JPH01119456A - Steering lock control device - Google Patents

Abstract

PURPOSE:To minimize the load on a power source by providing a safety device control means for operating a solenoid in the second safety device according to the various positions of a shift lever only after the cancelling operation of the first safety device. CONSTITUTION:Steering lock operation can not be performed without at least cancelling operation of the first safety device (engagement of the convex section 17b of a rotatable section 17 and the recess section 16a of a housing 16 in a key cylinder). On the other hand a solenoid 21 in the second safety device is controlled by a safety device control means 22 according to the various positions of a shift lever and works after cancelling operation of the first safety device. The second safety device prevents or allow the operation of a steering lock according to the state of the solenoid 21. Therefore, since even if the shift lever is left on the position in any range for a long time, the solenoid 21 will not work without the cancelling operation of the first safety device, continuous demand will be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a steering lock control device for preventing careless erroneous operation of the steering lock in an automatic vehicle.

[Conventional technology]

In recent years, driving operations in automobiles have been increasingly automated due to advances in electronics. Although this automation of driving operations reduces the burden on the driver, there is also a risk that the vehicle or various devices may operate unexpectedly and not intended by the driver due to erroneous operation or the like.

For example, in an automatic vehicle, when carrying luggage into the passenger compartment, if luggage gets caught on the shift lever and the shift lever moves, there is a risk that the vehicle will start unexpectedly. To solve this problem, for example, as disclosed in Japanese Utility Model Application No. 61-59441,
Countermeasures have been taken, such as installing a safety device that prevents the driver from operating the shift lever unless he or she is seated.

Similarly, if the ignition switch is turned on due to an inadvertent steering lock release operation, the engine suddenly starts. On the other hand, if the driver inadvertently performs a steering lock operation such as turning off the ignition switch while the vehicle is running, there is a risk that the steering wheel will be locked and the driver will no longer be able to perform driving operations.

Therefore, conventional steering lock control devices are equipped with a safety device that allows the ignition key to be rotated and the steering lock to be operated only when a release operation is performed, such as by pushing in the ignition key. is now possible. Such safety devices are usually mechanical types that can be constructed at relatively low cost.

On the other hand, in an automatic vehicle, for example, if the engine is started when the shift lever is in the drive range position, there is a risk that the vehicle will suddenly start. Also,
When the shift lever is not in the parking range position and the braking force of the parking brake is small, the vehicle can be moved with a relatively small force. In this case, there is a risk that the vehicle may be stolen, or if the vehicle is parked on a slope, the vehicle may move and cause an accident.

Therefore, if the shift lever is not in the parking range position, the steering lock cannot be operated, preventing the ignition switch from turning on, and preventing the vehicle from suddenly starting when the engine starts. Some vehicles are equipped with a safety device that prevents the ignition key from being removed and makes it difficult for the driver to leave the vehicle carelessly.

This type of safety device requires a connection between the shift lever and the steering lock. For this purpose, it is conceivable to use mechanical links, wires, etc., but this has many problems, such as constraints on the space and layout of the vehicle, and the number of man-hours required for assembly. Conventionally, such safety devices have been equipped with a solenoid that is activated in accordance with the position of the shift lever to control the blocking and release of steering lock operations.

In particular, in recent years, the first safety device that allows the steering lock to be operated only when a release operation such as pressing the ignition key is performed as described above, and the first safety device that allows the steering lock to be operated only when the shift lever is in the parking range position. There are also steering lock control devices that are also equipped with a second safety device that allows operation of the steering lock.

[Problem that the invention seeks to solve]

In the conventional steering lock control device described above, the solenoid in the second safety device is activated when the shift lever is in any range position, independently of the release operation of the first safety device. ing. However, when the shift lever is stopped and the vehicle is running,
It may be left in either microwave position for an extended period of time.

Therefore, no matter what range the shift lever in which the solenoid operates is set, the solenoid may continue to operate for a long time. Therefore, there is a problem in that a state in which power is continuously consumed often occurs, which places a large burden on the power supply.

[Means for solving problems]

In order to solve the above-mentioned problems, the steering lock control device according to the present invention includes a first safety device that releases the blocking state of the steering lock operation by the ignition key only when the release operation is performed, and a solenoid In a steering lock control device for an automatic vehicle, which is equipped with a second safety device that prevents operation of the steering lock depending on the operating state of the solenoid, an operation to release the first safety device is performed. Only occasionally, the vehicle is characterized by a safety device control means that operates a solenoid in the second safety device depending on the position of the shift lever.

[For production]

With the above configuration, the steering lock cannot be operated unless at least the first safety device is released.

On the other hand, the solenoid in the second safety device is
When the safety device is released, the shift lever
It is controlled by the safety device control means and operates according to the position of the safety device. Depending on the operating state of this solenoid, the second safety device prevents or enables operation of the steering lock.

Therefore, for example, if the shift lever is in a position other than the parking range, the steering lock cannot be operated even if the first safety device is released, and the engine can be started or the ignition key removed. can be prevented. Therefore, it is possible to prevent theft or accidents caused by the vehicle suddenly starting at the same time as the engine is started, or by the vehicle being left unattended with the shift lever not in the parking range position.

