JPH0463748A - Steering look device - Google Patents

Abstract

PURPOSE:To ensure safety at the time of riding by hindering the movement of a shift lever when a key is rotated from a locking position to an ACC position, so as to prevent the movement of a vehicle concomitant with the movement of the shift lever from the locking position to the ACC position. CONSTITUTION:A rotational lever 130 is pivoted on the position in almost the lower part of a parking position P of a control plate 120 for a shift lever 110, and is connected to a connection end 130b of the rotational lever 130 through a control lever 50 of a steering lock device 10 as well as a cable 140. The steering lock device 10 has a key cylinder and a rotational member 23 arranged on the same shaft as the key cylinder, and a latch member 31 is arranged on a hole 30 formed on a rotational member 23, in such a way that the latch member can be slid. When the key cylinder is rotated from a locking position to an ACC position, the vibration of the control lever 50 situated on a block position to a release position, is hindered by a surface 35 in the diametrical direction of the latch member 31, and the shift lever 110 is retained in the parking position thereby, and the fixed condition of an output shaft of a transmission can thus be maintained.

Description

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

For vehicles equipped with a shift lever that operates the automatic transmission L1,
A safety device is provided to prevent a sudden start of the vehicle that occurs when the shift lever is operated from a parking position to another position when the engine is started. For example, Jikai Showa 6
As shown in Publication No. 4-52935, a safety device configured using electrical means detects the depression state of the brake pedal when the ignition switch is turned on and moves the shift lever from the parking position to the other position. can be shifted into position. This structure is provided with a brake switch that detects depression of the brake pedal and a solenoid that controls pressing 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. Nine vehicle key interlock devices have been disclosed.

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 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. Also.

In the lock 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. In other words, it suggests a technique that releases the engagement between the cam protrusion of the key rotor and the tip of the lock lever so that the shift lever can be moved to a position other than the parking position when the key is rotated to the ACC or ON position. There is. The reason why the shift lever can be moved in the ACC position is that if the shift lever is in a position other than the parking position and the key is turned from the on position to the ACC position to stop the engine, the shift lever can be moved in the ACC position. This is because the vehicle can be moved to the parking position. However, when starting the engine, if you press 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 you can press the brake immediately after starting the engine in the neutral position. If you move the shift lever to the drive position without doing so, there is a risk of sudden start. Therefore, with this structure, it is not possible to sufficiently ensure safety when starting the engine.

For this reason, it is desirable to have a structure in which the shift lever cannot be moved to any position other than the parking position when the key is rotated from the lock position to the ACC position.

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

The applicant previously proposed a structure that prevents the shift lever from moving when the key is rotated from the lock position to the ACC position for a vertical steering lock device in which the central axis is arranged substantially parallel to the steering shaft. A patent application was filed. However, no structure has been proposed for preventing the shift lever from moving when the key is rotated from the lock position to the ACC position for a horizontal steering lock device in which the central axis is arranged at a nearly right angle to the steering shaft. Not yet. Therefore, the present invention provides an interlocking structure between a shift lever and a key cylinder that is particularly suitable for a horizontal steering lock device.

The steering lock device according to the present invention includes a key cylinder which is rotatably arranged with a key within a frame between a lock position for locking the steering shaft and an unlock position for unlocking the steering shaft, and an automatic key cylinder. A control lever is provided which is connected by a cable to a control plate and operatively connected to a key cylinder for controlling movement of the shift lever when the shift lever for operating the transmission is moved from a parking position to another position. The control lever swings between a blocked position, which prevents movement of the shift lever, and a released position, which allows movement of the shift lever.

The stopper portion is provided on the key cylinder or a rotating member connected to the key cylinder. The stopper portion includes a first stopper surface that prevents the control lever from swinging to the release position when the key cylinder is in the lock position, and a first stopper surface that prevents the control lever from swinging to the release position when the key cylinder is in the lock position.
and a second stop surface that prevents rotation of the key cylinder to the lock position when the control lever is in the CC position and the control lever is in the release position. The one-way swing restriction means prevents the control lever from swinging to the release position when the key cylinder is in the ACC position and the control lever is in the block position, and also prevents the control lever from swinging to the release position when the key cylinder is in the ACC position and the control lever is in the released position. position allows the control lever to swing to the block position.

