Abstract: A vehicular engine starting system is provided in which a key cannot be removed from a key hole unless a shift lever is shifted to a parking position, the system including a pivot shaft having a cam surface that abuts against a blocking lever in response to movement of the pivot shaft from a LOCK position to an ACC position. The cam surface is formed into a shape that can move the blocking lever to an engaged position against a spring force of a return spring in response to movement of the pivot shaft from the ACC position toward an ON position. A plunger and the blocking lever are operatively connected so that the plunger is moved toward a retracted position in response to movement of the blocking lever from a disengaged position to the engaged position. Thus, the current consumption and heat generation of the solenoid can be suppressed in engaging the block lever with the pivot shaft in order to prevent the block lever from turning from the ACC position to the LOCK position.

Abstract: Because a shift lever device 10 uses attracting force of a fixed iron core 150A, 216A of a magnet 150 or an electromagnet 216 in switching between a lock state and an unlock state at a shift lock mechanism 118 and a key interlock mechanism 200, the mechanisms can be made compact. When a shift lever 12 is changed from a “D” shift position to a “4” shift position and when the shift lever 12 is changed from a “2” shift position to an “L” shift position, a link 30 is rotated in a same direction. Thus, a sliding direction of a slider 38 which detects a rotational position of the link 30 is only one, and a placement size of a detecting member 48 can be made small and the device can be made compact. Because the shift lock unit 88 is equipped integrally with shift lock mechanism 118, and the link 30, the slider 38 and the detecting member 48 of a sensing mechanism, the shift lock unit 88 can be made compact.

Abstract: A shifter for controlling a vehicle transmission includes a base and a shift lever movably mounted to the base for movement between a plurality of gear positions. At least one of the gear positions comprises a PARK/NEUTRAL position having a PARK and a NEUTRAL control feature. The shifter includes an input device configured to switch between PARK and NEUTRAL upon actuation of the input device by an operator. An indicator on the shift lever indicates if the transmission is in PARK or NEUTRAL.

Abstract: An apparatus and method is provided for an improved brake shift interlock system which eliminates the need of a redundant park position switch. The number of components is minimized due to an incorporation of a latch within the brake shift interlock system. The apparatus also eliminates the need of a cam and wiring harness, as well as manual labor traditionally required to install these components.

Abstract: A safety device for a remotely-activated power supplying system of a manual transmission vehicle includes a starting safety unit connected to a main controller for detecting the presence of a safety condition, and an ignition key detector connected to the main controller for detecting if an ignition key is uprooted from a key-operated power supplying system. Thus, the main controller can be configured to activate a power supplying device to supply electric power to an ignition system when a wirelessly transmitted start signal is received by the main controller, when the safety condition is detected by the starting safety unit, and when the ignition key detector detects that the ignition key is uprooted.

Abstract: An automatic transmission control device having a specific shift lock system for prohibiting a selective operation of a select lever rotataby supported on a first rotary shaft which is supported on a housing and extended in a widthwise direction of a vehicle body. The shift lock system has a lock pin extending substantially in parallel with the first rotary shaft, a second rotary shaft supported on the housing and extended substantially in parallel with the first rotary shaft, and a lock member having a lock part. The lock pin is movable in a lengthwise direction of the vehicle body with response to a rotation of the select lever. The lock member is supported on the second rotary shaft so as to rotate around the second rotary shaft to have one of a lock position and an unlock position. In the lock position, the lock member restricts the selective operation of the select lever by bringing the lock part into contact with a periphery of the lock pin.

Abstract: The invention relates to an anti-withdrawal device for preventing a key from being withdrawn from an ignition starter switch of an automobile, comprising a blocking device which is coupled with a switch contact of a transmission. The spring-loaded blocking pin of said blocking device can be actuated electromagnetically. The blocking device acts on a detent pawl which is fixed on a rotor of the ignition starter switch and which prevents the ignition starter switch from twisting into a position in which the key can be withdrawn; depending on the position of the transmission.