Further, the solenoid in the second safety device is controlled by the safety device control means so that it can operate only when the release operation of at least the first safety device is performed.

Therefore, even if the shift lever is left in any range position for a long time, the solenoid will not operate unless the first safety device is released, reducing the amount of power consumed continuously. Ru. Therefore, the burden on the power supply can be reduced.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 5.

As shown in FIG. 2, the steering wheel 11 is rotatably supported by a steering column 12. A key cylinder 14 and a steering lock 15 are attached to the steering column 12. The steering lock 15 can be locked by inserting the ignition key 13 into the key cylinder 14 and rotating it to perform a steering lock operation.
1 can be locked or rotated.

As shown in FIG. 1, the key cylinder 14 includes a rotating portion 17 provided inside a housing 16 having a substantially cylindrical shape. The rotating part 17 is connected to the ignition key 1
The ignition key 13 is provided so as to be movable forward and backward in the insertion/extraction direction of the ignition key 13, and is biased by a spring 24 in the direction of extracting the ignition key 13.

A convex portion 17b is formed on the outer periphery of the end 17a side of the rotating portion 17, while a concave portion 16a that engages with the convex portion 17b is formed in the housing 16.

The engagement between the convex portion 17b and the concave portion 16a prevents the ignition key 13 and the rotating portion 17 from rotating. On the other hand, by pushing the rotating portion 17 together with the ignition key 13 against the urging force of the spring 24, the engagement between the convex portion 17b and the recess 16a is released, and the ignition key 13 and the rotating portion 17 are rotated. is now possible.

In other words, the convex portion 17b and the recessed portion 16a allow the ignition key 13 and the rotating portion 17 to be released from the rotation blocking state, which is a steering lock operation, only when the ignition key 13 is pushed in as a release operation.
Safety devices are configured.

An annular protrusion 17C is provided near the center of the rotating portion 17. Further, a bushing switch 18 is provided on the protruding portion 17C of the housing 16 on the ignition key 13 insertion direction side. The contacts 18a of this bushing switch 18 are pushed into contact with the protruding portion 17c when the rotating portion 17 is pushed in, and are electrically connected.

A semicircular plate 20 is provided at the end portion 17d of the rotating portion 17 via a connecting portion 19. Further, a steering lock solenoid 21 is provided on the side of the semicircular plate 20 in the housing 16 in the direction in which the ignition key 13 is inserted. This steering lock solenoid 21 constitutes a second safety device together with the semicircular plate 20, and is turned ON when energized.
When this state is reached, the plunger 21a protrudes to the position of the semicircular plate 20 to prevent rotation of the rotating portion 17 and prevent steering lock operation.

The housing 16 further includes an end portion 17d of the rotating portion 17.
An ignition switch 23 is provided nearby, which is switched between an ON state and an OFF state as the rotating part 17 rotates. The ignition switch 23 is connected to the safety device control means 22 together with the bush switch 18 and the steering lock solenoid 21.

On the other hand, the shift lever 31 that performs the gear shifting operation of the vehicle is
As shown in the figure, it is rotatably provided on a frame 33 via a shaft 32.

Inside the shift lever 31, a rod 35 is slidably provided, the rod 35 having a pin 34 at its lower end that projects in a direction parallel to the shaft 32. This rod 35 is the spring 3
6 is biased upwardly. A rod 38 is slidably provided above the rod 35 inside the shift lever 31 via a spring 37.

A grip 41 is provided on the upper part of the shift lever 31, as shown in FIG. A shift knob 42 is provided inside the grip 41 so as to be slidable in a direction parallel to the shaft 32 that supports the shift lever 31 . The shift knob 42 is biased by a spring 43 in the direction of being removed from the grip 41.

A slope 42a is formed at the portion of the shift knob 42 that contacts the rod 38, so that when the shift knob 42 is pushed in against the biasing force of the spring 43, the rod 38 is pushed downward.

Further, a shift lever 31 is provided on the upper surface of the frame 33.
A shift regulating plate 52 is provided in a plane perpendicular to the shaft 32 that supports the shaft 32 . A stepped notch 52a is formed near the center of the shift regulating plate 52, while six recesses 52b are formed at the upper edge.

The pin 34 of the rod 35 provided inside the shift lever 31 is engaged with the notch 52a, and the shift lever
The rotation of 31 is restricted. In addition, a bracket 39 is attached to the shift lever 31 in the recess 52b...
The tip of the leaf spring 40 attached via the lever fits into the shift lever 31, and the shift lever 31 is held in each of the parking range, reverse range, secondary range, drive range, second range, and low range positions. ing.

The frame 33 also includes a shift lever solenoid 53.
is provided. When the shift lever solenoid 53 is not energized, the plunger 53a protrudes, and the pin 34 of the rod 35 is prevented from moving downward.
2a, and shift lever 3.
It is designed to prevent operation 1.

On the other hand, the shift regulation plate 52 is further provided with a parking range switch 54. The parking range switch 54 is turned on when the shift lever 31 is in the parking range position.

