GB2332250A - Vehicle transmission shift locks - Google Patents
Vehicle transmission shift locks Download PDFInfo
- Publication number
- GB2332250A GB2332250A GB9726013A GB9726013A GB2332250A GB 2332250 A GB2332250 A GB 2332250A GB 9726013 A GB9726013 A GB 9726013A GB 9726013 A GB9726013 A GB 9726013A GB 2332250 A GB2332250 A GB 2332250A
- Authority
- GB
- United Kingdom
- Prior art keywords
- shift lever
- locking mechanism
- locking member
- mechanism according
- plunger
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
- B60R25/04—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor
- B60R25/06—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor operating on the vehicle transmission
- B60R25/066—Locking of hand actuated control actuating means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
- B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
- B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
- B60R25/02142—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch comprising externally controlled safety devices for preventing locking during vehicle running condition
- B60R25/02144—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch comprising externally controlled safety devices for preventing locking during vehicle running condition interlocked with gear box or gear lever
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/22—Locking of the control input devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/74—Inputs being a function of engine parameters
- F16H2059/746—Engine running state, e.g. on-off of ignition switch
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/22—Locking of the control input devices
- F16H2061/223—Electrical gear shift lock, e.g. locking of lever in park or neutral position by electric means if brake is not applied; Key interlock, i.e. locking the key if lever is not in park position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H59/10—Range selector apparatus comprising levers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Transmission Device (AREA)
- Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
Abstract
A shift lock for an automatic vehicle transmission comprises a plunger 22 which is controlled by a solenoid 24 and cooperates with recesses in the base of a shift lever to perform both shiftlock and keylock functions. The plunger is spring-biassed to a central position in which it can engage in a recess at the Park position of the lever to lock this in Park when the ignition key has not been inserted and turned to a first position with the engine not running. This operation of the ignition key retracts the plunger to allow free movement of the lever. When the engine has been started the plunger is fully extended to engage the recess at the Neutral position and retraction of the plunger requires the vehicle brakes to be operated to allow gear selection. After movement of the lever to any forward drive position the power to the solenoid is cut to avoid heat build up therein. In the event of a power failure a ramp will allow lever to move from Neutral to Park, the plunger 22 being in its central position.
Description
Vehicle Shift Locks 2332250 The present invention relates to gearshift
levers for automatic vehicle transmissions.
It is known, for example from EP 0 429 193 to provide a shift lever for an automatic transmission, the shift lever being movable between a number of positions in a gate to control the transmission. In the standard sequence of positions there is a Park position in which the transmission is locked, a Neutral position in which the transmission is not locked but no torque is transmitted to the wheels, a Reverse position between Park and Neutral, a Drive position on the opposite side of Neutral to Reverse. It is also known to provide certain locking features which prevent the shift lever being moved into certain positions under certain conditions. Specifically, a shiftlock is required as a safety feature which prevents the lever from being moved out of either Park of Neutral unless the vehicle's brakes are operating to prevent the vehicle moving off, and a keylock is required as a security feature which prevents the lever from being moved out of the park position unless the ignition key is in the ignition lock and turned, for example, to at least its first position. The keylock function may also operate to prevent the ignition key from being removed from the ignition lock unless the shift lever is in the Park position.
Conventionally, the keylock function is provided by means of a cable link between the ignition lock and the shift lever assembly. Such a system requires the cable to be properly adjusted, which can be difficult if access to the cable is limited, and friction in the cable increases the load on the ignition lock barrel. It can also be difficult to find a suitable route for the cable in a crowded environment.
Accordingly the present invention provides a locking mechanism for a shift lever of an automatic vehicle transmission, the mechanism comprising engaging means, a locking member, actuation means for moving the locking member into and out of engagement with the engaging means to inhibit and permit movement of the shift lever, ignition sensing means for sensing the condition of an ignition lock of the vehicle, engine sensing means for sensing the condition of an engine of the vehicle, brake sensing means for sensing actuation of the vehicle brakes, and control means arranged to receive signals from the sensing means and to control the actuation means so as to move the locking member to provide a keylock function in which the shift lever can be locked in a park position if the ignition lock is in a predetermined condition, and a shiftlock function in which, if the engine is running, the shift lever can be locked out of at least one driving position unless the brakes are actuated.
