WO2015032453A1 - Ensemble levier de changement de vitesse - Google Patents

Ensemble levier de changement de vitesse Download PDF

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Publication number
WO2015032453A1
WO2015032453A1 PCT/EP2013/068636 EP2013068636W WO2015032453A1 WO 2015032453 A1 WO2015032453 A1 WO 2015032453A1 EP 2013068636 W EP2013068636 W EP 2013068636W WO 2015032453 A1 WO2015032453 A1 WO 2015032453A1
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WO
WIPO (PCT)
Prior art keywords
shift lever
gate
unit
path
width
Prior art date
Application number
PCT/EP2013/068636
Other languages
English (en)
Inventor
Andreas Persson
Original Assignee
Kongsberg Automotive Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kongsberg Automotive Ab filed Critical Kongsberg Automotive Ab
Priority to PCT/EP2013/068636 priority Critical patent/WO2015032453A1/fr
Publication of WO2015032453A1 publication Critical patent/WO2015032453A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/0204—Selector apparatus for automatic transmissions with means for range selection and manual shifting, e.g. range selector with tiptronic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H2059/0239—Up- and down-shift or range or mode selection by repeated movement

Definitions

  • the present invention relates to a shift lever assembly for transmitting shift commands to an automatic transmission of a vehicle, said shift lever assembly comprising:
  • a first gate comprising a plurality of positions corresponding to automatic modes of
  • a second gate comprising a plurality of positions corresponding to manually selectable forward drive gears
  • a shift lever unit arranged to pivot about a first axis along said first gate and said second gate, respectively, and arranged to pivot about a second axis along said first path
  • a cable unit arranged to be operatively connected to said automatic transmission for selecting one of said automatic modes of transmission
  • said shift lever unit being received in said cable unit that is arranged to co-pivot with the shift lever unit around said first axis along the first gate, and when the shift lever unit is located at a position in the first gate the cable unit is arranged to select the corresponding one of said automatic modes of transmission.
  • the operation of the shift lever assembly runs smoothly and that the change between the first gate with automatic modes of transmission and the second gate with manually selectable forward drive gears, as well as between different positions corresponding to modes of transmission in the first and second gate, respectively, is performed in a reliable and secure manner.
  • the automatic modes of transmissions are implemented by an interaction between a shift lever unit and a cable unit, that communicates with the transmissions itself and that is disconnected when the shift lever unit is used in the second gate to manually select forward drive gears.
  • the connection and disconnection of the shift lever unit and cable unit must be robust and reliable, to allow for smooth operation and prevent wear and tear to the shift lever assembly. When uncoupling one unit from the other, there is also a risk of displacement that render a subsequent coupling of the units more difficult or prevent it altogether.
  • the specific design of a detent track and layout of the first and second gate for automatic and manual modes of transmission for a shift lever assembly should optimally be allowed to vary between models and types of vehicles without requiring fundamental changes to the shift lever assembly itself, to keep manufacturing costs as low as possible.
  • this also applies to the variations required when manufacturing vehicles intended both for countries where the driver is placed on the right hand side and when the driver is placed on the left hand side.
  • Such gates are called wormgates, as opposed to straight gates where the positions corresponding to modes of transmission are placed in a straight line.
  • the object of the present invention is to eliminate or at least to minimize the problems described above. This is achieved by a shift lever assembly according to the appended claim 1. Thanks to the invention, a reliable and robust design of a shift lever assembly is provided, allowing the shift lever unit to be connected to a cable unit for selecting automatic modes of transmission and be disconnected from said cable unit to allow a manual selection of forward drive gears.
  • a third gate for manual selection of forward drive gears can be provided, allowing a car manufacturer to use the same shift lever assembly for cars with the driver placed to the left of the shift lever as well as cars with the driver placed to the right of the shift lever without the need for large modifications of the shift lever assembly.
  • the desired operation of the shift lever assembly can thus be achieved.
  • a first path in an upper part of the cable unit can be modified to create a second path, and this modification allows the shift lever unit to be connected to the cable unit during movements of the shift lever about a second axis.
  • a wormgate can thereby be created, allowing the positions corresponding to automatic modes of transmission to be located along the second path and requiring movements of the shift lever in the direction of a first axis as well as in a direction of the second axis to locate said positions.