The parking range switch 54 and shift lever solenoid 53 are connected to the safety device control means 22 along with the bushing switch 18, steering lock solenoid 21, and ignition switch 23.

In the above configuration, the control performed by the safety device control means 22 will be explained below based on the flowchart shown in FIG.

First, after starting, the parking range switch 54 is turned to
It is checked whether the shift lever 31 is in the parking range position depending on whether it is in the N state or the OFF state (Sl).

If the shift lever 31 is not in the parking range position, the process moves to S2 to check whether the bushing switch 18 is turned on. That is, ignition key 1
3 is pushed in, and the rotating part 17 in the key cylinder 14
It is checked whether the engagement between the convex portion 17b and the concave portion 16a of the housing 16 has been released.

If the bushing switch 18 is turned on, the process moves to S3 and the steering lock solenoid 21 is turned on.
The plunger 21a is made to protrude to the position of the semicircular plate 2o. As a result, the convex portion 17b of the rotating portion 17 and the housing 1
Even if the engagement state with the concave portion 16a of 6 is released, the steering lock operation by rotating the ignition key 13 will not be possible, so for example, the engine may be started inadvertently and the vehicle suddenly starts. This will be prevented.

Further, if it is determined in S2 that the bushing switch 18 is not turned on, the steering cock solenoid 21
Turn off. In other words, in this case, even if the steering cock solenoid 21 is not turned ON, the convex portion 17b of the rotating portion 17 and the concave portion 16a of the housing 16 are in an engaged state. I can't let you.

By the way, as mentioned above, the steering lock solenoid 21 that prevents the ignition key 13 from rotating is activated only when the shift lever 31 is in the parking range position (and when the ignition key 13 is pushed in).
N, so power is not consumed continuously.

On the other hand, if it is determined at Sl that the shift lever 31 is in the parking range position, the process moves to S5, where the steering cock solenoid 21 is turned off to enable rotation of the ignition key 13.

Next, in S6, it is checked whether the ignition key 13 has been turned and the ignition switch 23 has been turned on.

If the ignition switch 23 is turned on, the S
7 and turn on the shift lever solenoid 53.
Retract the plunger 53a.

Accordingly, when the shift knob 42 of the shift lever 31 is pushed in, the engagement between the pin 34 and the notch 52a in the shift regulating plate 52 is released, so that it becomes possible to operate the shift lever 31 to change gears.

If it is determined in S6 that the ignition switch 23 is not turned on, the process moves to S8 and the shift lever is turned on.
The solenoid 53 is turned OFF so that the shift lever 31 cannot be operated. In other words, the shift lever 31 is prevented from being moved to a position other than the parking range.

In this embodiment, when the shift lever 31 is in a position other than the parking range and the ignition key 13 is pushed in, the steering cock solenoid 21 is turned on and the steering cock solenoid 21 is turned on. Although the ignition key 13 is sometimes set to be prevented from rotating, the present invention is not limited to this.

For example, when the shift lever 31 is in the parking range position and the ignition key 13 is pushed in, the steering lock solenoid 21 is turned on, and the steering lock solenoid 21 is turned on.
The same effect can be obtained by setting the ignition key 13 so that it can be rotated when the power is turned to N.

〔Effect of the invention〕

As described above, the steering lock control device according to the present invention includes the first safety device that releases the blocking state of the steering lock operation by the ignition key only when the release operation is performed, and the solenoid. In a steering lock control device for an automatic vehicle, which is equipped with a second safety device that prevents operation of the steering lock depending on the operating state of the shift lever, the shift lever is activated only when the first safety device is released. This configuration includes a safety device control means that operates a solenoid in the second safety device depending on the position of -.

Thereby, the solenoid in the second safety device is controlled by the safety device control means so that it can operate only when the release operation of at least the first safety device is performed.

Therefore, even if the shift lever is placed in any range position for a long time, the solenoid in the second safety device will not operate unless the first safety device is released. power consumption is reduced. Therefore, it is possible to reduce the burden on the power supply.

[Brief explanation of the drawing]

1 to 5 show one embodiment of the present invention, in which FIG. 1 is a perspective view showing the structure of a key cylinder, and FIG.
The figure is a perspective view showing the state in which the key cylinder and steering lock are attached to the steering column.
4 is a front view showing the configuration of the shift lever, FIG. 4 is a partial sectional view taken along arrow A in FIG. 3, and FIG. 5 is a flowchart showing the control performed by the safety device control means. 13 is an ignition key, 15 is a steering lock, 16a is a recess (first safety device), 17b is a convex portion (first safety device), 20 is a semicircular plate (second safety device, 2
1 is the steering lock solenoid (second safety device)
, 22 is a safety device control means, and 31 is a shift lever. f:3 Figure 4

Claims (1)

[Scope of Claims] 1. A first safety device that releases the blocking state of the steering lock operation by the ignition key only when the release operation is performed, and a solenoid, and the steering wheel is adjusted according to the operating state of the solenoid. In a steering lock control device for an automatic vehicle that is equipped with a second safety device that prevents a lock operation, only when the release operation of the first safety device is performed.
A steering lock control device comprising a safety device control means for operating a solenoid in a second safety device depending on the position of a shift lever.