JPH0524860Y2 - - Google Patents

Description

[Detailed explanation of the invention] [Industrial field of application] This invention is an automatic transmission (hereinafter abbreviated as "AT").When parking a car, etc., the shift lever is switched to the parking range. This invention relates to a key interlock device in a starting switch that prevents the ignition key from being pulled out until later.

[Conventional technology]

For AT vehicles, when the shift lever that switches the transmission is in the driving range, insert the ignition key into the starting switch and turn it, the engine will start and the vehicle will start driving. There is a risk that it will happen.
When the driver inserts the ignition key into the starting switch, the driver thinks that the shift lever is in the parking range, so starting the drive in this case is unexpected for the driver.
You may not be fully prepared to deal with this situation.

A key interlock device is used to prevent such sudden starts. In other words, when you pull out the ignition key from the starting switch when getting out of an AT car, you will not be able to pull out the key if the shift lever is not in the parking range. When inserting the shift lever, the shift lever is always in the parking range.

A conventional key interlock device of this type is schematically shown in FIGS. 5 and 6. Fig. 5 is a sectional view taken along a plane perpendicular to the rotation axis of the starting switch.A stop cam 2 is fitted on the rotation axis 1, and when the ignition key (not shown) is rotated, these can be removed. Rotate as one. The stopper cam 2 has a stopper part 2 whose diameter is enlarged in a part of the circular arc.
a is formed. A guide member 3 is disposed at a position out of the rotation range of the stopper portion 2a,
As shown in FIG. 6, a stopper 4 is provided which is slidable along the rotation shaft 1 by the guide member 3. As shown in FIG. This stopper 4 is connected to the guide member 3
By sliding while being guided by the stopper portion 2a, the stopper portion 2a advances and retreats within the turning range.

When the shift lever (not shown) is positioned in the parking range, the stopper 4 is retracted from the turning range of the stopper portion 2a as shown in FIG. 6, allowing the stopper cam 2 to rotate and moving the starting switch to the lock position. It can be rotated up to
The ignition key can be pulled out from the starting switch.

Furthermore, when the shift lever is not positioned in the parking range, the stopper 4 does not retreat from within the turning range of the stopper portion 2a, so even if an attempt is made to turn the ignition key, the stopper portion 2a does not move as shown in FIG. is in contact with the stopper 4 and cannot be rotated. For this reason, the ignition key cannot be pulled out from the starting switch.

[Problem that the invention aims to solve]

The conventional key interlock device shown in FIGS. 5 and 6 has a structure in which the stopper 4 slides along the rotating shaft 1, and therefore has the following problems.

In order to prevent rotation of the rotation shaft 1, the stopper 4 is moved into the rotation range of the stopper portion 2a of the stopper cam 2. This state is shown in FIG. 5, and in order to rotate the ignition key to the lock position, the stop cam 2 must be rotated counterclockwise in the figure. At this time, the rotation of the rotation shaft 1 is prevented by the stopper portion 2a coming into contact with the stopper 4, but the force of rotating the rotation shaft 1 by the ignition key moves the stopper 4 to the fifth stopper 4. Attempt to rotate it clockwise in the diagram. This force acts as a shearing force on the stopper 4 in relation to the reaction force received from the guide member 3, so if the force that turns the ignition key to the lock position is repeated, the stopper 4 will become fatigued and break. There is a risk that it will happen.

If the stopper 4 is damaged, it will no longer function as a key interlock device, so there is a risk of sudden start as described above.

By the way, in a diesel engine, the engine is stopped by moving the control rack of the fuel injection system governor to the fuel supply stop position. The operation of this control rack is mechanically linked to the rotation of the ignition key. That is, when the ignition key is rotated, the stop cam 2 of the starting switch is rotated, so the control rack is moved by the operation of a lever that is provided so as to come into contact with this cam surface and follow it. There is.