  • the modifications of the first path to enable this can preferably be performed by altering a width of a section of the first path to allow a coupling member to maintain a coupling and connection between the shift lever unit and cable unit along this section.
  • alignment means can be provided along the first path to guide the coupling member into the first gate and allow the connection to take place.
  • the alignment means comprise an inclined surface, more preferably an inclined surface that gradually increases the width of the first path so that a smooth guiding can be achieved.
  • a width of the first path at the third gate is equal to a width of the first path at the second gate, called a second width, since the means for decreasing the width of the path can then be used on either the second or the third gate without requiring further modifications.
  • said means comprise a plug with a width corresponding to a difference between a second or third width and the first width, so that by insertion of the plug a second path with the same width, namely the first width, along its entire length can be created and allow the connection between the shift lever unit and the cable unit to be maintained along the entire length of the second path.
  • first and second axes are perpendicular to each other, to that the movements of the shift lever about the axes can be made clear and distinctive to make it easier for the driver of the vehicle to operate the shift lever. Thanks to the disconnection of the cable unit from the shift lever unit, while at the same time maintaining the encasing of the latter by the former, the cable unit is allowed to move slightly in the disconnected state, i.e. when the coupling member is in a deactivated state. Thereby, small movements are allowed but a misalignment that renders the connection of the components difficult can effectively be prevented.
  • Fig. 1 discloses a perspective view of a shift lever assembly according to a preferred embodiment
  • Fig. 2 discloses an exploded view of the shift lever assembly of Fig. 1;
  • Fig. 3a discloses a planar view of a shift lever unit and cable unit of the shift lever assembly of
  • Fig. 1; Fig. 3b discloses a cross-sectional view of the shift lever unit and cable unit of Fig. 3a along section A-A;
  • Fig. 3c discloses a planar view of the shift lever unit and cable unit of Fig. 3a in an end
  • Fig. 3d discloses a cross-sectional view of the shift lever unit and cable unit of Fig. 3c along section B-B;
  • Fig. 4 discloses a perspective view of a lid with detent member of the shift lever assembly according to claim 1;
  • Fig. 5 discloses exemplary shift patterns for the shift lever assembly
  • Fig. 6 discloses a perspective view of a shift lever unit and cable unit mounted on a base of the shift lever assembly
  • Fig. 7a discloses a planar view from above of the shift lever unit mounted in the cable unit of the shift lever assembly in a connected state in a first gate
  • Fig. 7b discloses a planar view from above of the shift lever unit mounted in the cable unit of shift lever assembly in an disconnected state in the second gate
  • Fig. 7c discloses a planar view from above of the shift lever unit and cable unit of Fig. 7b with the shift lever unit pivoted independently from the cable unit;
  • Fig. 8 discloses an exploded view of plugs above the shift lever unit mounted in the cable unit of the shift lever assembly
  • Fig. 9 discloses the planar view of Fig. 7a with two plugs mounted in the cable unit;
  • Fig. 10a discloses a cross-sectional view of the cable unit and shift lever unit along C-C of Fig.
  • Fig. 10b discloses a planar view from above of the shift lever unit and cable unit.
  • Figs. 1 and 2 disclose a shift lever assembly 1 with a base 21, a cable unit 4, a shift lever unit 3 and housing 22 that when mounted form an assembled shift lever assembly 1 as shown by Fig. 1.
  • the shift lever unit 3 comprises a shift lever 31 and detent plunger 32 that are mounted in an overmold 33 extending towards a ball 34 of a ball joint with pegs 35.
  • Said shift lever unit 3 is arranged to be received by the cable unit 4 by inserting the ball joint 34 through an opening 44 (see Fig. 3b) and allowing it to rest in a seat 48 where the pegs 35 are brought into contact with peg receptacles 47 at said seat 48.
  • the cable unit 4 further comprises a cable unit housing 41 and a cable attachment 42 for transmitting shift commands to an operatively connected transmission in response to a co-pivoting of the cable unit 4 and the shift lever unit 3 around a first axis of rotation a. Furthermore, cylindrical bearing portions 43 are provided on the cable unit 4 to fit into lower receiving portions 25 that are mounted on a base 21 so that the cable unit 4 can pivot in relation to the base 21 itself. Also shown are a cable bracket 23 for holding a cable transmitting said shift commands, and a solenoid 27 for controlling a locking of the shift lever 31 in a manner well known in the art.
