JPH0930280A - Shift lock mechanism for column type shifting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide shift lock mechanism for a column type shifting device, high in the freedom of layout and simple in constitution. SOLUTION: A-base part 6 connected to a base end part of a shift lever 5 extended almost in the radial direction of a steering column shaft is provided in such a way as to be rotated in a specified angle range around the center axis of the steering column shaft. This base part 6 is provided with an arm part 7 extended in the radial direction of the steering column shaft, and a lock pin 29 engaged with the arm part 7 to fix the shift lever 5 into a parking range set state and disengaged from the arm part 7 by the depressing operation of a brake pedal.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift device having a shift lock function in a vehicle equipped with an automatic transmission, and more particularly to a column type shift device.

[0002]

2. Description of the Related Art As is well known, in an automatic transmission for a vehicle, each of the forward gears is selected on the basis of a running state such as a vehicle speed and a throttle opening. The selection of the travel range of the vehicle or the range such as parking or neutral is performed by operating the lever of the shift device. As a type of this shift device, a so-called column type device in which a shift lever is arranged around a steering column tube is known.

An example thereof is described in Japanese Patent Laid-Open No. 147452/1993. To briefly explain this, a shift arm is rotatably attached to an upper steering column that tilts together with a steering wheel, and a shift lever is attached to the shift arm with a pin oriented in a direction orthogonal to the upper steering column. It is attached to rotate. Therefore, the shift lever select operation is performed as a rotation operation of the shift lever in a plane including the center axis of the upper steering column, and the shift operation is performed as a rotation operation about the center axis of the upper steering column. Is configured.

[0004]

In the above-mentioned shift device, the shift lever is rotated about the central axis of the column tube to select the range. However, the above publication discloses a shift lock mechanism. Not listed.
The shift lock mechanism is a mechanism for requiring a brake operation when operating the shift lever from the parking range to another range position.In a conventional general column steering device, the shift lever select operation is locked. Was configured into.

Therefore, if the shift device described in the above publication is provided with a lock mechanism, the lock pin is arranged in the vicinity of the position where the shift lever is attached to the shift arm, and when the shift lever is in the parking position, the lock pin is provided. The lock pin is projected to engage the engaging portion of the shift lever projecting to the side opposite to the knob with respect to the pin serving as the center of rotation, and the lock pin is retracted by depressing the brake pedal. The engagement with the shift lever is released.

In this case, the engaging portion of the shift lever that engages with the lock pin rotates in the direction of approaching and separating from the column tube, so that it is necessary to avoid interference with the column tube. Can't be long. On the other hand, the shift lever needs to be elongated to some extent to ensure operability. As a result, the length from the rotation center for the select operation of the shift lever to the knob,
When the shift lever select operation is performed without the brake operation, a large load is applied to the lock pin because the ratio to the length of the engaging portion becomes large. Therefore, in the conventional structure, it is necessary to increase the strength of the lock pin,
This is a factor that leads to an increase in the size of the device.

Further, in the conventional device, the lock pin must be provided on the shift lever side, whereas the brake pedal for releasing the lock is on the side opposite to the shift lever (right side) with the column tube in between. Will be placed. Therefore, the cable that connects the lock pin and the brake pedal needs to be routed across the column tube, which poses a problem that the degree of freedom in design is impaired or the ease of assembly is impaired. In the steering device provided with, the interference between the upper steering column and the cable often becomes a problem.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a shift lock mechanism of a column type shift device having a high degree of freedom in layout and a simple structure.

[0009]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, the present invention provides a plurality of ranges including a parking range by rotating a shift lever about a central axis of a steering column shaft. In a shift lock mechanism of a column type shift device for selectively fixing the shift lever in a parking range setting state, a base connecting the base end portions of the shift levers extending substantially in the radial direction of the steering column shaft. Is provided so as to rotate about a central axis of the steering column shaft in a predetermined angle range, and an arm portion extending in the radial direction of the steering column shaft is provided on the base portion of the steering column shaft. Engage the shift lever to set the parking range Fixed, and is characterized in that the lock pin in a non-engagement is provided to the arm portion by depresses the brake pedal.

The shift device targeted by the present invention is of a column type, and the shift lever is pivotally operated on the outer peripheral side of the steering column shaft to set a predetermined range. Since the shift lever, the base portion and the arm portion are integrated in the rotation direction, the base portion rotates the outer peripheral portion of the steering column shaft according to the rotation angle of the shift lever, and the arm portion is the steering column. Rotate around the shaft.

