CA1212557A - Gear shifting device - Google Patents
Gear shifting deviceInfo
- Publication number
- CA1212557A CA1212557A CA000445999A CA445999A CA1212557A CA 1212557 A CA1212557 A CA 1212557A CA 000445999 A CA000445999 A CA 000445999A CA 445999 A CA445999 A CA 445999A CA 1212557 A CA1212557 A CA 1212557A
- Authority
- CA
- Canada
- Prior art keywords
- gear
- shifting
- selector
- automatic
- driver
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
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- Control Of Transmission Device (AREA)
Abstract
A gear shifting device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchronization, more particularly for automotive vehicles, with an electric/electronic control part, gear shifting being initiated manually by means of a selector switch or being effected automatically by means of purely electrical control and actuating devices, or with actuating pistons, control valves or also solenoid valves for the purpose of moving the transmission and clutch parts to be displaced during a gear shift, whereby the range of automatic shifting provided is determined both upwardly and downwardly, the said selector switch also comprising a locking means acting upon two selector levers and acting at all times through the gear actually engaged in automatic transmission, so that, when either selector lever is actuated, it is held in the gear engaged and actuation for servo manual shifting is possible only with the two selector levers guided in parallel. If the automatic transmission is designed for gears in the basic and group transmission, the selector switch also comprises an electrical switch by means of which, for example, the fast or slow split group can be selected or shifted, Locking of the gear may also be effected by means of a pressure switch preferably arranged in the vicinity of the accelerator pedal. The driver is thus able, at any time, to engage automatic gear shifting or to change from manual to automatic shifting.
Description
5~7 This present invention relates to gear shifting device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchronization, more particularly for automotive vehicles, with an electric/electronic control part, gear shifting being initiated manually by means of a selector switch, or being effected and controlled automatically with control and actuating devices for moving the transmission and clutch parts to be moved during a gear shift, the parts of the gear shifting device, provided for both semi-automatic and fully-automatic operation, being designed either purely electrically with solenoid valves or electro-hydraulically or electro-pneumatically with solenoid valves and actuating pistons.
Gear boxes equipped with mechanical synchronization may also consist of only one basic transmission, but may also be extended, in order to obtain additional gears, with a multiply-ing range group and/or a split group. Finally, both the basic ; transmission and the range and split group may be designed either as a countershaft or planetary gear.
Robert Bosch~s German Auslegeschrift 20 36 732 dated October 5, 1578, discloses a device for synchronized shifting of multi-step gear boxes. Power is transferred, through a starting and disconnect clutch, from the engine to the multi-step gear box which is of the counter-shaft type. The clutches to be shifted are centrally synchronized. Semi-automatic shifting, for example is rendered possible by means of an electrical control unit and a gear preselector. In this case, the control is entirely electric, while actuation for gear shifting is hydraulic. No example of fully automatic operation is given.
Robert Bosch~s German Auslegeschrift 21 36 960 dated 30 July 13, 197~, discloses a device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchroniza-tion associated with the clutches. Gear shifting is e~fected electro-hydraulically, by means of an electric or elec-tronic control part, through control valves.
A ``~
- 3LZ~ZSS7 In the case of semi automatic shifting, push buttons are provided for presele~ting the gear to be engaged or the trans-mission stage to be shifted, and for initiating the preselected gear shift.
During fully automatic operation, the control part is acted upon by signals indicating the operating condition of the relevant automotive vehicle, e.g. engine r.p.m., accelerator pedal position, the position of the gear shift sleeves, and ~he clutches provided between the engine and the transmission.
A factor common to all automatic transmissons is that driver intervention is impossible, except for the "Xick-down" and the selection of specific gear ranges which are to be shifted automatically only.
This presents problems in the case of heavy trucks and in hilly country, where the automatic transmission may shift at a time when an experienced and cautious driver would not shift. In the case of automatic transmissions in countershaft design, which also have a disconnect clutch for shifting and in which traction is interrupted, even if only for a short time, during gear shifting, an unwanted gear shift of this kind may be particularly dangerous.
In the case of heavy vehicles in particular, adapt-ation of the vehicle drive to driving conditions is accomplished very satisfactorily by means of a multi-stage gear box of countershaft and group design. In spite of a favourable configuration of the gear shifting device, with shifting made easy for the driver, for example by means of double H and split shifting at the shift lever, the driver rarely makes ; 30 use of all of the favourable adaptations that are possible.
Having reference to the last mentioned r~ference, it i9 therefore an important aim o~ the present invention to SS~
improve a.gear shifting device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchroni-zation, more particularly for automotive vehicles, with an electric/electronlc control part, gear sh:i~ting being initiated manually by means of a selector switch, or being effected and controlled automatically with control and actuating devices for moving the transmission and clutch parts to be moved during a gear shift, in such a manner that the driver, in spite of optimal adaptation of the vehicle to the engine by means of a multi-speed transmission, is relieved as far as possible of the effort needed to shift gears and may, .if necessary, intervene in the drive train ratio. This provides not only optimal economic operation, but also a high degree of safety by perrnitting rapid intervention by the driver.
The aforementioned aim is achieved in that in one aspect of the present invention there is provided a gear : shifting device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchronization, more par-ticularly for automotive vehicles, with an electric/electronic control part, gear shifting being initiated manually by means of a selector switch, or being effected and controlled automatically with control and actuating devices for moving the transmission and clutch parts to be moved during a gear shift, characterized in that the selector switch comprises ,.. , .. ~ ..
two selector levers by means of which the range of automatic , shifting is determined both upwardly and downwardly, the selector switch also comprising a locking means acting upon the selector levers and acting at all times through the gear actually engaged in automatic transmission, so that when either selector lëver is actuated, it is held in the gear engaged: and in that actuation for.servo manual shi~tin~ in both select.ing directions is possible only with the said 25S~
selector levers guided in parallel.
- As described in detail in document P 32 47 658.2, the two selector levers have a great influence upon the range ~hich is to be shifted automatically. Furthermore, the driver is aware, th~ ugh the gear indicator, of which ge~r is enga~ed by the automatic transmission. As a result of the lock, corresponding to the gear engaged, in the selector switch, the two selector levers can be moved rapidly from both shift range limits to the said lock, so that the automatic transmission can no longer shift gears. The driver is now in a position to shift gears manually, in known fashion, by a servo mechanism, by means of the selector levers guided in parallel.
The various configurations of the invention discussed hereinafter offer particular advantages.
The optical gear indicator, for example, disclosed and described hereinafter, which indicates the gear actually _ engaged during automatic operation, or the gear proposed by the automatic transmission during manual servo shifting parallel selector lev~r position provides decision making assistance for the driver in both operating conditions. This contributes greatly to safety, especially in the case of multi-gear trans-missions. If this gear indicator is supplemented with a shift indicator or an invitation to shift, this again simplifies operation during manual servo shifting and contributes to safety, since the driver need not keep in mind the position of the selector lever. In certain cases, only one gear in-dicator (invitation to shift) may be suEficient.
If a pressure switch is arranged near the accelerator pedal to lock the gear actualiy engaged durin~ automatic oper-ation, this intervention can still more rapidLy prevent a proposed change-up, at least until the two se:lectar levers in parallel permit manual servo shifting. Under particularly critical conditions, e.g. very heavy vehicles in dlfficult country, it is an advantage to have a device which indicates to the driver the gear provided by the automatic transmission or even the shift proposed, even though the actual shift is initiated by the shift pulse itself - actuation of the pressure switch.
Further details of the invention are described hereinafter in conjunction with the example of embodiment illustrated in the drawing attached hereto wherein:
Figure 1 is a diagrammatical representation of a gear shifting device in accordance with the present invention:
Figure 2 shows a selector switch diagrammatically in connection with the active lock, in accordance with the present invention.
Shown in Figure 1 is a multi-stage gear box 1 with ; 4 speeds in basic transmission 11, followed by a group trans-mission 12 with two ranges and a split group 13 arranged at the input to the gear box, thus providing, in known fashion, 16 shiftable forward speeds~ The speeds of basic transmission 11, doubled by group transmission 12 to 8 speeds which are again doubled by split ~roup 13, may be shifted by selector lever 3 known from document P 32 47 658.2, if the two selector levers, for example are actuated and guided in parallel. In automatic operation, the range provided for automatic shifting is limited by selector levers 31,32. If only 8 speeds are provided for general automatic shifting, and if selector switch 3, and electronic control part 2, are designed for this number of speeds an electrical switch 33, for example, is fitted to the said selector switch for changing to the East or slow split group. q'his yives two groups each with ~ speeds which are preselected but may also be shifted in a~toma-tic operation and in manual servo shifting.
Gear boxes equipped with mechanical synchronization may also consist of only one basic transmission, but may also be extended, in order to obtain additional gears, with a multiply-ing range group and/or a split group. Finally, both the basic ; transmission and the range and split group may be designed either as a countershaft or planetary gear.
Robert Bosch~s German Auslegeschrift 20 36 732 dated October 5, 1578, discloses a device for synchronized shifting of multi-step gear boxes. Power is transferred, through a starting and disconnect clutch, from the engine to the multi-step gear box which is of the counter-shaft type. The clutches to be shifted are centrally synchronized. Semi-automatic shifting, for example is rendered possible by means of an electrical control unit and a gear preselector. In this case, the control is entirely electric, while actuation for gear shifting is hydraulic. No example of fully automatic operation is given.
Robert Bosch~s German Auslegeschrift 21 36 960 dated 30 July 13, 197~, discloses a device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchroniza-tion associated with the clutches. Gear shifting is e~fected electro-hydraulically, by means of an electric or elec-tronic control part, through control valves.
A ``~
- 3LZ~ZSS7 In the case of semi automatic shifting, push buttons are provided for presele~ting the gear to be engaged or the trans-mission stage to be shifted, and for initiating the preselected gear shift.
During fully automatic operation, the control part is acted upon by signals indicating the operating condition of the relevant automotive vehicle, e.g. engine r.p.m., accelerator pedal position, the position of the gear shift sleeves, and ~he clutches provided between the engine and the transmission.
A factor common to all automatic transmissons is that driver intervention is impossible, except for the "Xick-down" and the selection of specific gear ranges which are to be shifted automatically only.
This presents problems in the case of heavy trucks and in hilly country, where the automatic transmission may shift at a time when an experienced and cautious driver would not shift. In the case of automatic transmissions in countershaft design, which also have a disconnect clutch for shifting and in which traction is interrupted, even if only for a short time, during gear shifting, an unwanted gear shift of this kind may be particularly dangerous.
In the case of heavy vehicles in particular, adapt-ation of the vehicle drive to driving conditions is accomplished very satisfactorily by means of a multi-stage gear box of countershaft and group design. In spite of a favourable configuration of the gear shifting device, with shifting made easy for the driver, for example by means of double H and split shifting at the shift lever, the driver rarely makes ; 30 use of all of the favourable adaptations that are possible.
Having reference to the last mentioned r~ference, it i9 therefore an important aim o~ the present invention to SS~
improve a.gear shifting device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchroni-zation, more particularly for automotive vehicles, with an electric/electronlc control part, gear sh:i~ting being initiated manually by means of a selector switch, or being effected and controlled automatically with control and actuating devices for moving the transmission and clutch parts to be moved during a gear shift, in such a manner that the driver, in spite of optimal adaptation of the vehicle to the engine by means of a multi-speed transmission, is relieved as far as possible of the effort needed to shift gears and may, .if necessary, intervene in the drive train ratio. This provides not only optimal economic operation, but also a high degree of safety by perrnitting rapid intervention by the driver.
The aforementioned aim is achieved in that in one aspect of the present invention there is provided a gear : shifting device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchronization, more par-ticularly for automotive vehicles, with an electric/electronic control part, gear shifting being initiated manually by means of a selector switch, or being effected and controlled automatically with control and actuating devices for moving the transmission and clutch parts to be moved during a gear shift, characterized in that the selector switch comprises ,.. , .. ~ ..
two selector levers by means of which the range of automatic , shifting is determined both upwardly and downwardly, the selector switch also comprising a locking means acting upon the selector levers and acting at all times through the gear actually engaged in automatic transmission, so that when either selector lëver is actuated, it is held in the gear engaged: and in that actuation for.servo manual shi~tin~ in both select.ing directions is possible only with the said 25S~
selector levers guided in parallel.