Preferably the locking member is biased towards a rest position in which it can lock the shift lever in the park position, and can be moved in one direction to release the shift lever and in an opposite direction to lock the shift lever in the neutral position.
Preferably the mechanism further comprises a ramp up which the locking member can ride from its rest position thereby allowing the shift lever to be moved from the neutral position to the park position without operation of the actuation means.
Preferably the locking mechanism further comprises a manually operable release means mounted on the gear shift lever, and the control means is arranged to carry out a further locking function in response to operation of the release means.
Preferably the response of the locking member to operation of the release means is over-ridden to provide the shiftlock function or the keylock function.
Preferred embodiments of the present invention will now be described by way of example only with reference to the accompanying drawings in which:
Figure 1 is a side view of a gear shift lever assembly including a locking mechanism according to a first embodiment of the invention, Figure 2 is a plan view of the assembly of Figure 1, Figure 3 is a section on line A - A of Figure 1, Figures 4a, 4b, 4c, 4d, and 4e represent diagramatically various states of operation of the system of Figure 1, and Figure 5 is a side view of a gear shift lever assembly according to a second embodiment of the invention.
Referring to Figures 1 and 2 a gear shift lever assembly comprises a shift lever 10 formed from a base 12 which is mounted on a pivot 14 and a stem 16 extending upwards from the base 12 and having a gearknob 18 on its upper end. The shift lever 10 is movable in a gate through a number of driving positions, in which the vehicle can be driven forwards or backwards, and non-driving positions in which the engine cannot drive the vehicle.
These positions are in the conventional sequence which is as followings:
Park, Reverse, Neutral, Drive, 3, 2, 1. The base 12 of the shift lever 10 has a proffied detent region 20 cut into its side. A plunger 22 is mounted on a fixed part of the vehicle adjacent to the gate in which the gear shift lever 10 moves. The plunger can be moved by means of a solenoid 24 towards and away from the shift lever 10 along an axis perpendicular to the plane in which the shift lever 10 moves, so as to engage and disengage the plunger 22 with the detent region 20. The plunger is movable between two end positions: a fully retracted position and a fully extended position; and is spring biased into a central position halfway between the two end positions. The solenoid 24 can be used to move the plunger 22 into either of its end positions. The detent region 20 is shaped so as to enable the plunger 22 to lock the shift lever 10 to prevent its movement under certain conditions as will be described below.
Referring to Figure 3, the profiled region 20 is cut into one of the side faces 25 of the base 12 of the shift lever 10. It comprises a shallow recess 26 which is aligned with the plunger 22 when the shift lever is in the Park position, a deep recess 28 which is aligned with the plunger when the shift lever is in the Neutral position and is about twice as deep as the shallow recess 26, and a dividing wall 30 between the two recesses 26, 28 which has its top surface 32 angled to the side face 25 to form a ramp. The ramp leads from half way down the side of the deep recess 28 up to the top of the shallow recess.
The solenoid is operated by a control unit 32 which receives electrical inputs from a brake pedal position sensor 34 which indicates when the brake pedal 36 is depressed, an ignition lock sensor 38 which indicates the position of the key 40 in the ignition lock 42, and a shift lever position sensor 44 which indicates the position of the shift lever 10. The ignition key, after being inserted, can be moved to any of the normal three positions: a first position in which the auxiliaries are powered, but the engine win not run, a second position in which the engine will run once started, and a third position in which the engine will be cranked to start it.
Referring to Figure 4a, when the shift lever is in Park (P) and the ignition is turned off the solenoid 24 is unpowered and the plunger 22 rests in its central position in which it protrudes nearly to the bottom of the shallow recess. The gear lever therefore cannot be moved out of the Park position because of the engagement between the plunger 22 and the side walls of the shallow recess 26. From this position the plunger will not be retracted until the ignition key is inserted in the ignition lock and turned to its first position. This provides the keylock security function. When the ignition key is turned to its first position, the plunger 22 is retracted as shown in Figure 4b, thus enabling the shift lever 10 to be moved into any of its positions, allowing the car to be moved without the engine running.
When the ignition switch is in the second position and the engine is running, the control unit 32 controls the solenoid as follows. If the shift lever 10 is in Park the power to the solenoid is cut, and the plunger remains in its central position locking the shift lever in position. If the shift lever is in Neutral, the solenoid moves the plunger into its extended position so that it engages in the bottom of the deep recess 28, again locking the shift lever 10 in position, as shown in Figure 4c. In either case, the plunger will be fully retracted if the brake pedal 36 is depressed. This provides the shiftlock function.
When the shift lever 10 is moved into Reverse, the control unit retracts the plunger 22 to prevent it being pushed against the top surface 32 of the dividing wall 30 and urging the lever 10 back towards Neutral. When the shift lever is moved into Drive, 1, 2 or 3 the power to the solenoid is cut. The plunger therefore slides along the face 25 being held m its retracted position by it. This means that while the vehicle is being driven forwards, the solenoid does not need to be powered, and build up of heat in the solenoid is avoided.
In the event of a power failure, the plunger will return, when it is able, to its central position. This means that, if the shift lever is in Neutral, the plunger will not extend into the bottom of the deep recess 28, but will rest level with the bottom edge of the angled surface 32. The lever can therefore be moved from any position into the Park position, thereby locking the transmission and enabling the ignition key to be removed.
It will be appreciated that the arrangement described above could be reversed so that the solenoid was mounted on the shift lever base 12, and the profiled surface 20 was formed on a fixed part of the housing of the shift lever assembly.
Figure 5 shows a second embodiment of the invention incorporating a ú cock's comb' mechanism, similar to those conventionally used with a simple mechanical actuation to control movement of the shift lever between various positions. In this embodiment a shift lever 50 comprises a base 52 which is mounted on a pivot 54 and a stem 56 with a gear knob 58 on the top. The 'cock's comb' comprises a metal plate 60 adjacent to the base 52 which has a shaped upper edge 62 having a series of abutments 64 formed in it. A locking rod 66 extends down the stem 56 and is movable axially by means of a solenoid 68 under the control of a manually operated push-button 70 on the gear knob 58. The solenoid is controlled by means of a control unit (not shown) and the system further comprises sensors for sensing the position of the shift lever 50, the state of the vehicle brake system, and the position of the ignition lock, similar to those shown in Figure 2. The shift lever 50 is movable through a series of positions which corresponds to those of the first embodiment, i.e. Park, Reverse, Neutral, Drive, 1, 2, 3. Moving the shift lever between these positions moves the locking rod between corresponding positions on the upper edge 62 of the cock's comb 60 and the abutments on the cock's comb therefore inhibit certain movements of the shift lever 50 unless the solenoid is actuated by the control unit.
The first function of the cock's comb and locking rod 66 is similar to that of a conventional cock's comb mechanism. It prevents most movements between positions of the shift lever 50 unless the push-button 70 on the gear knob 58 is depressed. However, according to the invention, even pressing the push-button will not cause raising of the locking rod 66 in certain situations, and the locking rod is thereby used to provide the shiftlock and keylock functions as described more fully below.
A projection on the cock's comb between the Park and Reverse positions prevents the shift lever from being moved out of the Park position without the solenoid being actuated to lift the locking rod 66. Also the Neutral position is at the bottom of a cut-out in the cock's comb so the shift lever cannot be moved out of Neutral in either direction without the solenoid 68 being operated. The shiftlock and keylock functions are therefore provided as follows. If the shift lever is in Park or Neutral and the vehicle's engine is running, the solenoid is only operated to lift the locking rod when the pushbutton 70 is pressed if the brake sensor detects that the vehicles brakes have been actuated, for example by detecting that the brake pedal is depressed. If the shift lever is in Park, in which case the vehicle's transmission is locked to prevent the vehicle from being moved, the solenoid is only actuated to Eft the locking rod 66 when the push-button 70 is depressed if the ignition key is detected as having been inserted in the ignition lock and turned to at least the first position.
Although this is not shown in Figure 5 it will be appreciated that the natural position of the locking rod 66 could be suitable arranged and the cock's comb 60 could be provided with a ramp between the Reverse and Park positions to enable the shift lever to be moved into the Park position if power to the solenoid failed for any reason, in a similar manner to the first embodiment.
Claims (15)
1. A locking mechanism for a shift lever of an automatic vehicle transmission, the mechanism comprising retaining means, a locking member, actuation means for moving the locking member into and out of engagement with the retaining means to inhibit and permit movement of the shift lever, ignition sensing means for sensing the condition of an ignition lock of the vehicle, engine sensing means for sensing the condition of an engine of the vehicle, brake sensing means for sensing actuation of the vehicle brakes, and control means arranged to receive signals from the sensing means and to control the actuation means so as to move the locking member to provide a keylock function in which the shift lever can be locked in a park position if the ignition lock is in a predetermined condition, and a shiftlock function in which, if the engine is running, the shift lever can be locked out of at least one driving position unless the brakes are actuated.
2. A locking mechanism according to claim 1 wherein the locking member is biased towards a rest position in which it can lock the shift lever in the park position, and can be moved in one direction to release the shift lever and in an opposite direction to lock the shift lever in the neutral position.
A locking mechanism according to claim 2 further comprising a ramp up which the locking member can ride from its rest position thereby allowing the shift lever to be moved from the neutral position to the park position without operation of the actuation means.
4. A locking mechanism according to any foregoing claim wherein the engaging means defines a shallow recess with which the locking member is aligned when the shift lever is in the park position and a deeper recess with which the locking member is aligned when the shift lever is in the neutral position.
5. A locking mechanism according to claim 4 wherein the engaging means includes separating means between the recesses having the ramp formed on it.
6. A locking mechanism according to claim 5 wherein the shift lever is movable into a reverse position which is between the park position and the neutral position and in which the locking member is aligned with the ramp.
7. A locking mechanism according to claim 6 further comprising position sensing means for sensing the position of the shift lever, wherein the control means is arranged to move the locking member out of engagement with the engaging means when the shift lever is in the neutral position.
8. A locking mechanism according to any foregoing claim wherein one of the locking member and the engaging means is mounted on a fixed component adjacent the shift lever and the other is mounted on, or forms part of, the shift lever.
9. A locking member according to any foregoing claim wherein the locking member comprises a plunger.
10. A locking mechanism according to any one of claims 1 to 8 wherein the locking mechanism is arranged to move longitudinally of the shift lever.
11. A locking mechanism according to any foregoing claim further comprising a manually operable release means mounted on the gear shift lever, wherein the control means is arranged to carry out a further function controlling movement of the shift lever in response to operation of the release means.
12. A locking mechanism according to claim 11 wherein said further controlling function is provided by the locking member.
13. A locking mechanism according to claim 12 wherein the response of the locking member to operation of the release means is over-ridden to provide the shiftlock function or the keylock function.
14. A locking mechanism according to any one of claims 11 to 13 wherein said further controlling function comprises limiting movement of the shift lever between certain positions.
15. A locking mechanism substantially as described herein with reference to Figures 1 to 4 or Figure 5 of the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9726013A GB2332250B (en) | 1997-12-09 | 1997-12-09 | Shift lever with lock mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9726013A GB2332250B (en) | 1997-12-09 | 1997-12-09 | Shift lever with lock mechanism |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9726013D0 GB9726013D0 (en) | 1998-02-04 |
| GB2332250A true GB2332250A (en) | 1999-06-16 |
| GB2332250B GB2332250B (en) | 2002-06-19 |
Family
ID=10823329
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9726013A Expired - Lifetime GB2332250B (en) | 1997-12-09 | 1997-12-09 | Shift lever with lock mechanism |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2332250B (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10155132A1 (en) * | 2001-11-12 | 2003-05-28 | Michael Lauer | Heatable and electrically releasable automatic shift lever for automatic gearbox, has electromagnet that produces magnetic field that moves locking bolt out of locking position |
| FR2896581A1 (en) * | 2006-01-26 | 2007-07-27 | Electricfil Automotive Soc Par | Target slide clamping device for motor vehicle`s magnetic sensor, has locking unit placing slide in position with respect to support, and control unit controlling locking unit such that locking unit passes from locking to unlocking position |
| CN100351553C (en) * | 2003-03-31 | 2007-11-28 | 五十铃自动车株式会社 | Gear shifting operator for speed variator |
| DE102007019468A1 (en) * | 2007-04-25 | 2008-11-06 | Audi Ag | Switching unit for, particularly electronically switched drive of motor vehicle, has movable gear selector lever of locking contour, and locking unit with movable locking element, which are moving relatively to each other |
| US7482801B2 (en) | 2006-01-26 | 2009-01-27 | Electricfil Automotive | Device to mechanically secure a magnetic linear position sensor |
| EP3246600A1 (en) * | 2016-05-17 | 2017-11-22 | Dura Operating, LLC | Transmission shifter with multi-position lockout |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101922547B (en) * | 2010-08-18 | 2013-04-17 | 杭叉集团股份有限公司 | Self-limiting electronic gear shifter |
| US9377100B2 (en) | 2012-07-06 | 2016-06-28 | Kongsberg Automotive Ab | Shifter assembly |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0372357A1 (en) * | 1988-11-28 | 1990-06-13 | Nissan Motor Co., Ltd. | Automatic transmission shift control device |
| EP0378244A2 (en) * | 1989-01-13 | 1990-07-18 | Nissan Motor Co., Ltd. | Structure of control device for vehicular automatic transmission |
| GB2228773A (en) * | 1988-12-27 | 1990-09-05 | Fuji Heavy Ind Ltd | Shift lever lock releasable by depression of brake pedal and interlocked with ignition |
| US5562568A (en) * | 1994-08-18 | 1996-10-08 | Dura Mechanical Components, Inc. | Brake-transmission-ignition key interlock system |
| EP0785380A1 (en) * | 1996-01-19 | 1997-07-23 | Automobiles Peugeot | Automotive vehicle with automatic gear box equipped with a control logic for the "shift-lock" function and the "key-lock" function |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5647818A (en) * | 1995-03-27 | 1997-07-15 | Pontiac Coil, Inc. | Shifter interlock for an automatic transmission |
-
1997
- 1997-12-09 GB GB9726013A patent/GB2332250B/en not_active Expired - Lifetime
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0372357A1 (en) * | 1988-11-28 | 1990-06-13 | Nissan Motor Co., Ltd. | Automatic transmission shift control device |
| GB2228773A (en) * | 1988-12-27 | 1990-09-05 | Fuji Heavy Ind Ltd | Shift lever lock releasable by depression of brake pedal and interlocked with ignition |
| EP0378244A2 (en) * | 1989-01-13 | 1990-07-18 | Nissan Motor Co., Ltd. | Structure of control device for vehicular automatic transmission |
| US5562568A (en) * | 1994-08-18 | 1996-10-08 | Dura Mechanical Components, Inc. | Brake-transmission-ignition key interlock system |
| EP0785380A1 (en) * | 1996-01-19 | 1997-07-23 | Automobiles Peugeot | Automotive vehicle with automatic gear box equipped with a control logic for the "shift-lock" function and the "key-lock" function |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10155132A1 (en) * | 2001-11-12 | 2003-05-28 | Michael Lauer | Heatable and electrically releasable automatic shift lever for automatic gearbox, has electromagnet that produces magnetic field that moves locking bolt out of locking position |
| CN100351553C (en) * | 2003-03-31 | 2007-11-28 | 五十铃自动车株式会社 | Gear shifting operator for speed variator |
| FR2896581A1 (en) * | 2006-01-26 | 2007-07-27 | Electricfil Automotive Soc Par | Target slide clamping device for motor vehicle`s magnetic sensor, has locking unit placing slide in position with respect to support, and control unit controlling locking unit such that locking unit passes from locking to unlocking position |
| US7482801B2 (en) | 2006-01-26 | 2009-01-27 | Electricfil Automotive | Device to mechanically secure a magnetic linear position sensor |
| DE102007019468A1 (en) * | 2007-04-25 | 2008-11-06 | Audi Ag | Switching unit for, particularly electronically switched drive of motor vehicle, has movable gear selector lever of locking contour, and locking unit with movable locking element, which are moving relatively to each other |
| EP3246600A1 (en) * | 2016-05-17 | 2017-11-22 | Dura Operating, LLC | Transmission shifter with multi-position lockout |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2332250B (en) | 2002-06-19 |
| GB9726013D0 (en) | 1998-02-04 |
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| Date | Code | Title | Description |
|---|---|---|---|
| 732E | Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977) | ||
| 732E | Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977) | ||
| PE20 | Patent expired after termination of 20 years |
Expiry date: 20171208 |