United Technologies Automotive Inc.

Lear Automotive Dearborn, Inc.

Donald E Ellison

Richard Ratke

Jonathan Dahlstrom

James F Fernquist

A method of testing a switch looks at the second derivative of the resistance force to movement. The second derivative is most indicative of the feel the operator will experience when utilizing the switch. It is desirable to keep the second derivative to a minimum for the switch at locations other than end of travel or detent positions. By investigating the second derivative, one is provided with feedback of areas on the switch that might require further investigation or re-evaluation.

Method of testing switch design to quantify feel

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. The plunger opening is stepped, providing a seat (170) into which a laterally extended, mushroom-shaped button (173) affixed to the cable is seated, with the cable and plunger thereby being interfaced for movement in unison. A spring (174), located between an end wall of the solenoid and the plunger, biases the two apart. The solenoid can be completely assembled in manufacture before being interfaced in engagement with the button staked to the cable. The brake/shift interlock may be mechanically in series (FIGS. 1-3) or in parallel (FIGS. 6 and 7) with the ignition lock mechanism. (Exemplary power circuitry is illustrated in FIG. 8).

Solenoid system for, for example, a brake/shift interlock for vehicular

A brake/shift interlock assembly is mounted on the steering column in operational cooperation with a column mounted shift control mechanism for an automatic transmission. The brake/shift interlock assembly includes a pivotal latch for selectively locking the detent bar of the shift control mechanism in the park position, a solenoid assembly with an actuator rod for magnetically holding the latch in the locking position, a return spring for normally biasing the actuator rod and latch in the locking position, a spring lever for selectively moving the latch to an unlock position and an electrical control circuit for energizing the solenoid when the ignition system is on and the foot brake switch is open.

Brake/shift interlock for an automatic transmission shift control

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 an centrally located, axial opening (171) through it, through which the cable extends. The plunger opening is stepped, providing a seat (170) into which a laterally extended, mushroom-shaped button (173) affixed to the cable is seated, with the cable and plunger thereby being interfaced for movement in unison. The solenoid can be completely assembled in manufacture before being interfaced in engagement with the button staked to the cable. The brake/shift interlock may be mechanically in series (FIGS. 1-3) or in parallel (FIGS. 6 and 7) with the ignition lock mechanism. In the series arrangement, the cable of the ignition lock mechanism extends axially completely through the solenoid. (Exemplary power circuitry is illustrated in FIG. 8.)

A brake/shift interlock is provided in, or for use in, a vehicle having a shift mechanism for an automatic transmission. The shift mechanism includes a shift lever and a detent mechanism having a latch and latch plate. The latch plate has a detent notch at a Park position. A Park/Lock member is actuable to lock the latch in the Park position. In addition to an ignition lock mechanism for actuating the Park/Lock member as a function of the status of the ignition switch, a brake/shift interlock is also provided for actuating the Park/Lock member while the ignition switch is in the Run position except for being released during actuation of a brake switch. A solenoid is energized to apply a tensioning force to the Park/Lock member via a cable to thereby actuate the member. The brake/shift interlock may be mechanically in series or in parallel with the ignition lock mechanism. In the series mechanical arrangement, the solenoid may have the cable of the ignition lock mechanism extending axially through its hollow plunger in fixed engagement therewith.

A coil assembly, as for the secondary of a high voltage ignition transformer, includes a coil subdivided into segments in slots defined by radial flanges on a coil bobbin. The bobbin spindle is of a polygonal cross section, preferably having four axially-extending corners along its outer perimeter. Cross-over grooves provided in the bobbin flanges allow the coil wire transitioning from one slot to the next to be relatively isolated from contact with the multiple layers of coil-turns deposited in a slot. The angular geometry of the core spindle and the geometry and positioning of the cross-over grooves in the flanges is such as to afford relatively-easily molded grooves and wide slot widths relative to the thickness of the flanges in which the grooves are formed.

Wire cross-over arrangement for angular coil assembly

A method of forming a solder joint between a cup shaped high voltage terminal and a secondary lead extending from a secondary coil within a plastic case of an ignition coil. The steps include securing a solder paste to an inwardly extending end of the high voltage terminal, positioning the secondary coil lead relative to the solder paste, and heating the joint without making physical contact therewith to promote melting of the solder to secure and electrically connect the desired components.

Method of forming a blind solder joint in an ignition coil

A coil assembly, as for the secondary of a high voltage ignition transformer, includes a coil subdivided into segments by radial flanges on a coil bobbin. Cross-over grooves provided in the bobbin flanges allow the coil wire transitioning from one coil segment or slot into the next to be relatively isolated from contact with coil-turns of greatly different electrical potential. The formation of the cross-over groove in a respective bobbin flange is such that the cross-over of the coil wire from one segment to the next is forced to occur and remain at a radially-outward position relative to the formed coils. Guide ridges facilitate the cross-over of the coil wire at the entry to a respective cross-over groove.

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Mount Clemens, MI, United States of America

Donald E Ellison