  • first and second upper receiving portions 45, 45', 46, 46' for receiving plugs 51, 52 as will be described in more detail further below.
  • Said narrow section 49 and first upper receiving portions 45, 45' together form a first path 70, along which the shift lever unit 3 can move from a first gate 73 at the narrow section 49 for selecting automatic modes of transmission to a second gate 74 at the first upper receiving portions 45, 45' for manually selecting forward gears (see Fig. 4-5), as will also be described further below.
  • the first path 70 has a first width VJ 1 and at the first upper receiving portions 45, 45' a second width w 2 , said first width VJ 1 being smaller than said second width w 2 .
  • the first path 70 further has a wall 77 extending from the first upper receiving portions 45, 45' to the narrow section 49.
  • the cable unit housing 41 also comprises a third gate 76, located on the opposite side of the first gate 73 in relation to the second gate 74, and preferably arranged to extend along the first axis a in parallel with the second gate 74.
  • the shift lever assembly 1 thus comprises a third gate 76
  • the first path 70 is extended to run all the way from the second gate 74 via the first gate 73 to the third gate 76.
  • the first path 70 has a third width w 3 , that is larger than the first width w x , and upper receiving portions 46, 46' similar to those of the second gate are formed.
  • the third gate 76 is a gate for manually selecting forward drive gears and is generally similar in design and function to the second gate 74, so that what is said herein with reference to the properties and function of the second gate 74 also applies to the third gate 76.
  • Said first gate 73 comprises a plurality of positions corresponding to automatic modes of transmission, so that a pivoting of the shift lever 31 about the first axis a to achieve a co-pivoting of the shift lever unit 3 and the cable unit 4 and along the first gate 73 to such a position will result in the cable unit 4 transmitting a corresponding signal to the transmission of the vehicle, indicating which automatic mode of transmission the driver of the vehicle desires to use.
  • the second gate 74 comprises a plurality of positions corresponding to manually selectable forward drive gears, such that a pivoting of the shift lever 31 around the first axis a but along the second gate 74 to such a position will result in another signal being transmitted to the transmission, indicating which forward drive gear the driver of the vehicle wishes to use.
  • the detection of a position in the second gate 74 is not performed by the cable unit 4 but in another manner, as will be described in more detail further below.
  • the positions for detecting forward drive gears in the second gate 74 can be only two positions, for detecting a selection of a higher and a lower gear, respectively, than that used at the present time. Alternatively, a higher number of positions corresponding to a number of forward drive gears can be used.
  • a coupling member 71 preferably in the form of a boss with a flexible tab 75, is provided in such a way that the flexible tab 75 will protrude and abut the wall 77 of the narrow section 49 of the cable unit 4 when the shift lever 31 is in the first gate 73.
  • a magnet arm 65 with a magnet 63 is mounted by means of a shift lever unit holder 64 around the overmold 33 and a pivot holder 62 around the cylindrical bearing portions 43 of the cable unit 4.
  • the magnet arm 65 will pivot about the first axis a as the shift lever 31 is moved in the second gate 74, and the position of the shift lever 31 determines the position of the magnet 63, which in turn can be detected by means of at least one sensor on a printed circuit board (PCB) 61 that is also mounted by a PCB holder 66 on the cylindrical bearing portion 43.
  • PCB printed circuit board
  • a housing 22 is provided for encasing the aforementioned components and protect the shift lever assembly from damage or interference by the surroundings, and said housing 22 further comprises a lid 24 with an elongated opening 20 through which the shift lever 31 protrudes.
  • the shape of the elongated opening 20 corresponds to that of a detent track 28, 29, 281 and a shift pattern, as will also be described in more detail below.
  • Figs. 3a-3b disclose the shift lever unit 3 mounted in the cable unit 4 in a position corresponding to when the shift lever 31 is in the first gate 73 for selecting an automatic mode of transmission.
  • the shift lever unit 3 is received in and almost entirely surrounded by the cable unit 4 so that the cable unit housing 41 forms a casing that renders the shift lever assembly compact and robust while at the same time allowing the shift lever unit 3 independent movement.
