JPH0533374Y2 - - Google Patents

Description

[Detailed description of the invention] [Purpose of the invention] (Field of industrial application) The present invention is designed to disable rocking operation of the shift lever based on predetermined conditions when the shift lever is shifted to a specific non-driving position. This invention relates to a locking device for a shift lever for an automatic transmission.

(Prior art) When parking a vehicle with an automatic transmission, the shift lever is shifted to the non-drive position "P" and the key rotor is rotated to the LOCK position to lock the steering lock device. Then, remove the key and walk away from the car. Also, when starting the car, insert the key with the shift lever in the "P" position, and use the key to rotate the key rotor from the LOCK position to the operating position. Therefore, the engine is started, the steering lock device is unlocked, and the shift lever is shifted to a drive position such as "D" or "R" while the brake pedal is depressed. With this device, even when the steering lock device is in the locked state, the shift lever can be shifted from the "P" position to any other position, and even when the shift lever is in a position other than "P", the steering lock can be shifted. The device can be locked and the key removed, and the shift lever can be shifted from the "P" position to any other position even if the brake pedal is not depressed when starting the vehicle.

Therefore, recently, a locking member is provided that engages and disengages the detent pin that is moved by a push button provided on the shift lever, and an actuator that is connected to the steering lock device and the brake pedal by control wires is installed near this locking member. By connecting and disengaging this actuator from the lock member, the shift lever can be moved to "P" when the steering lock device is in the locked state.
It is made impossible to shift from one position to another, and the steering lock device cannot be locked when the shift lever is in a position other than the "P" position, and furthermore, the shift lever is prevented unless the brake pedal is depressed when starting. It has been considered to make it impossible to shift from the "P" position to any other position.

(Problems to be Solved by the Invention) However, in the above-mentioned device, since the actuator is directly engaged with and disengaged from the lock member, it is necessary to dispose the actuator adjacent to the lock member and, in turn, the shift lever. For this reason, the above structure cannot be adopted for vehicles that have a structure in which it is impossible to secure a space for the arrangement near the shift lever.

Therefore, an object of the present invention is to connect a shift lever lock mechanism and a steering lock device using a control wire, and to provide a stopper on the control wire at an arbitrary position away from the shift lever, and to connect the brake pedal with the stopper. It is an object of the present invention to provide a locking device for a shift lever for an automatic transmission, in which a locking member that engages and disengages from the stopper is provided, and these mechanisms can be disposed apart from the shift lever.

[Structure of the invention] (Means for solving the problem) The present invention provides a locking state in which the shift lever can be locked so as not to be able to swing when the shift lever is shifted to a specific non-driving position. A control wire connects the shift lever lock mechanism, which is unlocked when the shift lever is shifted to a position, and the steering lock device, which is locked and unlocked by turning a key, and the control wire is The shift lever lock mechanism is configured to be displaced as the locking state and unlocking state of the lever locking mechanism change, so that when the steering lock device is in the locked state, the shift lever locking mechanism is restrained in the locked state, and the shift lever locking mechanism is locked. When the mechanism is in the unlocked state, the steering lock device is prevented from changing from the unlocked state to the locked state;
A stopper that is displaceable together with the control wire is provided in the middle of the control wire, and a locking member that is displaced and engaged with and disengaged from the stopper based on the operation of the brake pedal is provided, so that the steering lock device is in an unlocked state. When the brake pedal is not activated with the
The locking member locks the stopper and restricts displacement of the stopper in one direction, thereby locking the shift lever locking mechanism. When the brake pedal is operated in this state, the locking member locks the shift lever locking mechanism. By releasing the stopper from the stopper and allowing the stopper to be displaced in one direction, the shift lever locking mechanism can be released from the locked state.

(Operation) According to the above means, a stopper is provided in the middle of the control wire, and a locking member that engages and disengages from the stopper by being operated in conjunction with the brake pedal is provided, thereby controlling these mechanisms. They can be disposed at any position away from the shift lever, and can therefore be used in devices where space for disposing them cannot be secured near the shift lever.

(Embodiment) An embodiment of the present invention will be described below with reference to FIGS. 1 to 6.

