Abstract: An anti-theft device 10 is operatively connected to a vehicle drivetrain, downstream of a power plant. To this end, a gear 12 is mounted for rotation together with a driveshaft 13. The device 10 further includes a pivotally mounted locking pawl 17 which is movable relative to the gear 12 between an open position in which a profiled head 18 of the pawl 17 is spaced away from a periphery of the gear 12 such that the gear 12 is permitted to rotate freely together with the driveshaft 13, and a locked position, in which the profiled head 18 of the pawl 17 engages the gear 12 and prevents rotation thereof, thereby locking the driveshaft 13 in position. The device includes an actuator 23 and ECU 22 in a tamper-proof casing 27. The ECU controls engagement of the pawl depending upon a position of a handbrake and ignition switch.

Abstract: Mechanically or electromechanically positioning a deadbolt used to lock or unlock a door is disclosed. An electromechanical lock can include a deadbolt to be positioned to lock or unlock a door. The deadbolt can be mechanically positioned based on the rotation of a paddle of the electromechanical lock or electromechanically positioned via a motor being turned on to position the deadbolt. A disengagement mechanism can disengage an engagement cog from a worm gear hub of a gear train of the motor upon the mechanical positioning, but remain engaged upon the electromechanical positioning.

Abstract: A system is described, as well as methods of using the system. The method may include: determining at least one of the following: a communication error, a read-memory error, or an absence of a PTU shift between a two-wheel drive (2WD) mode and an all-wheel drive (AWD) mode for a threshold amount of vehicle operation; determining that a vehicle ignition state is not in a RUN state; and executing the task.

Abstract: Mechanically or electromechanically positioning a deadbolt used to lock or unlock a door is disclosed. An electromechanical lock can include a deadbolt to be positioned to lock or unlock a door. The deadbolt can be mechanically positioned based on the rotation of a paddle of the electromechanical lock or electromechanically positioned via a motor being turned on to position the deadbolt. A disengagement mechanism can disengage an engagement cog from a worm gear hub of a gear train of the motor upon the mechanical positioning, but remain engaged upon the electromechanical positioning.

Abstract: The present invention is directed toward a shift actuator assembly that includes a housing having a retaining mechanism. A holding pawl is biased into engagement with the retaining mechanism. A solenoid releasably engages the pawl when the shift shaft is disposed in its first position such that once the solenoid disengages the pawl, the cam surfaces on the retaining mechanism cooperate with the holding surfaces on the pawl to drive the pawl out of engagement with the retaining mechanism thereby releasing the biasing force of the biasing mechanism to drive the housing and the shift fork axially on the shift shaft between engaged and disengaged positions with respect to the associated gear set.

Abstract: A method for shifting an automatic or an automated transmission of a motor vehicle to a “neutral” position such that the shift position of the transmission and a parking lock, provided for keeping the motor vehicle stationary, are engaged as a function of a shift position selected with a driver operated selector device and as a function of other operating parameters of the motor vehicle. A holding phase, in which the transmission is in the neutral position, free from friction force locking, can be activated by a separate operating device which is provided, in addition to the selector device, but only when the motor vehicle is simultaneously at least approximately stationary, an ignition current circuit that acts on a drive engine of the motor vehicle is electrically interrupted, and the “neutral” (N) shift position is specified by a selector device.

Abstract: A selection device for shifting a vehicle transmission, with a operating element (4), which can be rotated into different shift positions (6, 7, 8, 9) about an axis of rotation (5) and with a shaft (21), which is connected to the operating element (4) and is rotatable about the axis of rotation. An angle of rotation sensing device (32) is connected to the shaft, by which a rotation of the operating element (4) about the axis of rotation (5) can be sensed. An actuator (22) is provided by which a torque can be applied to the shaft (21) or a torque can be applied to oppose a rotation of the shaft (21). A control is connected to the angle of rotation sensing device (32) and to the actuator (22) for controlling the torque.

