TRANSMISSION SYSTEM

FIELD OF THE INVENTION

[0001] The present disclosure relates generally to shifter assemblies, and more particularly, to a push-button shifter assembly for actuating gears of an automatic vehicle transmission system.

BACKGROUND

[0002] An automatic vehicle transmission system is a type of motor vehicle transmission system that is designed to automatically change gear ratios while the vehicle is in motion. Typically, the automatic vehicle transmission system offers the vehicle driver with manual control over various modes of the transmission system. The various modes of the automatic vehicle transmission system include, but are not limited to, a park mode (P) for parking the vehicle, a drive mode (D) for moving the vehicle forward, a reverse mode (R) for moving the vehicle backwards, and a neutral mode (N) for vehicle coasting. Some automatic vehicle transmission systems also have a low mode (L) for maintaining the vehicle transmission in a first or low gear, and/or a sport (S) or manual (M) mode for enabling the vehicle driver to have control over changes in the gear ratios.

[0003] Vehicles with automatic vehicle transmission systems typically include a shifter which is disposed within the passenger compartment of the vehicle. The shifter may be used by the vehicle driver for controlling the various modes of the automatic vehicle transmission system. Various forms of shifters for automatic vehicle transmission systems are presently available; one example being a pushbutton shifter. Push-button shifters often include a plurality of actuators, with each actuator for actuating a particular mode of the automatic vehicle transmission system. The actuators are typically embodied as push-buttons that can be depressed (such as with the vehicle driver's finger) to activate a particular mode of the automatic vehicle transmission system. Typically, the actuator remains in the activated position when the actuator is depressed. However, the actuator may remain in the activated position even when the actuator is improperly activated.

[0004] There remains an opportunity to provide a shifter for an automatic vehicle transmission system that provides a visual and/or physical feedback to the vehicle driver that an actuator has been improperly activated.

SUMMARY

[0005] A shifter assembly for signaling the actuation of various modes of an automatic vehicle transmission system comprises a housing, a park actuator mounted to the housing for activating the park mode of the automatic vehicle transmission system, and a plurality of shift actuators mounted to the housing for activating various modes of the automatic vehicle transmission system. The park actuator comprises a park body defining an interior and an exterior and having top and bottom ends, a park armature disposed partially within the park body interior and having first and second armature ends with the park armature moveable between a rest position and an activated position, a park actuation device coupled to the park armature within the park body interior, a park biasing device coupled to the park armature and to the park body to continuously bias the second armature end of the park armature away from the bottom end of the park body toward the rest position, and a park extension coupled to the second armature end of the park armature and moveable with the park armature between the rest and activated positions for activating the park mode of the automatic vehicle transmission system when the park armature moves to the activated position. Each of the shift actuators comprises a shift body defining an interior and an exterior and having top and bottom ends, a shift armature disposed partially within the shift body interior and having first and second armature ends with the shift armature moveable between a rest position and an activated position, a shift actuation device coupled to the shift armature within the shift body interior, a shift biasing device coupled to the shift armature and to the shift body to continuously bias the second armature end of the shift armature away from the top end of the shift body toward the rest position, and a shift extension coupled to the second armature end of the shift armature and moveable with the shift armature between the rest and activated positions for activating a selected mode of the automatic vehicle transmission system when the shift armature moves to the activated position.

BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Advantages of the present disclosure will be readily appreciated, as the same becomes better understood by reference to the following detailed description, when considered in connection with the accompanying drawings. It is to be appreciated that the figures are merely illustrative and are not necessarily drawn to scale.

[0007] Figure 1 is a perspective view of a portion of an interior of a vehicle with an embodiment of a shifter assembly for an automatic vehicle transmission system mounted to a vehicle dashboard.

[0008] Figure 2 is semi-schematic, perspective view of the shifter assembly including a park actuator and a plurality of shift actuators mounted to a housing.

[0009] Figure 3 is a semi- schematic, perspective view of the shifter assembly with the park actuator in the rest position and the shift actuators in the rest position.