First, in FIG. 1, reference numeral 1 denotes a shift lever, which is provided so as to be swingable in the direction of arrow A and in the opposite direction of arrow A, using a shaft 3 provided on a machine frame 2 as a fulcrum. Reference numeral 4 denotes a detent plate provided on the machine frame 2, in which an engagement hole 6 having a concave-convex regulating portion 5 is formed along the swinging direction of the shift lever 1. "P", "R",
When shifting to the "D", "2" and "L" positions, the swing range of the shift lever 1 is selectively restricted by cooperation with a detent pin 7, which will be described later. A lock recess 8 is provided at a portion corresponding to the "P" position, which is a specific non-drive position. The detent pin 7 is disposed on the shift lever 1 so as to be movable in the axial direction, and is moved downward by pressing a push button provided on a knob (not shown) of the shift lever 1, and is moved downward to close each regulation in the engagement hole 6. When the push button is disengaged from the part 5 and the push button is released, the shift lever 1 moves upward and engages with one position in the regulating part 5, thereby collaborating with the detent plate 4 to swing the shift lever 1. Operations are now regulated.

Reference numeral 9 denotes a shift lever lock mechanism, which includes a lock member 1 slidably supported on the detent plate 4 along a line connecting the shaft 3 and the lock recess 8.
0, and the middle part is rotatably supported by the machine frame 2 by a pin 11, and is rotatably connected to a convex part 10a provided at the lower part of the locking member 10 through a long hole 12 formed at one end. The lever 13 is made up of a An engagement groove 14 that opens rightward is formed in the upper part of the lock member 10.
4, the detent pin 7 is adapted to engage and disengage. Further, one end of an inner wire 15a of a control wire 15 is connected to the other end of the lever 13, and the other end of the inner wire 15a of the control wire 15 is connected to a lock lever 17 of a steering lock device 16.

When a key rotor 19 rotatably provided on a key cylinder 18 is rotated to the "LOCK" position by a key 20, the steering lock device 16 is brought into a locked state and a cam rotated integrally with the key rotor 19 is activated. When the protrusion 21 faces the tip 17a of the lock lever 17 and the key rotor 19 is rotated to the operating position (for example, the "ACC" position or the "ON" position), the lock is released and the cam protrusion 21 is activated. It is designed so that it can be removed from the tip 17a of the lock lever 17.

On the other hand, 22 is a case fixed at a predetermined location apart from the shift lever 1, and the middle part of the control wire 15 is inserted through the inside of this case.
A stopper 23 is fixed to the inner wire 15a of the control wire 15 inside the case 22. Reference numeral 24 denotes a locking member whose one end is rotatably supported in the case 22 by a pin 25, and has a substantially anti-circular shape as shown in FIGS. Cam groove 2 on the outer periphery
6 is provided non-parallel to the pin 25 and obliquely. Reference numeral 27 denotes a moving member having a convex portion 27a that slidably engages with the cam groove 26, and is slidably provided in the case 22, and is moved by the arrow B by the spring 28.
is biased in the direction. Further, one end of a wire 29 is connected to one end of this moving member 27, and the other end of this wire 29 is hooked to a brake pedal 30. Therefore, in the state shown in FIG. 1 in which the brake pedal 30 is not depressed, the movable member 27
is in a position moved in the direction of arrow B by the biasing force of the spring 28, and in this state, a portion of the left side surface of the locking member 24 faces a portion of the right side surface of the stopper 23.

Next, the operation of the above configuration will be explained. Now, when the steering lock device 16 is locked, the shift lever 1 is in the "P" position, and the brake pedal 30 is not depressed,
As shown in FIG. 1, the detent pin 7 is engaged with the lock recess 8 of the detent plate 4 and also engaged with the engagement groove 14 of the lock member 10.
The locking member 10 is located in the upper locking position. In this state, the steering lock device 1
Since the tip end 17a of the lock lever 17 at 6 faces the cam convex portion 21 and movement of the lock lever 17 in the direction of arrow C is restricted, the inner wire 15a of the control wire 15
Further, the stopper 23 and the locking member 24 face each other, and the displacement of the stopper 23 in the direction of the arrow D is restricted by the locking member 24. Therefore, in this state, even if a push button (not shown) on the shift lever 1 is pressed, the rotation of the lever 13 in the direction of arrow E and the downward movement of the lock member 10 are restricted, so that the detent pin 7 is restricted. The downward movement is restricted, and the shift lever locking mechanism 9 is restrained in the locked state, and the shift lever 1 is locked in the "P" position so that it cannot be swung. In this state, the key 20 can be inserted into and removed from the key rotor 19 of the steering lock device 16.