Abstract: The invention relates to a locking cylinder with a longitudinal housing, said housing containing a control sensor for triggering an electrical switch for detection of introduction of a key into the cylinder, said sensor being slideably mounted parallel to the axis (A) of introduction of the key, the front end section of the sensor, which may be pushed by the key, cooperates with the housing means to form a ramp to cause a displacement of said front end section in a direction inclined with relation to the axis (A) between a lower idle position and an upper trigger position in which the housing (2) further contains a switch trigger means, in contact with the rear end of the sensor, said trigger means being only able to move parallel to the axis (A).

Abstract: A method of automatically engaging a parking lock or an automatic or automated gearbox of a motor vehicle, which can be engaged depending on a drive position selected by the driver of the motor vehicle, by way of a selector device and depending on other operating parameters. In order to achieve as little restriction of the drivability of the motor vehicle as possible, without neglecting the safety of the driver and surroundings, two different complex embodiments of an Auto_P function for automatically engaging the parking lock are proposed, if the motor vehicle is at least approximately stopped and, at the same time, an ignition circuit acting on the drive motor of the motor vehicle is electrically interrupted.

Abstract: A key interlock system for use in a vehicle may include a start key having a locking groove and inserted into a start key receiving groove formed in an operating knob which is rotatably received in a switch box, a stopper selectively connecting the switch box with the start key, wherein the stopper includes a body configured to be inserted into the locking groove of the switch key through the switch box and the operating knob, an elastic member resiliently supporting the stopper in a direction against the operating knob, and an actuator generating an operating force to the stopper against an elastic force of the elastic member to selectively insert the stopper into the locking groove of the start key when a shift lever is in any position except for a parking position and the start key is rotated from an ON position to an ACC position.

Abstract: A column lock assembly for a vehicle including a steering shaft rotatable about a longitudinal axis is disclosed. A first abutment defining a plurality of recesses and a second abutment are mounted to the steering shaft. A sleeve is disposed between the abutments with a locking member movable between a locked position preventing rotation of the sleeve and an unlocked position allowing rotation of the sleeve. The sleeve includes a body portion and a first protrusion engaging one of the recesses to couple the sleeve to the steering shaft for concurrent rotation about the longitudinal axis with the body portion being deformable along the longitudinal axis to move the first protrusion from one of the recesses to an other one of the recesses for allowing rotation of the steering shaft relative to the sleeve when the locking member is in the locked position.

Abstract: A selection device for shifting a vehicle transmission, with a operating element (4), which can be rotated into different shift positions (6, 7, 8, 9) about an axis of rotation (5) and with a shaft (21), which is connected to the operating element (4) and is rotatable about the axis of rotation. An angle of rotation sensing device (32) is connected to the shaft, by which a rotation of the operating element (4) about the axis of rotation (5) can be sensed. An actuator (22) is provided by which a torque can be applied to the shaft (21) or a torque can be applied to oppose a rotation of the shaft (21). A control is connected to the angle of rotation sensing device (32) and to the actuator (22) for controlling the torque.

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: 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 switchlock assembly with snap-in cam for mounting in a panel from the front with the panel cutout being smaller than the cam radius. The switchlock assembly comprises a switch base, a shell, a plug operable by a key, the cam and a latch clip. The latch clip prevents the plug from being removed from the shell. The latch clip also secures the cam within the plug and prevents the cam from being removed, but does not prevent the cam from rotating when a key is inserted into the plug of the switchlock assembly and turned. Switch tumblers and tumbler splines enable a key to be pulled out in a designated position, but not to allow the key to be pulled out 180 degrees from the designated key pull position.

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 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 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.

Abstract: A transmission control for an engine of an automotive vehicle wherein the vehicle has a steering column assembly having a steering wheel unit pivoted to a rear end portion of a steering column for limited arcuate movement provided with a key-operated cylinder forming part of an ignition system for the engine. A gate is mounted on the steering column and has a plurality of spaced detents corresponding to the usual gearshift positions. A gearshift lever is movable relative to the gate and has a part selectively engageable in the detents. A gearshift blocker is supported on the steering column for pivotal movement to and from an operative position blocking movement of the gearshift lever away from the PARK position.

