MXPA98003795A - System for interfacing the parking position mounted on the transmis - Google Patents

Abstract

The present invention relates to an apparatus characterized in that it comprises: a vehicle transfer having gears and an anti-rotational device that can be coupled to stop the movement gear; an interfitting member integrated within the vehicle transmission for coupling the anti-rotational device; , the interlock member can be moved between a parking position engageable with the anti-rotation device to keep the gear against rotation and a release position to allow the gear to rotate, an actuator mounted on or in the transmission, a connecting link operatively the actuator with the interlock member; an electrical device operatively connected to the actuator to move the interlock member to the release position only when the predetermined operating conditions of the vehicle are met; pal Anch of speeds and a detent and having a detector to detect the movement of one of the gear lever and the detent, the detector is operatively connected to the electrical device.

Description

SYSTEM OF INTERFIXATION OF THE STATION POSITION MOUNTED IN THE TRANSMISSION BACKGROUND OF THE INVENTION The present invention is concerned with a remotely operated parking / fixing mechanism, configured to prevent accidental displacement of a traffic outside the parking position. With recent advances in electronic components and the subsequent integration of electronic components into vehicular systems, many functions historically carried out mechanically are now candidates for conversion to electronic devices or electromechanical devices. Such functions are related to engine and transmission control (more broadly referred to as "power plant management"), anti-lock brakes, steering, climate control of the passenger compartment and similar. With regard to the present device, some vehicle manufacturers consider the use of electronic controls to control the displacement of the transmission and consider the mechanical decoupling of the transmission gear shift lever completely from the vehicle transmission. The prepositions of a seventh of REF: 27468"all-electric" displacement argue that it has advantages in terms of lower cost of parting and assembly, simplified channeling of parts of the gearshift lever to transmission, reduced warranty and improved customer satisfaction, in the that possible adjustment of the configuration and touch of the change of speeds of the vehicle are included by specific preferences of the client. However, sometimes manufacturers still want a direct mechanical link of some kind. One reason is because a gearshift lever that is not mechanically coupled in some way to a transmission has a disadvantage that the mechanical couplings prevent accidental physical displacement. Additionally, the new sevenmae always introduce new problems. For example, a "fully electronic" terminal should be designed to deal safely with a depleted battery, low electrical voltage / low energy in the vehicle, unexpected total loss of electrical power (while it is parked or in the driving), towing situations and countless other scenarios. A particular problem is presented in the automatic transmissions electrically controlled with torque converters, because the automatic transmission is typically rotary when the transmission is in a drive gear (for example driving or counter-gear) and the engine is off. Therefore, these transmissions must have a mechanical / electromechanical setting / fixation system that fixes the gears of the transmission against rotation to prevent a parked vehicle from simply rolling, even if the vehicle's electrical power is lost. Another concern is that federal regulations require certain predetermined vehicle conditions to be met before a speed change lever can be moved out of the parking position. Many manufacturers comply with these federal regulations through the use of a brake-ignition-gear-change-interlock (BITSI) device, which physically holds a gear shift lever in the parking position until the predetermined conditions of the vehicle are met. vehicle. However, a BITSI system must have the ability to carry out its function satisfactorily and positively, in which the "on" and "off" conditions are included, as well as if the vehicle's energy source runs out. One advantage of the proposed "fully electric" displacement system is the elimination of a Bowden transmission displacement cable or mechanical link. Many modern passenger vehicles have transmission speed changes with a rotary shift lever mechanically attached to the transmission of a vehicle, such as through a Bowden cable or mechanical link. Recently, many vehicle manufacturers have incorporated parking / locking mechanism in the speed levers for automatic transmissions, to prevent the movement of the gear shift lever out of the parking position unless certain predetermined conditions are met vehicle. However, it is difficult to control the quality and functionality of an adjustment / fixing mechanism mounted on the gearshift lever on a mounted vehicle, since the manufacturer of the gear lever, the manufacturer of the Bowden cable, the manufacturer of the transmission and the assembler of the vehicle are usually completely different companies. It has been conceived the integration of a parking / fixing mechanism with a remote operated actuator directly in the vehicle transmission, which provides many of the advantages of existing mechanical and electromechanical parking / fastening systems, but without the associated problems with the Bowden cables. This allows the transmission manufacturer to control substantially all of the seventh in terms of functionality and quality. Advantageously, the invention integrates the parking / fixing mechanism directly into the vehicle traffic and links it directly to the transmission component which prevents the accidental rotation of the transmission gear, in such a way that several parts are eliminated. Still further, the complete assembly is improved such as by eliminating the assembly and installation steps of the Bowden cable or other mechanically operated tranemieion link. Even more extensively, an electrically controlled and / or hydraulically activated parking / fixing mechanism has been devised, where the electrical connection between a speed shift lever and the transmission have completely eliminated the need for a mechanical connection between the shift lever of speeds and transmission. Thus, an apparatus that solves the above problems is desired.