Therefore, when the shift lever is in the parking range position, the lock pin engages with the arm portion, which prevents the shift lever from rotating from the parking range position to another range position. By depressing the brake pedal, the lock pin is moved to the disengaged position where the lock pin is disengaged.
As a result, the shift lever can be rotated from the parking range position to another range position.

In the present invention, the central axis of the steering column shaft serves as the center of rotation of the shift lever and the arm portion, and the length from the tip of the shift lever, which is the point of force, to the central axis of the steering column shaft, which is the fulcrum. It is possible to arbitrarily set the length from the central axis of the steering column shaft to the portion of the arm portion, which is the point of action, to which the lock pin engages, and for this reason, it is locked at the parking range position. Even if the shift lever in the state is rotated, an excessive load does not act on the portion of the lock pin and the arm portion that engages with the lock pin.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described with reference to FIGS.
A description will be given based on the specific example shown in FIG. FIG. 1 is a diagram showing an overall arrangement relationship of one embodiment of the present invention. A steering shaft 2 is coaxially supported inside a steering column tube 1, and an upper end portion of the steering shaft 2 is provided at an upper end portion thereof. The steering wheel 3 is attached. The steering wheel 3 can be tilted in a direction perpendicular to the paper surface of FIG. 1 by a known structure. Further, in the vicinity of the steering wheel 3 of the steering column tube 1, a shift device 4 is provided.
Is provided.

The shift device 4 includes a base portion 6 to which a base end portion of a shift lever 5 is connected, and a mounting arm portion 15 which is integral with the base portion 6 and extends in the radial direction of the steering column shaft 2. It is configured to select a plurality of ranges including a parking range by rotating the shift lever 5. A lock pin retainer 8 is provided above the mounting arm portion 15 in FIG.

On the other hand, in the vicinity of the shift device 4, more specifically, above the steering column tube 1 in FIG.
A key cylinder 9 described later is provided. The key cylinder 9 is connected by a key lock cable 11 to a cable lock assembly 10 provided on the floor side (left side in FIG. 1) of the key cylinder 9. The cable lock assembly 10 is operated by operating the brake pedal 12, and controls locking of the shift device 4 to the parking range and key interlock. Also, this cable lock assembly 10
Are connected by the lock pin retainer 8 and the shift lock cable 13.

The shift device 4 will be described in more detail. In FIGS. 2 and 3, a disc-shaped shift lever bracket (not shown) is welded at a predetermined position on the outer peripheral side of the steering column shaft 2. It is attached by a predetermined fixing means. A retainer 14 having a disc-shaped flange portion and a cylindrical portion extending from the flange portion in a direction opposite to the shift lever bracket is attached to the shift lever bracket by fastening means such as bolts.

A base portion 6 is fitted on the outer periphery of the cylindrical portion of the retainer 14 so as to rotate within a predetermined angle range. As an example, the base portion 6 has a cylindrical shape with a relatively low height, and grease is applied between the inner peripheral surface and the outer peripheral surface of the cylindrical portion. A lower edge (floor side) of the base portion 6 is supported by a ring (not shown) fixed to the retainer 14 so as not to slide down along the steering column tube 1.

A mounting arm portion 15 extending in the radial direction is integrally formed on the side surface of the base portion 6, and one end portion of the shift lever 5 is attached to the mounting arm portion 15 by the bolt 1.
6 and the nut 17 are connected to each other. That is, the shift lever 5 is connected to the base portion 6 in a state of protruding in the radial direction. The bolt 16 is provided in the direction (twisted position) orthogonal to the steering column tube 1 and serves as the center of rotation for the select operation of the shift lever 5. It should be noted that the base portion 6 only needs to be rotatably attached to the outer peripheral portion of the steering column shaft 2, and is directly fitted to the outer peripheral portion of the steering column shaft 2 by applying grease or the like. Alternatively, various rings or bushes may be interposed between the two. Further, the shape is not limited to the above.

A detent pin 20 protruding toward the shift lever bracket is provided at the end of the shift lever 5 on the base 6 side. Further, a knob 70 is attached to the other end of the shift lever 5, and an overdrive button 71 protrudes in the axial direction at its tip.
It is designed to move in and out. The shift lever 5
Is formed from a hollow material such as a metal pipe.

