The present rotary shifter includes a rotary locking mechanism, a feel positioner mechanism, and a return-to-home-position (park) mechanism that causes the shifter/rotor to remain locked in park while the locking mechanism resets after the shifter is returned to park. The design allows any number of locking positions based on a height of the drum cam and a position of the follower. As illustrated, a dial-type rotor is moved into home position by pusher features on the drum cam and an actuator motor, while the feel positioner is disengaged, thus allowing for a smoother rotary movement. Once in the home (park) position, a lock ring (also called “follower”) is forced upwards by a spring (or other method) and rides on a track at a different height than the original, therefore keeping it engaged in the rotor until the drum cam rotates back to its locking position.

The present rotary shifter includes a rotary locking mechanism, a feel positioner mechanism, and a return-to-home-position (park) mechanism that causes the shifter/rotor to remain locked in park while the locking mechanism resets after the shifter is returned to park. The design allows any number of locking positions based on a height of the drum cam and a position of the follower. As illustrated, a dial-type rotor is moved into home position by pusher features on the drum cam and an actuator motor, while the feel positioner is disengaged, thus allowing for a smoother rotary movement. Once in the home (park) position, a lock ring (also called “follower”) is forced upwards by a spring (or other method) and rides on a track at a different height than the original, therefore keeping it engaged in the rotor until the drum cam rotates back to its locking position.

A recreational vehicle is provided including a power source, such as an engine or an electric motor, and a transmission having a variable gear ratio. A sub-transmission coupled to an output of the transmission includes a plurality of selectable gear configurations including park gear and at least one of a forward gear, a neutral gear and a reverse gear. An electronic controller is operative to electronically control the gear configuration of the sub-transmission in response to a set of conditions.

A shift-by-wire control device includes a first detector, a second detector, an auto parking control unit, and a malfunction determining unit. The first and second detectors respectively detect first and second vehicle states attributed to behaviors of a driver. The auto parking control unit executes an auto parking control irrespective of a state of the shift range selected by the shift lever, on conditions that detection results derived from the first and second detectors satisfy respective predetermined conditions. The malfunction determining unit determines that the first detector is malfunctioning, on a condition that the first detector fails to detect a change in the first vehicle state. The auto parking control unit refrains from executing the auto parking control, on a condition that the first detector is determined by the malfunction determining unit as malfunctioning.

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.

A system for maintaining a vehicle including a shift-by-wire transmission in a neutral-hold mode is provided. The system includes a transmission control unit in signal communication with the shift-by-wire transmission and an internal control unit of the vehicle. The transmission control unit is configured to control a gear configuration of the shift-by-wire transmission. An external control unit is in signal communication with the transmission control unit. The external control unit is configured to transmit a neutral-hold mold activation signal.

A system for maintaining a vehicle including a shift-by-wire transmission in a neutral-hold mode is provided. The system includes a transmission control unit in signal communication with the shift-by-wire transmission and an internal control unit of the vehicle. The transmission control unit is configured to control a gear configuration of the shift-by-wire transmission. An external control unit is in signal communication with the transmission control unit. The external control unit is configured to transmit a neutral-hold mold activation signal.

A remotely activated vehicle anti-theft device 10 and system 50 for preventing vehicle theft is provided. The device 10 is moved between unlocked, locked and priority locked states using either a wireless vehicle remote 51 or a mobile phone 52. The mobile phone 52 enjoys priority over the remote control 51 and overrides it when the device is in its priority locked state. It includes a pivotal locking member 17 which is movable between an open position (unlocked state) in which the member is spaced away from a gear 12, permitting it to rotate freely, and a locked position (locked and priority locked states), in which the member 17 engages the gear 12 and prevents rotation thereof, thereby immobilising a vehicle. The device 10 includes an ECU 22, wireless communication module 34, actuator 23, GPS 6 and speed sensor 7 housed in a tamper-proof casing 27.

A hydraulic control system for a transmission is provided. The hydraulic control system includes a source of pressurized hydraulic fluid that communicates with an electronic transmission range selection (ETRS) subsystem. In one example, the ETRS subsystem includes an ETRS control valve, a park servo that controls a park mechanism, a plurality of solenoids, and a park inhibit solenoid assembly. In another example, the ETRS subsystem includes an ETRS control valve, an ETRS enable valve, a park servo that controls a park mechanism, a plurality of solenoids, and a park inhibit solenoid assembly.

A method for the provisional determination of the mass of a motor vehicle, for controlling a starting operation when the motor vehicle is at rest. The method determines the mass of the motor vehicle as a function of inclination information about the motor vehicle or the road on which the motor vehicle is located, and as a function of a force required for releasing an engaged parking lock while the motor vehicle is at rest.