BRIEF DESCRIPTION OF THE INVENTION The present invention includes an apparatus comprising a traction that has a gear and an anti-rotational die coupled to prevent the gear from rotating and an inter-locking element in the transmission for coupling the anti-rotational die. The interlock element is movable between a parking poke to engage with the activation device to retain the gear against rotation and a release position that allows the gear to rotate. The actuator * is integrated in or on the transmission and linked by means of the interlock element. An electrical device is operatively attached to the actuator to trigger or actuate the actuator to move the interlock element to the release position only when predetermined operating conditions of the vehicle are met. In a preferred form, the link provides a mechanical advantage for entering and exiting the parking position, but also includes means for preventing adhesion. Notably, it is contemplated that the actuator may be driven electrically, hydraulically, pneumatically or mechanically, or any combination thereof. In another aspect, the apparatus includes a gearshift lever having a speed lever movable between gear positions in which a gearing position is included, a pawl for retaining the speed change lever in the position of parking and a detector to detect the movement of the ratchet and / or the gear lever when the operator is ready to exit the parking position. The apparatus further includes a transmission having a parking / fixing mechanism to keep the transmission in an inoperative, non-rotating position corresponding to the parking position of the lever, -of speeds. An actuator is electrically connected to the detector and physically connected to the parking / fixing mechanism to operate the parking / fixing mechanism to move the parking / fixing mechanism only when predetermined conditions of the vehicle are met. These and other features, advantages and objects of the present invention will be further understood and appreciated by those skilled in the art, by reference to the following specification, the claims and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a plan view of the interior of a transmission, including the transmission case or cover, the internal components and the parking / fixing mechanism of the present invention; Figure 2 is a fragmentary enlarged view of the area ecled in Figure 1; Figure 3 is an enlarged perspective view of the parking / fixing mechanism, shown in Figure 2, which includes the related components shown schematically, the parking / fixing mechanism being in a parking position; Figure 3A is a schematic view showing the electric circuit connected to the solenoid valve for controlling the actuator of the parking / fixing mechanism; Figures 3B-3D are schematic views showing the hydraulic circuit of the solenoid valve illustrated in Figures 3 and 3A; Figure 4 is a view comparable to Figure 3, but showing the parking / fixing mechanism in a released position (that is, it is not in the parking position); Figure 5 is a perspective view of a mechanism mounted on the transmission, of the prior art; and Figure 5A-5F eon vietae of the particular components and assemblies shown in Figure 5.

