GB2468293A

GB2468293A - Shift by wire gear shift apparatus having a manual H shift pattern

Info

Publication number: GB2468293A
Application number: GB0903578A
Authority: GB
Inventors: Paul Ray
Original assignee: Nissan Motor Manufacturing UK Ltd
Current assignee: Nissan Motor Manufacturing UK Ltd
Priority date: 2009-03-03
Filing date: 2009-03-03
Publication date: 2010-09-08
Anticipated expiration: 2029-03-03
Also published as: GB0903578D0; GB2468293B

Abstract

A gear shift apparatus, for a shift-by-wire vehicle transmission, comprises a gear knob 20 mounted to a first escutcheon 30, a second escutcheon 40 at least partially surrounding the first escutcheon 30 and a finisher or centre console 100 at least partially surrounding the second escutcheon 40. Sensors or transducers in an array detects relative movement between the first escutcheon 30 and the second escutcheon 40 and between the second escutcheon 40 and the finisher 100 and generates electrical signals corresponding to a desired transmission shift. These signals are used to make gear shift commands and to control a vehicle information system so as to indicate a selected gear by illuminating an area between the finisher 100 and the gear knob 20. This arrangement provides a simple low cost shift control which allows a driver to control a shift-by-wire using a traditional 'H' pattern shift technique similar to that sued in traditional manual transmissions. Forced or haptic feedback via the gear knob 20 may be provided by, for example, a simple arrangement of springs.

Description

IMPROVEMENTS IN GEAR SHIFTERS

Field of the invention

The present invention related to gear shifter assemblies, and in particular, to gear shifters for shift-by-wire transmission systems.

Background of the invention

Presently there are two main types of transmission systems for vehicles, manually shifted transmissions and automatically shifted transmissions. The latter may take many forms which operate either alone or in combination in the form of a hybrid of technologies. There are three basic technologies employed in the automotive industry to achieve an automatically shifted transmission, these are: 1. A traditional manual gearbox linked to the source of motive power via a friction clutch or multiple clutches. The facility of automated shifting is provided by electro-mechanical or mechatronic' systems which controls the friction clutch or clutches and selects gear ration in dependence on vehicle speed and throttle position. This is known as an automated manual transmission'.

2. A constantly variable transmission. This employs a pair of opposing cones linked by a flexible drive belt. Gear ratios are changed by altering the relative positions of the two cones. The position of the cones is controlled by a mechatronics' system in dependence on vehicle speed and throttle position.

3. A traditional automatic transmission employing a torque converter to connect the transmission to the source of motive power. Gear ratios are shifted mechanically by levers operated by hydraulic pressure. Shifting between gear ratios is controlled in dependence on the change in oil pressure within the transmission casing. The oil pressure varies with the rotational speed and load on the gears.

In addition to fully automatic forms of vehicle transmissions, there are an increasing number of transmissions that may be run in either a fully automatic mode or in a semi-automatic or sequential mode. In the semi-automatic or sequential mode the user may take control of the gear selection duties himself while the vehicle is in motion. In this case the user may manually select a desired gear, either holding a gear for longer than the system would permit in fully automatic mode or making a gear change to anticipate a change in road conditions. In some cases this is achieved mechanically but increasingly this manual' gear selection of a semi-automatic or sequential transmission is achieved by means of electronic control, this is known as shift-by-wire'.

In a shift by wire system the driver is provided with "-i-" and "-" controls to shift the gears up or down the available gear rations. These controls often take the form of: buttons on the steering wheel; paddles behind the steering wheel, or a manual shift position on the automatic shift lever gate. Some are more intuitive to use than others but none provide a manual shift "H" pattern shift control with a shift-by-wire' transmission.

The present invention seeks to address the problems associated with known shift-by-wire' controls not being particularly user friendly or intuitive by providing a simple, low cost shift control which allows the user to control a shift-by-wire' transmission system using a traditional "H" pattern shift technique similar to that used in traditional manual transmission systems.

It is against this background that the present invention seeks to improve upon the known vehicle gear shift assembly by providing a gear shift with a more intuitive feel and compact structure.