- As described in detail in document P 32 47 658.2, the two selector levers have a great influence upon the range ~hich is to be shifted automatically. Furthermore, the driver is aware, th~ ugh the gear indicator, of which ge~r is enga~ed by the automatic transmission. As a result of the lock, corresponding to the gear engaged, in the selector switch, the two selector levers can be moved rapidly from both shift range limits to the said lock, so that the automatic transmission can no longer shift gears. The driver is now in a position to shift gears manually, in known fashion, by a servo mechanism, by means of the selector levers guided in parallel.
The various configurations of the invention discussed hereinafter offer particular advantages.
The optical gear indicator, for example, disclosed and described hereinafter, which indicates the gear actually _ engaged during automatic operation, or the gear proposed by the automatic transmission during manual servo shifting parallel selector lev~r position provides decision making assistance for the driver in both operating conditions. This contributes greatly to safety, especially in the case of multi-gear trans-missions. If this gear indicator is supplemented with a shift indicator or an invitation to shift, this again simplifies operation during manual servo shifting and contributes to safety, since the driver need not keep in mind the position of the selector lever. In certain cases, only one gear in-dicator (invitation to shift) may be suEficient.
If a pressure switch is arranged near the accelerator pedal to lock the gear actualiy engaged durin~ automatic oper-ation, this intervention can still more rapidLy prevent a proposed change-up, at least until the two se:lectar levers in parallel permit manual servo shifting. Under particularly critical conditions, e.g. very heavy vehicles in dlfficult country, it is an advantage to have a device which indicates to the driver the gear provided by the automatic transmission or even the shift proposed, even though the actual shift is initiated by the shift pulse itself - actuation of the pressure switch.
Further details of the invention are described hereinafter in conjunction with the example of embodiment illustrated in the drawing attached hereto wherein:
Figure 1 is a diagrammatical representation of a gear shifting device in accordance with the present invention:
Figure 2 shows a selector switch diagrammatically in connection with the active lock, in accordance with the present invention.
Shown in Figure 1 is a multi-stage gear box 1 with ; 4 speeds in basic transmission 11, followed by a group trans-mission 12 with two ranges and a split group 13 arranged at the input to the gear box, thus providing, in known fashion, 16 shiftable forward speeds~ The speeds of basic transmission 11, doubled by group transmission 12 to 8 speeds which are again doubled by split ~roup 13, may be shifted by selector lever 3 known from document P 32 47 658.2, if the two selector levers, for example are actuated and guided in parallel. In automatic operation, the range provided for automatic shifting is limited by selector levers 31,32. If only 8 speeds are provided for general automatic shifting, and if selector switch 3, and electronic control part 2, are designed for this number of speeds an electrical switch 33, for example, is fitted to the said selector switch for changing to the East or slow split group. q'his yives two groups each with ~ speeds which are preselected but may also be shifted in a~toma-tic operation and in manual servo shifting.
2 is an electronic part with leads 71 running to a power source (battery) 7, leads 51 runnin~ to accelerator pedal 5, leads 21 running to gear and shift ind:icator 4, 45 and leads 22 running to selector switch 3. The latter is also'connected exclusively to electronic control part 2, whereas actuating devices 14, 15, 16, 17, 81 for basic transmission 11 may be connected, for example, to the rotating shaft or also to the gear shift sleeves themselves - group and split transmissions 12, 13 and, for starting and disconnect clutch 8, by both iO electrical leads and pressure medium lines 35. If the gear shifting device is of electro pneumatic design, a source of compressed air and a valve assembly 6 are needed, in which case individual solenoid valves 63 receive emitter signals from electronic control part 2.
An electrical pressure switch 9, which releases a signal, through an electrical lead 91, to electronic control part 2, only as long as it is actuated, is also arranged near the accelerator pedal S, for example. This signal can inhibit or initiate a shift by the automatic transmission.
According to document P 32 47 658.2, in automatic operation, the range in which automatic gear shifting is to take place is limited by selector levers 31, 32 on selector switch 3. A shift indicator 4, which may be arranged separately but which may also be connqcted to selector switch 3, indicates .
the gear actually s~hifted'by the automatic system electronic control part 2. In this case, the electronic system controls, as a function of r.~.m. and driving conditions for example, solenoid valves 63 of valve assembly 6, while actuating devices 14,15,16,81 for multi-staqe gear box 1 and also for s-tarting and disconnect clutch 8, are acted upon by compressed air.
While it is being actuated, pressure switch 8 can suppress active shifting. ~he gear engaged may also be loc'ked if S~7 selector levers 31, 32 are moved, from the outside, to the gear actually engaged and thus stand side by side. In this case gear indicator 4 may continue to indicate the gear selected automatically, but may also be locked at the gear actually engaged. Movement of the gear lever is favoured since a locking means 34, acting on both sides, is activated in the position of the engaged gear, so that selector levers 31, 32 cannot be moved therebeyond. With selector levers 31, 32 guided in parallel, it is possible, as is known, to shift manually, in which case solenoid valves 63 are acted upon by selector switch 3 through electronic control part 2, the said solenoid valves adjusting, in known fashion, actuating devices 14,15,16,81 on gear box 1. Gear indicator 4 in this case indicates the gear selected by the automatic system for shifting.
If a shift indicator ~an invitation to shift) is provided -alone or additionally - this always lights up when the gear engaged by the manual servo shift differs from the automatic shift provided. Pressure switch 9 may be linked to the auto-matic system (electronic control part 2) in such a manner that a gear is offered by the said electronic control part, accord-ing to the programme, and is displayed (gear indicator 4), but is actually engaged only when a pulse is released by the driver through the said pressure switch.
The automatic system, and thus the gear division on selector switch 3, may also be designed only for speeds in basic transmission 11 in conjunction with group transmission 12, e.g. for 8 speeds. In such a case, the change over from the fast to the slow split group, or vice versa, is effect~d by an electrical switch preferably fitted to the selector switch.
Figure 2 illustrates diagra~natically a section 30 of selector switch 3 with selector levers 31,32~ Wlth gear lZ~2557 34 engaged, lock 36 stops selector levers 3, 32 when they are moved. 33 is the selector switch which initiates activation of slow or fast split group 13.
An electrical pressure switch 9, which releases a signal, through an electrical lead 91, to electronic control part 2, only as long as it is actuated, is also arranged near the accelerator pedal S, for example. This signal can inhibit or initiate a shift by the automatic transmission.
According to document P 32 47 658.2, in automatic operation, the range in which automatic gear shifting is to take place is limited by selector levers 31, 32 on selector switch 3. A shift indicator 4, which may be arranged separately but which may also be connqcted to selector switch 3, indicates .
the gear actually s~hifted'by the automatic system electronic control part 2. In this case, the electronic system controls, as a function of r.~.m. and driving conditions for example, solenoid valves 63 of valve assembly 6, while actuating devices 14,15,16,81 for multi-staqe gear box 1 and also for s-tarting and disconnect clutch 8, are acted upon by compressed air.
While it is being actuated, pressure switch 8 can suppress active shifting. ~he gear engaged may also be loc'ked if S~7 selector levers 31, 32 are moved, from the outside, to the gear actually engaged and thus stand side by side. In this case gear indicator 4 may continue to indicate the gear selected automatically, but may also be locked at the gear actually engaged. Movement of the gear lever is favoured since a locking means 34, acting on both sides, is activated in the position of the engaged gear, so that selector levers 31, 32 cannot be moved therebeyond. With selector levers 31, 32 guided in parallel, it is possible, as is known, to shift manually, in which case solenoid valves 63 are acted upon by selector switch 3 through electronic control part 2, the said solenoid valves adjusting, in known fashion, actuating devices 14,15,16,81 on gear box 1. Gear indicator 4 in this case indicates the gear selected by the automatic system for shifting.
If a shift indicator ~an invitation to shift) is provided -alone or additionally - this always lights up when the gear engaged by the manual servo shift differs from the automatic shift provided. Pressure switch 9 may be linked to the auto-matic system (electronic control part 2) in such a manner that a gear is offered by the said electronic control part, accord-ing to the programme, and is displayed (gear indicator 4), but is actually engaged only when a pulse is released by the driver through the said pressure switch.
The automatic system, and thus the gear division on selector switch 3, may also be designed only for speeds in basic transmission 11 in conjunction with group transmission 12, e.g. for 8 speeds. In such a case, the change over from the fast to the slow split group, or vice versa, is effect~d by an electrical switch preferably fitted to the selector switch.
Figure 2 illustrates diagra~natically a section 30 of selector switch 3 with selector levers 31,32~ Wlth gear lZ~2557 34 engaged, lock 36 stops selector levers 3, 32 when they are moved. 33 is the selector switch which initiates activation of slow or fast split group 13.
Claims (8)
1. A gear shifting device for semi or fully automatic shifting of multi-stage gear boxes with mechanical synchroni-zation, more particularly for automotive vehicles, with an electric/electronic control part, gear shifting being initiated manually by means of a selector switch, or being effected and controlled automatically with control and actuating devices for moving the transmission and clutch parts to be moved during a gear shift, characterized in that the selector switch com-prises two selector levers by means of which the range of auto-matic shifting is determined both upwardly and downwardly, the said selector switch also comprising a locking means acting upon the said selector levers and acting at all times through the gear actually engaged in automatic transmission, so that when either selector lever is actuated, it is held in the gear engaged; and in that actuation for servo manual shifting in both selecting directions is possible only with the said selector levers guided in parallel.
2. A gear shifting device according to claim 1, character-ized in that a gear indicator, or a shift indicator, informs the driver optically of the gear actually engaged in automatic operation.
3. A gear shifting device according to claim 1, characterized in that a pressure switch is located near the driver, the actuation of which, in automatic operation, locks the gear actually engaged and prevents any shifting by the automatic transmission.
4. A gear shifting device according to claim 2, characterized in that a pressure switch is located near the driver, the actuation of which, in automatic operation, locks the gear actually engaged and prevents any shifting by the automatic transmission.
5. A gear shifting device according to claim 1, characterized in that a pressure switch is located near the driver, the actuation of which initiates a gear shift intended and indicated by the automatic transmission (gear indicator and/or shift indicator).
6. A gear shifting device according to claim 2, characterized in that a pressure switch is located near the driver, the actuation of which initiates a gear shift intended and indicated by the automatic transmission (gear indicator and/or shift indicator).
7. A gear shifting device according to one of claims 3, 4 or 5, characterized in that the pressure switch, in the form of a push button switch, is arranged near the driver's feet and, when not being actuated, is returned to the neutral position by a spring.
8. A gear shifting device according to claim 6, characterized in that the pressure switch, in the form of a push button switch, is arranged near the driver's feet and, when not being actuated, is returned to the neutral position by a spring.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP83/00096 | 1983-03-30 | ||
| EP8300096 | 1983-03-30 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1212557A true CA1212557A (en) | 1986-10-14 |
Family
ID=8164882
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000445999A Expired CA1212557A (en) | 1983-03-30 | 1984-01-25 | Gear shifting device |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1212557A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5425686A (en) * | 1991-06-15 | 1995-06-20 | General Motors Corporation | Transmission control module responsive to steering-wheel-mounted switches for changing between an auto, semi-auto and manual modes |
| US6500092B2 (en) | 2000-05-31 | 2002-12-31 | Kabushiki Kaisha Tokai Rika Denki Seisakusho | Shift apparatus for vehicles |
| US6661114B2 (en) | 2000-05-31 | 2003-12-09 | Kabushiki Kaisha Tokai Rika Denki Seisakusho | Shift apparatus for vehicles |
-
1984
- 1984-01-25 CA CA000445999A patent/CA1212557A/en not_active Expired
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5425686A (en) * | 1991-06-15 | 1995-06-20 | General Motors Corporation | Transmission control module responsive to steering-wheel-mounted switches for changing between an auto, semi-auto and manual modes |
| US6500092B2 (en) | 2000-05-31 | 2002-12-31 | Kabushiki Kaisha Tokai Rika Denki Seisakusho | Shift apparatus for vehicles |
| US6661114B2 (en) | 2000-05-31 | 2003-12-09 | Kabushiki Kaisha Tokai Rika Denki Seisakusho | Shift apparatus for vehicles |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |