Abstract: A magnetic holding brake (1) having at least one turning brake member (4) allocatable to a rotatable part (2) of an actuator (3) and a fixed brake member (6) allocatable to a torque-proof part (5) of the actuator (3). The turning brake member (4) and the fixed brake member (6) each at least have one permanent magnet (7, 8) of different polarity. The permanent magnets are lying opposite to each other in a pre-defined relative position of the turning brake member (4) and the fixed brake member (6) under exertion of a braking or holding torque. In this manner, the possibility exists that a holding in the so-called “fail as is”-mode is more easily and reliably and at the same time cost-efficiently achievable without wear or further energy demand.

Abstract: An inhibitor mechanism may include at least one first primary interlocking element and at least one second primary interlocking element each configured to selectively engage with a shift rail in at least one cavity of the shift rail to inhibit the axial movement of the respective shift rail. The inhibitor mechanism may also include at least one secondary interlocking element in contact with the at least one first primary interlocking element, and may be configured to selectively engage with another shift rail in the at least one cavity to inhibit the axial movement of that shift rail. Only one of the primary interlocking elements and the at least one secondary interlocking element may be movable to outside of the at least one cavity of the respective shift rail at one time such that only that respective shift rail is movable in the axial direction.

Abstract: A shift device is provided with a shift lever, a parking switch, and a neutral switch. A transmission is switched to a range, in which the transmission of driving force to driving wheels of a vehicle is started, by the shift lever being operated in two or more directions from a home position and arriving at a specific position. The transmission is switched to a range, in which the transmission of driving force to the driving wheels of the vehicle is interrupted, by the parking switch and the neutral switch being operated in one direction.

Abstract: A plunger mechanism (100) is formed of a plunger (102) having a cylindrical body with a half-spherical tip (104). The plunger mechanism (100) is overmolded (108) such that half-spherical tip (104) is exposed. The plunger mechanism provides a drop-in component for a housing (404) having a rotary control (402) with one or more detents (408). The exposed half-spherical tip (104) makes contact with the detents (408) as a rotary control knob (406) is rotated thereby providing improved torque and tactility without the use of springs and without captivation issues.

Abstract: A switching device has a substrate having a fixed contact portion, a slider, a first moving member having an inclined portion and a first engagement portion and being reciprocable on a first imaginary axis line, a first biasing member, a second moving member having a contact portion and a second engagement portion and being reciprocable on a second imaginary axis line, and a second biasing member biasing the second moving member, in which the first and second moving members are supported to be reciprocable in a state of bringing the inclined portion and the contact portion into sliding contact with each other, the slider comes into contact with and is separated from the fixed contact portion according to the reciprocation of the first moving member, and the first and second moving members are connected by the first engagement portion and the second engagement portion so as to be reciprocable.

Abstract: An actuating device for selection on shift steps of a gear changing transmission. The actuating device comprises a flexible gear selection device (1) with at least two drive step positions, a park lock position and an additional park lock-actuating device (4) for activation of the park lock. When the gear selector device (1) moves out of the park lock position, the gear selector device (1) becomes disengaged while movement of the gear selector device (1) from one of the drive step positions into the park lock position, or beyond the previous park lock position, does not engage the park lock. Engagement of the park lock is only achieved by actuating the additional park lock-actuating device (4). This improves the safety and provides intuitive shifting between the different drive step positions without the need to view the gear selector device. The unintended engagement of the park lock is precluded.

Abstract: A Park inhibition solenoid assembly for preventing the undesirable shifting of a transmission from an out-of-Park mode to a Park mode includes a follower and an armature slidably disposed within a valve body/housing and within a solenoid. The follower is moveable between an out-of-Park position and a Park position and the armature is moveable between an unlocked position and a locked position. The follower and armature include detents for supporting a bearing. The armature and bearing prevent the follower from moving from the out-of-Park position to the Park position when the armature is held in place in the lock position by the solenoid.

Abstract: A vehicle (10) has a frame (12), at least two wheels (14, 16), a straddle seat (28), a handlebar (18) having first (20) and second (22) handles, an engine (30), a semi-automatic transmission (32), and a housing (24) disposed adjacent the first handle. A shift lever (108) is pivotally connected to the housing. At least a portion of the shift lever extends away from the handle side of the housing towards an end of the first handle and is disposed at least in part vertically below the first handle. The shift lever has rear (140) and front surfaces (142). The shift lever is movable to an up-shift position by pressing one of the front and rear surfaces, is movable to a down-shift position by pressing a remaining one of the front and rear surfaces, and is biased towards a rest position intermediate the up-shift and down-shift positions. The shift lever is operatively connected to the semi-automatic transmission.

Abstract: An inhibitor switch for detecting a shift position of a select lever is provided with: a terminal block fixed in a transmission case of an automatic transmission; a contact plate provided in the terminal block; an operating portion configured to cooperatively move with the select lever and to move along the contact plate; a movable contact formed on the operating portion and configured to slide on the contact plate to form an electric circuit according to a contact position between the contact plate and the movable contact; at least one disconnecting portion formed in the contact plate and cut at a plurality of positions after the contact plate is provided in the terminal block for interrupting electrical conduction; and at least one set of a plurality of disconnecting holes for cutting the disconnecting portion and formed in the terminal block by primary molding. The disconnecting holes respectively correspond to the plurality of positions at which the disconnecting portion is cut.

Abstract: A linear vehicle transmission switch (10) has first and second interfitting housing members (12, 14) each having an electrically conductive lead frame (12m) insert molded in electrically insulative material and formed with exposed segments (12f) of lead frame material along linear tracks. An elongated actuator (16) is slidably received in a channel of one of the housing members and is disposed along a side of the tracks. A paddle (16b) extends transversely across the tracks. Ribs are disposed between tracks and dimensioned to limit rotational movement of the paddle. A pair of stabilized contact switches is disposed on the paddle for each track. The housing members have a selected camber to lower the force required to move the actuator. The lead frames are plated to reduce contact resistance and improve wear.

Abstract: Actuator comprising of a quick release unit and a means for determining the position of an activation element. With the quick release unit it is possible to release the activation element from the actuator's electric motor and the transmission or, at least part of it, to make a rapid adjustment to the activation element without the motor and transmission. The means typically used for determining the position of the activation element comprises of a potentiometer, an optical or magnetic encoder indirectly driven by the motor. By connecting the instrument for position determination (33) to the spindle (2) or the part of the transmission between the quick release and the spindle (2), the position of the activation element remains known regardless of whether it is released or connected, or has been released.

Abstract: A rotatable selector mechanism for a motor vehicle transmission has a selector knob rotatable in a housing to select an operating mode of the transmission among a number of selector positions indicated by a label (P,R,N,D,M). The selector mechanism further includes a detent plate which cooperates with a detent pin for maintaining the selector knob in each of positions. The detent plate is connected to position sensors for generating selector signals to a transmission control unit which supplies control signals to an actuator for operate the transmission according to the operating mode selected. The detent plate is also associated to the selector knob and to a drive correction means by means of clutch devices respectively to engage the detent plate to one of the selector knob and the drive correction means.

Abstract: An electrical switch assembly is provided for an electronically controlled transmission that allows user selection between a plurality of shift schedules for the transmission. The switch assembly provides a signal for selecting among the plurality of shift schedules and has a housing. A first set of electrical contacts are positioned within the housing, and selectively closable to cause the input signal to be indicative of a selection of a first shift schedule. A second set of electrical contacts are positioned within the housing and are selectively closable to cause input signal to be indicative of a selection of a second shift schedule.