Abstract: A device with a selection lever, which is pivoted about a rotational axis and arranged on a selection lever housing, for motor vehicle automatic transmissions, wherein a barring bolt connected with a lock cylinder is provided for the bolting mechanism of the selection lever. To keep the selection lever housing which rises into the vehicle's interior as small as possible, the barring bolt is disposed underneath the rotational axis of the selection lever. For the bolting mechanism of the selection lever, the barring bolt then engages a groove-shaped recess, of a pivoted catch lever arranged likewise underneath the rotational axis. The catch lever is fixed by the barring bolt and also fixes the selection lever in its bolted setting with a tang. For this, the selection lever is designed as a reversing lever, so that the tang of the catch lever engages the (second) lever part of the selection lever located underneath the rotational axis.

Abstract: A cable (52) operated ignition safety interlock assembly (50) for an automobile having an ignition switch (16) and an automatic transmission having a gear selector lever (14). The gear selector lever (14) includes a detent (20) manually moveable between a Home position, associated with the Park position of the gear selector lever (14), and a plurality of displaced positions associated with each of the drive positions of the gear selector lever (14). An interlock (50) restrains the ignition switch (16) in its Run position until the gear selector lever (14) is moved to its Park position to remind the driver that the transmission is not safety engaged in the Park condition. The interlock (50) includes a cable (52) having a first end (56) operatively connected to the detent (20) of the gear selector lever (14) and a second end (58) operatively engagable with the ignition switch (16) to restrain the ignition switch (16) in the Run position, and thus to prevent removal of the key from the ignition switch (16).

Abstract: A vehicle park/lock mechanism with a novel control module in which is located a locking mechanism, an electrically actuated actuator for actuating said locking mechanism said module including a control switch which is actuated in response to the actuation of the locking mechanism. A restraining member is provided to prevent actuation of such switch to assure complete unlocking of the locking mechanism before the switch is actuated.

Abstract: An arrangement for locking the ignition key of a motor vehicle using the selector lever of an automatic transmission includes a locking element which engages via a guide nose in a guideway on the selector lever. The locking element is connected with an ignition lock by way of a cable pull. An intermediate element, which can be loaded in a pressure direction by a pressure rod in the selector lever acts upon an upper edge of the locking element constructed as a lever. This permits a mechanical locking using only one swivellable locking element. The mechanical locking is secure with respect to misuse.

Abstract: An automotive shifter interlock in which a slidable shift lever release member is mechanically locked in a shift-release-inhibit position by the combination of an electromagnet bolt and an ignition switch bolt. The ignition switch bolt mechanically locks the electromagnet bolt in a position locking the shift lever release member even though no power is supplied to the electromagnet. After the ignition switch is closed and the ignition switch bolt withdrawn, the electromagnet continues to provide an electromagnetic lock until the brake pedal is depressed.

Abstract: A steering column-mounted shift control assembly includes a rotatably mounted shift lever unit, a shift handle pivotally mounted on the shift lever unit, and a spring for urging the terminal end of the shift handle toward a planar gate unit having Park, Reverse, Neutral, Drive, Second and Low detents formed thereon for selective cooperation with the spring-loaded shift handle terminal end to select a desired transmission shift position. A mechanical brake interlock system cooperates between a foot brake lever and a blocker member pivotally mounted adjacent the terminal end of the shift handle adapted to prevent pivoting of the blocker member away from the terminal end to thus prevent movement of the terminal end of the shift handle out of the Park detent position prior to depression of the commonly used brake pedal and its associated brake lever.

Abstract: A manual transmission and ignition interlock is provided for a vehicle having a manual transmission operated by a shift lever. A solenoid is movable between positions blocking and unblocking movement of the vehicle ignition to OFF. A latch bar carried by the shift lever is biased to a latched position and can be moved to unlatched position by a pull-up ring on the shift lever. The latch bar is cammed downward against the spring bias out of latched position when it is extended through a slot in a latch retainer when the shift lever is moved to REVERSE, and then snaps up to latch the shift lever. Another solenoid has a plunger which extends to underlie the latch bar and trap it, thus locking the latched shift lever in REVERSE. In one embodiment, bi-stable solenoids are controlled by a controller that is provided with high and low current inputs from branch circuits that include control switches operated by ignition position.

Abstract: A floor mounted manually operable shifter assembly for use with a vehicle manual transmission having a gear shifter selectively pivotal to a plurality of positions about longitudinal and transverse axes. The gear shifter assembly base has a pivotally mounted bellcrank lever, including an upstanding first arm and a rearwardly extending dish-shaped second arm, defining an upwardly concave semi-spherical raceway formed with a reverse gear position notch. An end fitting, pivoted on the shifter lower end, is adapted to apply a clockwise pivoting force on the raceway during the shifter's rearward travel which force overrides an interlock cable core counter-clockwise biasing force on the bellcrank lever. During the end fitting's forward travel on the raceway the cable core biases the raceway into counterclockwise sliding contact with the end fitting.

Abstract: A column-mounted shift control assembly. The latter includes a rotatably mounted shift lever unit, a shift handle pivotally mounted on the shift lever unit, and resilient device for urging the terminal end of the shift handle toward a planar gate unit having Park, Reverse, Neutral, Drive, Second and Low detents formed thereon for selective cooperation with the spring-loaded shift handle terminal end to select a desired transmission shift position. A mechanical brake interlock mechanism cooperates with a blocker member pivotally mounted adjacent the terminal end of the shift handle adapted to prevent pivoting of the blocker member away from the terminal end to thus prevent movement of the terminal end of the shift handle out of the Park detent position prior to depression of the commonly used brake pedal.

Abstract: To prevent an erroneous operation of the key interlock mechanism (cylinder key) (60) and further to improve the function of the key interlock mechanism and the operability of the shift lever (30), a shift lever apparatus comprises: a shift lever (30) having a position pin (31) shifted between a park position (P) and drive positions; a shift lever lock mechanism (40) for locking the position pin located at the park position having: a key lock lever (41) formed with a first arm portion (41a) and a second arm portion (41b); a support lever (42) pivotally supported by the second arm portion (41b) of the key lock lever and formed with an end arm portion (42a), the position pin (31) being pinched between the first arm portion (41a) of the key lock lever (41) and the end arm portion (42a) of the support lever (42); a first spring (44) for urging the first arm portion (41a) of the key lock lever (41) toward the position pin; a second spring (45) for urging the end arm portion (42a) of the support lever (42) toward th

Abstract: A security device for an automobile having a floor pan that defines a lower surface of an operators compartment in the automobile. The security mechanism includes a key operated lock assembly that is securely mounted in the floor pan. A first end of the lock assembly is engagable with a manually operated key and is disposed to the interior of the drivers compartment while the second end of the lock assembly is disposed to the exterior of the drivers compartment. The lock assembly includes a locking member which moves between extended and retracted positions in response to manipulation of the key in the lock assembly. In a retracted position, the locking member is disposed to permit normal shifting and conditioning of a shiftable transmission of the automobile.

Abstract: An automobile steering lock consisted of a lock body received in an inner casing covered by an outer casing, a shackle having two opposite ends inserted into holes on the outer and inner casings and holes on the lock body and locked in place by two opposite stop plates, a lock cylinder disposed perpendicular to the shackle and having a bevel gear coupled to the plug thereof, a switch control gear meshed with the bevel gear and having two keys respectively engaged into a respective lock notch either stop plate, a microswitch, a light emitting diode and a burglar alarm respectively connected to the microswitch, whereby the microswitch is switched on as the shackle is inserted into position; turning the plug of the lock cylinder causes the bevel gear to turn the switch control gear in moving the stop plates toward each other, and therefore the shackle is unlocked.

