JPH0534418Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a shift lock device for a column shift type automatic transmission.

[Conventional technology]

Recently, the safety of vehicles equipped with automatic transmissions (automatic vehicles or A/T vehicles) when starting when the shift lever or select lever is shifted from the parking range position to the drive range position has been discussed. .

In general, the engine idle speed of automatic cars is set slightly higher than that of cars equipped with a manual transmission (manual cars).For this reason, the driving manual of automatic cars requires that the shift lever be moved to the parking range. Many models are equipped so that you must depress the brake pedal when moving from one range position to another.

[The problem that the idea aims to solve]

However, in conventional automatic cars,
The shift lever or select lever can be moved from the parking range position to another range position without the brake pedal being pressed, so to promote safety when starting, it is possible to move the shift lever or select lever from the parking range position to another range position without the brake pedal being pressed. Therefore, some means must be taken to prevent the shift lever or select lever from being moved from the parking range position to any other range position.

For example, in a vehicle with a floor shift type automatic transmission, a lock lever that can prevent the movement of the detent pin in the stop position is connected to the brake pedal using a cable, and when the brake pedal is depressed, the lock lever is connected to the brake pedal via the cable. A device has been proposed in which the detent pin in the stop position is allowed to move by the movement of the detent pin [Utility Application No. 122436/1984 (see Japanese Utility Model Application No. 26540/1989)].

By the way, as shown in Fig. 3, in a column shift automatic vehicle where the operating position of the automatic transmission is determined by operating the select lever 4 near the steering wheel 2, similarly, if the brake pedal is not depressed, the select lever will not move. Some means must be taken to prevent the steering column 4 from being moved from the parking range position to another range position, but in this type of vehicle, for example, a tilt steering wheel device that can tilt the steering column 1 within an appropriate angle range is required. In this case, when the above-described measures are taken, various difficulties arise, such as the need to move the shift lock device in accordance with the tilt operation.

The reference numeral 3 in FIG. 3 is a control rod, which is disposed along the steering column 1 and is activated by operating a select lever 4 near the handlebar 2.

The present invention was devised under these circumstances, and in column shift type vehicles equipped with an automatic transmission and a tilt steering wheel device, the brakes can be adjusted no matter what position the steering column is tilted. An object of the present invention is to provide a shift lock device for a column shift automatic transmission that can reliably perform the function of not being able to move a shift lever from a parking range position to another range position unless the pedal is depressed. do.

[Means to solve the problem]

In order to achieve the above object, the shift lock device for the column shift automatic transmission of the present invention includes a tilt handle device configured to allow the steering column to swing over a required angle range, and a shift lock device for changing the gear stage of the automatic transmission. a select lever connected to one end of the select lever, a movable control rod that sets a plurality of gear positions of the automatic transmission including a parking range by operating the select lever; and a plurality of gear positions including the parking range. a detent plate having a corrugated groove corresponding to the detent plate, an engaging pin that is interlocked with the movable control rod and can be engaged with each position of the corrugated groove of the detent plate, and a detent plate having a corrugated groove corresponding to the oscillating movement of the steering column. A transmission that moves in conjunction with the detent plate, and the engagement pin that is in an engaged state at a parking position of the waveform groove of the detent plate are prevented from moving to another gear position of the waveform groove. The shift lock lever and the brake pedal are drivingly connected to each other, and when the brake pedal is depressed, the shift lock lever is driven, and the engaging pin is moved from the parking position to the other gear shift position. In a shift lock device for a column shift automatic transmission, the interlocking mechanism is arranged along the steering column, and one end thereof is in contact with the brake pedal. The present invention is characterized in that it has a lock rod, and the lock rod is disposed such that the center axis of the steering column and the center axis of the lock rod intersect at or near a portion where the brake pedal is disposed.