Summary of the invention.

According to an aspect of the present invention there is provided a gear shift apparatus for a shift-by-wire vehicle transmission, the apparatus comprising: a gear knob mounted to a first escutcheon; a second escutcheon at least partially surrounding the first escutcheon; and a finisher at least partially surrounding the second escutcheon; and means for detecting relative movement between the first escutcheon and the second escutcheon and between the second escutcheon and the finisher and for generating electrical signals corresponding to a desired transmission shift in dependence thereon.

Advantageously, the present invention provides a gear shift apparatus where relative movement of the gear knob relative to the finisher is provided by displacing one escutcheon relative to another. In this way, there are no bulky linkages normally associated with gear shifters which reduces the size and mass of the shifter and greatly reduces manufacturing cost.

According to an embodiment, at least a portion of the gear knob is movable relative to the first escutcheon in a substantially rotational manner.

Advantageously, the present invention separates translational movement from rotational movement of the gear knob. In this way, the translational movement of the gear knob is used to control the shift-by-wire vehicle transmission so that the rotational movement may be used to control another vehicle system.

According to an embodiment, the gear shift apparatus according further comprises a display mounted in any one of the gear knob, first escutcheon, second escutcheon or the finisher.

Advantageously, the gear shift display is located on a part of the gear shifter to be fitted to the vehicle as an assembly. In this way, no further assembly of components related to the gear shift apparatus or shift-by-wire vehicle transmission is required during the assembly of the interior of the vehicle.

According to an embodiment, the gear shift apparatus further comprises a means to selectively limit the movement of the gear knob relative to the first and second escutcheons arranged to provide a user configurable shift gate or gear shift pattern.

Advantageously, the present invention permits the user to tune the layout and feel of the shift control to any one of several different modes which may emulate the layout and feel of different manual gear shifters.

According to an embodiment, the gear shift apparatus further comprises force feedback means, arranged to inform the user as to the identity of a selected shift gate or gear shift pattern.

According to an embodiment, the gear shift apparatus further comprises force feedback means, arranged to inform the user as to the identity of a selected gear.

Advantageously, the provision of force feedback to the gear knob makes the user interface with the shift-by-wire vehicle transmission more intuitive and provides for a more realistic emulation of a traditional manual transmission shifter.

According to an embodiment, rotational movement of the gear knob relative to the first escutcheon is measured by a first transducer array located between the gear knob and the first escutcheon.

According to an embodiment, translational movement of the gear knob relative to the second escutcheon is measured by a second transducer array.

According to an embodiment, translational movement of the second escutcheon relative to the finisher is measured by a third transducer array.

According to an embodiment, the output from the second transducer array is used to make gear shift commands to the shift by wire vehicle transmission.

Advantageously, the output from the third transducer array is used to make gear shift commands to the shift by wire vehicle transmission.

According to an embodiment, the output from the first transducer array is used to control a vehicle information system separately from the shift by wire vehicle transmission.

Advantageously, the separation of transducer arrays to detect relative movement between adjacent components of the gear shift apparatus allows for the same assembly being used to provide gear shifters with different levels of functionality.

For example, a base grade gear shifter may only have one or two transducer arrays corresponding to the second and third transducer arrays. The base grade shifter would not have the provision of controlling anything other than the shift-by-wire vehicle transmission. However, a premium grade shifter may be fitted to a vehicle also fitted with satellite transmission or an infotainment system which requires a physical user interface. This physical user interface may be provided by a rotating or pivoting gear knob. In both cases the gear knob and escutcheons would be the same and only the transducer arrays would be different between the two grades of shifter. Using as many common parts as possible greatly reduces assembly and development costs.

According to an embodiment, the area between the finisher and the gear knob is selectively illuminated so as to indicate to the user which gear and/or gear shift pattern has been selected.

Advantageously, illuminating the gap between the escutcheons serves to highlight their function to the user. This also provides an indication as to which gear has been selected which may be advantageous if the available gear knob displacement is limited.

It will also be appreciated by one skilled in the art that the preferred and/or optional features relating to the present invention may be used either alone or in appropriate combination.

Brief Description of the Drawings

In order that the invention may be more readily understood reference is made, by way of example only, to the accompanying drawings in which: Figure la and lb show schematic diagrams of known gear shift gates or shift patterns associated with known manual transmission gear shifters; Figures 2 shows a perspective side view of the gear shifter of the present invention mounted on a centre console of a vehicle interior; Figure 3, shows a plan view of the gear shifter of Figure 2; Figure 4, shows a perspective view of the gear shifter of the present invention in use; Figure 5, shows a plan view of the gear shifter of the present invention mounted on a centre console of a vehicle interior; and Figure 6, shows a section through the gear shifter of the present invention mounted on a centre console of a vehicle interior.

Figures la and lb show typical shift patterns for manual gearboxes. Figure la shows a typically shift gate for a 6 speed manual transmission with reverse being selected by moving the lever to the right until it contacts a limit and then pulled downwards until the limit of travel is reached. Figure lb shows a shift gate of a classic sports car, known as a dog-leg gearbox, first and reverse gears are on the same shift gate plane. This was arranged to permit faster gear changes between second and third gears when racing.

The "H" shift pattern associated with a manual gearbox is typically dictated by the limits of articulation of gear linkages between the gear known and the gearbox.

Alternatively, the "H" shift pattern may be dictated by a separate shift gate through which the gear lever is guided by the user in order to select a desired gear.

The shift pattern associated with manual gearboxes is derived from the need to provide the user with a simple interface to apply the necessary control movements needed to make a gear selection. However, in shift by wire transmissions, there is no need to provide any mechanical interface between the gear shift apparatus and the transmission and so a purely electrical interface is usually provided. Whilst this is an efficient way of controlling the transmission it may be more desirable to provide a vehicle with familiar manual controls operating a shift by wire transmission.

One benefit of the use of a shift by wire transmission is that a gear shift control or gear shifter need only provide an electrical signal to the transmission, the movement or shift pattern may be configured as desired.

The present invention relates to a gear shift apparatus arranged to control a shift by wire vehicle transmission by emulating a typical shift pattern of a manual gearbox. Additionally, the present invention permits the user to tune the layout and feel of the shift control to any one of several different modes which may emulate the layout and feel of different manual gear shifters.

Figure 2 shows a gear shift apparatus or gear shifter 10 of the present invention.

The gear shifter 10 comprises a shift knob 20 mounted on a shift knob pivot 23 which is supported by a shift knob pillar 35 extending from a first escutcheon 30.

The perimeter of the first escutcheon 30 is surrounded by a ring-like second escutcheon 40 whose perimeter is surrounded by a finisher in the form of an aperture within a centre console 100. The perimeter of the first escutcheon 30 is smaller than the interior of the second escutcheon 40 and so a first-or inner-gap 50 is formed between the first and second escutcheons. Similarly, the perimeter of the second escutcheon 40 is smaller than the aperture within the centre console 100 so a second-or outer-gap 60 is formed between the second escutcheon 40 and the centre console 100.

The inner-gap 50 and outer-gap 60 is provided to permit the relative translational movement between the escutcheons 30, 40 and the centre console 100. In the embodiment shown in the Figures, the inner-gap 50 and outer-gap 60 are illuminated highlighting the relative positions of the escutcheons to the user in use.

Also shown in Figure 2 is a gear shifter display 80 located in front of the gear knob 20 in the upper surface of the first escutcheon 30. This display 80 may be used to provide an indication to the user which gear has been selected or which gear shift mode has been selected. Additionally, the display 80 may be used to present to the user a graphical representation of the shift gate mode being emulated by the shifter 10 to operate the shift by wire transmission.

Mounting the gear knob 20 to the first escutcheon 30 via a shift knob pillar 35 provides the look and feel of a typical manual gear selector lever without the associated linkages which would otherwise require packaging space below the surface of the centre console 100. The present invention has no such linkages and so may be surface mounted onto any suitably positioned location within comfortable reach of the user.

The gear shift lever or selector of the present invention does not require heavy or complicated linkage arrangements associated with standard manual gearbox shifter mechanisms. Additionally, the movement of the gear knob does not need to be translated into precisely controlled movements needed to operate gearbox linkages. Instead, the position and movement of the gear knob of the present invention need only be translated, via electrical signals, to the shift-by-wire' transmission which shifts between ratios using electronically controlled actuators.

In this way the gear shifter 10 of the present invention requires only the detection of the direction and duration of force applied to the gear knob by the driver and that this detection is registered electronically.

As there is no direct mechanical connection between the gear shift mechanism and the transmission the length of lever throw, lever length, lever position and shift effort may all be optimised to the user's needs. By reducing the function of the movement of the gear lever or gear knob or the force applied thereto by the user to provide only an electrical output there is no need for heavy or bulky mechanical linkages and the gear lever and gear knob my be located wherever it is convenient to the driver rather than adjacent to the transmission.

The shift knob pivot 23 shown in Figure 2 may include a switch which the user may operate with his or her thumb to control the shift pattern configuration.

Figure 3 shows a plan view of the gear shifter 10 of Figure 2. The inner-gap 50 and outer-gap 60 are clearly visible and have even spacing showing that the gear knob 20 is in a central position. This may be because the transmission is in automatic shifting mode or the shift pattern setting is in manual mode and the transmission is in neutral or that the shift mode is set to sequential shifting. In the case of Figure the display 80 informs the user that the transmission is in automatic mode and is currently in Park.

Figure 4 shows an alternative embodiment of the present invention where the gear knob 20 is pivotably mounted to the shift knob pillar 35 via the shift knob pivot 23. The pivot 23 allows the knob 20 to move in rotation relative to the vehicle which may be used to control another vehicle system or alternatively to better mimic the movement of a manual transmission shifter. The rotational movement of the gear knob 20 relative to the pillar 35 is indicated by the arrows above the gear knob 20. This rotational movement is not used to select a gear but to control other vehicle based systems such as a satellite navigation system etc. Also shown in Figure 4 is the available relative movement of the first escutcheon relative to the second escutcheon 40, closing the inner gap 50. The gear knob has been pushed forward from a central, at rest position.

Figure 5 shows a simplified plan view of the shifter 10 of the present invention shown in Figure 3. a section Y-Y has been cut through the gear knob 20 and escutcheons and this section is shown in more detail on Figure 6.

Figure 6 shows a section Y-Y through the assembly of gear shifter 10. The shape of the lower portions of the first escutcheon 30, second escutcheon 40 and finisher or centre console 100 are arranged to allow relative translational movement. The permitted relative translational movement is in a lateral and longitudinal direction relative to the vehicle. Lifting the gear knob 20 relative to the centre console 100 in a vertical movement is resisted by the engagement between the co-operating features of the escutcheons and centre consoles.

The escutcheons 30, 40 rest on a low friction base plate 70 arranged to improve the quality of the movement of the gear knob 20. In the example shown, base plate 70 is formed from a transparent polymer arranged to act as a light guide for a light source (not shown) disposed beneath the centre console 100. The light guide allows the light source to illuminate the inner-and outer gaps 50, 60.

Figure 6 also shows the layout of the gear knob 20. Gear knob 20 comprises an upper cap 25 which is supported on a gear knob support 22 in which a first transducer array may be disposed. If the gear shifter 10 is to be provided with the feature or a pivotably mounted gear knob 20 then the underside of the gear knob cap 20 is provided with a cup feature 27. This cup feature co-operates with a correspondingly shaped ball 28 to permit relative rotational movement therebetween. The shift knob pivot 23 may provide additional movement of the cap 25 relative to the pillar 35 or may additionally provide the gear shifter 10 with a switch with which the user may select gear shift modes.

In another embodiment of the present invention (also not shown), the gear shifter is further provided with force feedback means to aid the user. To make the interface between shifter and transmission more intuitive, the driver is provided physical feedback between the vehicle and the gear knob 20. In this embodiment, the force feedback is provided by electromagnetic actuators (not shown) disposed between the first and second escutcheons 30, 40 and the between the second escutcheon 40 and the finisher or centre console 100. The force feedback may be sufficient to physically move the gear knob 20 against the hand of the user or may take the form of a vibrational or haptic feedback via the gear knob 20.

Alternatively this force feedback may be provided via a simple arrangement of springs between the escutcheons and the centre console. In this simplified version, the feedback is provided by tuning spring rates in the assembly. The force applied to the gear knob 20 by the user and associated movement of the gear knob 20 is detected by an array of transducers disposed between the first and second escutcheons 30, 40 and between the second escutcheon 40 and the finisher or centre console 100. These transducers (not shown), translate the force applied to the gear knob 20 by the user to electrical signals. These electrical signals are fed to a transmission controller (also not shown) arranged to interpret the user input and send the appropriate command to the transmission.

The transducer array may comprise position switches, proximity switches, optical position switches, Hall-effect transducers or strain gauge transducers mounted within the shifter 10 between any two adjacent components.

In an alternative embodiment, not shown, the knob 20 need not move at all. In this case, the gear shift is controlled in dependence on the force applied by the user to the knob 20 relative to the vehicle. In this case the gear knob 20 remains stationary which reduces the packaging space required below the shift mechanism. In this example the gear knob 20 rotates about a ball joint formed between the inside of the gear knob 20 and the upper end of the pillar 35.

However, it is envisaged that the gear knob need not move at all as long as the force applied to the gear knob by the user is registered by the transducer array and interpreted by the shift-by-wire' system appropriately.

Other advantages will be apparent to one skilled in the art and the present examples and embodiments are to be considered illustrative and not restrictive.

The invention is not to be limited to the details given herein, but may be modified within the scope and equivalence of the appended claims.

Claims

CLAIMS1. A gear shift apparatus for a shift-by-wire vehicle transmission, the apparatus comprising: a gear knob mounted to a first escutcheon; a second escutcheon at least partially surrounding the first escutcheon; and a finisher at least partially surrounding the second escutcheon; and means for detecting relative movement between the first escutcheon and the second escutcheon and between the second escutcheon and the finisher and for generating electrical signals corresponding to a desired transmission shift in dependence thereon.
2. A gear shift apparatus according to claim 1, wherein at least a portion of the gear knob is movable relative to the first escutcheon in a substantially rotational manner.
3. A gear shift apparatus according to claim 1 or claim 2, further comprising a display mounted in any one of the gear knob, first escutcheon, second escutcheon or the finisher.
4. A gear shift apparatus according to any of the preceding claims, further comprising a means to selectively limit the movement of the gear knob relative to the first and second escutcheons arranged to provide a user configurable shift gate or gear shift pattern.
5. A gear shift apparatus according to any of the preceding claims, further comprising force feedback means, arranged to inform the user as to the identity of a selected shift gate or gear shift pattern.
6. A gear shift apparatus according to any of the preceding claims, further comprising force feedback means, arranged to inform the user as to the identity of a selected gear.
7. A gear shift apparatus according to any of claims 2 to 6, wherein rotational movement of the gear knob relative to the first escutcheon is measured by a first transducer array located between the gear knob and the first escutcheon.
8. A gear shift apparatus according to any of the preceding claims, wherein translational movement of the gear knob relative to the second escutcheon is measured by a second transducer array.
9. A gear shift apparatus according to any of the preceding claims, wherein translational movement of the second escutcheon relative to the finisher is measured by a third transducer array.
10. A gear shift apparatus according to any of the preceding claims, wherein the output from the second transducer array is used to make gear shift commands to the shift by wire vehicle transmission.
11. A gear shift apparatus according to any of the preceding claims, wherein the output from the third transducer array is used to make gear shift commands to the shift by wire vehicle transmission.
12. A gear shift apparatus according to claim 7, wherein the output from the first transducer array is used to control a vehicle information system separately from the shift by wire vehicle transmission.
13. A gear shift apparatus according to any of the preceding claims, wherein the area between the finisher and the gear knob is selectively illuminated so as to indicate to the user which gear and/or gear shift pattern has been selected.
14. A vehicle comprising a gear shift apparatus according to any of the preceding claims.