An arm plate 7 extending in the radial direction is integrally formed on the side surface of the base portion 6 at a position substantially opposite to the position where the mounting arm portion 15 is provided with the steering column tube 1 interposed therebetween. It is provided in. The arm plate 7 is, for example, a substantially L-shaped metal plate, and its bent portion has a lock pin 2 described later.
9 are arranged so as to coincide with the extension axis, and a lock hole 30 which is a through hole is formed in that portion. Then, when the base portion 6 is rotated, the lock pin 29
2 is extended downward to cover the upper part of FIG. Further, the back surface of the extended portion is thinly formed in advance, and a coating 18 of fluororesin or the like is applied thereto. Although the arm plate 7 is integrally formed with the base portion 6 and the mounting arm portion 15 here, both members may be separately configured and assembled by appropriate means.

Below the shift lever bracket,
A detent plate 19 is attached in parallel with it (see FIG. 3). The detent plate 19 has a well-known structure in which a plurality of cutouts are formed within the rotation range of the detent pin 20 protruding downward from the shift lever 5. For reference, the shape of the cutout portion is shown in FIG. That is, at the outer edge of the detent plate 19 with respect to the steering column tube 1, the "P (parking)" notch 21 and the "R (reverse)" are sequentially arranged from the top along the left edge of FIG. ) ”Notch 22, a“ N (neutral) D (drive) 2 (second) ”notch 23, and an“ L ”low notch 24.

Incidentally, reference numeral 25 in FIGS.
Shows a bell crank for converting the rotational movement of the shift lever 5 into a linear movement and transmitting the linear movement to a manual valve (not shown). The bell crank 25 is a member that is bent into a substantially L shape, and the bent portion thereof has a retainer 1
4 is attached so as to rotate about the axis line along the radial direction. A pin 26 for attaching a cable (not shown) is projectingly provided at one end thereof,
An elongated hole 27 is formed at the other end. The distal end of the shift arm 28 protruding from the base portion 6 is loosely fitted in the elongated hole 27.

On the other hand, in FIG. 3, immediately below the arm plate 7, there is provided a lock pin retainer 8 in a state in which the tip end side of the lock pin 29 is directed upward and its protruding direction is aligned with the lock hole 30. Explaining the lock pin retainer 8, a ring member 32 is attached to the inner side of the distal end side (left end in FIG. 5) of the cylindrical housing 31. A cylindrical slider 33 is fitted inside the housing 31 so as to be slidable in the axial direction, and a cylindrical lock pin 29 is slidable in the axial direction inside the slider 33. Is fitted to. That is, the lock pin 29 is configured to be able to project and retract from the opening end of the housing 31 toward the arm plate 7 side. Further, the arm plate 7 is configured to be fixed at the lock position by fitting the tip portion thereof into the lock hole 30 formed in the arm plate 7. The end surface of the ring member 32 and the slider 3
A compression spring 34 is provided between the end surface 3 and the end surface 3.

On the other hand, the outer tube 3 of the shift lock cable 13 is provided at the right open end of the housing 31 in FIG.
One end of the lock pin 29 is fixed, and an inner cable 36 is connected to the rear end of the lock pin 29. Therefore, the lock pin 29 and the inner cable 36
Has been pressed to the right in FIG.

Next, the cable lock assembly 10
Will be described with reference to FIG. Rectangular casing 3
Two hollow accommodating portions 38 and 60 are formed inside 7 in parallel with each other. Among them, a cylindrical slider 39 having a small diameter portion and a large diameter portion formed therein is fitted inside the upper housing portion 38 in FIG. 6 so as to be slidable in the axial direction. One end of the crank 40 is fixed to the large diameter portion of the slider 39, while the end of the inner cable 36 is connected to the end on the small diameter portion side via a cable end 41. The outer tube 35 is fixed to the open end of the housing 38.

Further, a cylindrical slide pin 42 having a partially different outer diameter is fitted inside the slider 39 so as to be slidable in the axial direction. A compression spring 43 is provided between the end surface of the large diameter portion of the slide pin 42 and the flange portion of the cable end 41 locked inside the slider 39. Therefore, the slide pin 42 is configured to project / retract toward the brake pedal 12 side from the hole formed in the casing 37. In that case, the end surface of the large diameter portion of the slide pin 42 contacts the end surface of the small diameter portion of the slider 39 to prevent the slide pin 42 from moving further.

A pedal stopper 44 for abutting the slide pin 42 is provided at a portion of the brake pedal 12 facing the slide pin 42. The spring constant of the compression spring 43 is the same as that of the lock pin retainer 8
Is set to a large value with respect to the spring constant of the compression spring 34 provided in.

A cylindrical locking sleeve 45, to which the other end of the crank 40 is fixed, is fitted in the other accommodation portion 60 so as to be slidable in the axial direction. The inner cable 46 of the key lock cable 11 is conducted inside the locking sleeve 45, and the end portion of the inner cable 46 is locked to the cable end 47 at the opening end of the locking sleeve 45. The outer tube 48 of the key lock cable 11 is fixed to the open end of the housing portion 60. Therefore, the cable lock assembly 10 as a whole is configured so that when the slider 39 is pressed and moves to the left side in FIG. 6, the locking sleeve 45 moves in the same direction by the stroke.

Next, the key lock mechanism in the key cylinder 9 will be described. As shown in FIG. 7, the key cylinder 9 is used to turn ON / OFF the ignition switch and accessory switch, lock / unlock the steering mechanism, and key interlock. Is a well-known one that holds an ignition key 49 for
It is attached to the right side of the steering column tube 1 by appropriate means. And the key cylinder 9
The central axis line of is inclined at a predetermined angle with respect to the steering column tube 1.

Inside the key cylinder 9, a tapered portion 50 formed on the outer peripheral portion is provided with a substantially L-shaped lock plate 51.
A cam 52 that is brought into contact with the rear end portion is provided. The end portion of the inner cable 46 of the key lock cable 11 is connected to the lock plate 51 together with the compression spring 53, and the lock plate 51 is pressed to the left side in FIG. 7. The cam 52 is an ignition key 49.
Ignition key 49 that rotates with
Is rotated to the lock position, that is, when the key cylinder 9 can be inserted and removed, the taper portion 5 of the cam 52 is
0 pushes the lock plate 51 to the most forward position (leftward in FIG. 7).

Next, the operation of the shift lock mechanism of the shift device 4 described above will be described. FIG. 3 shows a state in which the shift lever 5 is set to the P range, and the detent pin 20 has entered the P range groove. In this state, the lock hole 30 formed in the arm plate 7
And the lock pin 29 are in the same position, and if the brake is not operated, the lock pin 29 is fitted into the lock hole 30 and the arm plate 7 is engaged as shown in FIG.
Has been blocked. That is, when the brake pedal 12 is not depressed, the pedal stopper 44 provided on the brake pedal 12 presses the slide pin 42.

The compression spring 43, which presses the slide pin 42 in the cable lock assembly 10, has a spring constant larger than that of the compression spring 34 provided inside the lock pin retainer 8. Therefore, when the slide pin 42 is pressed, The cable end 41 is moved in a direction of compressing the compression spring 34 on the lock pin retainer 8 side. Therefore, this cable end 41
The inner cable 36 connected to the inner cable 36 is pushed, and as a result, the lock pin 29 attached to the other end of the inner cable 36 is pushed to the arm plate 7 side. Then, the lock pin 29 is fitted into the lock hole 30. In this state, even if the detent pin 20 of the shift lever 5 can be pulled out from the P range groove, the rotation around the steering column tube 1 is prevented, so that the shift operation from the P range to another range can be performed. Be blocked.

Here, when the shift lever 5 is rotated to shift to another range in the locked state, the outer peripheral portion of the lock pin 29 and the inner edge portion of the lock hole 30 come into contact with each other. In the present invention, with respect to the length from the tip end portion of the knob 70, which is the power point, to the central axis line of the steering column tube 1, which is the fulcrum, the operating point is from the central axis line of the steering column shaft 2 which is the rotation center of the arm plate 7. Since the length to the position of the lock hole 30 is relatively long, the lock pin 29 and the lock hole 3 are
No excessive load acts on 0. Therefore, neither is damaged.

In the shift lock state described above, the rotation of the shift lever 5 from the P range position is blocked by the arm plate 7, and the movement of the arm plate 7 to the unlock position is blocked by the lock pin 29. There is. Therefore, when the shift lever 5 is rotated from the P range position to another range position, a brake operation and a key operation are required.

That is, here, the ignition key 4
When 9 is operated from the lock position to the accessory (ACC) position or the ON position, the cam 52 rotates in the direction of the arrow in FIG. 7 and the tapered portion 50 moves in the direction away from the rear end portion of the lock plate 51. , Lock plate 51
Can be moved to the right in FIG. 7, and the inner cable 46 of the key lock cable 11 can be sent to the cable assembly 10 side by the amount of the stroke.

Next, when the brake pedal 12 is stepped on, the slide pin 42 and the slider 39 are pressed to the right side in FIG. 6 by the compression spring 34, and accordingly, the cable end 41 and the inner cable 36 move in the same direction. Moving. Then, the slide pin 42 moves to the pedal stopper 44 side together with the crank 40,
The lock pin 29 attached to the end portion of the inner cable 36 of the shift lock cable 13 is moved backward and slips out of the lock hole 30 of the arm plate 7.

After performing the key operation and the brake operation as described above, if the detent pin 20 is moved in the direction of coming out of the P range groove by pulling it toward the knob 70 of the shift lever 5, the shift lever 5 is moved to the P range position. Can be rotated to another range position. At that time, the arm plate 7 naturally moves in the same direction by the same angle as the rotation angle of the shift lever 5. for that reason,
The position of the lock hole 30 is displaced from the extension line of the lock pin 29.

Contrary to the above case, the brake pedal 12 may be depressed before the key operation. That is, the broom pedal 12 is first depressed, but at this time, the ignition key 49 is held in the lock position and the lock plate 51 is held in the frontmost position, so that the inner cable 46 and the crank 40 remain in the same state. To be kept. Here, when the ignition key 49 is rotated to the ACC position or the ON position, the lock plate 51 and the inner cable 46 become movable, and the slider 39 and the slide pin 42 are moved by the compression spring 34 to the right in FIG. Is pressed by. Further, the crank 40 and the inner cable 46 move in the same direction along with the slider 39. Then, the slide pin 42 projects from the casing 37 toward the brake pedal 12, while the lock pin 29 moves backward. As a result, the engagement between the lock hole 30 and the lock pin 29 is released, and the shift lever 5 can be rotated to another range position.

Next, the case where the depression operation of the brake pedal 12 is released while the shift lever 5 is being rotated to a position other than the P range position will be described. When the brake pedal 12 returns to the non-depressed position, the pedal stopper 4
4 contacts the slide pin 42 and presses it. As a result, the inner cable 3 of the shift lock cable 13
A force acts on the lock pin 29 via 6 in the forward direction. However, since the lock hole 30 of the arm plate 7 is located away from the tip position of the lock pin 29, the lock pin 29 is located on the surface of the arm plate 7 where the coating 18 is applied, as shown in FIG. Abut and prevent further movement.

Therefore, in the cable lock assembly 10, only the compression spring 43 provided inside the slider 39 is compressed, and the cable end 4 is compressed.
1 and the inner cable 36 connected to this does not move. In addition, since the arm plate 7 is partially coated with the coating 18, the lock pin 2
Not only is it possible to prevent damage to the tip portion of 9 and the arm plate 7, it is possible to smoothly rotate the shift lever 5. Further, it is possible to prevent the generation of abnormal noise.

Next, the key interlock function will be described. If the shift lever 5 is rotated to a position other than the P range position as described above, the arm plate 7
Has moved to the unlock position and the lock pin 29 does not fit into the lock hole 30, so the lock pin 29 is held in the non-engagement position. When the ignition key 49 is rotated from the ACC position to the lock position side from this state,
The tip portion of the lock pin 29 comes into contact with the wall portion of the arm plate 7, and of course, it is prevented from moving to the most advanced position. Therefore, since the movement of each cable is restricted, the cam 52, which is in contact with the taper portion 50 at the rear end portion of the lock plate 51, cannot be rotated, and the ignition key 49 integrated with the cam 52 cannot operate. It cannot be rotated to the locked position.

On the other hand, when the shift lever 5 is turned to the P range position, the lock hole 30 of the arm plate 7 turns the outer circumference of the steering column tube 1 by an angle equal to the turning angle. That is, the arm plate 7 is moved from the unlock position to the lock position, and the lock hole 30 formed in the arm plate 7 is locked by the lock pin 29.
Matches the front position of. The lock pin 29 has a compression spring 43 provided inside the cable lock assembly 10.
Since the elastic force of 1 is applied, the lock pin 29 immediately moves forward and fits into the lock hole 30.