[Effect]

In the above-mentioned shift lock device for a column shift automatic transmission of the present invention, when the brake pedal is not depressed, the engagement pin that is engaged in the parking range position portion of the wave-shaped groove in the detent plate is engaged in the parking range position portion of the wave-shaped groove in the detent plate. While the shift lock lever prevents the shift lock lever from moving to the range position, when the brake pedal is depressed, the interlocking mechanism drives the shift lock lever as the brake pedal is depressed, causing the shift lock lever to move to the above waveform. The engaging pin that is in the engaged state in the parking range position portion of the groove is withdrawn, and the engaging pin is allowed to move to another range position portion in the corrugated groove.

Incidentally, even if the steering column is tilted appropriately to adjust the steering wheel position, the center axis of the lock rod that makes up the interlocking mechanism and the center axis of the steering column may intersect at or near the brake pedal location. Since a lock rod is provided, the position where the lock rod is linked and connected to the brake pedal does not change, or even changes slightly, so that the operation by the above-mentioned interlocking mechanism that is linked to the depression of the brake pedal is ensured by the shift lock lever. You can tell the other side.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram showing a shift lock device for a column shift type automatic transmission as a first embodiment of the present invention.

Now, this first embodiment concerns a column shift type automobile equipped with an automatic transmission and a tilt steering wheel device.

First, in FIG. 1, reference numeral 1 denotes a steering column. This steering column 1 is arranged in front of the driver's seat in the passenger compartment of an automobile, and is configured to be able to swing over a required angular range as shown by arrow a. has been done. A steering shaft is fitted into the steering column 1, and a steering wheel (handle) 2 (see FIG. 3) is attached to the upper end of the steering shaft. This means that this car is equipped with a tilt steering wheel device.

Further, a movable control rod 3 is arranged along the steering column 1, and this control rod 3 can be operated by operating a select lever 4 (see Fig. 3) near the steering wheel 2.
It operates to specify multiple ranges, including the automatic transmission's parking range.

Further, a detent plate 5 is disposed along the movable surface of the control rod 3, and this detent plate 5 has wave-shaped grooves 5A that determine the positions of a plurality of ranges including a parking range.

Furthermore, an engagement pin (detent pin) 6 is provided on the control rod 3 side, which can engage with a portion of the wave-shaped groove 5A in the detent plate 5 at each range position.

By the way, there is a shift lock that prevents the engagement pin 6, which is engaged in the parking range position portion 5A-P of the corrugated groove 5A, from moving to another range position portion in the corrugated groove 5A with the arm portion 11A at one end thereof. The lever 11 is pivotally connected at its intermediate portion to a plate 19 attached to the steering column 1 via a pin 20.

Further, the pin receiving portion of the arm portion 11A is formed in an arc shape, so that when the engagement pin is locked (solid line state in FIG. 1), the select lever can be operated.
When a force is applied to the control rod 3 in the direction of arrow b, no rotational moment is applied to the shift lock lever 11, and all the force in the direction of arrow b is received at the fulcrum. Therefore, in the interlocking mechanism M described below,
It does not apply excessive loads, improves durability and reliability, and has a margin in terms of strength, which also contributes to weight reduction and cost reduction.

Further, since the end surface 11A-1 of the arm portion 11A is a slope, the engagement pin 6 easily enters and engages the parking range position portion 5A-P of the corrugated groove 5A in the detent plate 5.

Further, the other arm portion 11B of the shift lock lever 11 and the brake pedal 7 are interconnected and connected to each other via an interlocking mechanism M. here,
This interlocking mechanism M drives the shift lock lever 11 when the brake pedal 7 is depressed, and moves the shift lock lever 11 to the parking range position of the corrugated groove 5A in the detent plate 5. Part 5A-P
This allows the engagement pin 6 to be withdrawn from the engaged state at 100 degrees, and to allow the engagement pin 6 to move to another range position in the corrugated groove 5A.

Next, the structure of the interlocking mechanism M will be explained.
That is, this interlocking mechanism M has a lock rod 8, a reversing lever 9, a connecting rod 10, and a return spring 12.