[0010] Figure 4 schematically depicts the park actuator in the activated position and the shift actuators in the rest position. [0011] Figure 5 is a cross-sectional view of the park actuator of Figure 3 taken along line 5-5.

[0012] Figure 6 is a cross-sectional view of one of the shift actuators of Figure 3 taken along line 6-6.

[0013] Figure 7 is a semi- schematic, perspective view of another embodiment of the shifter assembly with the park actuator in the rest position and the shift actuators in the rest position.

[0014] Figure 8 is a semi- schematic, perspective view of the shifter assembly of Figure 7 with the drive actuator and the park actuator in the activated position and the remaining shift actuators in the rest position.

[0015] Figure 9 is a cross-sectional view of the park actuator of Figure 8 taken along line 9-9.

[0016] Figure 10 is a cross-sectional view of the drive actuator of Figure 8 taken along line 10-10.

DETAILED DESCRIPTION

[0017] Referring now to the figures, wherein like numerals indicate corresponding parts throughout the several views, various embodiments of a shifter assembly 10 for signaling various modes of an automatic vehicle transmission system is shown throughout the figures and is described in detail below. As shown in Figure 1, the shifter assembly 10 is a push-button-type shifter assembly which, in this example, is mounted in or on the dashboard 12 of the vehicle 14. Alternative arrangements include mounting the shifter assembly 10 in or on the steering column 16 of the vehicle 14, mounting the shifter assembly 10 in or on the center consol 18 of the vehicle 14, or anywhere inside the vehicle 14 where the shifter assembly 10 would be accessible by a vehicle driver or user when operating the vehicle 14. [0018] As a push-button-type shifter assembly, the shifter assembly 10 includes a plurality of actuators 20, each associated with a particular mode of the automatic vehicle transmission system. As shown, the actuators 20 include a park actuator 20p and a plurality of shift actuators 20SFT- When activated, the park actuator 20p activates the park mode of the automatic vehicle transmission system. When activated, the shift actuators 20SFT activate various modes of the automatic vehicle transmission system, such as a reverse mode, a neutral mode, a drive mode, a low mode, and a sport or manual mode. As shown, the shift actuators 20SFT includes a reverse actuator 20R associated with the reverse mode, a neutral actuator 20N associated with the neutral mode, a drive actuator 20D associated with the drive mode, and a sport actuator 20s associated with the sport mode. As also shown, the actuators 20 are arranged vertically in the order of the park actuator 20p, the reverse actuator 20R, the neutral actuator 20N, the drive actuator 20D, and the sport actuator 20s- It is to be understood, however, that the actuators 20 may have any arrangement (such as a vertical arrangement, a horizontal arrangement, a circular arrangement, a random arrangement, etc.) and/or any order.

[0019] Details of the shifter assembly 100 are described below with reference to Figures 2-10. As shown, the shifter assembly 10 further includes a housing 22 with the park actuator 20p and the shift actuators 20SFT mounted to the housing 22. In an example, each of the park actuator 20p and the shift actuators 20SFT are mounted to the housing 22 mechanically, such as with fasteners, clamps, and/or the like. Alternative methods of mounting the actuators 20p, 20SFT to the housing 22 are also contemplated herein. Further, the housing 22 may have any shape and/or configuration, and may comprise or be formed from any suitable material. [0020] As previously mentioned, the park actuator 20p is associated with the park mode of the automatic vehicle transmission system. When the automatic vehicle transmission system is in the park mode, the output shaft of the vehicle transmission mechanically locks which restricts the vehicle 14 from moving in any direction.

[0021] The park actuator 20p includes a park body 24 defining an interior 26 and an exterior 28 and having top 30 and bottom 32 ends. As shown, the park body 24 has a cube shape. Alternatively, the park body 24 may have any desirable shape, such as a spherical shape, a rectangular shape, etc. Additionally, the park body 24 may be made of any suitable material. In an example, the park body 24 is made of any suitable metal.