When the key 20 is rotated in the direction of arrow F from the state shown in FIG. 1, the key rotor 19 is rotated to the operating position, for example, the "ACC" position as shown in FIG.
When the steering lock device 16 is brought into the unlocked state, the cam convex portion 21 is moved to the lock lever 1.
It is located at a position away from the tip 17a of 7.
In this case, the lock lever 17 is allowed to move in the direction of arrow C, but the stopper 23 and the locking member 24
The relationship with the stopper 23 remains as shown in Figure 1.
Since displacement in the direction of arrow D is regulated by the locking member 24, the shift lever lock mechanism 9
remains in the locked state. In this state, when the brake pedal 30 is depressed, the convex portion 27a of the movable member 27 slides on the cam groove 26 of the locking member 24, and the movable member 27 is moved against the spring 28 into the state shown in FIG. The locking member 24 moves in the opposite direction of the arrow B from the position shown in FIGS.
4 and 5 after being rotated in the direction of arrow G shown in the figure.
The state shown in the figure will be reached. In this state, the locking member 24
and the stopper 23 are not facing each other, and the stopper 2
3 displacement in the direction of arrow D is allowed. By allowing the stopper 23 to move in the direction of arrow D, the lever 13 in the shift lever lock mechanism 9 is allowed to rotate in the direction of arrow E, and the lock member 10 is allowed to move downward. . Therefore, in this state, by pressing the push button on the shift lever 1, the detent pin 7 can be moved downward together with the lock member 10 and released from the lock recess 8, thereby moving the shift lever 1 to the "P" position. Can be shifted from one position to another.

In this way, when the shift lever 1 is shifted to a position other than "P", for example, to the "N" position as shown in FIG. By being rotated in the E direction, the shift lever lock mechanism 9 is brought into the unlocked state. When the shift lever locking mechanism 9 is brought into the unlocked state, the stopper 23 is displaced in the direction of arrow D via the control wire 15 and a portion enters the locking member 24, and the locking lever 1
7 moves in the direction of arrow C, and the tip end portion 17a is positioned within the rotation locus of the cam convex portion 21. In this state, the rotation of the cam protrusion 21 in the opposite direction of arrow F is restricted by the tip 17a of the lock lever 17, and the key rotor 19 cannot be rotated from the operating position to the "LOCK" position. Therefore, in this state, it is impossible to lock the steering lock device 16 and it is also impossible to remove the key 20. In this case, when the shift lever locking mechanism 9 is in the unlocked state, the inner surface of the locking member 24 comes into contact with the outer surface of the stopper 24, so that the locking member 24 rotates in the opposite direction of arrow G. is regulated, and even if the brake pedal 30 is released, the moving member 27 and the locking member 24 are maintained in the state shown in FIG.

Then, from the state shown in Fig. 6, shift lever 1
When the shift lever 1 is shifted to the "P" position by pressing the push button, the detent pin 7 moves into the engagement groove 1 of the lock member 10 located below.
4 (see the two-dot chain line in Fig. 6), and in this state, when the push button is released, the detent pin 7 moves upward together with the lock member 10 and engages with the lock recess 8. As the lock member 10 moves, the lever 13 is rotated in the direction opposite to the arrow E. Then, the stopper 23 is displaced in the direction opposite to the arrow D via the control wire 15 and escapes from the locking member 24, and the lock lever 17 is moved in the direction opposite to the arrow C (see FIG. 4). In this state, the tip 17a of the lock lever 17 is positioned outside the rotational locus of the cam protrusion 21, allowing the cam protrusion 21 to rotate in the opposite direction of arrow F.
The key rotor 19 can be rotated from the operating position to the "LOCK" position. When the key rotor 19 is rotated to the "LOCK" position, the steering lock device 16 is brought into the unlocked state and the key 20 can be removed, and the cam protrusion 21 is opposed to the tip 17a of the lock lever 17. The state shown in Figure 1 will be reached.