Here, the lock rod 8 is disposed along the steering column 1, and one end thereof is brought into contact with the brake pedal 7 via the contact member 13, and the other end is a part of one lever of the reversing lever 9. It is attached to 9A. Note that the lock rod 8 is pressed against the abutment member 13 by the urging force of the return spring 12 and abuts against it.

Further, the reversing lever 9 is formed in an L-shape and is rotatably pivotally attached to a plate 19 (not shown).
The other lever portion 9B of this reversing lever 9
is connected to one end of the connecting rod 10.

Furthermore, the connecting rod 10 connects the reversing lever 9 and the shift lock lever 11, and for this purpose the connecting rod 10 is interposed between the reversing lever 9 and the shift lock lever 11.

Note that the return spring 12 is connected to the reversing lever 9.
1 in the counterclockwise direction in FIG.

By the way, the lock rod 8 is provided so that the center axis CL2 of the lock rod 8 and the center axis CL1 of the steering column 1 intersect near the area where the brake pedal 7 is disposed. As a result, even if the steering column 1 is moved as shown by arrow a and tilted appropriately in order to adjust the steering wheel position, the position where the lock rod 8 is connected to the brake pedal 7 will hardly change, so the brake pedal 7 The operation by the interlocking mechanism M interlocked with the depression operation can be reliably transmitted to the shift lock lever 11 side.

With the above-described configuration, when the brake pedal 7 is not depressed, the wave-shaped groove 5 in the detent plate 5
A shift lock lever 11 prevents the engagement pin 6, which is engaged in the parking range position portion 5A-P of A, from moving to another range position portion in the corrugated groove 5A. That is, when the brake pedal 7 is not depressed (solid line position), the lock rod 8 is pressed by the brake pedal 7, so the reversing lever 9, the connecting rod 10, and the shift lock lever 11 are in the solid line position. The lever portion 11A prevents the engagement pin 6, which is engaged in the parking range position portion 5A-P of the corrugated groove 5A, from moving to another range position portion in the corrugated groove 5A. At this time,
The return spring 12 is maintained in a contracted state.

On the other hand, when the brake pedal 7 is depressed (the position indicated by the two-dot chain line), the interlocking mechanism M drives the shift lock lever 11 in accordance with the depression operation of the brake pedal 7.
The engaging pin 6 which is in the engaged state at the parking range position portion 5A-P is withdrawn, and the engaging pin 6 is
is allowed to move to another range position in the wave groove 5A. That is, when the brake pedal 7 is depressed, the lock rod 8, which had been pressed by the brake pedal 7, becomes slidable along its central axis, and the reversing lever 9 connected to the lock rod 8 becomes rotatable. As a result, the return spring 12, which has been kept in its contracted state by the reversing lever 9, expands, pulls up the connecting rod 10, and moves the shift lock lever 11 to the state shown by the two-dot chain line. As a result, the shift lock lever 11 can be moved out of the engagement pin 6 that is in the engaged state at the parking range position portion 5A-P of the wave groove 5A. It allows movement to the position part.

By the way, even if the steering column 1 is tilted appropriately to adjust the steering wheel position, the center axis CL2 of the lock rod 8 and the center axis CL1 of the steering column 1 are arranged so that they intersect near the area where the brake pedal 7 is disposed. Since the lock rod 8 is provided, the position where the lock rod 8 is linked and connected to the brake pedal 7 hardly changes.
Thereby, the operation by the interlocking mechanism M that is interlocked with the depression operation of the brake pedal 7 can be reliably transmitted to the shift lock lever 11 side.

FIG. 2 is an overall configuration diagram showing a shift lock device for a column shift automatic transmission as a second embodiment of the present invention. In FIG. 2, the same reference numerals as in FIGS. It shows.