[0022] The park actuator 20p further includes a park armature 34. The park armature 34 is disposed partially within the park body interior 26. In an example, the park armature 34 is a shaft or rod which may be solid or may be cylindrical. The park armature 34 has first 36 and second 38 armature ends. As shown, the park armature 34 extends through the park body interior 26 so that the first armature end 36 is above the top end 30 of the park body 24 in the park body exterior 28. The park armature 34 also extends through the park body interior so that the second armature end 38 is below the bottom end 32 of the park body 24 in the park body exterior 28.

[0023] The park armature 34 is moveable between a rest position and an activated position. The rest position of the park actuator 20p is used herein to describe the park actuator 20p when the park actuator 20p is not energized. In an example, the park actuator 20p is in the rest position whenever the park actuator 20p is not being used. This may occur, for example, when switching between shift modes (such as from the drive mode to the neutral mode, from the drive mode to the sport mode, etc.) In this instance, the park mode is inactive and the park actuator 20p is in the rest position. The park actuator 20p is also in the rest mode when the vehicle engine starts. In this instance, the park mode is active and the park actuator 20p is in the rest position. An example of the park actuator 20p in the rest position is shown at least in Figures, 3, 5, and 7. Additionally, the activated position of the park actuator 20 _P is used herein to describe the park actuator 20p when the park actuator 20p is energized. In an example, the park actuator 20p is in the activated position whenever a shift mode switches into the park mode (such as from the reverse mode to the park mode, from the drive mode to the park mode, etc.), or whenever the park mode switches into a shift mode (such as from the park mode to the drive mode, the park mode to the reverse mode, etc.). An example of the park actuator 20p in the activated position is shown in Figures 8 and 9.

[0024] In an example, the first armature end 36 forms a contact surface 40 which may be directly or indirectly contacted (such as by touching the contact surface 40 utilizing the vehicle driver's finger) to actuate park actuator 20p. In an example, the park actuator 20p can be actuated by directly contacting the contact surface 40 and applying a force to the park armature 34 to move the park armature 34 downwards. Alternatively, the park actuator 20p includes a cover disposed over the first armature end 36. In this instance, the park actuator 20p can be actuated indirectly by contacting the cover (such as with the vehicle driver's finger) and applying a force to the park armature 34 to move the park armature 34 downwards.

[0025] The park armature 34 comprises or is formed from any suitable material. In an example, the park armature 34 comprises or is formed from a magnetic material. In another example, the park armature 34 comprises or is formed from any suitable material and a magnet 42 is coupled to the park armature 34. [0026] The park actuator 20p includes a park actuation device 44 coupled to the park armature 34 within the park body interior 26. In an example, the park actuation device 44 is concentric with the park armature 34. In an example, the park actuation device 44 is a field coil wrapped around the park armature 34. In another example, the park actuation device 44 is a field coil wrapped around the park armature 34 in a tightly packed helix. Where the park armature 34 is a magnet, the park armature 34 in combination with the park actuation device 44 forms a solenoid. Where the magnet 42 is coupled to the park armature 34, the magnet 42 in combination with the park actuation device 44 forms a solenoid. When an electric current (which may be generated by a vehicle battery, an alternator, and/or the electrical system of the vehicle) passes through the park actuation device 44, the park actuation device 44 is powered up and is in an ON state. However, when no electrical current passes through, the park actuation device 44 is not powered up (such as powered down) and the park actuation device 44 is said to in an OFF state. When in the ON state, the electrical current passes through the park actuation device 44, and the solenoid produces a magnetic field which is strong enough to hold the park actuator 20p in the activated position.

[0027] The park actuator 20p further includes a park biasing device 46 coupled to the park armature 34 and to the park body 24. The park biasing device 46 continuously biases the second armature end 38 of the park armature 34 away from the bottom end 28 of the park body 24 toward the rest position. In an example, the park biasing device 46 is a compression spring. It is to be understood, however, that the park biasing device 46 can be any suitable biasing device.