The stopper portion is formed integrally with the latch member and is biased by an elastic member. In an embodiment of the invention, the control lever can only be swung from the blocking position to the release position when the brake pedal is depressed.

The one-way swing restricting means includes a latch member disposed within a hole of the key cylinder or rotating member, and an elastic member that biases the latch member toward the outside of the hole of the key cylinder or rotating member. The latch member has a radial surface that is substantially coplanar with the stopper surface.

and an inclined surface formed on the back side of the radial surface. When the key cylinder is in the ACC position and the control lever is in the blocking position, the control lever contacts the radial surface of the latch member to prevent swinging of the control lever to the release position. When the key cylinder is in the ACC position and the control lever is swung from the release position to the block position, the control lever comes into contact with the inclined surface of the latch member, and the latch member moves radially inward against the elastic force of the elastic member. and the control lever can be swung to the blocking position.

In another embodiment of the invention, the one-way rocking restriction means comprises a stop elastically supported by the control lever and an additional stop provided on the key cylinder or the rotating member. The additional stopper portion has a radial surface that is substantially coplanar with the first stopper surface of the stopper portion, and an inclined surface provided on the back side of the radial surface. When the key cylinder is in the ACC position and the control lever is in the blocking position, the stop part of the control lever abuts against the radial surface of the additional stop part and the swinging of the control lever into the release position is prevented. When the key cylinder is in the ACC position and the control lever is swung from the release position to the block position,
The stop part of the control lever can be swiveled into the blocking position elastically over the inclined surface of the additional stop part. The stop part is
The control lever includes a pin supported within the control lever hole and a resilient member biasing the pin toward the outside of the control lever hole.

When the key cylinder is rotated from the lock position to the ACC position, the one-way swing restricting means prevents the control lever in the block position from swinging to the release position. Therefore, the shift lever is held at the parking position and the output shaft of the transmission is kept mechanically fixed, so that the automobile does not move due to its own gravity even on a sloped road. After the key cylinder is rotated from the ACC position to the ON position, the shift lever can be moved from the parking position to another position. 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. Further, when the key cylinder is rotated to the ACC position and the control lever is in the release position, the control lever abuts the second stop surface of the stop part. Therefore, the control lever prevents rotation of the key cylinder, thereby preventing rotation of the key cylinder to the lock position.

Therefore, the driver can be made aware of returning the shift lever to the parking position.

In this case, the one-way swing restricting means allows the shift lever in the release position to swing to the block position.
It becomes possible to smoothly return the shift lever to the parking position.

The latch member constituting the one-way swing restricting means is disposed within a hole in the key cylinder or the rotating member, and is biased toward the outside of the hole by an elastic member. The radial surface of the latch member prevents the control lever from swinging from the blocked position to the released position. The sloping surface of the latch member also allows the control lever in the release position to swing to the block position. That is, when the control lever swings to the blocking position, the latch member is moved radially inward by the inclined surface of the latch member against the elasticity of the elastic member, and the control lever can swing along the inclined surface. Become.

According to another embodiment of the present invention, the movement of the stop portion provided as one-way rocking restricting means and elastically supported by the control lever is controlled by a cam surface provided on the key cylinder or the rotating member. It is regulated by an additional stop part formed as a. That is, the stop part abuts against a radial surface of the additional stop part. At this time, the control lever is prevented from swinging from the block position to the release position. Furthermore, when the key cylinder is in the ACC position and the control lever is in the release position, the stop part can elastically overcome the inclined surface of the additional stop part, so that the control lever can smoothly move from the release position to the block position. is swayed by.

Embodiments of the present invention will be described below with reference to FIGS. 1 to 14.

First, in FIGS. 10 and 11, 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 m plate 120, such as a parking position P, a reverse shift position [R1 neutral shift position N, 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 the control lever tube 1 to
The vertical movement is transmitted to the rod 113 inserted into the rod 12 . Furthermore, the shift pin 114 provided at the tip of the rod 113 is pushed down against the elasticity of the spring 115. The above structure is known, and as shown in FIG. 10, when the shift pin 114 is engaged in the parking position P by the pressing force of the spring 115, the shift lever 110 cannot be moved from the parking position IP to any other shift position. .

The rotating lever 130 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 has a pin engaging end 130a and a cable connecting end 13 from both sides of the shaft 131.
0b are formed to extend, and at an initial stage when the shift pin 114 moves from the parking position P to, for example, the next reverse shift position R, the shift pin 114 engages with the pin engaging end 1.
Press 3Oa and move the entire rotating lever 130 to the shaft 13.
Rotate counterclockwise once. In addition, the connection end 13
The other end of cape #140, which has one end connected to control lever 50 of steering lock device IIO, is connected to 0b. The rotating lever 130 swings about the shaft 131 as a fulcrum by the action of 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.

Due to the rotation of the shift lever <-110, the shift pin 114 presses the engagement end 130a of the rotating lever 130, and the entire rotating lever 130 is rotated 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 opening 121 side, which had been closed by the engaging end 130a, is opened, and the gap 122
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 lever 110 is returned to the parking position P, the shift pin 114 rotates the rotary lever 130 clockwise, so that the rotary lever 130 is returned from the state shown in FIG. 11 to the state shown in FIG. 10. . When the shift lever 110 moves from the parking position P to another position, the cable 140 to which a tensile force is applied is in a pull 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 3 and 3A, a steering lock device 1° according to the present invention has a frame 1.
1, a sleeve 12 disposed within the frame 11, and a cap 13 fixed to the front part of the sleeve 12. A flange 1 is disposed within the hole 14 formed in the sleeve 12.
A key cylinder 16 having a number 5 is rotatably arranged.

As is well known, a plurality of tumblers 17 are attached to the key cylinder 16.

A check lever 20 is attached to the sleeve 12 so as to be slidable in the longitudinal direction, and a check lever 20 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 16 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 FIGS. 1 and 3, the rotating member 23 has a hole 3.
0 is formed. A latch member 31 serving as a one-way swing regulating means is slidably disposed in the hole 3o. Also, hole 3
A spring 32 as an elastic member is provided within the spring 32 to urge the latch member 31 to the outside of the rotating member 23. The latch member 31 is manufactured in substantially the same manner as conventional disc tumblers. The latch member 31 has one rotation member 2.
A hole 31 through which a pin 33 fixed in the hole 23a of No. 3 passes through.
a is formed. In addition, as shown in FIG. 1, the latch member 31
A radial surface 35 and an inclined surface 36 are formed on the protruding end portion 34 .

As shown in FIGS. 3 and 4, a stopper portion 4o is provided on the outer peripheral surface of the rotating member 23. As shown in FIGS. The stopper part 40 is
It 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. 4, the frame 11 has two positions: a block position (FIG. 4A) that prevents the shift lever 110 from moving, and a release position (FIG. 4 B-D) that allows the shift lever 110 to move. A control lever 50 is provided which swings between. The control lever 50 is connected by a cable 140 to a rotary lever 130 that controls the movement of the shift lever 110 that operates the automatic transmission when moving the shift lever 110 from a parking position to another position. Further, the control lever 50 is provided with a shaft portion 51 that is rotatably supported by the bracket 6o, and is fixed to one end of the shaft portion 51 and is engageable with the first and second stopper surfaces 40a and 40b of the stopper portion 40. It has an arm portion 52 that is curved. A pin 54 is formed at one end of the shaft portion 51 and is inserted into a hole (not shown) of the bracket 60 and supported. Furthermore, a pin 53 disposed in the hole 60a of the bracket 60 and one end of a crank 56 are fixed to the other end of the shaft portion 51. A boss 55 is formed at the other end of the crank 56, and a connecting portion 57 having a keyhole-shaped cross section is formed at the end of the boss 55. The connecting portion 57 is provided with a protruding portion 58 that is approximately fan-shaped.