Therefore, this idea focused on the fact that the starting switch of a diesel engine is equipped with a stop cam that operates the control rack, and when the shift lever is not in the parking range,
To provide a key interlock device capable of preventing a stopper from being damaged by a force that attempts to rotate an ignition key to a position where it can be pulled out, that is, a lock position. It is intended to.

[Means for solving problems]

In order to achieve the above object, the key interlock device according to this invention
If the starting switch is equipped with a stop cam, which is an engine stop means that stops the fuel supply in conjunction with rotation from the ON position to the ACC position, and the ignition key is not in the lock position of the starting switch. When the ignition key cannot be pulled out and the shift lever is not in the parking range, the key interlock device prevents the ignition key from rotating to the lock position. A lock member that swings in a plane substantially perpendicular to the rotation axis is disposed, and as the lock member swings, a stopper portion formed on the lock member advances and retreats within the rotation range of the stopper cam, and the stopper portion is normally moved back and forth within the rotation range of the stopper cam. The stopper part enters the rotation range of the stopper cam to prevent rotation of the rotation shaft, and the stopper part retreats from the rotation range of the stopper cam in conjunction with switching the shift lever to the parking range. The lock member is characterized in that the swing axis of the lock member is arranged substantially on the normal line to the contact point between the stopper cam and the stopper portion.

[Effect]

When the shift lever is shifted to the parking range in order to get out of the vehicle, the stopper portion is retracted from the rotation range of the stopper cam in conjunction with the movement of the shift lever. Therefore, the ignition key can be rotated to the locked position and can be pulled out at the locked position.

If you try to turn the ignition key without placing the shift lever in the parking range, the stopper part is located within the rotation range of the stopper cam, so the rotation of the stopper cam is blocked and the ignition key is turned. The key cannot be turned to the lock position and therefore the ignition key cannot be removed from the starting switch. If the center of swing of the locking member is set on a straight line that is substantially perpendicular to the contact surface between the stopper portion and the stopper cam, the force for rotating the stopper cam will be applied to the center of swing, and the lock will be rotated. Damage to components can be prevented as much as possible.

〔Example〕

Hereinafter, the key interlock device according to this invention will be explained in detail based on a preferred embodiment shown in FIGS. 1 to 4.

FIG. 3 is a schematic perspective view of the starting switch 10 equipped with this device, and shows the key cylinder 12.
A key insertion slot is provided at the tip of the key so that it is exposed inside the vehicle interior. When an ignition key (not shown) is inserted into the key insertion slot 14 and turned, the starting switch 10 is turned on and off.

As shown in FIG. 1, the key cylinder 12 is provided with a substantially fan-shaped stop cam 18 integral with the rotation shaft 16 and having a larger outer diameter than the rotation shaft 16, as shown in FIG. There is. This stop cam 18 is for swinging the engine stop lever 40.

The engine stop lever 40 is provided to be swingable about an axis 42 parallel to the rotation axis 16, and its free end connects to a control rack of a governor (not shown) of the fuel injection system and a push-pull wire. are connected by etc. Further, the engine stop lever 40 is always biased with elastic force by a spring or other appropriate rotational force so as to rotate in the counterclockwise direction in FIG. This engine stop lever 40 has two lever plates 40a.
are arranged at appropriate intervals, and these lever plates 4
A roller 44 is rotatably supported approximately at the center of the engine stop lever 40 between the engine stop levers 40 and 0a. As shown in Fig. 1, when the ignition key is in the position to turn on the accessory switch (ACC) that turns on the headlights etc. or in the lock position (LOCK position), the roller 4
4 is in contact with the arc-shaped outer peripheral surface of the stopper cam 18. Further, when the rotation shaft 16 rotates counterclockwise from the position shown in FIG. 1, the engine stop lever 40 rotates counterclockwise about the upper shaft 42 in the figure, and the roller 44 is removed from the arc-shaped outer circumferential surface of the stopper cam 18 and comes into contact with the outer circumferential surface of the rotating shaft 16.