[0028] As shown, the park biasing device 46 is coupled to the park armature 34 about the second armature end 38 of the park armature 34, and is coupled to the park body 24 at the bottom end 28 of the park body 24. In an example, the park biasing device 46 is concentric with the park armature 34. Additionally, the park biasing device 46 may be mechanically, chemically, and/or metallurgically coupled to the park armature 34 about the second armature end 38 and to the park body 24 at the bottom end 28 of the park body 24.

[0029] The park actuator 20p further includes a park extension 48 coupled to the second armature end 38 of the park armature 34 and moveable with the park armature 34 between the rest and activated positions. The park extension 48 activates the park mode of the automatic vehicle transmission system when the park armature 34 moves to the activated position. In an example, the park extension 48 is integrally mounted to the second armature end 38 of the park armature 34 so that the park extension 48 moves in unison with the park armature 34.

[0030] In an example, the park actuator 20p further includes a park detector 50 adjacent the park extension 48. In an example, the park detector 50 is a sensor. In another example, the park detector 50 is both a sensor and a processing unit. In instances where the park detector 50 is a sensor, the park actuator 20p further includes a separate processing unit 52. The park detector 50 detects movement of the park extension 48, again which moves with the park armature 34 between the rest and activated positions. For example, upon detecting movement of the park extension 48, the detector 50 (if a processing unit is included in the detector 50) transmits a signal to power up the park actuation device 44. Alternatively, upon detecting movement of the park extension 48, the detector 50 transmits the signal to the separate processing unit 52, and the processing unit 52 transmits a signal to power up the park actuation device 44. When the park actuation device 44 is powered up, the energy generated from the park actuation device 44 causes the park biasing device 46 to expand to move the park armature 34 away from the bottom end 28 of the park body 24. However, when the park actuation device 44 is not powered up, the park biasing device 46 remains compressed, and the second armature end 38 of the park armature 34 is biased toward the bottom end 28 of the park body 24.

[0031] As previously mentioned, the shifter assembly 10 further includes the shift actuators 20SFT, such as the reverse actuator 20R, the neutral actuator 20N, the drive actuator 20D, and the sport actuator 20s- Each of the shift actuators 20SFT includes a shift body 54 defining an interior 56 and an exterior 58 and having top 60 and bottom 62 ends. As shown, the shift body 54 has a cube shape. Alternatively, the shift body 54 may have any desirable shape, such as a spherical shape, a rectangular shape, etc. Additionally, the shift body 54 may be made of any suitable material. In an example, the shift body 54 is made of any suitable metal.

[0032] The shift actuator 20SFT further includes a shift armature 64. The shift armature 64 is disposed partially within the shift body interior 56. As shown, the shift armature 64 is a shaft or rod which may be solid or may be cylindrical. The park armature 64 has first 66 and second 68 armature ends. As shown, the shift armature 64 extends through the shift body interior 56 such that the first armature end 66 is above the top end 60 of the shift body 54 and in the shift body exterior 58. The shift armature 64 also extends through the shift body interior such that the second armature end 68 is below the bottom end 62 of the shift body 54 and in the shift body exterior 58.

[0033] The shift armature 64 is moveable between a rest position and an activated position. The rest position of the shift actuator 20SFT is as used herein to describe the shift actuator 20SFT when the shift actuator 20SFT is not energized. In an example, the shift actuator 20SFT is in the rest position whenever the shift actuator 20SFT is not being used. For example, the drive actuator 20D is in the rest position when the vehicle transmission system is set in a mode other than the drive mode, such as the park mode, the reverse mode, etc. In this instance, the drive actuator 20D would be inactive and in the rest position. An example of the shift actuators 20SFT in the rest position is shown at least in Figures 3, 6, and 7. Additionally, the activated position of the shift actuator 20 _SF T is used herein to describe the shift actuator 20SFT when the shift actuator 20SFT is energized. In an example, the drive actuator 20D is in the activated position whenever the vehicle transmission system switches into the drive mode, or whenever the drive mode switches into another mode such as the park mode, the reverse mode, etc. An example of the drive actuator 20D (which is one of the shift actuators 20SFT) in the activated position is shown in Figures 8 and 10.