Abstract: A vehicle status change-over device is disclosed wherein an ignition switch 4 and a case 5 are fixed to a steering column cover, a case 5 supports a rotator 6 for rotational movement while fixing a shift position switch 8, a dial 9 is mounted to the case 5 for rotational movement about a center on substantially the line as a rotational center of the rotator 6, a shift lock solenoid 15 is mounted to an outer periphery of the case 5 at an area corresponding to a bore 14, and a lock pin 6 is provided to be moveable with the shift lock solenoid 15.

Abstract: A safety device for a remotely-activated power supplying system of a manual transmission vehicle includes a starting safety unit connected to a main controller for detecting the presence of a safety condition, and an ignition key detector connected to the main controller for detecting if an ignition key is uprooted from a key-operated power supplying system. Thus, the main controller can be configured to activate a power supplying device to supply electric power to an ignition system when a wirelessly transmitted start signal is received by the main controller, when the safety condition is detected by the starting safety unit, and when the ignition key detector detects that the ignition key is uprooted.

Abstract: A vehicle start system including a gear selector moveable to change from one of a plurality of drive conditions to a Start condition, for effecting Start-up of the vehicle engine. The system unifies the functions of a conventional gear shifter and an ignition switch assembly, A method of starting a vehicle utilizing the system is also described.

Abstract: A vehicle transmission has first and second shafts rotatable in a housing, a spring applied, pressure released bake mechanism for preventing vehicle movement, and a torque disconnect mechanism for controlling transmission of torque from the first shaft to the second shaft. An interlock mechanism includes an opening formed in the housing through which an operator may access the torque disconnect mechanism, a fluid pressure supply passage for communicating pressurized fluid to the brake mechanism, a dump port formed in the housing in a wall of the opening, a pressure dump passage communicating the supply passage with the dump port, and a plug member mountable in the opening. The plug member closes the dump port and closes communication between the dump passage and the environment when the plug member is mounted in the opening The dump port and the dump passage are communicated with the environment, and the brake is spring applied when the plug member is removed from the opening.

Abstract: Methods for eliminating inadvertent power drain from an electrical power source coupled to a starter-generator. In one embodiment, a multiple-position key switch and bypass rectifier configuration is implemented. The multiple-position key switch is coupled to the power source. The key switch's start terminal is coupled to a solenoid for starting, while a bypass rectifier is coupled in parallel to the solenoid to provide a circuit path for recharging the electrical power source. When either a closed-in-neutral gear shift switch is open or the key switch is in a run/accessory power position, the solenoid is de-energized. This leaves the bypass rectifier as the remaining circuit path through which the power source is recharged. The bypass rectifier allows current flow in a single direction, thereby preventing discharge of the power source.

Abstract: A Brake Transmission Shift Interlock and Park Lock System having a shift lever, electromagnetic device, and blocking member operating with reverse logic. The system includes disabling means for disabling operation of the electromagnetic device when the shift lever is moved out of the PARK position and overriding means for manually withdrawing the blocking member from a position blocking the movement of the shift lever out of the PARK position. A time delay circuit decreases the speed of blocking member movement from the blocking position to the withdrawn position. A wire harness, including a park detection switch, electrically connects the BTSI to an automotive electrical system.

Abstract: A method and apparatus for eliminating inadvertent power drain from an electrical power source coupled to a starter-generator. A multiple-position key switch and bypass rectifier configuration is implemented. The multiple-position key switch is coupled to the power source. The key switch's start terminal is coupled to a solenoid for starting, while a bypass rectifier is coupled in parallel to the solenoid to provide a circuit path for recharging the electrical power source. When either a closed-in-neutral gear shift switch is open or the key switch is in a run/accessory power position, the solenoid is de-energized. This leaves the bypass rectifier as the remaining circuit path through which the power source is recharged. The bypass rectifier allows current flow in a single direction, thereby preventing discharge of the power source.

Abstract: The invention relates to an actuating device for an automatic transmission of a motor vehicle. To allow the motor vehicle to be operated safely and managed conveniently, the invention makes provision for the actuating device to have not only a first device, by which a parking interlock can be engaged and released in normal operation of the actuating device, but also a second device, by which the parking interlock can be engaged in the event of a malfunction.