A connector 7 is connected between the control lever 50 and the cable 140.
0 is connected. f/iJ#i at one end of the connector 70
An opening 71 having substantially the same cross section as the connecting portion 57 of the lever 50 is formed. Further, the other end of the connector 7o is connected to the cable end of the cable 140 by a pin 72. An opening 71 having a keyhole-shaped cross section into which the protrusion 58 of the connecting part 57 is fitted is formed at a large angle, and the connecting part 57 is inserted into the opening 71 so as to be rotatable within a certain angular range.

4A and 4B show the control lever 50 in the blocking position by hatching;
Key cylinder 16 with 0 in release position
is in the blocking position shown in FIG.
The control lever 50 comes into contact with the first stopper surface 40a of
is prevented from swinging to the release position. Also, the key cylinder 16 is in the ACC position and the control lever 5° is in the 4th position.
When in the release position shown in the figure, the arm portion 52 of the control lever 50 touches the second stop surface 40 of the stop portion 40.
b, and the rotation of the key cylinder 16 to the lock position is prevented.

As shown in FIG. 4B, when the key cylinder 16 is in the ACC position and the control lever 50 is in the blocking position, the latch member 31 is released by coming into contact with the radial surface 35 of the latch member 31. Control lever 5 to position
Prevents zero fluctuation.

Further, as shown in the fourth diagram, when the key cylinder 16 is in the ACC position and the control lever 50 is in the release position, the control lever 50 comes into contact with the inclined surface of the latch member 31 and the elastic member The latch member 31 moves radially inward against the elasticity of the control lever 50, allowing the control lever 50 to swing to the blocking position.

In the above configuration, the latch member 31 is disposed within the hole 30 of the rotation member 23 and is biased toward the outside of the hole 30 by the lever spring 32 . The key cylinder 16 is in the locked position (Fig. 4A)
) to the ACC position (FIG. 4B), the radial surface 35 of the latch member 31 prevents the control lever 50 in the blocked position from swinging to the released position. Therefore,
Since the shift lever 110 is held at the parking position and the output shaft of the transmission is maintained mechanically fixed, the key is shifted from the ACC position (Figure 4B) to the ON position (Figure 4C). After the cylinder 16 has been rotated, the shift lever 11,0 can be moved from the parking position to another position. Furthermore, regardless of the position of the shift lever 110, the key cylinder 16 in the on position is immediately activated to ACC.
It is possible to switch to the position and stop the engine.

Furthermore, as shown in the fourth diagram, the key cylinder 16 is
When the control lever 50 is rotated to the C position and the control lever 50 is in the release position, the second stopper surface 40b of the stopper portion 40 comes into contact with the control lever 50.

Therefore, the control lever 50 prevents the key cylinder 16 from rotating, thereby preventing the key cylinder 16 from rotating to the lock position. Therefore, the driver can be made aware of returning the shift lever 110 to the parking position.

In this case, the control lever 50 is in the position shown in FIG. 5A. When the control lever 50 is swung to the blocking position, the arm portion 52 of the control lever 50 engages the inclined surface 36 of the latch member 31.
(Figure 5B).

Furthermore, when the control lever 50 is swung to the blocking position, the latch member 31 is moved radially inward by the arm portion 52 of the control lever 50 against the elasticity of the spring 32, as shown in FIG. 4C. Swinging of the control lever 50 along the plane 36 is now possible, so that the control lever 50 swings into the blocked position shown in Figure 5. In this way, the shift lever 11
0 can be smoothly returned to the parking position. At this time, the relationship between the control lever 50 and the latch member 31 is shown in FIG.
- As shown in FIG.

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 control lever in the blocking position can only be swung into the release position if the brake pedal is depressed.

Various modifications can be made to the above-described embodiments of the invention.