According to the embodiment described above, unless the shift lever 1 is shifted to the "P" position, the steering lock device 16 is locked and the key 20 is locked.
key 20 cannot be removed while driving.
This prevents the key from being removed from the key rotor 19. Also, when parking, move the shift lever 1 to "P".
Since the key 20 is removed after shifting to the position, it is possible to put the vehicle into a reliable braking state before leaving the vehicle. Furthermore, when the steering lock device 16 is locked by the key 20, the shift lever 1 is locked in the "P" position, so if the key 20 is stored, it is impossible for anyone other than the driver to operate the shift lever 1. can be prevented. Furthermore, when starting, even if the key rotor 19 is rotated to the operating position and the steering lock device 16 is released, the shift lever 1 cannot be shifted from the "P" position to any other position unless the brake pedal 30 is depressed. Since you can't do it, be sure to press the brake pedal at 30
The shift lever 1 is shifted to the drive position with the driver depressed, and it is possible to prevent the shift lever 1 from being inadvertently shifted to the drive position.

According to this embodiment, a stopper 23 is provided in the middle of the control wire 15 that connects the shift lever lock mechanism 9 and the steering lock device 16, and the stopper 23 is operated in conjunction with the brake pedal 30. By providing the locking member 24 that engages and disengages, these mechanisms can be placed at any position away from the shift lever 1, and for this reason, a space for arranging them near the shift lever 1 is saved. It can also be used in vehicle structures where it is not possible to ensure

FIG. 7 shows a different embodiment of the present invention, in which a case 22 provided with a stopper 23 and a locking member 24 is attached to a shift lever 1 through a mounting plate 31.
This embodiment differs from the above embodiment in that it is attached to the machine frame 2. In this case, the outer wire of the control wire 15 can be omitted between the case 22 and the lever 13 of the shift lever lock mechanism 9.

[Effects of the invention] As is clear from the above description, the present invention has a shift lever lock mechanism and a steering lock device connected by a control wire, and a stopper is provided in the middle of the control wire. By providing a locking member that engages and disengages from the stopper when operated in conjunction with the brake pedal, these mechanisms can be placed at any position away from the shift lever, thus making it easier to shift. This has an excellent effect in that it can be applied to vehicle structures where it is impossible to secure space for arranging these near the lever.

[Brief explanation of the drawing]

1 to 6 show an embodiment of the present invention,
Figure 1 is a partially cutaway diagram of the overall configuration.
Figure 2 is a side view of the main parts, Figure 3 is an exploded perspective view of the same,
4 is a diagram equivalent to FIG. 1 in a different operating state, FIG. 5 is a diagram equivalent to FIG. 2 in the state of FIG. 4, FIG. 6 is a diagram equivalent to FIG. 1 in a further different operating state, and FIG.
The figure is a cutaway configuration diagram of main parts showing different embodiments of the present invention. In the drawing, 1 is a shift lever, 4 is a detent plate, 7 is a detent pin, 9 is a lock mechanism for the shift lever, 15 is a control wire, 16
20 is a steering lock device, 20 is a key, 22 is a case, 23 is a stopper, 24 is a locking member, 30
indicates the brake pedal.

Claims (1)

[Scope of utility model registration request] A shift lever that selects one of a plurality of positions by a rocking operation, and a locking state that locks the shift lever so that the shift lever cannot be rocked when the shift lever is shifted to a specific non-driving position. A locking mechanism for a shift lever that is brought into an unlocked state when shifted to a position; a steering lock device that is brought into a locked state and an unlocked state by rotation of a key; this steering lock device and the locking mechanism for a shift lever; When the steering lock device is in the locked state, the shift lever lock mechanism is restrained in the locked state, and the shift lever is A control wire is provided in the middle of the control wire to restrict the steering lock device from changing from the unlocked state to the locked state when the steering lock mechanism is in the unlocked state, and a control wire is provided in the middle of the control wire so as to be displaced together with the control wire. and a locking member disposed to be displaced and engaged with and disengaged from the stopper based on the operation of the brake pedal, and when the steering lock device is in the unlocked state, the brake pedal is When the shift lever is not operated, the locking member locks the stopper and restricts displacement of the stopper in one direction, thereby restraining the shift lever locking mechanism in the locked state, and in this state, the brake pedal is not pressed. When activated,
A shift lever for an automatic transmission, wherein the locking member releases the lock from the stopper and allows the stopper to be displaced in one direction, thereby releasing the locking state of the shift lever lock mechanism. Locking device.