lever 130 is held in an inclined state. When the shift levers 1 and 10 are returned to the parking position IP, the shift pin 114 rotates the rotary lever 1.30 clockwise, so that the rotary lever 130 moves to the []-th position.
The state shown in FIG. 9 is returned to the state shown in FIG. 17. When the shift lever 110 moves from the parking position 11P to another position, the cable 14o to which a tensile force is applied is in a pulled state. Conversely, when the shift lever 110 is returned to the parking position P, the cable 140 to which the compressive force is applied is in a bushed state.

Now, as shown in FIGS. 1 to 4, the steering lock device 10 according to the present invention includes a frame 1, a sleeve 12 disposed within the frame 11, and a cap 13 fixed to the front part of the sleeve 12. has. sleeve 1
A key cylinder 16 having a flange 15 is rotatably disposed within the hole 14 formed in the key cylinder 2 . As is well known, a plurality of tumblers 17 are attached to the key cylinder 16.

A check lever 2Q is attached to the sleeve 12 so as to be slidable in the longitudinal direction, and a check lever 2Q is attached to the flange 1 of the key cylinder 16.
A dog 22 is attached to the hole 21 formed in the hole 5 so as to be slidable in the radial direction. The key cylinder 16 is rotatably installed in the frame 11 in a hole 24 of a rotating member 23 disposed coaxially with the key cylinder 16. Further, the key cylinder 1G is inserted into the hole 24 of the rotating member 23.
6 and the rotating member 23, the spring 25 is pressed outward. Further, the locking rod 18 is attached to the frame 11 so that it can move forward and backward through the hole 19 . However, the check lever 20, the dog 22, and the locking rod 18 have the same structure and function as those shown in Japanese Patent Publication No. 60-42055. Further, the key detection member 26 and the key detection switch 27 are
It has the same structure and effects as those disclosed in Publication No. 9. Therefore, detailed explanations of these will be omitted.

As shown in the second part, the first slider 41 rotates as a control member that controls the movement of the shift lever 110 that operates the automatic transmission when the shift lever 110 is moved from the parking position to another position. It is connected to the lever 130 with a cable 140.

The first slider 41 has a cam surface 42 consisting of flat surfaces 41a and 41b and an inclined surface 41c formed between the flat surfaces 41a and 41b. Cam surface 42 is cam-coupled to second slider 50 .

As shown in FIGS. 1 and 4, a stopper portion 40 is provided on the outer peripheral surface of the rotating member 23. As shown in FIGS. Further, as shown in FIG. 4, the stopper portion 40 has a first stopper surface 40a and a second stopper surface 40b formed substantially perpendicular to the first stopper surface 40a. As shown in FIG. 1, the frame 11 has a block position (FIG. 6A) that prevents movement of the shift lever 110, as shown in FIG.
and a release position that allows movement of the shift lever 110 (
A second slider 50 is provided which moves between FIG. 6b). Further, the second slider 50 is the first slider 4
1, and an arm portion 52 that is provided so as to be able to engage with the first and second stopper surfaces 40a and 40b of the stopper portion 40. One end of the driven part 51 contacts the cam surface 42 of the first slider 41, and the other end contacts the spring 4.
3 toward the cam surface 42. Driven part 51
is slidably disposed between brackets 44 and 45 as shown in FIG. That is, FIG. 2 shows the first slider 4
1 is at the initial position and the second slider 50 is at the blocking position. In addition, FIG. 7 shows the first slider 41
is in the operating position and the second slider 50 is in the release position.

The arm portion 52 is an opening 11a formed in the frame 11.
It extends inside the frame 11 so as to be able to come into contact with the stopper portion 4o, and is operatively connected to the rotating member 23. 6th
Figures A-B show the state in which the second slider 50 is in the blocking position by hatching, and the sixth figure shows the state in which the second slider 5o is in the release position.

The first stopper surface 40a of the stopper portion 40 comes into contact with the second slider 50 in the blocking position when the key cylinder 16 is in the lock position shown in FIG. 6A, and moves the second slider 50 to the release position. Prevent movement. Further, the second stopper surface 40b of the stopper portion 40 is configured to move the second slider 5 when the key cylinder 16 is in the ACC position and the second slider 50 is in the release position shown in FIG. 6B.
0 comes into contact and prevents the key cylinder 16 from moving to the lock position.