As will be described later, the shaft 42 is connected to the roller 4 when the ignition key is in the ON position.
4 is in contact with the outer peripheral surface of the rotating shaft 16,
When the rotation shaft 16 rotates in the clockwise direction in FIG.
4 is pressed and the engine stop lever 40 is moved to the first position.
The roller 44 is disposed at a position where it is allowed to swing in the clockwise direction in the figure, and the swing allows the roller 44 to ride on the outer peripheral surface of the stopper cam 18, as shown in FIG.

On the other hand, a lock member 20 is provided in the vicinity of the key cylinder 12 so as to be swingable about a shaft 22 parallel to the rotation shaft 16. As shown in FIGS. 1 and 2, this lock member 20 is integrally formed with a stopper plate 20a, an operation plate 20b parallel to the stopper plate 20a, and a connecting plate 20c connecting these. The shaft 22 supports the tip of the stopper plate 20a. A stopper portion 24 is formed at the free end of the stopper plate 20a, and the connecting plate 20c continues to this free end in a direction parallel to the axis 22, and the operating plate 20b is connected to the connecting plate 20c. Stopper board 20
Continuous in the direction parallel to a. As the locking member 20 swings about the shaft 22, the stopper portion 24 enters the rotation range of the stopper cam 18 and retreats from the rotation range. When the stopper part 24 is located within the rotation range of the stopper cam 18 and the stopper cam 18 contacts the stopper part 24, the shaft 22 is positioned on a straight line perpendicular to the contact surface, that is, at the contact point. It is located on the line. Note that FIG. 1 shows a state in which the stopper cam 18 is in contact with the stopper portion 24 and the rotation of the rotation shaft 16 is prevented. In this state, the ignition key is moved from the ACC position as shown in FIG. Rotation to the lock position is prevented.

A guide bracket 26 is provided on the outer surface of the key cylinder 12, and a guide bracket 26 is provided on the outer surface of the key cylinder 12.
The pivoting around the center is guided by the guide bracket 26. Further, a through hole 20d is formed at the tip of the operation plate 20b.

As shown in FIG. 4, a switching lever 32 provided at an appropriate position of a shift lever 30 for switching the transmission and the locking member 20 are connected to each other.
The tip of the operation plate 20b and the push-pull wire 3
connected by 4.

The switching lever 32 has a shaft 3 approximately at its center.
The push-pull wire 34 is connected to one end, and the yoke part 32a is connected to the other end.
is formed. This yoke portion 32a is formed of two arms, and a pin 38 is located between the arms. This pin 38 is moved up and down between the position shown by a solid line and the position shown by a broken line as shown in FIG. 4 by operating a lock button (not shown) provided on a handle (not shown) of the shift lever 30. . This lock button is located at the shift lever 30.
This is operated when shifting the vehicle to the parking range, and the lock button cannot be shifted to the parking range unless the lock button is operated. When the lock button is operated, the pin 38 moves upward from the position shown by the solid line to the position shown by the broken line.

The operation of the key interlock device according to the invention constructed as above will be explained below.

First, the case where the engine is stopped will be explained. When the engine is operating, the ignition key is in the 0N position, and the roller 44 of the engine stop lever 40 is in contact with the outer peripheral surface of the rotating shaft 16. When the ignition key is rotated from this state to the ACC position, the rotation shaft 16 rotates clockwise in FIG.
8 is the position shown in the figure. That is, during this rotation, the end surface 18a of the stopper cam 18 comes into contact with the roller 44 of the engine stop lever 40, and when the stopper cam 18 further turns, the roller 44 is pushed and moved, and the engine stop lever 40 is moved.
swings clockwise in FIG. 1 about the shaft 42. When the roller 44 comes off the end face 18a,
Due to the rotational force applied to swing the engine stop lever 42, the roller 44 is pressed against the outer peripheral surface of the stopper cam 18 and rides on it. And the subsequent Stoppakam 18
As a result of the rotation, the roller 44 rotates and relatively moves on the outer peripheral surface of the stopper cam 18. The engine stop lever 40 swings clockwise in FIG. 1 about the shaft 42 as described above by rotating the ignition key from the ON position to the ACC position. By swinging, the control rack of the governor of the fuel injection system is moved to the fuel supply stop position via a push-pull wire (not shown), and the engine is stopped.

When starting the engine, the stop cam 18 is rotated counterclockwise from the position shown in FIG. 1 by rotating the ignition key from the ACC position to the ON position. When the roller 44 comes off the outer peripheral surface of the stopper cam 18 during this turning, the engine stop lever 40 receives the biased rotational force and swings counterclockwise in FIG. 1, causing the roller 44 to rotate. It comes into contact with the outer peripheral surface of the shaft 16. Then, by swinging the engine stop lever 40, the governor control rack is moved to the fuel supply position.

Next, the operation of the key interlock device will be explained.

When parking the vehicle and getting out of the vehicle, the driver shifts the shift lever 30 to the parking range. At this time, since the lock button is operated, the pin 38 moves upward from the position shown by the solid line in FIG. 4 to the position shown by the broken line. This movement of the pin 38 causes the switching lever 32 to swing from the position shown by the solid line in FIG. 4 to the position shown by the broken line.
is transmitted to the locking member 20 via.

The locking member 20 swings about the shaft 22 from the position shown by the solid line in FIG. 4 to the position shown by the broken line in response to the swinging of the switching lever 32. As the lock member 20 swings, the stopper portion 24 of the lock member 20 is retracted from the rotation range of the stopper cam 18, allowing the stopper cam 18 and rotation shaft 16 to rotate, and therefore turning the ignition key. By moving the starting switch 10, the starting switch 10 can be rotated from the ACC position to the lock position, that is, in the clockwise direction in FIG. In this locked position, the ignition key can be removed from the starting switch 10.

If the shift lever 30 is not shifted to the parking range when getting out of the vehicle, the lock button is not operated, so the swing lever 32 remains in the position shown by the solid line in FIG. It is located at the position indicated by the solid line in FIGS. 1 and 4. In this case, the stopper portion 24 of the locking member 20
is located within the rotation range of the stopper cam 18, so even if the stopper cam 18 attempts to rotate, it abuts against the stopper portion 24 and cannot rotate. In other words, even if an attempt is made to rotate the ignition key to the lock position, the rotation shaft 16 does not rotate, so the ignition key cannot be rotated to the lock position, and therefore the ignition key cannot be pulled out from the starting switch 10. Can not. Therefore, the driver notices that the shift lever 30 has not been shifted to the parking range, and after shifting to the parking range, turns the ignition key to the lock position and pulls it out from the starting switch 10.

The stopper cam 18 comes into contact with the stopper portion 24 of the locking member 20 and prevents the stopper cam 18 from rotating.At this time, the force that attempts to rotate the ignition key causes the stopper cam 18 to move clockwise as shown in FIG. This is the force that tries to rotate it in the rotational direction. This force is applied to the stopper cam 18 and the stopper part 2.
However, since the shaft 22 is located in this direction, the above force acts on the shaft 22 and does not act on the locking member 20 as a shearing force. Therefore, the locking member 20
Damage due to fatigue etc. can be prevented as much as possible.

When the starting switch 10 is in the lock position, insert the ignition key into the key insertion slot 14.
When the rotary shaft 16 is inserted into the engine and rotated to start the engine, the rotation shaft 16 rotates counterclockwise in FIG. When the starting switch 10 is in the lock position, the stopper plate 2 of the locking member 20 is attached to the arc-shaped outer peripheral surface of the stopper cam 18.
Since the side surfaces of 0a are in contact with each other, rotation of the rotation shaft 16 is allowed, and the starting switch 10 passes through the ACC position and reaches the ON position and the start position, and the engine starts.

Also, when the starting switch 10 is in the ACC position or the ON position, if the shift lever 30 is shifted to the driving range, the pin 38
moves downward in FIG. 4, and the switching lever 32
swings from the position shown by the broken line to the position shown by the solid line. For this reason, the lock member 20 swings to the position shown by the solid line in FIG. The ignition key cannot be turned to the lock position.

In this embodiment, the stopper cam 18 and the stopper portion 24 are flat surfaces, but these surfaces may be arcuate or have any other suitable shape. For example, if a suitable inclined surface is formed, when the stopper cam 18 attempts to turn clockwise in FIG. 1, the lock member 20 swings counterclockwise in the figure, and the stopper portion 24 functions as a wedge. I come to do it.

[Effect of idea]

As explained above, according to the key interlock device of this invention, the stopper part of the lock member is retracted from the rotation range of the stopper cam provided on the key cylinder in conjunction with the operation of shifting the shift lever to the parking range. Because of this structure, the ignition key cannot be turned to the lock position unless the shift lever is shifted to the parking range, and therefore the ignition key cannot be pulled out from the starting switch.
That is, when getting into a parked vehicle and starting the engine, the shift lever is always in the parking range, so the vehicle will not suddenly start.

In addition, when blocking the rotation of the rotation shaft rotated by the ignition key, a stopper cam provided on the rotation shaft is brought into contact with a swingable lock member, and the rotation force is prevented. Since the locking member acts in the direction passing through the rocking axis of the locking member, no shearing force acts on the locking member, and therefore, damage to the locking member due to fatigue or the like can be prevented as much as possible.

Furthermore, since the stopper cam, which rotates in conjunction with the rotation of the ignition key to stop the engine, is used to prevent rotation of the rotation shaft, the number of parts increases. can be prevented as much as possible.

[Brief explanation of the drawing]

The drawings show a preferred embodiment of the key interlock device according to the invention. FIG. 1 is a sectional view taken along the - line in FIG. 2, and is a sectional view taken along a plane perpendicular to the axial direction of the key cylinder. FIG. 2 is a side view of the starting switch taken along the - line in FIG. 3, with some parts omitted. FIG. 3 is a schematic perspective view of the starting switch. FIG. 4 is a schematic configuration diagram for explaining the connection with the shift lever. 5 and 6 are schematic diagrams for explaining the structure of a conventional key interlock device.
5 is a schematic sectional view corresponding to FIG. 1, and FIG. 6 is a left side view of FIG. 5. 10...Starting switch, 12...Key cylinder, 14...Key insertion slot, 16...Rotation shaft, 18...Stopper cam, 20...Lock member, 20a...Stopper plate, 20b...Operation plate,
22...Shaft, 24...Stopper portion, 30...Shift lever, 32...Switching lever, 34...Push-pull wire, 38...Pin, 40...Engine stop lever, 42...Shaft.

Claims (1)

[Scope of Claim for Utility Model Registration] The starting switch is equipped with a stop cam, which is an engine stop means that stops the supply of fuel in conjunction with the operation of the ignition key being turned from the ON position to the ACC position. If the ignition key is not in the lock position of the starting switch, the ignition key cannot be pulled out, and if the shift lever is not in the parking range, the ignition key will rotate to the lock position. In the key interlock device for preventing the above-mentioned locking, a locking member that swings in a plane substantially perpendicular to the rotational axis of the stopper cam is disposed, and the swinging of the locking member causes the stopper portion formed on the locking member to move as described above. The stopper moves forward and backward within the rotation range of the stopper cam, and the stopper part normally enters the rotation range of the stopper cam to prevent rotation of the rotation shaft, and the stopper moves in conjunction with switching the shift lever to the parking range. The key interlock device is characterized in that the locking member is retracted from the rotation range of the stopper cam, and the swing axis of the locking member is arranged substantially on the normal line to the point of contact between the stopper cam and the stopper.