DESCRIPTION OF PREVIOUS TECHNIQUE The prior art includes a tranemising 10 (Figure 5) having a notched wheel or notched drum 11 or mueecae 12 and a rotating member 13 with a tooth 14 for engaging with the notch 12. The notched wheel 11 is physically connected to the cog the transmission, to prevent rotation of the transmission gear when the transmission is in a "parking" position. The tooth 14 engages with a particular notch or notch 12 when the transmission is in the parking position, such that the vehicle can not roll. A speed lever 15, having a parking / locking mechanism / cam 15A is operatively connected to the rotating element 13 by a Bowden traction cable 16 connected to the link 17. The link 17 includes a fixed crank arm 18 a rotating shaft or shaft 19. The shaft 19 is operatively connected rotatably at one end to the case or cover 11 'of the tranemieion and has another end with a plate 20 configured on the member. The shaped plate 20 is engaged with a thrust pin 21 for rotating the rotary element 13 on its carrier 22. The shaped plate 20 also includes a surface with depressions 23 thereon, corresponding to the gear positions of the transmission parking P, counter-revolution R, neutral N and drive D, which depressions are coupled by a spring-loaded roller 24. A side surface 20 'includes multiple arcuate electrical contacts 20' 'which also correspond to the gear positions of the transmission P, R, N and D. The arrangement of the ridge 24 and the depressions 23 helps to retain the shaped plate 20 exactly in one of the gearings P, R, N and D and a detector is coupled with the contact 20"to cause the vehicle system to keep the transmission in a selected gear poem. Notably, the thrust pin 21 includes a rod 25, a slide 26 operatively mounted on the rod 25 and a coil spring 27 for driving the slide 26 to an extended position on the rod 25. The spring 27 is compliable and allows that the slide 26 moves along the rod 25 and compresses the spring 27, so that when the rotary element 13 is misaligned with the notches or notches 12 and can not be further rotated to the parking position. A second spring 28 on the carrier 22 urges the rotary member 13 to a normally decoupled position, such that the rotating member is separated when the push pin 21 is pulled by the operation of the link 17.

Figures 5A-5F show various components of the prior art that exist in a known transmission. The transmission includes an anti-rotational device comprising a wheel or notched wheel or drum 60 having notches or notches 12 thereon (Figure 5). The drum is rotatable and rotates with the transmission gear during vehicle operation. The drum 60 is connected to the gear of the transmission and is configured to hold the vehicle in a fixed parking position when the drum 60 is interlocked by the rotary element 13, such that the vehicle does not move unexpectedly when the gear lever is in the parking position. The carrier 22 is U-shaped (see Figure 5) and is fixed to the transmission case or cover at site 62. A bolt extends through the carrier 22 and defines a pivot 63. The rotating member 13 includes a T-shaped body 64 (Figures 5B and 5C) having a pivot 65 at one end. The tooth 14 is located at an opposite end.

The tooth 14 includes slightly angular splice edges 66, configured to engage correspondingly with a particular notch or notch 12 (Figure 5), the slight angle facilitates decoupling and reattachment, but the angle is substantially perpendicular to prevent accidental decoupling. The end having the tooth 14 thereon also includes a retaining handle 67 (Figure 5C) for splicing with the interior of the carrier 22 (Figure 5B). The rotating element 13 is movable along the path 68 (Figure 5B) between an uncoupled position (Figure 5B) and a position. - coupled (Figure 5). In the decoupled position, the latch handle 67 engages / seats in a U-shaped carrier 22. The bent wire spring 28 urges the rotary member 13 to a normally decoupled or released position. The space between the platforms 67 'and a corresponding platform 69' of the U-shaped carrier 22 defines a space for the head 71 of the thrust pin 21, described below. The head 71 includes a pair of rollers 74 and 75 which engage the surfaces 67 'and 69'. The head 71 further includes composite hands 76 which slide along opposite sides of the rotating member 13 and slide within the U-shaped channel in the carrier 22, so as to act as a guide. As the head 71 slides between the rotating element 13 and the carrier 22 on the platforms 67 'and 69', it urges the rotary element 13 to a coupled position (ee, parking position, as shown in the Figure). 3) . In such a way that the tooth 14 engages with any notch 12 which is aligned with the tooth 14.

