WO1997032746A1

WO1997032746A1 - Manoeuvering device_

Info

Publication number: WO1997032746A1
Application number: PCT/SE1997/000384
Authority: WO
Inventors: Kenneth Skogward
Original assignee: Scandmec Ab
Priority date: 1996-03-05
Filing date: 1997-03-05
Publication date: 1997-09-12
Also published as: SE506227C2; SE9600847L; SE9600847D0; AU1950497A

Abstract

Control device comprising a control lever (1) and a control bracket (2) provided with a first pivotable hinge (4) by means of which the lever is pivotally arranged in relation to the control bracket for displacement between a plurality of control positions. The control positions of the control lever about the pivotable hinge are converted into corresponding operating conditions of a device which is intended to be operated. In this regard, the control lever is adjustable to assume a second control movement. The control lever is caused to perform its control movement by pivoting of the lever with said second pivoting hinge (8) operating as a pivot centre. The control device presents a locking device (29, 30, 12) which, during adjustment to the second control movement, locks the pivoting motion of the control lever (1) about its first pivoting hinge (4). In this manner, the pivot centre can be relocated to said second pivoting hinge (8).

Description

MANOEUVERING DEVICE.

The present invention relates to a control device according to the preamble of appended claims 1 and 11.

The so-called gear lever assembly is a very common application of control devices of the present type for manual and automatic gearboxes. An example of a gear lever assembly allowing both automatic and manual gear-shifting can be found for example in U.S. patent no. 5,062,314. This document discloses a gear lever which can be moved about a transverse main axis, for displacement between different operational conditions in an automatic gear-shifting mode. The gear lever can also be moved about a second axis, which is transverse to the main axis, for changing between the automatic gear-shifting mode and a manual gear-shifting mode. Due to the fact that the second axis of rotation is supported on a hub on the first axis, any clearances in the various components will be added and will be enlarged at the gear lever knob. This may impart a feeling of lack of stability and uncertainty as to whether the correct gear position is engaged.

The object of the invention is to provide a simple and highly stable assembly which provides distinct gear positions and which may accommodate high forces.

Said object is accomplished by means of the control device according to the present invention, the characterizing features of which will be apparent from subsequent claims 1 and 11.

The invention will be described in greater detail in the following with reference to an embodiment and to the annexed drawings, in which Fig. 1 is an exploded view showing a control device according to the invention, in the form of a gear selector lever which can be moved between two modes of gear-shifting. Figs. 2 and 3 show two different, partly broken perspective views of the control device according to the invention with an associated control lever in a position corresponding to a first type of transmission. Figs. 4-8 show, on a larger scale, partly broken perspective views of the control device in different positions for the two types of gear-shifting. Fig. 9 shows in a schematical manner a control panel forming part of the control device. Figs. 10-13 show two switches forming part of the control device and assuming different positions.

As is apparent from for example Figs. 1, 2 and 3, the control device consists of two main parts, i.e. a control lever 1 and a control bracket 2. The control lever is pivotally arranged in relation to the control bracket so as to provide different pivoting movements between different control positions. In the shown example, the control device is constituted by a gear lever assembly for an automatic transmission for motor vehicles, which lever assembly can be moved between two modes, or types, of gear-shifting, i.e. the conventional automatic gear-shifting mode and a particular gear-shifting mode in which the changing of gears is entirely controlled by the driver, as is the case with a manual gearbox. The control lever 1 is normally movable in its main movement by pivoting it in a first pivoting plane extending essentially vertically in the longitudinal direction of the vehicle. This displacement direction of the pivoting displacement is for example intended to be converted to a translational displacement of a transmission element, for example a cable 3 which is connected to the device which is to be controlled by means of the control device, i.e. the automatic gearbox in the present case. The above-mentioned pivoting displacement of the control lever is carried out about a first pivotable hinge 4 which is arranged at a distance from the upper end 5 of the control lever, at which point the lever is intended to be gripped by the driver during manual operation. Normally, the lever presents a knob (not shown) or a control head which provides a grip which is adapted to the hand. The pivotable hinge will be described in greater detail below and is, in its simplest form, constituted by a rounded section or a pivot ball 6 at the lower end 7 of the control lever. The pivot ball is supported in a bearing socket in the control bracket 2. In its most simple form, the bearing socket is some type of bearing cup in which the ball can be pivoted. The bearing socket will be described in greater detail below.

According to the invention, the control lever 1 is pivotally connected via a second pivotable hinge to an elongated guide element 9 which together with a bearing part 10 in the control bracket form a guide device for at least the first displacement of the control lever 1, i.e. the pivoting forwards/backwards displacement about the pivotable hinge 4 of the lever. The guide element 9, together with the bearing part 10, is adapted so that it may perform a reciprocal translational displacement which in the shown example is entirely linear och synchronuous with the first pivoting displacement of the control lever about its first, lower pivotable hinge 4 and along its first pivoting plane.

In the shown example, the guide element 9 is constituted by an essentially cylindrical unit which forms a main axis and which, by means of its essentially cylinder mantle-shaped sliding surface, is supported by a bearing surface 11 of the bearing part 10, which surface is formed in essentially a corresponding manner and is formed by a recess or a cylindrical bore in the control bracket 2. The second pivotable hinge 8 is arranged at a distance from the first pivotable hinge 4 and the upper end 5 of the control lever. In the shown example, this second pivotable hinge 8 is provided with a transverse shaft 12 which is inserted through the guide element 9, i.e. the main axis, preferably its geometrical longitudinal axis and directed with its own geometrical aixs 14 perpendicularly in relation to the longitudinal axis of the main axis 9. Fig. 1 shows in greater detail an example of the actual design of the pivotable hinge 8 with two protruding flanges 15, 16 on the control lever 1. Each of the flanges 15, 16 presents a coaxial hole 17 through which the transverse shaft 12 extends. The holes 17 are dimensioned so as to form a bearing for the shaft extending through the holes and to allow a pivoting displacement of the control lever 1 about the geometrical transverse axis 14 of rotation. The guide element 9 performs a reciprocal displacement along its geometrical longitudinal axis 13. Since the guide element 9 is supported in the control bracket, the lower pivotable hinge 6 is normally adapted to carry out a minor lifting and lowering displacement in relation to the control bracket or the control lever 1, or a combination of both movements. An advantageous solution will be described in greater detail below.

In the shown example, the control bracket 1 is designed with a section 18, see Fig. 1, with downwardly facing mounting surfaces for the attachment of the bracket on a vehicle body, for example by means of fastening screws (not shown) which are inserted through holes in the bracket. The control bracket is relatively sturdy so as to enclose the guide device 9, 10 and other functional elements which either sense the position of the guide element 9 or may position or lock the guide element in a predetermined translational position. These functions may for example include functions which are known per se, for example so- called shiftlock and keylock functions. The shiftlock functions are constituted by a locking function which locks the control lever 1 in certain positions, for example the parking and neutral positions, when the foot brake is not applied. For example, the shiftlock function is designed as a locking element which may be formed by a pin or a plate which, in its locking position, is inserted into a recess, for example an annular track in the guide element 9. The locking element is suitably positioned by means of a solenoid, which is not shown in the example. The keylock function can be provided by means of a locking unit having a locking element which is positioned by means of a wire between a locking position for locking of the guide element and for releasing the guide element, respectively. For this purpose, an annular track is for example arranged in the mantle surface of the guide element.

Other functions which may be incorporated in the guide element 9 include a positioning device 19 which provides distinct gear positions for the normal automatic gear- shifting mode of the control device. In a simple form, this positioning device can be formed by a spring-loaded arm which is spring-biased towards the peripheral wall 11 of the guide element and cooperates with recesses 20 in the guide element. These recesses are chosen in a number which corresponds to the number of gear positions in the automatic gear-shifting mode. The number of gear positions may vary to a great degree, but is normally at least four and is in the shown example six. The positioning device can be combined with electrical detectors so as to provide an optical indication of the gear positions. For example, the current gear position may be indicated on the dashboard. In a corresponding manner, a mechanical indication can be obtained as a result of a detection of the axial position of the guide element 9. Furthermore, the control bracket 2 is designed as a housing having two wall sections 26, 27 protruding from a front section 21, said wall sections extending on each side of the control lever 1, and having a base section 28 extending between the wall sections. The base section supports, directly or indirectly, the first, lower pivotable hinge 4.

Each of the two side wall sections 26, 27 presents a guide track 29, 30 which extends with a track section 29a, 30a, extending straight and parallel to the longitudinal axis 13 of the guide element 9, and with a track section 29b downwardly facing on one side in the wall section 26, and also a track section 30b which is upwardly facing on the other side. The guide tracks provide guiding for the transverse shaft 12 which presents shaft sections 31 and 32, respectively. In this manner, the gear lever 1 is stabilized as regards the pivoting forwards/backwards movement, i.e. in the direction corresponding to the manner in which the driver is seated or the longitudinal direction of the vehicle. By means of the transverse track sections 29b, 30b, the lever is also allowed to carry out a sidewards, pivoting displacement and to be locked against a pivoting forwards/backwards movement. This will be described in greater detail below.

The control device belongs to the type of gear lever assemblies which can be moved between two gear-shifting modes. Except from the above-mentioned conventional, automatic gear-shifting mode, the device can be set in an alternative gear-shifting mode, which in the shown example more resembles gear changing with a manual gearbox, since the driver is in complete control of the gear positions of the gearbox. In the automatic gear-shifting mode, the control lever 1 is pivoted as has been described above with the first, lower pivotable hinge 6 as a pivot centre for the control lever. After moving the control lever a limited angle by turning the lever about the longitudinal axis 13 of the guide device, the pivot centre of the lever 1 is changed up to the second pivotable hinge 8. In the shown example, the changing displacement of the control device 1 is made possible due to the fact that the guide element 9 is not only adapted to perform a translational displacement in its longitudinal direction but is also adapted to perform a pivoting displacement along its longitudinal axis 13 (alternatively that the lever 1 only can be pivoted about the axis 13), due to the fact that the lower end 7 of the lever can be moved sidewards and due to the fact that the transverse shaft 12 is allowd to be pivoted in a plane which is perpendicular to the axis 13. A change to the alternative gear-shifting mode is allowed in a certain pivoting position for the control lever 1, that is the position in which the transverse shaft 12 is situated right in front of the transverse track sections 29b, 30b and can be inserted into these sections.

The above-described sidewards displacement of the control lever is made possible as a result of a suitable design of the lower pivotable hinge 4. For example, Figs. 2-4 show an example of a design of the pivotable hinge 4. A bearing cup 34 is arranged in the base section 28 of the control lever 2. The cup is essentially designed as a T with a transverse section 35 extending parallel to the general longitudinal direction 14 of the transverse axis in the automatic gear- shifting mode, and with a section 36 extending with an angle, for example approximately 30°, to the longitudinal direction of the longitudinal axis 13 of the main axis. The transverse section 35 presents a bowl-shaped recess 37a in connection with its end 37. The longitudinal section 36 is also recessed, presenting a bowl-shaped section 36a in the mid section and inclined paths on each side. The paths resemble legs 36b, c arranged at an angle when seen along a cross-sectional view, see for example Fig. 4. In this manner, the hinge ball 6 is urged to engage one of the bowl-shaped sections. In the automatic gear-shifting mode, the hinge ball 6 is held in the bowl-shaped section 37a, which provides a defined bearing point and forms the lower bearing socket 4 for the lever 1, whereas in the alternative gear-shifting mode the control lever urges to assume a neutral position in the bowl-shaped section 36a due to the spring-biased pivot ball 6 cooperating with the bearing bowl. The ball 6 may slide between end positions towards a stop element 36d, 36e along the inclined angled sections 36b, 36c, since the ball 6 is arranged on a bar which is arranged in the lever in a movable and spring- biased manner.

In the automatic gear-shifting mode, the control lever is thus pivoted about its lower pivotable hinge 4. In this regard, the lever can be moved forwards/backwards in its first pivoting plane which extends essentially vertically through the longitudinal axis 1 of the control lever 1 and the lower pivoting point, i.e. the bearing element 4. The guide element 9 provides a linear guiding which, due to its hinged connection via the upper, second hinge element 8 provides a stable pivoting displacement about the lower hinge element 4. This displacement in the vertical plane is fixed and is possible due to the guiding of the transverse shaft 12 in the tracks 29, 30, since the transverse axis during this displacement runs in the longitudinal, horizontal track sections 29a, 30a between the ends of the track sections. Due to the pivoting displacement of the lever 1 about the lower pivotable element 4, the control positions of the automatic gearbox can be set. For example, this may be carried out in a mechanical manner by transforming the pivoting displacement of the control lever to a reciprocal translational displacement of the transmission element 3. This element can either be mounted in the end 38 of the guide element 9 facing away from the control lever or may extend through a central axial bore in the guide element 9 and is fixed either in the transverse shaft 12 or in the control lever. Alternatively, the transmission element 3 may extend in connection with the guide element, on the outside thereof, so as to be attached directly to the control lever 1 or to the shaft 12, as is the case in the embodiment according to Fig. 1. Important is that the transmission element 3, in its section which is adjacent to the control device, has essentially the same longitudinal direction as the guide element 9 and extends in close connection thereto. In this manner, the displacement for positioning the control lever in the alternative gear-shifting mode will not imply any sidewards displacement of the transmission element and of the cable covering 39 comprising a fastening end 40 and being associated with the cable, which end is mounted in a suitable manner in any fixed section of the control device.

The change from the automatic gear-shifting mode to the alternative mode is made through sidewards pivoting of the control lever 1 through a small angle in relation to the main axis 13. Due to the fact that the guide element 9 in the shown example is not solely supported in a linear manner but is also pivotably arranged in the control bracket 2 for pivoting about its geometrical axis 13, the guide element also forms a pivot bearing for the lever.

This sidewards movement is possible in a certain gear position of the lever, suitably the normal driving position. This is determined by the arrangement of the transverse track sections 29b, 30b of the guide tracks 29,

30, which sections enable both the movement of the transverse axis about the axis 13 and also locks the pivoting of the lever about the lower pivotable hinge 4.

The bearing cup 34, or more precisely the transverse section 35, see Figs. 5 and 6, forms a guiding path for the pivotable ball 6 which, during the sidewards displacement of the lever, runs from its bowl-shaped section 37a along a protrusion 35a to the bowl-shaped section 36a of the section 36. The protrusion 35a provides resistance against movement of the lever which must be overcome by means of a certain force. This reduces unintentional gear-changing movements.

Due to the sidewards displacement, the lever 1 changes its pivoting point from the lower pivotable element 4 to the upper pivotable element 8, or more precisely about the geometrical axis 13 of the transverse shaft 12. Thus, the lever 1 is also allowed to move in a second pivoting plane which is arranged at a minor angle in relation to the first pivoting plane.

In the alternative gear-shifting mode, the control lever 1 is thus adapted to swing about the upper pivotable hinge 8 between a neutral position, which for example corresponds to the current gear engagement when the gear lever was moved from the driving position D to the alternative gear- shifting mode.

The bowl section 36 may be designed with a radius which is less than the hinge ball 6. In this manner, an edge is formed which faces both displacement directions. In this manner, a resistance against movement is provided, which must be overcome by means of a certain force before leaving the neutral position by means of swinging movements in the plane of the paper.

As opposed to the automatic gear-shifting mode in which the automatic gearbox in the conventional manner changes gear in the D position automatically depending on for example the engine speed, the alternative gear-shifting mode is thus based on the fact that the driver chooses the gear manually. When the driver, by gripping the control lever, moves it forwardly in the alternative gear-shifting mode, the automatic gearbox is changed up one gear for each swinging movement from the neutral position. In a corresponding manner, the gearbox is changed down one gear for each displacement of the gear lever in the backwards direction. As is shown in the drawings, the activation of the automatic gearbox in the alternative gear-shifting mode is carried out electrically by means of two microswitches 41, 42 which are provided with sensors 44, 45 situated in front of a guide surface 43 at the lower part of the control lever. In this manner, the microswitches may, in cooperation with the end section of the lever, alternately close and break electrical circuits so as to readjust the gearbox in a manner which is known per se via electromechanical control devices on the gearbox, for example solenoids. This will be described in greater detail below.

In the embodiments shown and in a conventional manner, a locking device 48 in the form of a recess is provided. This device is provided with locking edges 47, is profiled and is fixed to the control bracket 2. The recess cooperates with a locking element 49 which is movable and arranged in the lever 1. The locking element is spring-biased in the longitudinal direction of the lever and is urged towards the fixed locking element. The moveable locking element 49 can be activated manually by means of a button 50 in the upper end of the lever. Due to the profiled shaped, the lever is locked for not being unintentially changed from certain gear positions to other gear positions, for example from the neutral position to the reverse position.

Fig. 9 shows a control panel 51 which is intended to form part of a cover bracket which covers the control bracket 2.

The control panel 51 presents a track 52 through which the control lever 1 is intended to extend into the driver's compartment within reach of the driver. The track 52 has a design which is adapted to provide the various displacements of the control lever. The track presents a straight main track 53. The lever is intended to be moved along the main track in a main path 54 in one of the gear- shifting modes of the control device, i.e. the automatic gear-shifting mode for selection between different gear positions, which are usually called PRND, and further gear positions which according to the shown example are denoted 3 and 2, respectively. P denotes the park position, R the reverse position, N the neutral position and D the drive position during automatic changing between the different gears of the gearbox, for example four. 3 denotes locking of the gearbox in third gear, whereas 2 denotes the second gear. The second gear-shifting mode of the control device follows a side track 55 which directly joins the main track 53 and is directed with such an angle that the displacement path 56 of the side track presents a clear angle in relation to the displacement path 54 of the main track. This angle v is preferably in the interval 30-45° and implies that the displacement path 56 generally maintains a direction from the driver's position towards the main track somewhere between its end points, essentially its middle section, since the displacement path of the main track is directed in the longitudinal direction of the vehicle and the control lever normally is positioned slightly in front of the driver.

In the shown example, a change between the automatic gear- shifting mode and the particular gear-shifting mode is carried out in the driving position D. In this regard, the lever is moved transversely in relation to the main displacement path 54 along a short displacement path 57 to the neutral position for the alternative gear-shifting mode, wherein the lever assumes the neutral position shown with a broken circular line 58. In the alternative gear- shifting mode, the swinging between the + position is carried out. In the shown example, the + position may coincide for the control lever with the neutral N position of the normal gear-shifting mode and is denoted with a circular line 59. A swinging movement towards the driver along the path 56 of movement to the - position is illustrated by means of a third circular line 60 in Fig. 9. The normal gear-shifting mode is resumed from the neutral position 58 of the alternative gear-shifting mode and is carried out along the displacement path 57 to the driving position D.

Figs. 10-13 show the four different conditions of the lower pivotable hinge and also the corresponding conditions of the microswitches 41, 42 and the associated circuit design. The main shape of the hinge cup 34 and its orientation is also shown. The transverse track section 35 is thus transverse to the direction of the main displacement path 54, which forms the angle v° in relation to the track section 36. By using the conditions of the two switches 41, 42 for each position of the lower end of the control lever, i.e. the pivotable ball 6, a truth table can be used for reading four different control conditions through the use of two switches only. In this regard, Fig. 10 shows the position of the automatic gear-shifting mode with the pivotable ball 6 as a fixed pivot point. In this regard, the lower end of the control lever 1 and thus also the guiding surface 43 is kept at a distance from the microswitches 41, 42 which are both kept open. The microswitches form part of a three-wire current circuit having a continuously closed center-conductor circuit 58 and two control circuits 59, 60 in which each microswitch 41, 42 is included. The position according to Fig. 10 corresponds to the position of the hinge ball 6 shown in Figs. 2-5. In Fig. 11, as well as in Figs. 6 and 9, the control device is moved along the movement path 57 to the alternative gear-shifting mode, the hinge ball 6 having been moved to the neutral position and the lower end of the control lever having been moved to the two switches 41 and 42, which are set in a closed condition in which the two circuits 59, 60 are closed.

Fig. 12, as well as Figs. 8 and 9, show the hinge ball 6 and the lower end of the lever being set along the direction of the arrow 56 in a position corresponding to the - position, i.e. a position corresponding to changing down. In this manner, the guiding surface 43 is displaced in its longitudinal direction and through its limitation in this direction keeps the microswitch 41 open, whereas the switch 42 is closed. This position is also shown in Fig. 8.

Fig. 13 shows the hinge ball 6 being displaced in the direction of the arrow 56 to a position for changing up, see also Figs. 7 and 9. In this regard, the control lever 1 is in the + position, see Fig. 9, and the guiding surface 43 on the lower end of the control lever is longitudinally displaced so that the microswitch 41 is switched to the closed condition and the switch 42 is opened.

The invention is not limited to the above-mentioned embodiments shown in the drawings, but may be varied within the scope of the appended claims. For example, the guide element 9 can have a cornered cross-section and may be adapted only for reciprocal axial movement. The sidewards pivoting displacement of the control lever 1 can be carried out so that the control lever 1 is rotatable in relation to the guide element 9 about its longitudinal axis 13 by means of a pivoting hinge. As is shown in Fig. 1, the transmission element in the form of a cable can be replaced by an electric sensor 3' which detects the forwards/backwards pivoting position of the lever and which transmits information to the gearbox in an electrical manner. The position sensors in the form of for example the microswitches 41, 42 can be positioned at some other position than at the lower end so as to detect the control movement of the lever 1.

Claims

CLAIMS :

1. Control device comprising a control lever (1) and a control bracket (2) provided with a first pivotable hinge (4) by means of which the lever is pivotally arranged in relation to the control bracket for displacement between a plurality of control positions with a first control displacement, wherein the control positions of the control lever about said pivotable hinge are adapted to be converted into corresponding operating conditions of a device which is intended to be operated, the control lever also being adapted to carry out a second control movement by turning the lever about a second pivoting hinge (8) as a pivot centre, c h a r a c t e r i z e d i n that the control lever comprises a locking device (29, 30, 12) which, during displacement to said second control displacement, locks the pivotable displacement of the control lever (1) about its first pivotable hinge (4), whereby the pivot centre is displaced to said second pivotable hinge (8) .

2. Control device according to claim 1, c h a r a c t e ¬ r i z e d i n that said second pivotable hinge (8) is formed by a transverse shaft (12) which is transversely moveable in a guide track (29, 30) in the control bracket (2) for determining the control displacement of the lever (1) and for locking the transversal displacement of the transverse axis in a predetermined control condition, whereby said displacement of the pivot centre is carried out.

3. Control device according to claim 2, c h a r a c t e ¬ r i z e d i n that a bearing cup (34) is arranged in the control bracket (2) and forms part of the first pivotable hinge (4) and also allows said displacement of the lever to the second control movement about the second pivotable hinge (8), by means of positional guiding of a bearing ball (6) which is moveable in the cup.

4. Control device according to claim 3, c h a r a c t e - r i z e d i n that the bearing cup (34) is in the form of tracks (34) which allow both a rotational displacement and a translational displacement of the bearing ball.

5. Control device according to claim 4, c h a r a c t e - r i z e d i n that said track is constituted by a first section (35) both for rotational displacement of the ball in a predetermined position for pivoting of the control lever about its first pivotable hinge (4) and for translational displacement to a second section (36) which presents an angle in relation to the first section, for translational displacement of the ball along said second section for pivoting the control lever about its second pivotable hinge (8) .

6. Control device according to claim 1, c h a r a c t e ¬ r i z e d i n that during said second control movement, the control lever (1) is adapted to be displaced along a movement path (56) which extends in a direction which is separated from a direction which is parallel to the displacement path (54) of the first control displacment.

7. Control device according to claim 6 in the form of a gear lever assembly for a motor vehicle, c h a r a c ¬ t e r i z e d i n that said second direction extends essentially between the driver's driving position and the lever assembly.

8. Control device according to claim 6, c h a r a c t e ¬ r i z e d i n that the angle v between the two displacement paths is in the interval 30°-45°.

9. Control device according to claim 1, c h a r a c t e ¬ r i z e d i n that it comprises two electrical switches (41, 42) for detection of four positions of the control lever (1) .

10. Control device according to claims 5 and 9, c h a r a c t e r i z e d i n that said tracks (35, 36) are generally T-shaped and that both electrical switches (41, 42 ) ^are each adapted to maintain one electrical circuit (59, 60) broken with the ball being in its position for rotational displacement in said first section (35), and to maintain both electrical circuits closed, alternatively maintain one of the electrical circuits closed, with the ball being in any one of three positions in said second section (36) .