Abstract: A combination speed limiter and transmission interlock system for an engine-transmission power train that includes an internal combustion engine and a transmission, the power train of the type used to power outboard engines and the like. The system utilizes fewer connections, is less expensive, is expected to be more reliable, utilizes a single housing, is easier to manufacture, and uses fewer components than a power train that utilizes separate speed limiter and transmission interlock modules.

Abstract: Method, system and controller for electronically controlling a park-interlock device in a land-based vehicle are provided. The method allows for providing a driver-selectable shifter for selecting a respective one of a plurality of propulsion modes of the vehicle. One of the propulsion modes is a park mode. The method further allows for sensing at least one vehicle parameter for determining whether or not the park interlock device is to be actuated to a respective interlock state corresponding to the driver-selected mode and/or an operational mode automatically determined by a controller for stopping and starting during a Hill-hold function in an electric, hybrid electric vehicle. Memory is provided for storing nominal values for each vehicle parameter. A comparing action allows to compare the sensed vehicle parameters relative to the nominal parameter values stored in memory.

Abstract: Because a shift lever device 10 uses attracting force of a fixed iron core 150A, 216A of a magnet 150 or an electromagnet 216 in switching between a lock state and an unlock state at a shift lock mechanism 118 and a key interlock mechanism 200, the mechanisms can be made compact. When a shift lever 12 is changed from a “D” shift position to a “4” shift position and when the shift lever 12 is changed from a “2” shift position to an “L” shift position, a link 30 is rotated in a same direction. Thus, a sliding direction of a slider 38 which detects a rotational position of the link 30 is only one, and a placement size of a detecting member 48 can be made small and the device can be made compact. Because the shift lock unit 88 is equipped integrally with shift lock mechanism 118, and the link 30, the slider 38 and the detecting member 48 of a sensing mechanism, the shift lock unit 88 can be made compact.

Abstract: A motor vehicle transmission system blocks the disengagement of the clutch (14) and the shifting of the transmission (12) into neutral for starting the engine (10), if the transmission is already in gear at the time the system is switched on. The blocking is canceled if the main brake (58) is applied and the application of the brake (58) is confirmed by a brake sensor (56), or if the driver moves a shifter element (24) from a non-neutral shift-gate position to the neutral shift-gate position after the system has been turned on.

Abstract: A shift device including a key cylinder and a shift lever is disclosed. The key cylinder is located adjacent to the shift lever. The key cylinder receives a key corresponding to the key cylinder. When the key is located at the ON position, the key cylinder generates an engine driving signal to an engine ECU. A stopping mechanism is located between the key cylinder and the shift lever for selectively stopping the movement of the shift lever depending on the selected key position.

Abstract: An automatic transmission controller having automatic-shifting-to-neutral control is provided, wherein automatic-shifting-to-neutral control is notified to a driver so as not give him a sense of incongruity and it is prohibited on a slope so as to prevent backward moving of a vehicle. In an automatic transmission controller having automatic-shifting-to-neutral control for shifting the automatic transmission to neutral when a vehicle is continuously stopped in an idling state for a predetermined time, the automatic transmission controller comprises automatic-shifting-to-neutral notifying/warning means for notifying the automatic-shifting-to-neutral state, slope detecting means for detecting that the vehicle is on a slope, and automatic-shifting-to-neutral control prohibiting means for prohibiting the automatic-shifting-to-neutral control when it is detected that the vehicle is on the slope.

Abstract: Method, system and controller for electronically controlling a park-interlock device in a land-based vehicle are provided. The method allows for providing a driver-selectable shifter for selecting a respective one of a plurality of propulsion modes of the vehicle. One of the propulsion modes is a park mode. The method further allows for sensing at least one vehicle parameter for determining whether or not the park interlock device is to be actuated to a respective interlock state corresponding to the driver-selected mode and/or an operational mode automatically determined by a controller for stopping and starting during a Hill-hold function in an electric, hybrid electric vehicle. Memory is provided for storing nominal values for each vehicle parameter. A comparing action allows to compare the sensed vehicle parameters relative to the nominal parameter values stored in memory.

Abstract: A method and apparatus for eliminating inadvertent power drain from an electrical power source coupled to a starter-generator. A multiple-position key switch and bypass rectifier configuration is implemented. The multiple-position key switch is coupled to the power source. The key switch's start terminal is coupled to a solenoid for starting, while a bypass rectifier is coupled in parallel to the solenoid to provide a circuit path for recharging the electrical power source. When either a closed-in-neutral gear shift switch is open or the key switch is in a run/accessory power position, the solenoid is de-energized. This leaves the bypass rectifier as the remaining circuit path through which the power source is recharged. The bypass rectifier allows current flow in a single direction, thereby preventing discharge of the power source.

Abstract: A planetary gear transmission with a steplessly adjustable transmission ratio where the gear transmission comprises a first and second sun gear (11, 12) arranged on a first and second operating shaft (7;8), and first (1) and second planetary gears (2) connectable thereto, each of which sun gears is rigidly attached by a shaft (6) to the first planetary gears (1), so that the first and second planetary gears form planetary gear pairs (B1). The gear transmission includes only one planetary carrier (5). By means of coupling means (50), the whole rotary force or part thereof is taken out of the planetary gear and/or fed therein, either via said first or second operating shaft (7;8), or via an alternative planetary carrier. By using at least one operation means (15, 16, 17, 23, 24, 25, 26, 37), the planetary carrier rotation velocity (&phgr;) is controlled to remain locked stationary or to be freely rotatable.

Abstract: A shift lever device in which, by the integration with a key cylinder, a reduction in the use of space, simplification, cost reduction and weight lightening can be achieved. The shift lever device is such that the lever supported by a lock body that houses the key cylinder, and a first cam and second cam are provided integrally with the key cylinder. A shift lock pin and starter lock pin are provided in the lock body, and the first insertion hole, in which the shift lock pin is inserted by the first cam, and a second insertion hole and third insertion hole in which a starter lock pin is inserted by the second cam, are provided in a detent plate fixed in the shift lever. As a result, the shift lever device is integrated with the key cylinder and, for this reason, a reduction in the space for the mounting thereof, and moreover, as the connector components with the vehicle become unnecessary, a simplification, cost reduction and weight lightening, can be achieved.

Abstract: A shift apparatus for shifting gears in a vehicle. The shift apparatus includes a shift selector rotated between a plurality of predetermined positions to instruct the shifting of gears in accordance with the position of the shift selector. A controller confirms whether the person operating the shift apparatus is the proper user and excites and de-excites a solenoid to lock and unlock the shift selector. An engine start actuator is arranged at substantially the same location as the shift selector to instruct the starting of the engine when pushed.

Abstract: The present invention provides a shift lever apparatus which shifts a shift lever connected to a transmission of a vehicle, and thereby, changes a shift range to a specific shift range from among a plurality of shift ranges preset in the transmission corresponding to the position to which the shift lever has been shifted, comprising: a key device which is provided at a side the shift lever and adjacent to the shift lever, and which holds an ignition key inserted therein so that the ignition key is rotatable, and restricts the removal of the ignition key at a rotation position other than a predetermined removal position; and a lock link which restricts the rotation of the ignition key to the removal position in the key device, and is displaced by a predetermined operation of the shift lever at a specific shift position corresponding to a specific shift range from among the plurality of shift ranges so as to release the restriction of the rotation of the ignition key.

Abstract: An actuator for the change speed shaft of a motor vehicle automatic transmission comprises a housing, an actuating shaft rotatably mounted in the housing, an electric motor, a reversible, low-loss reduction gearing by which the rotor of the electric motor is directly coupled to the actuating shaft, a pretensioned spiral spring forming an energy storing means by which the actuating shaft may be driven into the parking position independently of the electric motor, an electronic controller for driving the electric motor as a function of control signals, a coupling means for coupling the actuating shaft to the change speed shaft of the automatic transmission. Rotation of the actuating shaft by the coupling means is converted into angles of rotation of the change speed shaft which correspond to the control signals. The actuator replaces a conventional gearshift lever on an automatic transmission.

Abstract: The invention provides an apparatus for installation on a vehicle having an automatic transmission , a gear select lever, an engine, and an engine cranking motor, which allows operation of an auxiliary system by the engine when the automatic transmission is in neutral regardless of the position of the automatic transmission gear select lever and cranking of the engine when the gear select lever for the automatic transmission is positioned at neutral.

Abstract: An alarm is emitted when a vehicle attempts to start when the speed ratio of a toroidal continuously variable transmission is small. A sensor (63. 67. 73) detects that the speed ratio is smaller than a predetermined range. A microprocessor (61) controls an alarm (68) to operate when an ignition switch (66) is in a position for starting an engine, while the speed ratio is smaller than the predetermined range.

Abstract: When a restart of an engine is performed due to the requirement of a vehicle state unintended by a driver, a creep force which is initially generated is suppressed to a small value so that a vehicle is prevented from moving off. When automatic stop conditions are satisfied, the engine 1 stops, and when restart conditions are satisfied, a starting motor 2 is started so as to restart an engine 1. A condition for engine restart unintended by the driver is determined, and during a predetermined time when the engine restarts unintended by the driver, a smaller creep drive force is generated than when the engine restarts which is intended by the driver. During this predetermined time, only the motor 2 is rotated without starting the engine, and the creep force is suppressed low.

Abstract: When a restart of an engine is performed due to the requirement of a vehicle state unintended by a driver, a creep force which is initially generated is suppressed to a small value so that a vehicle is prevented from moving off.

Abstract: A multiple-gear vehicle transmission (3) has a split gear assembly (17) on its input side, a range gear assembly (19) on its output side, and a main gear assembly (18) between them. A drive power of an engine (1) is transmitted to a propeller shaft (5) via the multiple-gear vehicle transmission (3). The split gear assembly (17) has a neutral position (N) in addition to high and low gear positions (H, L). In general, a splitter controller (9, 20) intermittently shifts the split gear assembly (17) between the neutral position (N) and high gear position (H) to intermittently lubricate various parts such as bearings (61A, 61B, 61C) and synchronization mechanisms in a transmission casing (3a). By shifting the split gear assembly (17) into the high gear position, a counter shaft (32) is caused to rotate so that oil is scooped up toward the bearings by the counter shaft (32) and is also supplied to the bearings by an oil pump (35).

Abstract: A motor vehicle transmission system blocks the disengagement of the clutch (14) and the shifting of the transmission (12) into neutral for starting the engine (10), if the transmission is already in gear at the time the system is switched on. The blocking is canceled if the main brake (58) is applied and the application of the brake (58) is confirmed by a brake sensor (56), or if the driver moves a shifter element (24) from a non-neutral shift-gate position to the neutral shift-gate position after the system has been turned on.

Abstract: A column shift device includes a steering column, a bracket secured to the steering column, a shift lever rotatably supported to the steering column through the bracket, a position plate mounted to the shift lever and including a detent portion, a detent plate swingably supported by the bracket for engaging and disengaging from the detent portion of the position plate, a wire arranged through the shift lever and having one end connected to the detent plate and another end connected to a select button of the shift lever, a cam arranged with the shift lever for unitary rotation and including a cam portion, a key cylinder arranged with the bracket, a support lever rotatably supported by the bracket and having one end biased to engage with the cam portion of the cam and another end which can abut on the detent plate, a key lock lever arranged rotatable with the support lever, and a lock pin connected to the key lock lever for engaging and disengaging from the key cylinder.

Abstract: A trolling motor position responsive system is disclosed that warns and/or prevents a powerboat operator from engaging an outboard motor while the trolling motor remains deployed in the water. The system comprises a trolling motor position sensor that is in communication with an ignition switch, wherein the sensor activates an alarm and/or a ignition disabling switch when an operator attempts to engage the outboard motor when the trolling motor remains deployed in the water. An interval-on relay is also provided that limits the amount of time that the alarm and/or the ignition disabling switch are activated. The interval-on relay further prevents against wave-induced alarms with certain types of trolling motor position sensors in accordance with the present invention. A device is also provided that is easily retrofittable with the existing ignition system of a powerboat.