In the above configuration, when the key cylinder 16 is rotated from the lock position (FIG. 6A) at an angle that does not reach the ACC position If (FIG. 6B), the first stopper surface 40a is rotated from the second stopper surface 40a at the blocking position. Prevents slider 5O from moving to the release position. Therefore, the cam surface 42 of the first slider 41
is in contact with one end of the driven part 51, and the arm part 52 is in contact with the first stopper surface 40a to prevent the second slider 5o from being moved from the blocking position to the release position. 41 cannot be moved from the initial position to the operating position. The shift lever 110 is held at the parking position, and the output shaft of the transmission is maintained mechanically fixed. - Once the key cylinder 16 is rotated to the ACC position W (FIG. 6B), the arm portion 52 comes off the first stopper surface 40a, so move the shift lever 110 from the parking position to another position. be able to. At this time, the second slider 50 is moved from the blocking position to the release position by the inclined surface 41c of the first slider 41 against the elasticity of the spring 43.

Further, regardless of the position of the shift lever 110, it is possible to immediately switch the key cylinder 16 from the on position to the ACC position to stop the engine. Furthermore, as shown in Figure 6, when the key cylinder 16 is rotated to the ACC position and the second slider 50 is at the release position, the second slider 50 hits the second stopper surface 40b of the stopper portion 4o. come into contact with Therefore, the second slider 50 prevents the key cylinder 16 from rotating, thereby preventing the key cylinder 16 from moving to the lock position. Therefore, the driver can be made aware of returning the shift lever 110 to the parking position.

At this time, when the shift lever 110 is moved to the parking position, the first slider 41 is returned from the operating position to the initial position as shown in FIGS. 7 to 9. Therefore, the second slider 50 moves from the release position shown by the solid line in the sixth diagram to the blocking position shown by the dotted line in the sixth diagram by the elasticity of the spring 43. At this time, the second slider 50
The second slider 50 moves to the block position shown in FIG. 6B. In this way, the shift lever 110 can be smoothly returned to the parking position.

In the above configuration, when the key cylinder 16 is rotated at an angle that does not reach the ACC position (FIG. 6B) from the lock position (FIG. 6A), the first stopper surface 40a is rotated at an angle that does not reach the ACC position (FIG. 6B). 50 is prevented from moving to the release position. Therefore, since the shift lever 110 is held at the parking position, the vehicle does not move due to its own gravity even on a sloped road. - After the key cylinder 16 is rotated to the ACC position (FIG. 6B),
The shift lever 110 can be moved from the parking position to other positions.

Further, in the embodiment of the present invention, if the shift lever 110 from the parking position is moved to another position by electrical means or mechanical means only when the brake pedal is depressed, safety at the time of starting the engine can be improved. It is understood that it is possible to improve

In this case, the slider in the blocking position can only be moved to the release position when the brake pedal is depressed.

Further modifications to embodiments of the invention are possible.

(1) As shown in FIGS. 1o to 12, a substantially S-shaped guide rod with an inclined portion is used as the first slider 41, and a hole or cut formed in the second slider 50 is used as the first slider 41. A guide rod may be slidably fitted into the notch.

(2) As shown in FIGS. 13 to 15, a cam plate with an inclined cam groove is used as the first slider 41, and the bent portion formed on the second slider 50 is connected to the cam groove. It may be slidably fitted to the

(3) For example, as shown in FIG. 16, a spring 152 is installed in the hole 151 formed in the second slider 50, and a pin 15 as a stop portion is biased outwardly by the spring 152.
3 is provided. In FIG. 16, parts that are the same as those shown in other figures are designated by the same reference numerals, and explanations thereof will be omitted. The additional stopper section 54 includes a radial surface 54a formed as a cam surface on the rotating member 23 and forming substantially the same plane as the first stopper surface 40a of the stopper section 40, and a radial surface 54a.
It has an inclined surface 54b provided on the back side.

When the key cylinder 16 is in the ACC position and the second slider 50 is in the blocking position, the pin 153a abuts against the radial surface 54a of the additional stopper portion 54 to prevent the second slider 50 from moving to the release position. do. Therefore,
Movement of the second slider 50 from the blocking position to the resting position is prevented. Further, when the key cylinder 16 is in the ACC position and the second slider 50 is moved from the release position to the block position, the pin 153 elastically overcomes the inclined surface 54b of the additional stopper portion 54 and moves to the block position. As a result, the second slider 50 is smoothly moved from the release position to the block position.

(4) In the above embodiment, the rotation member 23 is provided with the stopper portion 40 and the additional stopper portion 54, but the rotation member 23 is provided with the stopper portion 40 and the additional stopper portion 54
A stopper member 40.5 is attached to the key cylinder 16 instead of 3.
4 may be formed.

(5) Instead of the pin 153, an elastic piece of synthetic resin or metal may be provided on the second slider 50, either integrally or separately, and engaged with the stopper part 40 and the additional stopper part 54.

1 (7) 3 arcs As mentioned above, the steering lock device according to the present invention can prevent the shift lever from moving until the key is rotated from the lock position to the ACC position, so the output shaft of the transmission is connected to the mechanical is securely fixed. Therefore, movement of the vehicle due to movement of the shift lever from the lock position to just before the ACC position is prevented, and safety during riding can be ensured.

[Brief explanation of the drawing]

FIG. 1 is a sectional view taken along the line 1-1 in FIG. 2 showing a steering lock device according to the present invention, FIG. 2 is a plan view partially shown in section, and FIG. 3 is a cross-sectional view of the steering lock device according to the present invention. 4 is a partially exploded perspective view of the slider, FIG. 5 is a perspective view of the steering lock device according to the present invention, and FIG. 6 is an operational diagram showing the positional relationship between the second slider and the stopper portion. indicates the locked position, B indicates the ACC position rotated from the locked position, C indicates the on position, and D indicates the ACC position rotated from the on position. In Figure 7, the first slider is in the operating position and the second slider is in the activated position. 8 is a partial sectional view showing the state in which the second slider is in contact with the inclined part of the cam surface, and FIG. 9 is a partial sectional view showing the state in which the second slider is in the initial position. Figure 10 is a cross-sectional view of another embodiment using a rod as the first slider; Figure 11 is a partial cross-sectional view showing the second slider in the blocking position; Figure 11 shows the second slider in the released position. A cross-sectional view showing the state of movement from the block position to the block position, the first
Figure 2 is a sectional view showing the second slider in the blocking position, Figure 13 is a sectional view of another embodiment using a cam plate as the first slider, and Figure 14 is the second slider in the released position. FIG. 15 is a sectional view showing the second slider in the blocking position; FIG. 16 is a partial perspective view showing another embodiment; FIG. 17 is a sectional view of the shift lever. Fig. 18 is a partially enlarged view of the shift lever showing the shift lever being moved from the parking position to another position, and Fig. 19 is a partially enlarged view of the shift lever showing the shift lever being moved to a position other than the parking position. It is a partially enlarged view. 100. Steering lock device, 110. flame,
161. Key cylinder, 23.1 rotating member, 301. hole, 400. Stopper part, 40a. First stopper surface, 40b, Second stopper surface, 41
0. first slider, 500. second slider, 511
．． hole, 520. Spring (elastic member), 530. Pin (stop part), 54. , additional stopper portion, 54a, , radial surface, 54b, , inclined surface, 1101. Shift lever 1130
,, Rotating lever (control member), 140. , Wire, Figure <ACC:90'> Procedural Amendment February 21, 1991

Claims (3)

[Claims] (1) A key cylinder is placed in the frame so that it can be rotated by a key between the lock position where the steering shaft is locked and the unlock position where the steering shaft is unlocked, and the shift lever that operates the automatic transmission is placed in the parking position. a first slider connected by a wire to a control member for controlling movement of the shift lever when moving from one position to another, and a second slider cam-coupled to the first slider; The second slider moves between a blocking position that prevents movement of the shift lever and a release position that allows movement of the shift lever, and prevents movement of the second slider to the release position when the key cylinder is in the lock position. The first stopper surface to block and the key cylinder are
A stopper portion having a second stopper surface that prevents the key cylinder from moving to the lock position when the second slider is in the C position and the second slider is in the release position is attached to the key cylinder or a rotating member connected to the key cylinder. A steering lock device characterized by being provided. (2) The steering log device according to claim (1), wherein the slider can be moved from the hub lock position to the release position only when the brake pedal is depressed. (3) The steering according to claim (1), wherein the stop portion includes a pin supported in the hole of the second slider and an elastic member that biases the pin toward the outside of the hole of the second slider. locking device.