[0034] In an example, the first armature end 66 forms a contact surface 70 which may be directly or indirectly contacted (such as by touching the contact surface 70 utilizing the vehicle driver' s finger) to actuate the shift actuator 20SFT- In an example, the shift actuator 20SFT can be actuated by directly contacting the contact surface 70 and applying a force to the shift armature 64 to move the shift armature 64 downwards. Alternatively, thy shift actuator 20SFT includes a cover disposed over the first armature end 66. In this instance, the shift actuator 20SFT can be actuated indirectly by contacting the cover (such as with the vehicle driver's finger) and applying a force to the park armature 64 to move the park armature 64 downwards.

[0035] The shift armature 64 comprises or is formed from any suitable material. In an example, the shift armature 64 comprises or is formed from a magnetic material. In another example, the shift armature 64 comprises or is formed from any suitable material and a magnet 72 is coupled to the shift armature 64. [0036] The shift actuator 20SFT includes a shift actuation device 74 coupled to the shift armature 64 within the shift body interior 56. In an example, the shift actuation device 74 is concentric with the shift armature 64. In an example, the shift actuation device 74 is a field coil wrapped around the shift armature 64. In another example, the shift actuation device 74 is a field coil wrapped or wound around the shift armature 64 in a tightly packed helix. Where the shift armature 64 is a magnet, the shift armature 64 in combination with the shift actuation device 74 forms a solenoid. Where the magnet 72 is coupled to the shift armature 64, the magnet 72 in combination with the shift actuation device 74 forms a solenoid. When an electric current (which may be generated by a vehicle battery, an alternator, and/or the electrical system of the vehicle) passes through the shift actuation device 74, the shift actuation device 74 is powered up and is in an ON state. However, when no electric current passes through, the shift actuation device 74 is not powered up (such as powered down) and the shift actuation device 74 is said to be in an OFF state. When in the ON state, the electric current passes through the shift actuation device 74, and the solenoid produces a magnetic field which is strong enough to hold the shift actuator 20SFT in the activated position.

[0037] The shift actuator 20SFT further includes a shift biasing device 76 coupled to the shift armature 64 and to the shift body 54. The shift biasing device 76 continuously biases the first armature end 66 of the shift armature 64 away from the top end 56 of the shift body 54 toward the rest position. In an example, the shift biasing device 76 is a compression spring. It is to be understood, however, that the shift biasing device 76 can be any suitable biasing device.

[0038] As shown, the shift biasing device 76 is coupled to the shift armature 64 about the first armature end 66 of the shift armature 64, and is coupled to the shift body 54 at the top end 56 of the shift body 54. In an example, the shift biasing device 76 is concentric with the shift armature 64. Additionally, the shift biasing device 76 is mechanically, chemically, and/or metallurgically coupled to the shift armature 64 about the first armature end 66 and to the shift body 54 at the top end 56 of the shift body 24.

[0039] The shift actuator 20SFT further includes a shift extension 78 coupled to the second armature end 68 of the shift armature 64 and moveable with the shift armature 64 between the rest and activated positions. The shift extension 78 activates a selected shift mode (such as the drive mode, the reverse mode, etc.) of the automatic vehicle transmission system when the shift armature 64 moves to the activated position. In an example, the shift extension 78 is integrally mounted to the second armature end 68 of the shift armature 64 so that the shift extension 78 moves in unison with the shift armature 64.