Abstract: Gears in a synchronous engagement type transmission are shifted through positional control by a shift/select actuator to thereby automate speed change. A controlling apparatus for a synchronous engagement type transmission includes a shift/select actuator for switching a plurality of gear stages of a synchronous engagement type automatic transmission, a shift position sensor for detecting a shift position of the automatic transmission, a select position sensor for detecting a select position of the automatic transmission, an engine rpm sensor for detecting an rpm of an engine, and a control unit for controlling the shift/select actuator on the basis of the sensor outputs of these sensors. In the case where the shift position and the select position are not in a neutral position when a key switch is turned on, the shift/select actuator is controlled to return the shift position and the select position back to the neutral position.

Abstract: An interlock system for use with a cutting assembly of a lawn tractor is disclosed. The interlock system automatically disengages the cutting assembly when the lawn tractor is shifted into a reverse mode and automatically re-engages the cutter assembly when the lawn tractor is subsequently shifted into a non-reverse mode.

Abstract: A vehicular anti-theft device having a high security performance against the theft of the vehicle without adding additional components is disclosed. The vehicular anti-theft device mainly includes a code collator and an engine ECU connected to the code collator so as to communicate each other. The code collator detects whether a password code of an ignition key inserted into the ignition key cylinder accords with a password code of a vehicle. The engine ECU detects whether an engine should be started up or not by communicating with the code collator when an ignition key is detected to be turned on. Here, the engine ECU generates a digital data by A/D converting analog signals to be used for engine controlling, generates a transmission data by serially combining lower 2-bits of each A/D converted data, and then sends the transmission data to the code collator. Therefore, the communication data between the engine ECU and the code collator can be changed at random without adding additional components.

Abstract: An apparatus is provided for shifting a vehicle transmission. The apparatus includes a miniaturized shifter having a base and having an elongated shift lever subassembly rotatably mounted on the base for movement between a plurality of gear positions. The shift lever subassembly is rotatable about an axis of rotation that extends parallel a length of the shift lever subassembly. A detent device includes an irregular surface defining gear positions on the base, and further includes a pawl on the shift lever subassembly that operably engages the irregular surface to prevent undesired rotational movement of the shift lever subassembly between at least some of the gear positions until the pawl is disengaged from the irregular surface. A feel positioner is also provided on the apparatus and includes an undulated surface separate from the irregular surface on the base, and further includes a spring-biased protrusion on the shift lever subassembly.

Abstract: A locking device for a rotatable latching element with a bending spring is provided for a gear selecting system of a motor vehicle. In order to improve such a locking device in terms of the structural cost required, it is proposed to locate the bending spring on the latching element. A first end of the bending spring is mounted in a fixed location on the latching element and the bending spring rests at a distance from its second free end on a support located on the latching element. Corresponding to the free end of the bending spring, a shoulder is provided in the vicinity of a rotational axis of the latching element on the housing of the selecting device. To unlock the locking device, an actuating element engages between the fixed bearing and the support for the bending spring.

Abstract: A vehicle start system including a gear selector moveable to change from one of a plurality of drive conditions to a Start condition, for effecting Start-up of the vehicle engine. The system unifies the functions of a conventional gear shifter and an ignition switch assembly, A method of starting a vehicle utilizing the system is also described.

Abstract: A multiple-gear vehicle transmission (3) has a split gear assembly (17) on its input side, a range gear assembly (19) on its output side, and a main gear assembly (18) between them. A drive power of an engine (1) is transmitted to a propeller shaft (5) via the multiple-gear vehicle transmission (3). The split gear assembly (17) has a neutral position (N) in addition to high and low gear positions (H, L). In general, a splitter controller (9, 20) intermittently shifts the split gear assembly (17) between the neutral position (N) and high gear position (H) to intermittently lubricate various parts such as bearings (61A, 61B, 61C) and synchronization mechanisms in a transmission casing (3a). By shifting the split gear assembly (17) into the high gear position, a counter shaft (32) is caused to rotate so that oil is scooped up toward the bearings by the counter shaft (32) and is also supplied to the bearings by an oil pump (35).

Abstract: An improved shift mechanism for a marine propulsion transmission is provided. The shift mechanism includes a guide that defines a slot that receives a member of a linkage that connects an operator unit with a shift rod. Movement of the shift mechanism is converted into substantially linear motion and a shift position sensor is located at a substantially right angle to that movement. Information from the sensor is transmitted to a control unit and is employed to prevent abrupt starts. The shift position sensor is located on the side of an engine for ease of assembly and maintenance. Movement of the shift mechanism may also cause pivotal movement of the guide and this pivotal movement may be employed to reduce the engine speed and assist shifting.

Abstract: A park-lock follower (50) for a shifter assembly (10) is provided which coacts with a shifter (34) pawl to lock and unlock a key in an ignition switch (112). The pawl (34) is disposed within a gate (18) having a plurality of stepped regions (22, 24, 26, 28) that is supported by a base (16). The follower (50) is attached to one end (62) of a cable assembly (52) and is supported by the base (16) adjacent to a park stepped region (22) for rectilinear movement along an axis (A). The follower (50) is moved linearly to an unlocked position (X) in response to the pawl (34) being moved to the park stepped region (22) for unlocking the key in the ignition switch (112). The follower (50) is moved linearly to a locked position (Y) in response to the pawl (34) being moved to one of the non-park stepped regions (24, 26, 28) for locking the key in the ignition switch (112).

Abstract: A starting apparatus for starting an engine only under constant conditions includes an electronically controlled clutch which is engaged or disengaged by an actuator in accordance with output signals from various detectors. The detectors sense a driving state, wherein a starter cut relay having normally-closed contacts is connected to an output terminal of an electronic control unit. One of the contacts of the starter cut relay is connected to one end of a relay coil for a starter relay. The other end of the relay coil is connected to a power source through a key switch. The other contact of the starter cut relay is connected to a non-grounded side contact of a neutral relay which is connected to the power source.

Abstract: A vehicle speed control system includes a high speed/low speed selection switch and a speed control relay connected to a voltage source through a switched power line. The speed selection switch includes an input connected to the power line through the speed control relay. One output on the speed control switch is connected to an electrohydraulic valve which controls the speed range on a vehicle. The state of the electrohydraulic valve is dependent both on the switch position and on the state of the relay. The relay is deactivated when the power line is switched off and changes back to an activated state to allow high speed operation only if the speed selection switch is first placed in the low speed position after the vehicle power line is switched on. If the selection switch is in the high speed position when the power line is on, the speed control relay will remain inactivated until the selection switch is moved to the low speed position.

Abstract: A column-type operating apparatus for an automatic transmission wherein the apparatus is improved in safety by restricting the direction in which the shift lever is operated. An automatic transmission has a shift lever disposed near a steering column of an automobile, the operating apparatus being electrically controllably driven to change the running range of an automatic transmission. In a preferred embodiment, the shift lever includes a rotary knob that is provided at a tip thereof and operated to switch the running range of the automatic transmission. The shift lever has a first shaft rotatably journaled in an inner case and is pivoted about the first shaft in forward and rearward directions. The inner case has a second shaft that is rotatably supported on a case provided to the steering column, and rotates together with the shift lever about the second shaft in upward and downward directions.

Abstract: For an automatic transmission a starter interlock system is proposed in which an electric position switch (2) and a starter switch (3) are located within the transmission. By moving the ignition key from the zero position to the position I, an electronic transmission controls system (1) is activated, which supplies the position switch (2) and the starter switch (3) with current.

Abstract: A shifter construction for shifting a transmission includes a base, a shift lever pivotally supported on the base at a main pivot for movement between a plurality of gear positions including a particular gear position, and an ignition switch constructed to move between a key-released position and a key-retaining position. An interlock cam is pivotally supported on the base at an interlock pivot and operably connected to the shift lever and to the ignition switch. The interlock cam is movable between a locked position where the interlock cam prevents the shift lever from moving from the particular gear position but allows the ignition switch to be moved, and an unlocked position where the shift lever is allowed to move but the ignition switch is held in the key-retaining position. The interlock cam has an interlock stop spaced from the interlock pivot.