(1) As shown in FIG. 7, the cable 140 and the control lever 50 are directly connected without using the connector 70, and the deflection of the cable 140 is used to control the movement of one of the cable 140 and the control lever 50. The information may be configured to be transmitted to the other party.

(2) As shown in FIG. 8, the cable end of the cable 140 and the control lever 50 may be connected through a long hole 81 into which the pin 80 and the pin 8o are fitted. The connection between the pin 80 and the elongated hole 81 allows the control lever 50 and the cable 140 to be operatively connected without bending the cable 140.

(3) As shown in FIG. 9, a pinion 82 may be attached to the control lever 5°, and a rack 83 that engages with the pinion 82 may be formed at the cable end of the cable 140.

(4) As shown in FIG. 13, the hole 151 formed in the control lever 50 is provided with a spring 152 and a pin 152 as a stop portion which is biased outward by the spring 152 as a unidirectional swing regulating means. It will be done.

In FIG. 13, parts that are the same as those shown in other figures are designated by the same reference numerals, and explanations thereof will be omitted. Additional stopper portion 54
A radial surface 54a is formed as a cam surface on the first rotating portion 23 and forms substantially the same plane as the first stopper surface 40a of the stopper portion 40, and an inclined surface 54b provided on the back side of the radial surface 54a. and has. Key cylinder 16 is ACC
position and when the control lever 50 is in the blocking position, the pin 153 touches the radial surface 54a of the additional stop part 54.
to prevent movement of the control lever 50 to the release position. Movement of the control lever 50 from the blocking position to the release position is therefore prevented.

Further, when the key cylinder 16 is in the ACCCC position and the control lever 50 is moved from the release position to the block position, the pin 153 is inserted into the inclined surface 54 of the additional stopper portion 54.
Since the control lever 50 can be elastically moved over b and moved to the block position, the control lever 50 can be smoothly moved from the release position to the block position.

(5) In the above embodiment, the stopper portion 40 and the additional stopper portion 54 are provided on the rotating member 23, but the rotating 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.

(6) Additional stopper portion 5 integrated with latch member 31
It is also possible to form 4 and to elastically protrude from the hole of the rotation member 23 or the key cylinder 16 by means of a spring.

(7) Instead of the pin 53, an elastic piece of synthetic resin or metal may be provided on the control lever 50, either integrally or separately, and engaged with the stopper part 40 and the additional stopper part 54.

(8) As shown in FIG. 14, the control lever 50 is provided with a pair of lugs 57 and 58, and through holes 57a and 58a are formed in each of the lugs 57 and 58, so that the central axis of swing is formed in the through holes 57a and 58a. It is also possible to adopt a structure in which a pin 59 is inserted.

Effects of the Invention As described above, the steering lock device according to the present invention can prevent the shift lever from moving when the key is rotated from the lock position to the ACC position, so that the output shaft of the transmission is mechanically secure in the ACC position. is fixed. Therefore, movement of the vehicle due to movement of the shift lever from the lock position to the ACC position is prevented, and safety during riding can be ensured.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view showing the steering lock device according to the present invention in a locked state, FIG. 2 is a cross-sectional view taken along the line ■-■ in FIG. 1 in an ACC state, and FIG. 3 is a unidirectional rocking restriction means. 3A is a perspective view showing the steering lock device according to the present invention, and FIG. 4 is an operational diagram showing the positional relationship between the control lever and the stopper part.
is the locked position, B is the ACC position rotated from the locked position, C is the on position, D is the ACC rotated from the on position
Fig. 5 is an operation diagram showing the positional relationship between the latch member and the control lever, where A is the release position, B is the position where it contacts the inclined surface, C is the position where it goes over the latch member, and D is the block position. FIG. 6 is a process diagram showing a control lever moving from a release position to a block position;
FIG. 7 is a sectional view showing the operating state of an embodiment in which the cable and the control lever are directly connected, and FIG. 8 is a sectional view showing the operating state of the embodiment in which the cable and the control lever are connected by a long hole and a pin. Fig. 9 is a sectional view showing the operating state of an embodiment in which the cable and control lever are connected by a rack and pinion, Fig. 10 is a sectional view of the shift lever, and Fig. 11 is a sectional view of the shift lever moved from the parking position to another position. FIG. 12 is a partially enlarged view of the shift lever showing the shift lever in the middle of movement; FIG. 12 is a partially enlarged view of the shift lever showing the shift lever moved to a position other than the parking position; FIG. FIG. 14 is a perspective view of a one-way swing regulating means showing an embodiment, and FIG. 14 is a perspective view showing another embodiment of the control lever. 101. Steering lock device, 110. flame,
16. , key cylinder, 2300 rotating member, 300. Hole, 31. , latch member (one-way swing regulating means) -32
,, Spring (elastic member), 3'5°, radial surface, 361.
Slope, 4o0. Stopper portion, 40a, first stopper surface, 40b, second stopper surface, 500. control lever, 510. hole, 520. Spring (elastic member), 53. ,
Pin (stop part), 54. , additional stopper portion, 54a,
, radial surface, 54b, , inclined surface, 11o1. Shift lever, 140, cable. Figure 4 <LOC:o”><ACC:90'″><ACC:90”> Figure 10

Claims (6)

[Claims] (1) The key cylinder is rotatably arranged with a key within the frame 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 control lever connected by a cable to the control plate and operatively connected to the key cylinder for controlling movement of the shift lever when moving from one position to another, the control lever being in a blocking position for preventing movement of the shift lever; and a release position that allows movement of the shift lever,
a first stopper surface that comes into contact with the control lever in the block position when the key cylinder is in the lock position and prevents the control lever from swinging to the release position;
A stopper portion having a second stopper surface that prevents rotation of the key cylinder to the lock position when the control lever is in the CC position and the control lever is in the release position is provided on the key cylinder or on the rotating member connected to the key cylinder; , prevents the control lever from swinging to the release position when the key cylinder is in the ACC position and the control lever is in the block position, and blocks the control lever when the key cylinder is in the ACC position and the control lever is in the release position. A steering lock device characterized by being provided with a one-way rocking restriction means that allows rocking to a certain position. (2) The steering lock device according to claim 1, wherein the stopper portion is integrally formed with the latch member and biased by an elastic member. (3) The steering lock device according to claim (1), wherein the control lever can swing from the block position to the release position only when the brake pedal is depressed. (4) The one-way swing restricting means includes a latch member disposed in the hole of the key cylinder or rotating member, and an elastic member that biases the latch member toward the outside of the hole of the key cylinder or rotating member. The latch member is provided with a radial surface that is substantially flush with the stopper surface and an inclined surface provided on the back side of the radial surface, and when the key cylinder is in the ACC position and the control lever is in the block position. When the control lever is in the ACC position, the control lever comes into contact with the radial surface of the latch member to prevent the control lever from swinging to the release position, and the key cylinder is in the ACC position and the control lever is swinging from the release position to the block position. Claim 1: When the control lever comes into contact with the inclined surface of the latch member, the latch member moves radially inward against the elastic force of the elastic member, and the control lever can be swung to the blocking position.
) Steering lock device described in . (5) The one-way swing restricting means consists of a stop part elastically supported by the control lever and an additional stop part provided on the key cylinder or rotating member, and the additional stop part is the stop part of the stop part. It has a radial surface that is substantially coplanar with the first stripper surface and an inclined surface provided on the back side of the radial surface, and is controlled when the key cylinder is in the ACC position and the control lever is in the block position. The stop part of the lever abuts against the radial surface of the additional stop part and prevents the control lever from swinging to the release position, and when the key cylinder is in the ACC position and the control lever is swinging from the release position to the block position. 2. The steering lock device according to claim 1, wherein the stop portion of the control lever is able to swing elastically over the inclined surface of the additional stop portion to the blocking position. (6) The steering lock device according to claim (5), wherein the stop portion includes a pin supported within the hole of the control lever, and an elastic member that biases the pin toward the outside of the hole of the control lever.