Along with this, the crank 40 moves, the cable end 47 and the inner cable 46 are in a so-called free state, and the stroke of the lock plate 51 becomes possible. Therefore, the lock plate 51 can be moved forward to the key cylinder 9 side, so that the ignition key 49 can be rotated to the lock position. In other words, the ignition key 49 can be returned to the lock position only by operating the shift device 4 to the P range position.

As described above, the lock pin 2 is inserted into the lock hole 30 of the arm plate 7 which rotates together with the shift lever 5.
9 is engaged, and at that time, the length from the fulcrum to the fulcrum can be increased to some extent with respect to the length from the force point to the fulcrum. Therefore, according to the above configuration, the shift lever in the locked state Even when 5 is forcibly shifted to another range, an excessive load does not act on the lock pin 29 and the arm plate 7. That is, in the above-mentioned device, the absolute strength to be held by each component itself or the entire configuration can be set lower than in the conventional case, and therefore simplification and miniaturization can be realized.

Further, a lock pin 29 or the like can be provided on the right side of the steering column tube 1 as viewed from the side of the steering wheel 3 which could not be arranged in the prior art, which makes it possible to shorten various cables. At the same time, it is not necessary to dispose the steering column tube 1 so as to straddle it, and the degree of freedom in layout and design of each component can be improved. Further, since the lock pin retainer 8 and the like are installed on the right side of the steering column tube 1 when viewed from the steering wheel 3, when the steering wheel 3 is tilted in the vertical direction, various cables and connecting points thereof are connected to each other. There is also an advantage that the applied tension becomes smaller than in the conventional case.

In the above specific example, an example having a key interlock function is shown, but the present invention is not limited to the above example. That is, the base portion and the arm portion only need to be integrated in the rotational direction, and the base portion and the arm portion need not be integrally formed. On the contrary, the arm portion may be a part of the base portion, and therefore, the arm portion may be a portion formed as a portion where the lock pin engages with a part of the base portion formed in an annular shape. Further, the detent mechanism adopted in the shift device according to the present invention is not limited to the one shown in the above-mentioned specific example, and various known structures can be adopted.

[0047]

As described above, in the present invention, the arm portion and the shift lever are unitized in the base portion provided so as to rotate about the central axis of the steering column shaft. Further, a lock pin for engaging the arm portion and fixing the shift lever in the parking range setting state is provided.
It is disengaged by depressing the brake pedal. Therefore, with respect to the length from the tip of the shift lever, which is the force point during the shift operation, to the central axis of the steering column shaft, which is the fulcrum, the lock pin of the arm that is the point of action from the central axis engages. It is possible to set the length up to the portion to be locked, and therefore, even when the shift lever in the locked state is forcibly operated, the lock pin is not overloaded. Therefore, it is not necessary to increase the strength and size of the lock pin itself and its related parts.

Further, it is possible to improve the disposition property of parts such as the lock pin around the steering column shaft, and eventually the assembling property of the parts is improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing the overall arrangement of an embodiment of the present invention.

FIG. 2 is a view of the device of one specific example of the present invention as seen from the steering wheel side along the axial direction of the steering column tube.

FIG. 3 is a view showing a lock pin retainer and a bell crank.

FIG. 4 is a diagram showing a detent plate.

FIG. 5 is a cross-sectional view showing a lock pin in a lock pin retainer.

FIG. 6 is a cross-sectional view showing a cable lock assembly.

FIG. 7 is a schematic view showing a key cylinder and an ignition key.

FIG. 8 is a cross-sectional view showing a state in which a lock pin is fitted in a lock hole.

FIG. 9 is a cross-sectional view showing a state in which a lock pin is in contact with an arm plate.

[Explanation of symbols]

 2 Steering column shaft 5 Shift lever 6 Base part 7 Arm plate 12 Brake pedal 29 Lock pin

Claims (1)

[Claims] 1. A column for setting a plurality of ranges including a parking range by rotating a shift lever about a central axis of a steering column shaft and selectively fixing the shift lever to a parking range setting state. In a shift lock mechanism of a shifter, a base portion connecting the base end portions of the shift levers extending in a substantially radial direction of the steering column shaft rotates within a predetermined angle range around a central axis of the steering column shaft. And a base portion thereof is provided with an arm portion extending in the radial direction of the steering column shaft, and further engaged with the arm portion to fix the shift lever in the parking range setting state, and the brake pedal. The arm is operated by stepping on the arm. Shift lock mechanism of a column type shift device, wherein the locking pin in a non-engagement is provided against.