DETAILED DESCRIPTION OF THE PREFERRED MODALITY For purposes of the description herein, the terms "upper", "lower", "right", "left", "posterior", "frontal", "vertical", "horizontal" and derivatives thereof will relate to each other. with the invention in general as it is oriented in Figure 3. However, it will be understood that the invention may assume various orientations and sequences of steps, except where the contrary is specifically provided. It will also be understood that the specific features and processes illustrated in the accompanying drawings and described in the following specification are merely exemplary embodiments of the concepts of the invention defined in the appended claims. Hence, the specific dimensions and other physical characteristics that are related to the modalities described herein are not considered to be limiting, unless the claims expressly state otherwise. An apparatus 50 for providing a parking / fixing mechanism (Figure 1) implementing the present invention includes an actuator 51, connected to a rotating element, such as an existing rotary element 13, through a link 52. The actuator 51 (Figure 3) is put into operation hydraulically and is configured to operate away from the pressure of the transmission fluid within the traction 53, the application of the pressure of the fluid ee controlled by an intermediate eolenoid valve 54, electrically connected to a speed change lever 120. The link 52 provides an increased mechanical advantage, as the rotating element 13 approaches its seated parking position. In particular, the link 52 includes a T-shaped arrangement of tilting links, which press the rotary element 13 into a detent position engaged in the notches 12 of the notched drum 11, as described below. This arrangement provides a uniform and safe operation, even with the unusual / unexpectedly lowering fluid pressure inside the transmission 53 and also provides additional traction force at the exit of the parking position, such as when the vehicle is in a hill. The arrangement further provides a parking interlock function since the valve 54 is operatively linked to the vehicle electrical system 55, which includes a motor / transmission control device 56 (such as an on-board vehicle computer), a switch 57 operated by the brake, which operatively engages a brake lever 57 and an ignition "key" switch 58 in an ignition switch 58 '. In the present parking / fixing mechanism 50, a modified slide 78 is slidably mounted on the rod 25 (Figure 3). The slider 78 includes a bore 79 for slidably receiving one end of the rod 25 and further includes a hole or opening 80 for receiving a nut 81 which is screwed onto one end of the rod 25 to retain the rod 25 on the slider 78. The spring 82 is mounted on the rod 25 and is compressed between the extruded knobs on one side of the rod 25 and the end of the slide 78. By this arrangement, the link can force the slide 78 towards the carrier 28, without damaging the rotary element 13. In particular, if the tooth 14 of the rotary element 13 is not aligned with a notch 12 in the notched drum 11, the rotary element 13 can not be moved and therefore the rod 25 can not be moved either. Thus, the slider 78 slides on the rod 25, to compress the spring 82. At that time, as the tooth 14 aligns with the notch or notch 12, the spring 82 urges the rod 25 to an extended position, so as to causing the head 71 to rotate the rotary element 13 to a parking position coupled with the notched drum 11.