Abstract: A vehicle transmission includes a plurality of shift shafts that cooperate with a common neutral switch to control when range shifts occur. In one example, the plurality of shift shafts includes a first shift shaft, a second shift shaft, and a third shift shaft that is positioned between the first and second shift shafts. A plunger actuates the neutral switch in response to movement of the third shift shaft along an axis. A first switch pin is positioned between the first shift shaft and the plunger and a second switch pin is positioned between the second shift shaft and the plunger. The first and second switch pins move the plunger to actuate the neutral switch in response to axial movement of a respective one of the first and second shift shafts. Thus, each of the first, second, and third shifts shafts can actuate a single neutral switch by cooperating with a common plunger.

Abstract: An inhibitor switch for detecting a shift position of a select lever is provided with: a terminal block fixed in a transmission case of an automatic transmission; a contact plate provided in the terminal block; an operating portion configured to cooperatively move with the select lever and to move along the contact plate; a movable contact formed on the operating portion and configured to slide on the contact plate to form an electric circuit according to a contact position between the contact plate and the movable contact; at least one disconnecting portion formed in the contact plate and cut at a plurality of positions after the contact plate is provided in the terminal block for interrupting electrical conduction; and at least one set of a plurality of disconnecting holes for cutting the disconnecting portion and formed in the terminal block by primary molding. The disconnecting holes respectively correspond to the plurality of positions at which the disconnecting portion is cut.

Abstract: A linear vehicle transmission switch (10) has first and second interfitting housing members (12, 14) each having an electrically conductive lead frame (12m) insert molded in electrically insulative material and formed with exposed segments (12f) of lead frame material along linear tracks. An elongated actuator (16) is slidably received in a channel of one of the housing members and is disposed along a side of the tracks. A paddle (16b) extends transversely across the tracks. Ribs are disposed between tracks and dimensioned to limit rotational movement of the paddle. A pair of stabilized contact switches is disposed on the paddle for each track. The housing members have a selected camber to lower the force required to move the actuator. The lead frames are plated to reduce contact resistance and improve wear.

Abstract: An electronically-active vehicle gear-shift knob (10) consisting of a hand-grasping section (12), an electronics enclosure (44) that is attached to an upper edge (14) of the hand-grasping section (12), and an electronics control circuit (90) consisting of a transmitting circuit (92) and a remotely located receiving circuit (94). The enclosure (44) includes a set of four pushbutton switches (92E) that are connected to the transmitting circuit (92). The closure of any one of the pushbutton switches (92E) allows the transmitting circuit (92) to produce an RF output signal (19) that is radiated via an antenna (92H) to the receiving circuit (94). The receiving circuit (94) subsequently processes the RF output signal (19) and produces an output control signal (29) that energizes an LED light corresponding to the specific pushbutton switch (92E)that has been closed.

Abstract: An inhibitor switch is used to correctly perform the detection of speed change positions. This inhibitor switch has a terminal block with fixed contacts and a moving block which is mounted and fitted onto a manual shaft of an automatic transmission, has a signaling contact and large capacity current-carrying contacts, and is rotatable relative to the terminal block. This inhibitor switch is used for electrically detecting a speed change position of the automatic transmission on the basis of a relative rotating positional relationship of the fixed contacts and the signaling contact in accordance with the rotation of the manual shaft. The moving block, which is mounted on the manual shaft, has a boss portion formed of a resin and a contact support portion whereon the signaling contact and large capacity current-carrying contacts are mounted. The contact support portion is formed of metal and the signaling contact is joined to the contact support portion by caulking.

Abstract: A transmission gear position sensing assembly includes a transmission housing with a bore having a shift shaft disposed therein. The shift shaft has an axis about which the shaft translates as the transmission is shifted between gear positions. The housing includes a hole with a switch assembly received in the hole transverse to the shift shaft axis. The shift shaft includes a profile aligned with the switch assembly. The profile has first, second, and third surfaces respectively spaced radially from the axis a first, second and third distance. The third surface is arranged between the first and second surfaces. The third distance is larger than the first and the second distances, and the third surface corresponds to a neutral gear position. The switch assembly includes a member biased to engagement with the profile by a spring. The switch assembly senses the gear precision by the corresponding location along the profile.

Abstract: A shift apparatus for shifting gears in a vehicle driven by an engine. The shift apparatus includes a plurality of shift selectors that are pushed. The shift selectors instruct the shifting of gears. A rotatable engine start actuator is arranged at substantially the same location as the shift selectors to start the engine when rotated. A confirmation device confirms that the person operating the shift apparatus is an authorized user. A first enabling device enables the rotation of the engine start actuator based on the confirmation result of the confirmation device.

Abstract: An input device for use in a vehicle for inputting settings pertaining to a driver's intention of acceleration and deceleration includes a running mode selection switch and an acceleration/deceleration switch. A plurality of modes, for example, a manual speed change mode, an automatic speed change mode, a speed setting mode, and a distance-between-cars setting mode, are selectively set in the running mode selection switch. The acceleration/deceleration switch allows an accelerating or decelerating operation in correspondence to the selected mode. Operation switches which have been conventionally provided separately for each of functions are integrated into two parts, that is, the running mode selection switch and the acceleration/deceleration switch. After a desired mode has been selected, a desired function can be realized only by operation corresponding to a driver's intention of acceleration or deceleration.

Abstract: The detent and neutral switch mechanism includes a roller detent pin attached to a roller spring. The detent pin engages contoured shift fork extensions and resists movement of the shift fork extensions when gears are shifted and creates a “shift feel.” A neutral switch positioned above the roller spring indicates when the transmission is in neutral. When the transmission is in neutral, the deep neutral detent notches on the shift fork extensions are aligned, lowering the detent pin and disengaging the roller spring from the position switch, indicating the transmission is in neutral and that it is safe to make a shift. When the transmission is in gear or in the process of making a shift, the detent pin engages raised in-gear notches or detent peaks, respectively, engaging the roller spring with the position switch indicating that the transmission is not in neutral.

Abstract: A recognition switch assembly (10) has a movable contact assembly (24) mounted on an actuator (22) mounted for sliding movement along a longitudinal direction (12a) in a housing (20) with a stationary contact board (26) mounted on the housing over the movable contact assembly (24). The actuator is formed with a laterally deflectable beam (22q) on one side of the actuator having a protrusion (22s) which cooperates with space protrusions (22p) on the opposed side for sliding engagement with opposed sidewalls (20f, 20g) of the housing. A pair of vertically deflectable beams (22k) having a protrusion (22n) slidingly engage platform surfaces (20b, 20c). When mounted in the housing, the beams are deformed to eliminate clearances between the actuator (22) and the housing (20) in both the vertical and lateral directions resulting in an improved, vibration independent, electrical output signal of the switch assembly.

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: A shift apparatus for shifting gears in a vehicle driven by an engine. The shift apparatus includes a plurality of shift selectors that are pushed. The shift selectors instruct the shifting of gears. A rotatable engine start actuator is arranged at substantially the same location as the shift selectors to start the engine when rotated. A confirmation device confirms that the person operating the shift apparatus is an authorized user. A first enabling device enables the rotation of the engine start actuator based on the confirmation result of the confirmation device.

Abstract: A transmission system including an automatic transmission having a plurality of speed change modes, including at least a continuously variable speed change mode and a steeping speed change mode, and a sub-transmission connected to the automatic transmission. The sub-transmission is capable of switching to one of a plurality of running ranges including at least a forward range, a neutral range, and a reverse range. The transmission system also includes a mode switch for selectively switching to one of the plurality of speed change modes of the automatic transmission, and a shift switch for switching from one speed change stage to another speed change when the stepping speed change mode is active. Functionality of the shift and the mode switch are collectively integrated into a common switch is selectively used as the shift switch or the mode switch.