  • the shift lever 31 extends through an elongated opening 20 in the lid 24.
  • Said lid 24 is fixed to the housing 22 and the detent plunger 32 is received by a first detent plunger receiver track 28 in the lid 24, forming a track with recesses that correspond to the automatic modes selectable in the first gate so that the shift lever unit 3 is guided towards a position corresponding to an automatic mode when the shift lever 31 is pivoted by an operator.
  • the risk for the shift lever 31 being left in a position between such modes is thereby minimized.
  • Fig. 3c-3d disclose the shift lever unit 3 mounted in the cable unit 4 when the shift lever unit 3 is in the second gate 74 for manually selecting forward drive gears.
  • the shift lever unit 3 has been pivoted around a second axis ⁇ so that the detent plunger 32 is received by a second detent plunger receiver track 29 in the lid 24 and the shift lever unit 3 is disconnected from the cable unit 4, as will be described in more detail with reference to Fig. 7a-7c below.
  • the shift lever unit 3 is free to pivot around the first axis a independently from the cable unit 4, and a manual selection of forward drive gears can thereby be performed without the cable unit 4 being able to deliver a signal regarding the selected gear to the transmission.
  • an electronic detection system comprising the magnet 63 on the magnet arm 65 mounted on the shift lever unit 3 and the sensor at the PCB 61 is used to detect the desired forward drive gear and deliver a signal corresponding to said gear to the transmission.
  • this detection system merely serves as an example of how a position of the shift lever 31 can be detected and transmitted to the transmission, and it is to be noted that another detection system that is able to detect a position of the shift lever 3 can alternatively be used.
  • the first axis a and the second axis ⁇ are perpendicular to each other.
  • Fig. 4 shows a perspective view of the lid 24 from below, so that the first detent plunger receiver track 28 and the second detent plunger receiver track 29 can be seen more clearly.
  • the shift lever 31 extends through the elongated opening 20 and the detent plunger 32 rests in the first detent plunger receiver track 28 corresponding to the automatic modes of transmission when the shift lever 31 is in the first gate 73 and in the second detent plunger receiver track 29 when the shift lever 31 is in the second gate 74, corresponding to the manually selectable forward drive gears.
  • a detent plunger passage 281 is provided and corresponds to the first path 70 along which the shift lever 31 can move to connect or disconnect the cable unit 4 from the shift lever unit 3 (see below).
  • the detent plunger passage 281 further comprises a ridge that prevents accidental movement of the detent plunger 32 along the detent plunger passage 281 from the first to the second gate, 73, 74 or vice versa, so that a lock is created that requires the driver of the vehicle to apply a force to the shift lever 31 in order to move the detent plunger 32 along the detent plunger passage 281.
  • Fig. 5 shows examples of shift patterns, with a first shift pattern A disclosing a first gate 73 extending in a straight line and a second gate 74 that is connected to the first gate 73 by means of the first path 70.
  • This first shift pattern A may be desirable when the driver of a vehicle is placed to the left of the shift lever assembly 1, so that the second gate 74 is closer to the driver.
  • a second shift pattern A' discloses the same configuration but adapted for a driver placed on the right hand side of the shift lever assembly 1, to still provide the second gate 74 close to the driver.
  • a third shift pattern B shows the first gate 73 as a wormgate 73', i.e. a gate that includes movements of the shift lever 31 along both the first axis a to locate each automatic mode.
  • the first path 70 is still present to allow access to the second gate 74.
  • a fourth shift pattern B' is similar to the third shift pattern B but mirror reversed to be adapted for a driver placed to the right.
  • a second path 78 has been created, along which the shift lever 31 moves by pivoting about the second axis ⁇ along the wormgate 73'.
  • the shift pattern selected affects the lid 24 with the elongated opening 20, which will of course match the selected pattern and allow the shift lever 31 to move in the desired directions along the first and second gate 73, 74.
  • the first path 70 in the cable unit 4, i.e. from the narrow section 49 to upper receiving portions 45, 45', 46, 46' can be adapted to prevent an uncoupling of the shift lever unit 3 and cable unit 4, as will be described further below.
  • Fig. 6 discloses the shift lever unit 3 and cable unit 4 mounted together on the base 21, showing the shift lever 31 and the detent plunger 32 side by side. Between them is the coupling member 71 previously mentioned, with the flexible tab or tabs 75 extending to abut the wall 77 of the narrow section 49. In this position, the cable unit 4 is connected to the shift lever unit 3 by the pressure of the coupling member 71 against the wall 77, so that a movement about the first axis a will also result in a similar movement of the cable unit 4.
  • Fig. 7a the shift lever 31 and detent plunger 32 can be seen from above, with the cable unit housing 41 encasing a lower part of the shift lever unit 3 and also showing the cylindrical bearings 43 and the cable attachment 42.
  • the boss 71 is mounted between the shift lever 31 and detent plunger 32 so that the flexible tabs 75 (not shown) can extend at each end of the coupling member 71 to abut the wall 77 of the first path 70 at the narrow section 49.
  • the first upper receiving portions 45, 45' and second upper receiving portions 46, 46' are the first upper receiving portions 45, 45' and second upper receiving portions 46, 46', respectively. If the shift lever is pivoted around the second axis ⁇ , as can be seen in Fig.
  • the coupling member 71 can no longer be connected to the narrow section 49 and the cable unit 4 is thereby disconnected from the shift lever unit 3.
  • a pivoting of the shift lever 31 around the first axis a will result in a movement of the shift lever unit 3 in relation to the cable unit 4, with the coupling member 71 being allowed to move into the upper receiving portion 45 while the cable unit 4 remains in essentially the same position as before.
  • the coupling member is deactivated or disconnected to reach a deactivated state when the shift lever unit 3 is pivoted around the second axis ⁇ towards the second gate 74, or third gate 76, and the coupling member 71 loses contact with the wall 77 of the first path 70.
  • the coupling member 71 is activated or put in an activated state when the shift lever unit 3 is pivoted along the first path 70, 49, 45, 45' from the second gate 74, 45, 45' to the first gate 73, 49 around the second axis ⁇ to form a coupling of the shift lever unit 3 to the cable unit 4 by allowing the flexible tabs 75 mounted on the coupling member 71 to abut the narrow section 49 of the wall of the first path 70 at the first gate 73, 49 in the upper part of the cable unit 4.
  • the encasing of the shift lever unit 3 by the cable unit 4 holds the cable unit 4 sufficiently in place to remove the need for a separate fixing mechanism to hold the cable unit 4 while the shift lever unit 3 is in the second gate 74, 45, 45'.
  • the allowed movement of the cable unit 4 will be limited by a space formed by the first upper receiving portions 45, 45' and is not sufficient to change gear or misalign the cable unit 4 and the shift lever unit 3 to an extent where they are prevented from being connected again.
  • the cable unit 4 is also unable to move about the second axis ⁇ , which allows the connection to the shift lever unit 3 to be reformed as the latter is pivoted about the second axis fi.Thereby, the risk for misalignment of the cable unit 4, perhaps due to sudden movements of the vehicles such as might result from passing a bump in the road, for instance, is prevented. Such a misalignment could otherwise render the re-coupling of the cable unit 4 to the shift lever unit 3 difficult and result in a decreased performance of the shift lever assembly 1 as a whole.
  • the cable unit 4 can move slightly in response to sudden movements and still be connected to the shift lever unit 3 when desired.
  • alignment means 72 can be provided to align the cable unit 4 in a suitable way when initiating the connection with the coupling member 71.
  • alignment means 72 can be in the form of an inclined surface 72 along the first path 70 between the first gate 73 and the second gate 74, i.e.
  • the inclined surface 72 serves as a guide that guides the shift lever unit 3 and cable unit 4 to interlock by means of the coupling member 71 in the manner described herein and further prevent misalignment.
  • a driver pivots the shift lever unit 3 around the second axis ⁇ to move the shift lever 31 from the second gate 74 to the first gate 73
  • the coupling member 71 in the form of the boss 71 with flexible tabs 75 is guided along the inclined surface 72 towards the narrow section 49 where the coupling member 71 can abut the wall 77 of the first path 70 and thereby connect the shift lever unit 3 to the cable unit 4.
  • Fig. 8 shows the shift lever unit 3 mounted in the cable unit 4 with means for decreasing the width of the first path.
  • These means comprise the first upper receiving portion 45, 45', together with plugs 51, 52 for insertion into the first upper receiving portions 45, 45'.
  • the plugs 51, 52 are adapted to fit into the first upper receiving portions 45, 45' and have a width corresponding to the difference between the second width w 2 at the second gate 74 at the upper receiving portions 45, 45', and the first width Wi at the first gate 73, i.e. at the narrow section 49.
  • the means for decreasing the width of the first path can comprise the second upper receiving portions 46, 46' together with the plugs 51, 52.
  • the plug 51, 52 When inserted into one of the upper receiving portions 45, 45', 46, 46' the plug 51, 52 thus adjoins the wall 77 of the first path 70 and reduces the width of the first path 70 at the second or third gate 74, 76 to match that at the first gate 73 and to create a second path 78 with a second wall 79 comprising the narrow section 49 and the plugs 51, 52.
  • the width of the second path 78 is the same along the entire length of the second path 78, namely the first width VJ 1 .
  • the flexible tabs 75 are allowed to abut the wall of the second path 78 at the first upper receiving portion 45, 45' as well, and an uncoupling of the cable unit 4 and the shift lever unit 3 can thus be prevented when pivoting the shift lever 31 around the second axis ⁇ .
  • the second gate can be created so that the positions of the automatic modes of transmission can be placed in the direction of the first axis a as well as the second axis ⁇ .
  • a wormgate can thereby be created.
  • plugs 51, 52 are inserted into only one of the second gate 74 and third gate 76, to create the wormgate 73' for the first gate with the second path 78 as described above.
  • the third gate 76 is prevented from acting as a manual gate and instead forms part of the first gate 73 for selecting an automatic mode of transmission. If the plugs 51, 52 are instead inserted at the first upper receiving portions 45, 45', the same reasoning applies vice versa to the second gate 74.
  • the shift lever assembly 1 can be adapted for use by a driver placed to the left or to the right, as desired.
  • the selection can be made late in the production process and the finished design of the detent track 28, 29, 281 and elongated opening 20 with shift pattern in the lid 24 can be altered as desired and still be implemented on the same shift lever assembly 1.
  • the first gate 73 can be maintained as a straight gate if desired, simply by providing a lid 24 with a first gate 73 having the shape of a straight line in the detent track 28 and elongated opening 20, and regardless of whether plugs 51, 52 are applied in the second or third gate 74, 76 or not.
  • Fig. 9 shows the same view as Fig. 7a but with the plugs 51, 52 mounted in the first upper receiving portions 45, 45'.
  • the interaction of the coupling member 71 and the narrow section 49 at the first gate 73 allows for the co-pivoting of the shift lever unit 3 and the cable unit 4 as previously described, and a pivoting of the shift lever unit 3 around the second axis ⁇ towards the first upper receiving portions 45, 45' will allow the boss 71 of the coupling member 71 to maintain contact with the wall 79 of the second path 78 by abutting the plugs 51, 52 during a pivoting of the shift lever unit 3 around the second axis ⁇ .
  • first path 70 can differ in appearance from that described above and be longer or shorter and comprise sections of varying width without exceeding the scope of the present invention.
  • the means for decreasing the width of the first path 70 would then also differ in dimensions and appearance in order to achieve the same function, i.e. to reduce the width of a wider section of the first path 70 to be similar to the first width VJ 1 at the narrow section 49 where the cable unit 4 and the shift lever unit 3 are connected to each other.
  • first or second upper receiving portions 45, 45', 46, 46' that are now shown opposite each other along the first path 70 would be present only on one side, so that for instance only one first upper receiving portion 45 and/or only one second upper receiving portion 46 were present on the cable unit 4.
  • Fig. 10a and 10b show the cable unit 4 and the shift lever unit 3 when the latter is in the first gate 73 and the coupling member 71 is activated.
  • the flexible tabs 75 of the boss 71 thus extend from the overmold 33 of the shift lever unit 3 to abut the wall 77 of the first path 70 and compensate for any difference in size of the components that could be caused by tolerances of manufacturing or by wear and tear during use.