The link 52 further includes an arrangement of tiltable links 84-87 (Figure 3) rotatably interconnected as described below. The pivoting link 84 includes a first end 88 rotatably attached to the slider 78 and a second end 89 rotatably attached to a main seal 90. The end 88 includes a pair of opposed ridges that receive a ridge 92 on the slider 78, to create a stable pivot at the end 88. The link 85 is articulated at a first end 93 to a pivot 94 stationary on the cover or box of the transmieion. The link 85 further includes a second end 96 articulated in the main seal 90. The link 86 includes a first end 97 hinged on the main seal 90 and a second end 98 extending from the first end 97. An actuation link 87 or The impeller includes a pivot 99 hinged to the end 98 of the tension link 86. The drive link 87 further includes a second end 100 fixed to the rotating shaft 101. The rotating shaft 101 may be the shaft 19 (see Figure 5) or it may be a separate rotating shaft. The shaft 101 (Figure 3) is rotatably supported on a site on the transmission case. A pinion gear 103 is secured to the rotary shaft 101 and includes teeth 104. The actuator 51 includes a hydraulic cylinder 106, a piston operatively mounted on the cylinder 106 and an extentable shaft 108 attached to the piston. The hydraulic cylinder 106 is secured to the transmission case or may be formed integrally therewith. The extendable rod 108 has a rack 109 attached to its free end and slidably held for linear movement on the traction box. The rack 109 includes teeth 110 configured to operatively engage the teeth 104 on the pinion gear 103. As the rod 108 of the actuator 51 extends, it moves the rack 109, which is operatively coupled with the pinion gear 103 to rotate the shaft 101 of the shaft. This causes the link 87 to pull the link 86. In turn, the links 84 and 85 move from an aligned position (slightly overcentral) where the rotary element 13 is coupled with the notched drum 11 (Figures 2 and 3), to a retracted position, wherein the rotary element 13 is uncoupled with the notched drum 11, such that the transmission can be put into operation (Figure 4). The operation volume within the cylinder 106 is connected to the operating fluid pressure of the transmission 53 via the hydraulic line 112 (Figure 3). Notably, the cylinder 106 may be integrated into and integrally formed as part of the cover or transmission case, also as the line 112 may be integrated into the cover. A solenoid operated valve, which includes an electrically operated solenoid 64, is operatively connected to the line 112. The solenoid 54 of the valve is connected to the electrical system 55 of the vehicle. The vehicle's electrical system includes the controller 56, the switch 57 operated by the brake and the switch 58 of the ignition key. The electric seventh 55 of the vehicle, which includes the controller 56, is configured to drive the solenoid 54 to open the valve only when the brake switch 57 and the switch 58 of the ignition key are set at the predetermined operating conditions of the vehicle and when the gear lever is moved out of the parking position. Other configurations are also contemplated within the scope of the present invention, such as an actuator 51 or valve 54 is driven by electrical, hydraulic, pneumatic, mechanical or combination elements of the same. The preemptive apparatus 50 is adapted in particular to cooperate with a speed change lever 120 having electronic components thereon. In particular, the speed lever 120 includes a detector switch 121, for detecting the position of the pawl 122 when an operator presses a thumb button 123, to take the speed lever 124 out of the parking position. Speed levers that have ratchets are well known in the art, such that a description need not be included herein for those skilled in the art to understand the present invention. The speed lever 120 also includes UH rotational potentiometer 125 for detecting the rotational position of the speed lever 124. The position of one or both of the pawl 122 and the speed lever 124 can be detected by means of the detector 121 and the potentiometer 125 to allow the engine / transmission control device 56 to control the transmission 10. The expandable rod 108 (Figure 3) of the actuator 51 is spring driven to a normally retracted position, by the spring 126, such that if it is lost electric power or voltage, the rod 108 retracts or retracts to cause the link 52 to fix and naturally move the rotating member 13 to a stationary / fixed position against the notched drum 11. A manual limiting or compensating device 129 includes a cable 130 and handle 131 that can be pulled to drive the lever 131 'of the crank or the crankshaft, to cause that the parking / fixing mechanism 50 is released manually.