[0040] In an example, the shift actuator 20SFT further includes a shift detector 80 adjacent the shift extension 78. In an example, the shift detector 80 is a sensor. In another example, the shift detector 80 is both a sensor and a processing unit. In instances where the shift detector 80 is a sensor, then the shift actuator 20SFT further includes a separate processing unit 82. The shift detector 80 detects movement of the shift extension 78 (again, which moves with the shift armature 64 between the rest and activated positions). In an example, when the park actuation device 74 is powered up, the park actuation device 44 is said to be in an ON state. When the park actuation device 74 is not powered up (such as powered down), the park actuation device 74 is said to in an OFF state. Upon detecting movement of the shift extension 78, the detector 80 (if a processing unit is included) transmits a signal to power up the shift actuation device 74. Alternatively, upon detecting movement of the shift extension 78, the detector 80 transmits the signal to the separate processing unit 82, and the processing unit 82 transmits a signal to power up the shift actuation device 74. When the park actuation device 74 is powered up, the energy generated from the park actuation device 74 causes the park biasing device 76 to expand to move the park armature 64 away from the bottom end 58 of the park body 54. It is to be understood that when the park actuation device 74 is not powered up, the park biasing device 76 remains compressed, and the second armature end 68 of the park armature 64 is biased toward the bottom end 58 of the park body 54.

[0041] While the park actuator 20p has been described above as having the detector 50 or the detector 50 and the processing unit 52, and each of the shift actuators 20SFT has been described above as having either the detector 80 or the detector 80 and the processing unit 82, alternative arrangements and/or designs of the detectors 50, 80 and processing units 52, 82 are also envisioned. For example, the shifter assembly 10 may have a single processor in communication with each of the detectors 50, 80. As another example, the shifter assembly 10 may have a single detector that detects the movement of the extension 48, 78 of the park and shift actuators 20p, 20SFT, respectively.

[0042] Yet further, the illustrations set forth in Figures 1-10 of the present disclosure are or include schematic or semi-schematic representations of the shifter assembly 10. It is therefore to be understood that alternative configurations of the shifter assembly 10 are also possible.

[0043] The examples of the shifter assembly 10 described in detail above enable the vehicle driver or user to actuate a selected mode of the automatic vehicle transmission system. This may be accomplished by contacting the contact surface 40, 70 of the respective actuator 20p, 20SFT and applying a force to move the armature 34, 64 downwards. The mode selection may be categorized as proper or improper. A mode selection is proper when the selected mode can be actuated without deleteriously affecting the vehicle transmission and/or other systems of the vehicle. An example of a proper mode selection includes selecting the drive mode when the vehicle was in the park mode. Another example of a proper mode selection includes switching from the reverse mode to the drive mode when the vehicle has come to a complete stop. A mode selection is improper when the selected mode would have a deleterious affect the vehicle transmission and/or other systems of the vehicle. An example of an improper mode selection includes switching from the drive mode to the reverse mode when the vehicle is traveling 50 mph. Proper and improper modes selections of the automatic vehicle transmission system are typically predetermined and stored in a database associated and/or in communication with the detector 50 or the processing unit 52. When a mode selection is made, the detector 50 or the processing unit 52 looks up the mode selection in the database which categorizes the mode selection as being either proper or improper.

[0044] During a proper mode selection, the vehicle driver or user contacts the contact surface 40, 70 of the selected actuator 20p, 20SFT and applies a force to move the armature 34, 64. This step is similar to depressing a button. The armature 34, 64 of the selected actuator 20p, 20SFT moves through the actuation device 44, 74 which surrounds the armature 34, 64, and the extension 48, 78 moves with the armature 34, 64. The detector 50, 80 detects the motion of the extension 48, 78, and generates a signal which is transmitted to the vehicle electrical system to supply an electric current to the selected actuator 20p, 20SFT- When the electric current passes through the actuation device 44, 74 of the selected actuator 20p, 20SFT, the actuation device 44, 74 generates a strong magnetic field which causes the armature 34, 64 of the selected actuator 20p, 20SFT to electrically latch. Accordingly, when the vehicle driver or user releases the force which is applied to the contact surface 40, 70, the armature 34, 64 of the latched actuator 20p, 20SFT remains depressed.

