Abstract: The interlock system includes a shaft that defines a longitudinal axis which the shaft rotates about during transmission shift operations. A transmission shift lever is coupled to the shaft, and an inhibitor pin is coupled to the ignition switch by a cable. The inhibitor pin engages the transmission shift lever to prevent shift operations when the ignition switch is in the off position. The inhibitor pin disengages the transmission shift lever when the ignition switch is positioned in the accessory position or a start/run position. The shaft includes a recess into which the inhibitor pin extends when the shaft is in the neutral or drive position to permit disconnection of the accessory circuit by moving the ignition switch to a mid position (between the off position and the accessory position) without placing the shaft in the park position.

Abstract: The interlock system includes a shaft that defines a longitudinal axis which the shaft rotates about during transmission shift operations. A transmission shift lever is coupled to the shaft, and an inhibitor pin is coupled to the ignition switch by a cable. The inhibitor pin engages the transmission shift lever to prevent shift operations when the ignition switch is in the off position. The inhibitor pin disengages the transmission shift lever when the ignition switch is positioned in the accessory position or a start/run position. The shaft includes a recess into which the inhibitor pin extends when the shaft is in the neutral or drive position to permit disconnection of the accessory circuit by moving the ignition switch to a mid position (between the off position and the accessory position) without placing the shaft in the park position.

Abstract: The invention provides a locking pin for a steering column lock assembly. The locking pin includes a dual taper defined by the first and second truncated cone portions. The first truncated cone portion narrows at a first angle and the second truncated cone portion narrows at a second angle, wherein the first and second angles are different from one another. The second angle can be less than the first angle. The dual taper of the locking pin reduces the likelihood that extreme torsion will not induce camming forces urging the locking pin out of engagement with a locking plate connected to the steering shaft.