Now, in this second embodiment, as shown in FIG. 2, a solenoid 14 is added to the interlocking mechanism M so that the operation of the shift lock lever 11 can be controlled by the driving force of this solenoid 14. For this purpose, the solenoid 14 has a controller 1.
A control signal from 5 is supplied. Note that detection signals from an engine key switch 16, an inhibitor switch 17, and a brake switch 18 are input to this controller 15, and the controller 15 inputs detection signals from each sensor 16 to 18.
When it is detected that the engine is off, the select lever is in the parking range, and the brake pedal 7 is depressed, a signal for turning on the solenoid 14 is output. When the solenoid 14 is turned on, the connecting rod 10 is driven to protrude toward the shift lock lever 11 against the return spring 12. As a result, if the engine is off (when parked), depress the brake pedal 7,
Even if you try to move the select lever from the parking range to another range, the parking range position portion 5 of the corrugated groove 5A in the detent plate 5
The engaging pin 6 in the engaged state at A-P is in the corrugated groove 5A.
This prevents the camera from moving to other range positions.

Note that, if the engine is on, the same actions and effects as in the above-described embodiment can be obtained.

Further, as shown by the dashed line in FIGS. 1 and 2, if the lock rod 8 is provided so that the center axis CL2 of the lock rod 8 and the center axis CL1 of the steering column 1 intersect at the location where the brake pedal 7 is disposed, Even if the steering column 1 is tilted appropriately in order to adjust the steering wheel position, the position where the lock rod 8 is linked and connected to the brake pedal 7 hardly changes. The information can be reliably transmitted to the shift lock lever 11 side.

[Effect of idea]

As detailed above, according to the shift lock device for a column shift automatic transmission of the present invention, in a column shift vehicle equipped with an automatic transmission and a tilt steering wheel device, the steering column can be positioned at any position. Even if the shift lever is tilted to the maximum position, the shift lever cannot be moved from the parking range position to any other range position unless the brake pedal is depressed.

[Brief explanation of the drawing]

1 and 2 are overall configuration diagrams showing a shift lock device for a column shift type automatic transmission as the first and second embodiments of the present invention, respectively, and FIG. 3 is a perspective view showing a tilt handle device for a column shift type vehicle. It is a diagram. 1... Steering column, 2... Handle,
3...Control rod, 4...Select lever, 5...Detent plate, 5A...Wave groove, 6...Engagement pin, 7...Brake pedal, 8
... Locked, 9 ... Reversing lever, 10 ...
Connection rod, 11...Shift lock lever, 12
... Return spring, 13 ... Abutment member, 1
4...Solenoid, 15...Controller, 16
...Engine key switch, 17...Inhibitor switch, 18...Brake switch, 19...
Plate, 20...Pin, M...Interlocking mechanism.

Claims (1)

[Scope of Claim for Utility Model Registration] A tilt handle device in which a steering column is configured to be able to swing over a required angle range, a select lever for changing the gear stage of an automatic transmission, and one end of which the select lever is connected to the select lever. A movable control rod that sets a plurality of gears including a parking range of the automatic transmission by operating a lever; a day tent plate having a wave-shaped groove corresponding to a plurality of gear positions including the parking range; Consisting of an engaging pin that is interlocked with a control rod and can be engaged with each position of the wave-shaped groove of the detent plate,
a transmission that moves in conjunction with the rocking motion of the steering column; and one of the wave-shaped grooves of the detent plate, the engagement pin that is in an engaged state at the parking position is connected to another gear stage in the wave-shaped groove. A shift lock lever that prevents movement to the position, and a brake pedal are drivingly connected to the shift lock lever, and when the brake pedal is depressed, the shift lock lever is driven, and the engaging pin is moved to the above position. In a shift lock device for a column shift automatic transmission, the interlocking mechanism is provided with an interlocking mechanism that allows movement from a parking position to the other gear position, wherein the interlocking mechanism is disposed along the steering column and has one end. A lock rod is provided in contact with the brake pedal, and the lock rod is arranged such that the center axis of the steering column and the center axis of the lock rod intersect at or near a portion where the brake pedal is disposed. A shift lock device for a column shift automatic transmission, characterized by: