Abstract: A gearshift lock for a gearbox includes a gearshift cylinder and a pawl wheel with a toothing. The gearshift lock includes a rotatably positioned pawl, and the pawl engages in the toothing of the pawl wheel in a locked position, and is disengaged from the pawl wheel in a freewheeling position. The pawl is pretensioned by a spring element in the direction of the locked position, and an engagement element is connected to the pawl. The engagement element holds the pawl in the freewheeling position by directly interacting with the gearshift cylinder against the effect of the spring element when the gearshift cylinder takes up a rotational position in a freewheeling rotational range, and the pawl can be released from the gearshift cylinder into a locked position by the engagement element when the gearshift cylinder takes up a rotational position in a locked rotational range.

Abstract: A parking lock actuation system for a motor vehicle includes an actuation element that can be moved between a locking position, in which a parking lock of the motor vehicle is active, and an unlocking position, in which the parking lock is inactive. The system also includes a locking element which is designed to fix the actuation element in the unlocking position in a form-fitting manner; and an electric actuator which has an adjusting effect on the locking element. A current circuit which has an autonomous power source is connected to the electric actuator, and a bistable switch and a monostable opener arranged in series to the bistable switch are used in the current circuit.

Abstract: A method for resetting a parking lock operating system for a motor vehicle includes providing the parking lock operating system and switching the parking lock operating system. The parking lock operating system includes a hydraulic fluid supply line with a hydraulic fluid, a base position in which a parking lock is active, and a transport position in which the parking lock is active. The parking lock operating system is switched from the base position to the base position or from the transport position to the base position by, in the following order: increasing a pressure of the hydraulic fluid above a second pressure threshold, lowering the pressure below a first pressure threshold, less than the second pressure threshold, increasing the pressure above the second pressure threshold, and lowering the pressure of the hydraulic fluid below the first pressure threshold.

Abstract: The invention relates to a hydraulic system for a vehicle transmission, comprising: a hydraulic circuit arranged for generating a pressure, a hydraulic actuator arranged for engaging a park lock system, wherein the hydraulic actuator is hydraulically connected to the hydraulic circuit for actuation of the hydraulic actuator using the pressure, and a back-up system configured to keep the pressure above a predetermined pressure threshold for maintaining an actuation of the hydraulic actuator for a predetermined period of time in case of an operational interruption of a transmission control unit of the vehicle.

Abstract: A ball screw device includes a screw shaft that has a first helical groove on an outer circumference, a nut that has a second helical groove on an inner circumference, a plurality of balls, a stopper provided at an end portion of the second helical groove, and a spring body that is placed between an end portion ball closest to the stopper and the stopper. The spring body is configured of a plurality of coil springs arrayed along the first helical groove and the second helical groove. The coil springs that are adjacent each have a spring end portion of which rigidity is higher than rigidity of a spring middle portion.

Abstract: A commercial vehicle with at least one driven axle, at least one service brake, at least one propulsion engine, and wheels characterized in that the parking brake function of the vehicle is solved by a bistable locking means acting on both wheels. At least one multi-speed gearbox is provided to concurrently activate a first gear stage and a second gear stage having different ratios.

Abstract: Systems and methods related to activating a parking lock system in the drive train of a vehicle having at least one electrical machine comprising a transmission which is connected to driven wheels. The method includes comparing a rotational speed nE of the at least one electrical machine with the transmission to a predetermined threshold value for a limiting speed nG, triggering, in the event that the rotational speed nE is below the threshold value for the limiting speed nG, a command for the actuation of an actuator system for activating the parking lock system, triggering, in the event that the rotational speed nE exceeds the threshold value for the limiting speed nG, a command for preventing an actuation of an actuator system for activating the parking lock system, and miming through a second comparison stage so long as nE?nG.

Abstract: The disclosure relates to a locking unit, in particular for the parking lock of an automatic transmission, for locking the movement of a piston which is movable by a drive and in particular can be acted upon with pressure or hydraulic pressure, wherein the locking unit has an internal tube section which is designed as a guide of the piston.

Abstract: The present disclosure discloses a dual-electric-motor driving system, wherein the dual-electric-motor driving system includes a first electric motor, a second electric motor, two sets of gear reduction mechanisms, a differential-lock mechanism and a parking mechanism; the first electric motor and the second electric motor are arranged coaxially, first-stage pinions of the two sets of gear reduction mechanisms are provided respectively on an output shaft of the first electric motor and an output shaft of the second electric motor, and the differential-lock mechanism is provided at tips of the output shaft of the first electric motor and the output shaft of the second electric motor; the differential-lock mechanism includes a movable fluted disc, a fixed fluted disc and a fixed armature.

Abstract: A vehicle controller may determine a decelerator input associated with controlling an engine speed of an engine of the vehicle. The vehicle controller may determine, while the vehicle is moving and based on the decelerator input satisfying a braking threshold, that an engine decelerator, associated with the decelerator input, is to be enabled for use in stopping the vehicle. The vehicle controller may determine, based on determining that the engine decelerator is to be used to cause the vehicle to be stopped, an amount of braking to be applied by a braking device of the vehicle to stop the vehicle. The vehicle controller may automatically cause the braking device to apply the amount of braking to stop the vehicle.

Abstract: A parking brake apparatus is provided for a vehicle having components of a parking brake system and devices for providing a plurality of output signals indicative of a plurality of vehicle factors. The parking brake apparatus comprises an electronic controller that monitors the output signals indicative of a plurality of vehicle factors, monitors for a pre-startup sequence of the plurality of vehicle factors having been met, monitors for a driver request to unpark the vehicle, monitors for a pre-release sequence of the plurality of vehicle factors having been met, and applies one or more control signals to components of the parking brake system to release parking brakes based upon a valid pre-startup sequence of the plurality of vehicle factors having been met, a driver request to unpark the vehicle, and at least one valid pre-release sequence of the plurality of vehicle factors having been met.

Abstract: An automatic parking control apparatus includes a vehicle state determiner configured to determine whether a host vehicle is in a double-parked state in which a gear state of the host vehicle is neutral (N) and a starting state of the host vehicle is off, a movement detector configured to, when it is determined that the host vehicle is in the double-parked state, detect whether the host vehicle is moving, a parking space detector configured to, when it is detected that the host vehicle is moving, perform monitoring in a direction opposite to that of the detected movement and detect a parking space, and a controller configured to, when the parking space is detected, calculate a travel path for parking the host vehicle in the detected parking space and control the host vehicle so that the host vehicle is parked along the travel path.

Abstract: A shift lever assembly includes a structural support, a shift lever, an autopark device, a folding device, and an interlock device. The shift lever includes a base structure and an arm. The base structure is pivotally engaged to the structural support about a first axis for movement between a park and gear positions. The arm is pivotally engaged to the base structure about a second axis for movement between deployed and stowed states. The autopark device is carried between the structural support and the base structure to effect movement between the park and gear positions. The folding device is carried between the arm and the base structure to effect movement between the deployed and stowed states. The interlock device is supported by the base structure, is adapted to operable interface between the autopark device and the arm, and is configured to move between locked and released positions.

Abstract: A system for parking control of a vehicle in which a transmission parking configuration is omitted is provided. The system includes a shift by wire device that requests a parking control of the vehicle when a parking stage is input by an operation of a driver. An electronic parking brake operates a brake installed on a drive wheel via a relay which is connected to be in a parking brake state when the electronic parking brake receives the parking control request from the shift by wire device. The shift by wire device switches the relay to directly operate the brake to be in the parking brake state when the shift by wire device receives a failure event, which indicates that a normal operation of the electronic parking brake is impossible, from the electronic parking brake.

Abstract: An ignition start system in which authentication of a key is carried out twice, first to activate the ignition switch to allow starting the engine and second at the time prior to moving the vehicle from a parked position. The two step authentication prevents driving off in a car that has been started without having the key for security purposes and also to avoid inconvenient situations that can otherwise occur.

Abstract: A device and method for preventing inadvertent selection of a parking lock function in a 2-ratio transmission. Here, the shift positions of the transmission and the parking lock function thereof can be selected by way of a shift drum. A mechanically acting apparatus is provided which, in the event of rotation of the shift drum in a first direction of rotation, blocks the selection of a parking lock position of the shift drum, subsequently, in the event of rotation of the shift drum in a second direction of rotation opposite to the first direction of rotation, releases the blocking, and subsequently, in the first direction of rotation opposite to the second direction of rotation, permits selection of the parking lock position. The device does not require a separate parking lock wheel.

Abstract: An ignition start system in which authentication of a key is carried out twice, first to activate the ignition switch to allow starting the engine and second at the time when the brake is applied. The two step authentication prevents driving off in a car that has been started without having the key for security purposes and also to avoid inconvenient situations that can otherwise occur.

Abstract: A steering column assembly includes a jacket assembly and a modular shift assembly that is operatively connected to the jacket assembly. The modular shift assembly includes a shift bracket, a shaft, and a shift clevis. The shift bracket has a first shift bracket portion that defines a shift bracket first opening and a second shift bracket portion. The second shift bracket portion defines a shift bracket second opening. The shaft has a first shaft portion and a second shaft portion. The second shaft portion is at least partially received within the shift bracket opening. The shift clevis extends at least partially through the first shaft opening.

Abstract: A ignition start system in which authentication of a key is carried out twice, first to activate the ignition switch to allow starting the engine and second at the time when the brake pedal is depressed to put the car in a drive gear. The two step authentication prevents driving off in a car that has been started without having the key for security purposes and also to avoid inconvenient situations that can otherwise occur.

Abstract: A keyless ignition start system in which authentication of a coded key fob is carried out twice, first to activate the ignition switch to allow starting the engine and second at the time when the brake pedal is depressed to put the car in a drive gear. The two step authentication prevents driving off a car which has been started without having the key fob for security purposes and also to avoid inconvenient situations that can otherwise occur.

Abstract: Aspects of the present invention relate to the pull away from rest of a motor vehicle on a slope. The vehicle includes an automatic transmission and internal combustion engine with an electronic controller. The engine torque response to the accelerator pedal input is modified accounting for the slope to improve consistency of pull away on different slopes and reduce the dead pedal feeling on steep slopes.

Abstract: A method and a system for controlling a parking brake of a motor vehicle are described. According to the described method, an ignition signal and an actuation state of the parking brake are detected. An application force of the parking brake is then set to a first value in dependence upon the actuation state of the parking brake if the ignition signal is present. If the parking brake was previously in an applied actuation state, the application force is reduced from a second value to the first value. If the parking brake was previously in a released actuation state, the application force is increased to the first value. The first value is sufficient to hold the motor vehicle in its current position.

Abstract: A parking lock arrangement for a motor vehicle transmission has a blocking arrangement actuatable between a release position and a blocking position. The blocking arrangement is designed to immobilize a motor vehicle in the blocking position. The parking lock arrangement has an arrangement for actuating the blocking arrangement. The actuating arrangement has a cam disc supported on a housing and driveable for rotation and has an actuating cam portion that extends over a first circumferential region of the cam disc that is greater than 5° and less than 180°. The actuating arrangement has a lever supported pivotably on the housing and coupled to the blocking arrangement. The lever is connected to a driving feature that is coupled to the cam disc, such that, when the cam disc is rotated, the driving feature is taken along by the actuating cam portion in such a way that the lever is pivoted in order to actuate the blocking arrangement.

Abstract: A brake device capable of appropriately releasing a pressing-member retention mechanism when a failure is detected. When a failure of one of a pair of disc brakes (31) is detected, an electric actuator (43) of the non-faulty disc brake (31) is driven to a release side in response to a release request based on a parking brake switch (18) in a case where a state of the faulty disc brake (31) is stored as a “released state” in a storage section (19A) of a parking brake control device (19). In contrast, in a case where the state of the faulty disc brake (31) is stored as an “engaged state” in the storage section (19A), the electric actuator (43) of the non-faulty disc brake (31) is inhibited from being driven to the release side even when the release request based on the parking brake switch (18) is issued.

Abstract: A technique for controlling an electrically actuable parking brake of a motor vehicle in the event of failure of a first signal indicating a speed of the motor vehicle comprises the steps of continuously closing the parking brake as long as a second signal indicating a driver request to close the parking brake is detected, and opening the parking brake, provided that the parking brake is in a partially open state, as long as an absence of the second signal is detected.

Abstract: A system and procedures for setting a parking brake for an aircraft having an electric brake system are disclosed. Electric activation of a parking brake as described herein mimics the sequence of events that is performed to engage the parking brake of legacy hydraulic brake systems. The electric activation process obtains brake pedal deflection data and parking brake lever status data, and determines whether to set the parking brake mechanism based upon the received data. Once the electric brake actuators are set, the electric brake system engages a friction brake to hold the brake actuators in place without having to physically lock or latch the brake pedals in a depressed position.

Abstract: An apparatus for manually shifting an automatic transmission can include a lever assembly, a coupling member and a lock arrangement. The lever assembly can include a variable length lever. The coupling member can be connected at a first end to the lever assembly and can be adapted to be coupled at a second end to a shift lever of the transmission. The lock arrangement can be associated with the lever assembly, and can be configured to provide for selective movement of the variable length lever between a stowed position having a first length and a deployed position having a second length greater than the first length. Actuation of the lever assembly can be adapted to move the shift lever to manually release a parking lock of the automatic transmission.

Abstract: A parking brake system that uses a locking device to maintain a parking release condition may include a control lever that may be rotatably connected to the exterior of a transmission, a shift cable that may be rotatably connected to an end of the control lever, the locking device that may be connected to the other end of the shift cable and selectively maintains the parking release condition, and a parking device that includes a piston member in a cylinder and that may be connected to the end of the control lever and uses hydraulic pressure to move the control lever and the shift cable such that the parking release condition may be maintained.

Abstract: In a hydraulic control arrangement for an automatic transmission of a motor vehicle having a parking lock activation system wherein operating fluid is supplied via a parking lock slide valve to a first parking lock pressure chamber for moving a parking lock-up piston in one direction into a locking position or moving the parking lock piston in an opposite direction, whereby operating fluid is released from the first parking lock pressure chamber via a discharge slide valve by way of which the first parking brake pressure chamber is connected to a tank for releasing the parking lock-up.

Abstract: A device for operating a parking brake of a motor vehicle, wherein the parking lock includes an actuatable actuator element for disengaging the parking lock counter to a restoring pressure, and an actuatable holding device for holding the parking lock when the latter is disengaged. The device includes a selector control lever and a transmission control device communicating therewith, the selector control device actuating the holding device and the transmission control device actuating the actuator element.

Abstract: A hydraulic shifting device for an automatic transmission for engaging and disengaging a parking lock. The shifting device comprises a parking lock cylinder (203) for actuating the parking lock, and a parking lock valve (201) which, for hydraulic control of the parking lock cylinder (203), can be switched to at least first and second shift positions. In this case the hydraulic shifting device comprises a further parking lock valve (202), and the two parking lock valves (201, 202) and the parking lock cylinder (203) are designed and connected with one another in such manner that the parking lock can only be disengaged by pressurizing the parking lock cylinder (203) if the two parking lock valves (201, 202) are each switched to a particular shift position.

Abstract: The invention relates to a locking unit, in particular for a parking lock of an automatic transmission, for locking the motion of a piston that can be moved by a drive, in particular a piston to which pressure can be applied, wherein the locking unit has an electromagnet and at least one catch element and the catch element interacts with the armature or armature rod of the electromagnet or with a bolt or bolt ring retained by the armature or armature rod or arranged on the armature or armature rod and the piston has at least two catch receptacles at a distance from each other and the piston can be fixed in different positions of the piston by the stopping interaction of the catch element with the respective catch receptacle. The invention further relates to a transmission equipped with the locking unit.

Abstract: A park brake system for an electric motor actuator is provided. The system may comprise a wrap spring that may rotatably engage the shaft. In this regard, the system may be configured to exert a radial force on a shaft of the electric motor actuator to lock the actuator. Moreover, in various embodiments, the system may be bi-stable.

Abstract: A park brake system for an electric motor actuator is provided. The system may comprise a micro-motor, and one or more gears. The system may be configured to exert a radial force on a shaft of the electric motor actuator to lock the actuator. Moreover, in various embodiments, the system may be bi-stable.

Abstract: A clutch transmission, in particular a dual-clutch transmission for a vehicle, such as a motor vehicle, includes at least one automatic transmission with a hydraulically actuatable clutch and at least one hydraulically actuatable gear actuator, and a hydraulic circuit having a tank supplying an unpressurized hydraulic medium and a pressure source supplying a pressurized hydraulic medium. For operating the respective clutch, a first pressure control valve and at least one second pressure control valve are arranged upstream of the respective coupling. At least one of the pressure control valves is connected with an upstream switching device which connects the at least one pressure control valve and a hydraulically actuatable parking lock either with the pressure source or with the tank.

Abstract: The vehicle can include a power transmission system for transmitting power of an internal combustion engine to drive wheels through transmissions and a parking brake system for restraining rotation of the drive wheels by engaging with a part of the power transmission system. The parking brake system for the vehicle can also include a parking drive mechanism which operates a restraining member, by turning of an input shaft of a shift drive mechanism for changing the shift position in the transmission, so as to restrain rotation of transmission gear shafts, and thereby establish a parking brake state. In the parking brake system, a shift cable connected to the input shaft is connected to a parking operation lever.

Abstract: A parking device includes a drive cam disposed around an MG shaft that transmits a drive force of a second motor generator by being coupled with a parking gear, a driven cam disposed around an MG shaft so as to be able to rotate integrally with the MG shaft and capable of moving in the axial direction of the MG shaft by a relative rotation generated between the driven cam and the drive cam when the parking gear is locked by a pilot clutch, and a dog type brake that engages the parking gear with the MG shaft and a transaxle case accommodating the parking device by the movement of the driven cam. With the configuration, a shock load at the time of operation can be suppressed and the parking device can be reduced in size.

Abstract: A transmission park-brake system includes a transmission park brake, a solenoid, first, second and third pressure sources, and a servo valve for disengaging the park-brake using the first and second pressure sources, holding the park-brake disengaged using a force produced by the solenoid and one of the first and second pressure sources, and engaging the park-brake using the third pressure source.

Abstract: A transmission device includes a mounting frame having an abutting member, a driving sleeve sleeved fixedly on a drive shaft extending through the base plate, a transmission wheel sleeved rotatably on the driving sleeve, and a connecting post extending through a radially extending through hole in the transmission wheel and into a spiral first guiding groove in the driving sleeve having opposite first and second ends. A position-limiting member is disposed rotatably on a side surface of the transmission wheel. A ball is disposed in a ball-receiving hole in the position-limiting member and is movable in a curved second guiding groove in the side surface of the transmission wheel having a shallower first end and a deeper second end. When the drive shaft rotates regularly and reversely, the ball is spaced apart from the abutting member.

Abstract: A park-position mechanism includes a selector mechanism that includes a cam mounted on a selector hub shaft, a park gear mounted on a main shaft and corresponding in position to the cam, a park arm arranged between the cam and the park gear. The park arm has a holed base fit over a stud that rotates and supports the park arm in a crankshaft case. A torsion spring is arranged between the park arm and the crankshaft case with ends attached to the park arm and the crankshaft case respectively. The park arm has a driven section and an engaging section respectively extending from opposite sides of the holed base. The engaging section forms a projection. The driven section forms a hole in which a guide rod is received in an axially movable manner. The guide rod is engaged with the earn and is thus selectively driven by the cam to cause engagement of the projection of the engaging section with the park gear. A resilient member is arranged between the hole and the guide rod.

Abstract: An electronic parking brake for vehicle is provided that includes a movement detecting sensor that is configured to detect a movement of a vehicle once the vehicle is turned off. In particular, a controller is configure to determine whether the vehicle is on or off, and in response to determining that the vehicle is turned off, power is supplied to a sensor. Once the sensor is activated, the sensor then detects any movement of a vehicle while the vehicle is turned off. Upon detecting that the vehicle is moving, power is applied by a controller to a motor operator to engage the electronic parking brake and thereby automatically applies the parking brake.

Abstract: A transmission is provided with an engagement member rotationally moved between an engagement position where the engagement member is engaged with a parking gear to restrict the rotation of a drive shaft, and an engagement release position where the engagement member is disengaged from the parking gear to permit the rotation of the drive shaft; a support member provided in a case to be distanced from a rotational axis of the engagement member; and a pair of urging members urging the engagement member in a direction in which the engagement member rotationally moves from the engagement position toward the engagement release position, and supported on the support member respectively at symmetrical positions that are on both sides of the engagement member in a rotational axis direction of the engagement member.

Abstract: A park-brake actuator includes a cam including first serrations and an open-ended slot, a piston including second serrations displaceable relative to the cam in response to variable pressure applied to the piston, a spring, and a rod including a pin urged by the spring toward the slot and contact with the first and second serrations, the pin moved by piston displacement from the slot, onto one of the first serrations to a flat-tow position.

Abstract: An emergency release mechanism for an automatic transmission includes a shift lever adapted to release a parking position when engaged in an operating position. The shift lever has a hooked or tooth-shaped end portion and is moved by a manually-operated tackle which has an end defined by a surface area of increased diameter to establish an undercut for engagement of the end portion of the shift lever during disengagement of the parking position.

Abstract: A carriage acted-on by a control system controlled by a part of the gearbox, so as to be moved sideways in relation to a locking rod able to interoperate with a toothed crown built into the said gearbox, with the said carriage being coupled to means operated by an actuator so as to be moved, if necessary, into a fixed position of the control system, characterized by the fact that the means consist of two superimposed compact levers and mounted so as to pivot on an axis against a torsion spring, with one of the levers being coupled to the carriage while the other lever is coupled to the control system.

Abstract: It is provided a vehicle shift control device electrically switching a shift position between a parking position and a non-parking position, the vehicle being capable of switching a vehicle state among a first state, a second state and a third state, when an operation for switching the vehicle state is performed in the first state, if a vehicle speed is a predetermined speed or less, switching is executed to the parking position and, after completion of the switching, the vehicle state is switched to the third state, whereas when plural-times of the operations are performed successively during the vehicle running, the vehicle state is compulsorily switched to the second state, and when at least one operation of the plural-times of the operations is performed if the vehicle speed is the predetermined speed or less, switching to the parking position is executed prior to switching to the second state.

Abstract: When an operation lever is operated to either a speed changing path or a neutral path, a second link mechanism establishes no operative coupling between the operation lever and a parking brake mechanism. When the operation lever is operated from the neutral path to a linking path, the second link mechanism establishes operative coupling between the operation lever and the parking brake mechanism. Further, when the operation lever is operated to a braking path, the parking brake mechanism is activated. When the lever is operated to a locking path, a locking mechanism is activated.

Abstract: A motor vehicle parking lock device has at least one locking element for locking a parking lock piston in a positive-fit manner and a release unit having at least one electromagnetic actuator for releasing the parking lock piston. The release unit has a hydraulic and/or pneumatic actuator acting parallel to the electromagnetic actuator and which releases the parking lock piston at least in the event of a failure of the electromagnetic actuator.

Abstract: A voting strategy is used to determine the mode state of a transmission when a vehicle is restarted. A Powertrain Control Module, a Transmission Range Control Module, and a Gear Shift Module communicate through a communication network during execution of the voting strategy. Each module stores a remembered mode state (Normal, Neutral Hold, Neutral Tow, etc.) of the transmission in non-volatile memory. Upon module initialization, the Powertrain Control Module will compare its own remembered mode state of the transmission with the remembered mode state reported by the other two modules. A basic voting strategy is that if two of the three modules report the same remembered mode state then the Powertrain Control Module changes the transmission to that same mode state.

Abstract: A mechanical mechanism is used to prevent a rotor of an aircraft from rotating when the rotor is not in use. The mechanical mechanism disengages when the speed of the rotor exceeds a speed threshold and the mechanism reengages when the speed of the rotor is below the speed threshold.