Specifically, the lever 131 'of the crankshaft causes the link 72 to open and the rotating element 13 to be deepened by the notched drum 11. It is contemplated that this handle 131 would be located in a secure area, such as under the bonnet of a vehicle and It would only be used by the technicians and the owner / operator in case of emergency. Also, it is contemplated that this limiting device or mechanical compensator may be actuated by key or key or restricted in some other way to be used only by the owner of the vehicle. An electrical limiter 132 (Figure 3A) is electrically connected to a control valve 54 and includes conductors 133 that form a circuit with the vehicle battery 138, an auxiliary battery 136, and a logic switch 137 inside the controller 56. The switch 137 is driven by PROM, chip or other logic circuit within controller 56, once certain predetermined conditions of the vehicle are met. The information about the predetermined conditions of the vehicle is input to the controller 56 via the input lines 139. For example the lines 139 'are connected to switches to detect that the brake pedal is depressed, the ignition is activated and the like. The switch 137 is closed to energize the solenoid valve 54 with energy from the car battery 138 or, if it is depleted, then from the auxiliary battery 136, such that the solenoid valve 54 is opened to discharge fluid through the solenoid valve 54. the line 112. This prevents hydraulic fluid from being trapped in the cylinder 51, which would prevent the spring 126 from causing the extensible rod 108 to retract into its normally closed parking position. It will be noted that the battery 136 can be integrated to the vehicle cover of the vehicle battery 138 or it can be a secondary battery separated from the vehicle battery 138. A diode 139 or other circuit means may be used to control the current flow of the battery 136 and to control the operation of the electric limiter or compensator 132. Specifically, the diode 139 is used to prevent the battery 136 from being depleted if the The vehicle's electrical system (in which the vehicle's 138 battery is included) also runs out. It is contemplated that detectors may be added, as desired, to display or detect talee events such as the link poundage 52, the position of the rotating element 13, the position of the actuator 51 or the load on the battery 136. The operation of the valve Solenoid 54 is shown in Figures 3B-3D. The solenoid valve 54 is a three position valve, as shown in Figures 3B-3D, respectively. When there is no electrical power in the electric system of the vehicle, which includes the valve 54 (Figure 3B), the hydraulic pressure inlet gate 140 is closed, the hydraulic outlet port 141 (connected to the actuator 151) is closed and the the hydraulic discharge gate 142 (connected to the manifold 143) is closed. When the energy of the vehicle is activated (Figure 3C) but the gear lever is still in the parking position, the input gate 140 remains blocked, but the exit gate 141 is connected to the discharge gate 142, such The hydraulic fluid is discharged from the actuator 51 to the manifold 143 in the transmission 53. Thus, the parking / fixing mechanism engages with the tooth 14 in a notch or notch 12 to keep the vehicle in a stationary parking position. When the conditions for exiting the parking position are met and the controller 56 applies electrical power to the solenoid valve 54 (Figure 3D), the input gate 140 is connected to the exit gate 141 and the discharge gate 142 is blocked, to allow the hydraulic pressure of the transmission 53 to flow to the actuator 51 to extend the rod 108. Remarkably, by this arrangement, the hydraulic fluid is trapped in the actuator 51 for a short time if all the power of the vehicle is lost. However, the battery 136 and / or the manual limiting device 129 allow the system to be put into operation as necessary for repairs. The above description is considered that of the preferred embodiments only. Modifications of the invention will be presented to those skilled in the art who elaborate or use the invention. Accordingly, it will be understood that the embodiments shown in the drawings and described above are for purposes of illustration only and are not intended to limit the scope of the invention, which is defined by the following claims, as interpreted according to the principles of patent laws, which include the doctrine of equivalents. It is noted that, in relation to this date, the best method known to the applicant to carry out the aforementioned invention, is that which is clear from the present description of the invention. Having described the invention as above, the content of the following is claimed as property:

Claims (22)

Claims

1. An apparatus characterized in that it comprises: a vehicle transmission having gears and an anti-rotational device engageable to prevent the gears from moving; an interfitting element integral with the transmission of the vehicle for coupling with the anti-rotational device, the inter-locking element is movable between a positioning position which comes into contact with the anti-rotation device to retain the gear against rotation and a release position for allow the gear to rotate; an actuator mounted on or on the transmission; a link that operatively connects the actuator to the interlock element; and an electrical device operatively attached to the actuator to move the interlock element to the release position only when predetermined operating conditions are met.

2. The apparatus according to claim 1, characterized in that the actuator is operated pneumatically.

3. The apparatus in accordance with the claim 2, characterized in that the operator is operatively linked to the transmission of the vehicle by a fluid line for putting into operation the actuator remote from the fluid in the transmission of the vehicle and the pressure of the fluid generated in the tranemission of the vehicle. ** •

4. The device in accordance with the claim 3, characterized in that the link includes a tilting type link having at least two interconnected links in an over-centered relationship when the inter-locking element is in the parking position.