[0045] During a proper mode selection of a shift actuator 20SFT, the shift actuation device 74 of the non-selected shift actuators 20SFT remains powered down while the shift actuation device 74 of the selected shift actuator 20SFT is powered up. Furthermore, the shift actuation device 74 of a previously activated shift actuator 20sFT is powered down when the shift actuation device 74 of the selected shift actuator 20p, 20SFT is powered up. While powered down, the non-selected shift actuators 20SFT remain in the rest position.

[0046] In an example, during a proper shift mode selection from the park mode, the park actuation device 44 of the park actuator 20p powers up when the shift actuation device 74 of the selected shift actuator 20SFT powers up. The magnetic field generated by the park actuation device 44 causes the park armature 34 to move through the park actuation device 44 and into the rest position.

[0047] During an improper mode selection, the vehicle driver or user contacts the contact surface 40, 70 of the selected actuator 20p, 20SFT and applies a force to move the armature 34, 64. The armature 34, 64 of the selected actuator 20p, 20SFT moves through the actuation device 44, 74 which surrounds the armature 34, 64, and the extension 48, 78 moves with the armature 34, 64. The detector 50, 80 detects the motion of the extension 48, 78. However, because the mode selection was improper, the detector 50, 80 does not generate a signal for the vehicle electrical system to supply an electric current to the selected actuator 20p, 20SFT- Accordingly, the actuation device 44, 74 remains powered down. Since no magnetic field is generated, the armature 34, 64 of the selected actuator 20p, 20SFT does not electrically latch in the activated position. The selected actuator 20p, 20SFT then returns to the rest position when the force is no longer applied to the selected actuator 20p, 20SFT- Accordingly, when the vehicle driver or user removes his/her finger from the contact surface 40, 70, by virtue of the biasing device 46, 76, the armature 34, 46 moves or springs back to its initial position. The movement of the armature 34, 64 back into its initial position provides physical feedback to the vehicle driver or user that the mode selection was improper.

[0048] In another embodiment, and with reference to Figures 7 and 8, the shifter assembly 10 further includes a blocking element 84 within the housing 22 and moveable between the park actuator 20p and the shifter actuators 20SFT- The blocking element 84 moves to a chosen one of the park actuator 20p and the shift actuators 20SFT for preventing actuation of the chosen actuator 20p, 20SFT- In an example, the blocking element 84 is a plate (such as a metal plate) that moves between the actuators 20p, 20SFT- In another example, the blocking element 84 includes two or more plates that move between the actuators 20p, 20SFT- Where multiples plates are used, each plate moves independently from the other plates. Typically, the blocking element 84 moves to a position adjacent the extension 48, 78 of the actuator 20p, 20sFT that would correspond to an improper mode selection. For instance, when one of the shift actuators 20SFT corresponds to an improper mode selection, the blocking element 84 moves into a position adjacent the shift extension 78 to prevent the actuator 20SFT from moving into the activated state. In another example, when the park actuator 20p corresponds to an improper mode selection, the blocking element 84 move into a position adjacent the park extension 48 to prevent the park actuator 20p from moving into the activated state. As shown in Figure 7, where the park actuator 20p and the shift actuators 20SFT are all in the rest position and the vehicle transmission system is in park mode, a blocking element 84 is positioned adjacent the respective extension 78 of each of the shift actuators 20SFT _> while no blocking element 84 is positioned adjacent the extension 48 of the park actuator 20p. Accordingly, in Figure 7, the blocking elements 84 prevent actuation of any of the shift actuators 20SFT, i-e., any of the shift modes of the vehicle transmission system. As shown in Figure 8, where the vehicle transmission system is in drive mode and the vehicle is traveling 50 mph, a blocking element 84 is shown positioned adjacent the extension 48 of the park actuator 20p and another blocking element 84 is shown positioned adjacent the extension 78 of the reverse actuator 20R. Accordingly, in Figure 8, the blocking elements 84 prevent actuation of the park actuator 20p and the reverse actuator 20R, i.e., the park or reverse modes of the vehicle transmission system.

[0049] While the invention has been described with reference to the examples above, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all examples falling within the scope of the appended claims.