Abstract: The present invention is directed to a shift locking apparatus for blocking a shifting movement unless a special operation is conducted such as the depression of a foot brake by an operator, when a shift lever of an automatic transmission is moved from a specified shift position of a parking "P" and the like to another shift position, wherein when releasing of the shift lock is conducted by an electrically operated actuator such as a solenoid, the shift lock can be released by use of a key for a vehicle even in a condition where the electrically operated actuator is not used. The operation of a key cylinder by use of the key of the vehicle by the operator causes the shift lock to be released, ensuring that the operator can move the shift lever to any other shift position, thereby permitting the vehicle to be moved even if there is some trouble such as electrical trouble.

Abstract: A column-mounted shift control assembly includes a gate and mounting bracket, a shift lever unit rotatably mounted on the bracket, a shift handle pivotally mounted on the shift lever unit, and resilient means for urging the terminal end of the shift handle toward the bracket. The latter includes a planar gate portion having detents formed on an edge thereof for selective cooperation with the shift handle terminal end to select a desired transmission shift position. An ignition interlock mechanism cooperates with the terminal end of the shift handle to prevent its movement out of the Park detent position unless the ignition switch key is turned on, and further prevents the ignition switch from being turned back to Lock unless the terminal end is in Park position, thus preventing key extraction.

Abstract: A gear select lever locking arrangement comprises a gear select lever with a position pin and a manual push button for moving the position pin into a predetermined notch of a position plate from a groove of the position plate after placing the gear select lever in a P (parking) position. When the position pin moves into the predetermined notch, a catch mechanism shifts from an open position to a catch position. In the catch position, a latch assumes a position to prevent the position pin from moving out of the predetermined notch. The catch mechanism is operatively connected to a blocking mechanism such that when the catch mechanism assumes the open position, the blocking mechanism assumes a blocking position wherein a key operated cylinder is blocked from rotating a predetermined position wherein a key is removable from the key operated cylinder.

Abstract: The shift lever interlock system combines a shift lever position signal, interlock actuator extend and retract signals and vehicle system input signals (e.g., representing the service brake, ignition key-in, ignition circuit and vehicle battery voltage level) in a logic control circuit to lock the shift lever in the "Park" position, except if the ignition key is not in the "Lock" position and the service brake is depressed (applied) or the voltage of the battery is too low. The interlock system is not actuated to lock the shift lever in position when the shift lever is in positions other than as retained in the "Park" position by the detent mechanism.

Abstract: A lock assembly for a gear shifter of a vehicle includes a base plate mounted to a floor of the vehicle adjacent to the gear shifter, a base frame mounted on the base plate, and a motor mounted on the base frame and having an output bevel gear. A pair of mount plates are spaced on the base frame. A hollow holder is movably mounted on two guiding bars which parallelly extend between the mount plates. A holder block is provided inside the hollow holder. A guiding sleeve mounted on the base plate receives a screw therein. An end of the screw extends out of the guiding sleeve and engages with a holder for securely holding the gear shifter and for moving therewith. A screw member is rotatably mounted in one of the mount plates. The screw member includes a bevel gear end which meshes with the bevel gear of the motor, a right hand thread portion which engages with the hollow holder, and a left hand thread portion which engages with the holder block.

Abstract: A service brake and shift lever interlock system for a vehicle is operably controlled by a logic control circuit to prevent movement of the shift lever from the "Park" position when the ignition switch is in the "Start" or "Run" position and the service brake pedal is in a brake release position (i.e., the vehicle brakes are not applied). The interlock system does not prevent movement of the shift lever from the "Park" position under other conditions when the ignition switch is in the "Start" or "Run" position. An ignition interlock system prevents movement of the shift lever from the "Park" position when the ignition switch is in the "Lock" position.

Abstract: A shift mechanism for a vehicle includes a detent plate having a notch defining a park gear position, a shift lever with a handle, the shift lever being pivotally movable with respect to the detent plate, and a solenoid driven slideable plate movably attached to the shift lever and having a pawl-like tooth for engaging the notch and holding the shift lever in the park gear position. A solenoid is mounted to the shift lever and directly connected to the slideable plate for controlling the movement of the slideable plate, and hence in turn controlling the movement of the shift lever out of the park gear position. The solenoid includes a solenoid coil which is operably connected to a manually actuatable switch located on the shift lever handle.

Abstract: A floor mounted shift control mechanism for a vehicle wherein adjustment of each of the cables from the transmission and the key cylinder can be made inside the vehicle within the shift control mechanism. The shift control mechanism also includes provisions for locking the shift lever in its Park position when the key cylinder is in its Lock or Accessory positions; and for preventing the ignition key from being removed from the key cylinder unless the shift lever is in its Park position. There are also included provisions for requiring a high force to override the Locked-in Park condition, while operationally subjecting the cable from the key cylinder to reduced loads; and for an assured detent feeling for the driver while shifting through the various shift positions.

Abstract: The shift lever interlock system combines a shift lever position signal, interlock actuator extend and retract signals and vehicle system input signals (e.g., representing the service brake, ignition key-in, ignition circuit and vehicle battery voltage level) in a logic control circuit to lock the shift lever in the "Park" position, except if the ignition key is not in the "Lock" position and the service brake is depressed (applied) or the voltage of the battery is too low. The interlock system is not actuated to lock the shift lever in position when the shift lever is in positions other than as retained in the "Park" position by the detent mechanism.

Abstract: An improved motor vehicle transmission locking device for use with automatic transmissions and manual transmissions. The improved locking device utilizes a solenoid which is used to lock into a notch formed on an existing transmission parking shaft to lock the transmission in the parked position. The solenoid is mounted inside of the transmission case and may be activated by an encoder/decoder circuit and may also be activated by a simple switch or lock switch hidden out of sight on the motor vehicle.A modified form of the invention replaces the existing transmission parking shaft with a split shaft and positions the solenoid between the two pieces of the split shaft. This modification then accomplishes the enabling and disabling of the transmission when activated by either the encoder/decoder circuit or by other switching circuits positioned on, and hidden from a thief that may try to steal the motor vehicle.

Abstract: A shift lever device for use with an automatic transmission includes a shift lever reversibly movable from a parking position to a selected one of a plurality of gear range positions, a lock member for locking the shift lever against movement from the parking position, an actuator for actuating the lock member to release the shift lever which has been locked in the parking position by the lock member, and a release member operable for actuating the lock member to release the shift lever independently of the actuator. The release member is operable manually by a key which may be an ignition key to an automotive vehicle on which the automatic transmission is mounted.

Abstract: A service brake and shift lever interlock system for a vehicle is operably controlled by a logic control circuit to prevent movement of the shift lever from the "Park" position when the ignition switch is in the "Start" or "Run" position and the service brake pedal is in a brake release position (i.e., the vehicle brakes are not applied). The interlock system does not prevent movement of the shift lever from the "Park" position under other conditions when the ignition switch is in the "Start" or "Run" position. An ignition interlock system prevents movement of the shift lever from the "Park" position when the ignition switch is in the "Lock" position.

Abstract: A steering lock for motor vehicles comprises a locking element which prevents rotation of the vehicle's steering shaft (2) . The locking element is spring-loaded into a locking portion and can be shifted to the unlocking position against the action of the spring by a locking cylinder (3) and a rotary eccentric (16). The locking element consists of a locking sleeve (8) which surrounds the steering shaft (2), is mounted axially mobile but secured to remain fixed against rotation in the steering lock housing (1), and has locking teeth (12) at one end. The locking sleeve (8) co-operates with a locking ring (7) fastened to the steering shaft (2) and which also has locking teeth (11) at one end.

Abstract: A brake/shift interlock for, e.g., a vehicle having a shift mechanism (10) for an automatic transmission. The shift mechanism includes a shift lever (12) and a detent mechanism (24) having a latch (26) and latch plate (28) with a detent notch at the "Park" position. A Park/Lock member (34) is actuable to lock the latch in the Park position (FIGS. 1 and 6). In addition to an ignition lock mechanism (38) for actuating the Park/Lock member based on the status of the ignition switch (36A); FIG. 8), a brake/shift interlock is also provided for actuating the Park/Lock member when the ignition switch is in "Run" position (FIG. 2) , except for being released during actuation of a brake switch (82). A solenoid (160; FIGS. 4 and 5), when energized, applies a tensioning force to the Park/Lock member via a cable (44) actuating the P/L member. The solenoid includes a plunger (162) having a centrally located, axial opening (171 ) through it, through which the cable extends.

Abstract: In a shift lever locking device for an automatic transmission of column type, a drive cam is turned with a key rotor mounted on a steering column, a shift shaft arranged along the steering column is turned by operating a shift lever so that the automatic transmission is shifted to a plurality of positions, a lock part is formed on the shift shaft, a link mechanism provided movably has at least a lever which is swung to operate in a link mode a drive part confronting with the driving cam of the key rotor and a lock member confronting with the lock part of the shift shaft; and an adjusting mechanism is provided for the lever of the link mechanism to adjust the positional relationships between the driving cam and the drive part and between the lock part and the lock member, whereby the assembling errors are absorbed which may be involved in assembling work.

Abstract: A vehicle park interlock system has a column mounted ignition pin locking slider receiving device adapted to couple with an ignition pin locking slider of the ignition system of the vehicle. The ignition pin locking slider receiving device is coupled with a gearshift selector assembly forming the system. The system prohibits the vehicle gearshift from being moved from a park position without the vehicle ignition mechanism being unlocked, e.g. in an off, on, or start position.

Abstract: A shift lever is provided for selecting operating ranges of an automatic transmission of a motor vehicle. A lock lever is provided for locking the shift lever at a parking range position of the transmission. The lock lever is urged by a spring to the parking range position. The lock lever is arranged to be moved to a release position when a brake pedal of the vehicle is depressed.

Abstract: An ignition key-brake interlock for a transmission gear shifter includes a gear and actuator having teeth in meshing engagement, a lever whose rotation is prevented or limited depending upon the position of the actuator, a pivotably mounted cam on a gear selector, a cable assembly connecting the ignition key lever to the cable and electrical solenoid through which the cable assembly passes, and a gear selector shaft movable by the vehicle operator among several gear range detent positions. An electrical power source is connected to the solenoid when the ignition switch is turned to run or start, and is disconnected when a brake pedal is depressed. A button, crimped to the cable, moves freely within the solenoid and into contact with plunger, which is magnetically held on a seat when the electric circuit is closed.

Abstract: A brake/shift interlock for, e.g., a vehicle having a shift mechanism (10) for an automatic transmission. The shift mechanism includes a shift lever (12) and a detent mechanism (24) having a latch (26) and latch plate (28) with a detent notch at the "Park" position. A Park/Lock member (34) is actuable to lock the latch in the Park position (FIGS. 1 and 6). In addition to an ignition lock mechanism (38) for actuating the Park/Lock member based on the status of the ignition switch (36A); FIG. 8), a brake/shift interlock is also provided for actuating the Park/Lock member when the ignition switch is in "Run" position (FIG. 2 ) , except for being released during actuation of a brake switch (82). A solenoid (160; FIGS. 4 and 5), when energized, applies a tensioning force to the Park/Lock member via a cable (44) actuating the P/L member. The solenoid includes a plunger (162) having a centrally located, axial opening (171) through it, through which the cable extends.