5. The apparatus in accordance with the claim 4, characterized in that it includes a gearshift lever having a displacement lever and a ratchet and having a detector for detecting the movement of one of the speed lever and ratchet, the detector is operatively connected to the electric device .

6. The apparatus in accordance with the claim 3, characterized in that it includes an electronically operated valve, in the fluid line to control the flow of fluid through the fluid line and includes a restrictive device to operate the electrically operated valve to release the fluid trapped in the fluid actuator. I reregister the vehicle's transmission.

7. The apparatus according to claim 1, characterized in that it includes a limiting device attached to one of the interlock element, the actuator and the link to manually limit or compensate the actuator, to manually move the interlock element to the release position. .

8. The apparatus according to claim 7, characterized in that the limiting device includes a cable connected to the actuator.

9. The apparatus according to claim 1, characterized in that the actuator is spring driven to manually move the interlock element towards the parking position.

10. The apparatus according to claim 1, characterized in that the link includes a tilting type link having at least two interconnected links in an over-centered relationship when the inter-locking element is in the parking position.

11. The apparatus according to claim 1, characterized in that it further includes a gear change lever having a speed lever and a ratchet and having a detector for detecting the movement of one, the gear lever and the ratchet, the The detector is operatively connected to the electrical device.

12. An apparatus characterized in that it comprises: a gearshift lever having a speed lever movable between gear positions in which are included a setting poise, a pawl for holding the speed lever in the setting pointer and a detector to detect the movement of one, the speed lever and the ratchet when the operator is to move out of the parking position; a transmission including a parking / fixing mechanism in the traffic, for holding the traffic in a non-rotating inoperative condition when the gear lever is in the setting position; and an actuator electrically connected to the detector and physically connected to the parking / fixing mechanism to operate the parking / fixing mechanism to move the positioning / fixing mechanism only when predetermined conditions of the vehicle are met.

13. The apparatus according to claim 12, characterized in that the actuator is hydraulically operated.

14. The apparatus according to claim 13, characterized in that the actuator is operatively connected to the transmission by a fluid line to operate the actuator away from the fluid in the transmission of the vehicle and the pressure of the fluid generated in the transmission.

15. The apparatus according to claim 12, characterized in that the step / fix mechanism includes a bauble type link having at least two interconnected links in an over-centered relationship when the speed lever is in the parking position.

16. The apparatus according to claim 14, characterized in that it includes a valve electronically operated in the fluid line, to control the flow of the fluid through the fluid line and that includes a restrictive device for putting into operation the electrically operated valve for release the fluid trapped in the drive to return to the tranemism of the vehicle.

17. The apparatus according to claim 12, characterized in that it includes a limiting device connected to one of the interlock element, the actuator and the link, to limit or manually compensate the actuator, to manually move the interlock element to the release position. .

18. The apparatus according to claim 17, characterized in that the limiting device includes a cable connected to the actuator.

19. The apparatus according to claim 12, characterized in that the actuator is spring driven to move the interlock element towards the parking position.

20. A method characterized in that it comprises the steps of: providing a transmition of a vehicle having a gearing and an anti-rotational device engageable to prevent the gear from moving, an interworking element in the transmission of the vehicle configured to be coupled with the anti-rotation device, the interlock is movable between a parking position in which it engages with the anti-rotation device to retain the gear against rotation and a release position that allows the gear to rotate; an actuator on the traction and a link that operatively connects the actuator to the interlock element; providing a remote control die operatively connected to the actuator to move the interlock element to the release position only when certain predetermined operating conditions of the vehicle are met; and actuating the actuator remotely by using the remote control, to move the link between an over-centered fixed position, wherein the inter-locking element is in the parking position to retain the gear against rotation and to move the link to a released position, wherein the interlock element is moved to the release position that allows the gear to rotate.

21. The method according to claim 20, characterized in that the driving step includes energizing the actuator by hydraulic pressure of the transmission of the vehicle.

22. The method according to claim 20, characterized in that the step of actuation to diet includes electrically controlling the operation of the actuator.