Abstract

La présente invention porte sur un ensemble levier de changement de vitesse (1) pour transmettre des ordres de changement de vitesse à une transmission automatique d'un véhicule, lequel ensemble levier de changement de vitesse comprend : une première grille (73, 49) comprenant une pluralité de positions correspondant à des modes de transmission automatiques, une seconde grille (75, 45, 45') comprenant une pluralité de positions correspondant à des vitesses de marche avant pouvant être sélectionnées manuellement, un premier trajet (70) s'étendant entre ladite première et ladite seconde grille, une unité de levier de changement de vitesse (3) agencée de façon à pivoter autour d'un premier axe (α) le long de ladite première grille et de ladite seconde grille, respectivement, et agencée de façon à pivoter autour d'un second axe (β) le long dudit premier trajet, une unité de câble (4) agencée de façon à être reliée de façon fonctionnelle à ladite transmission automatique pour sélectionner l'un desdits modes de transmission automatiques, ladite unité de levier de changement de vitesse (3) étant reçue dans ladite unité de câble (4) qui est agencée de façon à pivoter conjointement avec l'unité de levier de changement de vitesse (3) autour dudit premier axe le long de la première grille (73), et, quand l'unité de levier de changement de vitesse (3) est située dans une position dans la première grille, l'unité de câble est agencée de façon à sélectionner le mode correspondant desdits modes transmission automatiques, ladite unité de câble (4) renfermant l'unité de levier de changement de vitesse (3), et lequel ensemble de levier de changement de vitesse (1) comprend de plus un élément d'accouplement (71) qui est agencé de façon à être activé par un mouvement de ladite unité de levier de changement de vitesse (3) le long du premier trajet (70) vers la première grille (73) et désactivé par un mouvement de ladite unité de levier de changement de vitesse (3) le long du premier trajet (73) vers la seconde grille (74), et l'unité de levier de changement de vitesse (3) et l'unité de câble (4) étant déconnectées quand l'élément d'accouplement (71) est dans l'état désactivé, de telle sorte que l'unité de levier de changement de vitesse (3) pivote séparément vis-à-vis de ladite unité de câble (4) autour du premier axe le long de ladite seconde grille (74).
PCT/EP2013/068636 2013-09-09 2013-09-09 Ensemble levier de changement de vitesse WO2015032453A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110822074A (zh) * 2018-08-14 2020-02-21 庆昌产业株式会社 变速杆装置

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JP2005206017A (ja) * 2004-01-22 2005-08-04 Honda Motor Co Ltd 車両用シフトレバー装置
JP2008006957A (ja) * 2006-06-29 2008-01-17 Chiyoda Kogyo Kk シフトレバー装置
EP2172674A2 (fr) * 2008-10-02 2010-04-07 Kongsberg Automotive Inc. Ensemble de contrôle de transmission doté d'un mécanisme de verrouillage
US20120160049A1 (en) * 2010-12-23 2012-06-28 Brian William Fett Transmission shifter with reduced cross car travel
US8347752B2 (en) 2007-08-14 2013-01-08 Zf Friedrichshafen Ag Actuating device with shift carriage lock

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Publication number Priority date Publication date Assignee Title
US6230579B1 (en) 1999-11-17 2001-05-15 Teleflex Incorporated Multi-mode shifter assembly joint
JP2005206017A (ja) * 2004-01-22 2005-08-04 Honda Motor Co Ltd 車両用シフトレバー装置
JP2008006957A (ja) * 2006-06-29 2008-01-17 Chiyoda Kogyo Kk シフトレバー装置
US8347752B2 (en) 2007-08-14 2013-01-08 Zf Friedrichshafen Ag Actuating device with shift carriage lock
EP2172674A2 (fr) * 2008-10-02 2010-04-07 Kongsberg Automotive Inc. Ensemble de contrôle de transmission doté d'un mécanisme de verrouillage
US20120160049A1 (en) * 2010-12-23 2012-06-28 Brian William Fett Transmission shifter with reduced cross car travel

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110822074A (zh) * 2018-08-14 2020-02-21 庆昌产业株式会社 变速杆装置
CN110822074B (zh) * 2018-08-14 2021-07-20 庆昌产业株式会社 变速杆装置

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