WO2000032434A1 - Gear shift control - Google Patents

Gear shift control Download PDF

Info

Publication number
WO2000032434A1
WO2000032434A1 PCT/SE1999/002100 SE9902100W WO0032434A1 WO 2000032434 A1 WO2000032434 A1 WO 2000032434A1 SE 9902100 W SE9902100 W SE 9902100W WO 0032434 A1 WO0032434 A1 WO 0032434A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear lever
gearchange
lever
sections
transmission mechanism
Prior art date
Application number
PCT/SE1999/002100
Other languages
French (fr)
Inventor
Hilding Nilsson
Original Assignee
Scania Cv Aktiebolag (Publ)
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 Scania Cv Aktiebolag (Publ) filed Critical Scania Cv Aktiebolag (Publ)
Publication of WO2000032434A1 publication Critical patent/WO2000032434A1/en

Links

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
    • F16H59/0208—Selector apparatus with means for suppression of vibrations or reduction of noise
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/04—Controlling members for hand actuation by pivoting movement, e.g. levers
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G9/00—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously
    • G05G9/02—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlling member being movable in different independent ways, movement in each individual way actuating one controlled member only
    • G05G9/04—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlling member being movable in different independent ways, movement in each individual way actuating one controlled member only in which movement in two or more ways can occur simultaneously
    • G05G9/047—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlling member being movable in different independent ways, movement in each individual way actuating one controlled member only in which movement in two or more ways can occur simultaneously the controlling member being movable by hand about orthogonal axes, e.g. joysticks
    • G05G2009/04703—Mounting of controlling member
    • G05G2009/04722—Mounting of controlling member elastic, e.g. flexible shaft
    • G05G2009/04725—Mounting of controlling member elastic, e.g. flexible shaft with coil spring

Definitions

  • the present invention relates to a gearchange (gearshift) control for a motor vehicle, according to preamble to patent claim 1.
  • the object of the invention is to provide a gearchange control which is not only flexible and safe to use but also easy to install.
  • a further object is to make possible a great degree of freedom of choice as to the mutual positioning of gear lever and gearbox. Description of the invention
  • a transmission mechanism of the wire type in combination with a gear lever which is provided with a protective arrangement for limiting the lever force affords all the advantages arising from the use of a wire mechanism, such as small space requirement and easy assembly, while at the same time ensuring good gearchange precision.
  • the invention further means that the force which can be imparted to the transmission mechanism is easily and reliably limited, thereby preventing its overloading and disruption of its function.
  • a particularly simple design is achieved if the gear lever is made in two parts joined together by a connecting device which gives way when the force becomes too great.
  • Fig.1 depicting a schematic side view of a driving position in a motor vehicle, with a gearchange arrangement according to the invention
  • Fig.2 depicting a schematic view from above of the driving position in Fig.1
  • Fig.3 depicting a side view, partly in section, of a gear lever.
  • a gearchange (gearshift) control 2 for mechanical transmission of gearchange movements to a gearbox 3.
  • the gearchange control 2 includes a gear lever 4 which is arranged adjacent to the driving position 1 and which is connected via a transmission mechanism 5 to a gearshift selector housing 6 which is arranged on the gearbox 3 and which accommodates devices for operating the gearbox.
  • the transmission mechanism 5 is of the wire type and incorporates a wire 7 for longitudinal shift and a wire 8 for lateral shift, thereby creating the possibility not only of great freedom in the mutual positioning of the driving position 1 and the gearbox 3 but also precise and flexible transmission of gearchange movements.
  • Wire in this context means an elongate element, such as a steel wire or the like, which is movable in a sheath and can transmit both pushing and pulling forces.
  • the two wires 7,8 connect to both the gear lever 4 and the gearbox from mutually perpendicular directions so that control operations of the gear lever 4 in the longitudinal and lateral directions are transmitted in a manner similar to that of a mechanical rod mechanism.
  • gear lever 4 is provided with a protective device for limiting the control force which can be imparted via the gear lever 4 to the transmission mechanism 5 and to the servo device.
  • the structure of such a gear lever 4 is indicated in more detail in Fig.3.
  • a protective device 9 of the kind indicated is situated on the lower portion of the gear lever 4, which gear lever is divided into a lower lever section 10 and an upper lever section 11 which are held together, at a certain mutual distance in the axial direction, by a connecting device 12.
  • the upper lever section 11 of the gear lever is conventionally provided at its upper end with a handgrip 15 intended to be gripped by the driver when changing gear.
  • the connecting device 12 takes the form here of a preloaded coil spring which surrounds the end portions of the two lever sections 10 and 11.
  • a spacing element 13 is arranged between the two lever sections 10 and 11 and is situated inside the connecting device 12. The outside diameter of the spacing element corresponds substantially to the inside diameter of the connecting device 12 which takes the form of a coil spring.
  • the preloading and stiffness of the coil spring are such that the gear lever bends or allows mutual hinging between the sections 10,11 of the gear lever at a predetermined value of the control force in the gear lever, thereby limiting the stresses in the transmission mechanism 5.
  • the lever sections 10 and 11 can easily be held in place in the connecting device 12 by causing the coil spring to grip the lever sections, but other arrangements are also available to the specialist.
  • the spacing element 13 is less rigid than the two lever sections 10 and 11 and its shape helps to keep the coil spring straight, at least initially. It is advantageous for the spacing element to be elastic in order to be able to recover its shape after any bending of the gear lever.
  • An advantage of using a coil spring 12 as the connecting device is that it easily acts as a force limiter for the longitudinal movements and lateral movements which the driver imparts to the gear lever 4.
  • the coil spring 12 described protects the two wires 7,8 from being subjected to large forces.
  • Another advantage of using a coil spring 12 is that should the gear lever be subjected to greater control forces than the transmission mechanism is dimensioned for, the spring will revert to its original position when the load ceases or is reduced to an acceptable level. There will thus be no permanent damage to the gear lever.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
  • Mechanical Control Devices (AREA)

Abstract

The purpose of a gearchange control for a vehicle is to transmit gearchange movements from a gear lever (4) via a transmission mechanism to a gearbox. The transmission mechanism is of the wire type and the gear lever is provided with a protective device (9) tolimit the control force which can be imparted via the gear lever. The gear lever comprises two lever sections (10, 11) which are joined together by a connecting device (12) which at a certain lever force allows mutual movement between the lever sections.

Description

Gear shift control
Technical field
The present invention relates to a gearchange (gearshift) control for a motor vehicle, according to preamble to patent claim 1.
State of the art
In heavy-duty freight vehicles and buses, the driving position and the gearbox are usually relatively far apart. Gearchange movements have normally been transmitted from gear lever to gearbox by means of a rod mechanism, but depending on the particular geometry of the vehicle it can be problematical to achieve a rod mechanism which functions properly. Moreover such requirements as mutual hinging between driving cab and gearbox may make it difficult for a rod mechanism to be installed and function properly.
Another practice, particularly in passenger cars, is the use of transmission mechanisms of the wire type between gear lever and gearbox in order to avoid a space-consuming rod mechanism. However, the possibilities of using wire transmission in a heavy-duty vehicle are limited, particularly because such vehicles involve having to be able to transmit substantially greater control forces between the gear lever and the gearbox. In particular, should the driver try to change gear despite gearbox resistance, there is risk of imparting via the gear lever to a wire transmission excessive forces which might jeopardise the continuing function of the wire transmission.
Object of the invention
The object of the invention is to provide a gearchange control which is not only flexible and safe to use but also easy to install. A further object is to make possible a great degree of freedom of choice as to the mutual positioning of gear lever and gearbox. Description of the invention
The object of the invention is achieved by using a gearchange control with the features indicated in patent claim 1.
Using a transmission mechanism of the wire type in combination with a gear lever which is provided with a protective arrangement for limiting the lever force affords all the advantages arising from the use of a wire mechanism, such as small space requirement and easy assembly, while at the same time ensuring good gearchange precision. The invention further means that the force which can be imparted to the transmission mechanism is easily and reliably limited, thereby preventing its overloading and disruption of its function. A particularly simple design is achieved if the gear lever is made in two parts joined together by a connecting device which gives way when the force becomes too great.
Further advantages and features of the invention are indicated by the following description and patent claims.
The invention is explained below in more detail with reference to an embodiment depicted in the attached drawing.
Description of drawing
The drawing comprises: Fig.1 depicting a schematic side view of a driving position in a motor vehicle, with a gearchange arrangement according to the invention, Fig.2 depicting a schematic view from above of the driving position in Fig.1, and Fig.3 depicting a side view, partly in section, of a gear lever.
Description of preferred embodiments
In a motor vehicle, e.g. a heavy-duty vehicle such as a truck or a bus, there is according to Figs. 1 and 2, adjacent to a driving position 1, a gearchange (gearshift) control 2 for mechanical transmission of gearchange movements to a gearbox 3. The gearchange control 2 includes a gear lever 4 which is arranged adjacent to the driving position 1 and which is connected via a transmission mechanism 5 to a gearshift selector housing 6 which is arranged on the gearbox 3 and which accommodates devices for operating the gearbox. The transmission mechanism 5 is of the wire type and incorporates a wire 7 for longitudinal shift and a wire 8 for lateral shift, thereby creating the possibility not only of great freedom in the mutual positioning of the driving position 1 and the gearbox 3 but also precise and flexible transmission of gearchange movements. Wire in this context means an elongate element, such as a steel wire or the like, which is movable in a sheath and can transmit both pushing and pulling forces. The two wires 7,8 connect to both the gear lever 4 and the gearbox from mutually perpendicular directions so that control operations of the gear lever 4 in the longitudinal and lateral directions are transmitted in a manner similar to that of a mechanical rod mechanism. In alternative embodiments it is possible instead to use wires which can only transmit pulling forces, but such a solution requires a modified transmission mechanism with two or more wires.
The gearchange movements transmitted to the gearshift selector housing 6 are powered in a conventional manner by the servo (not depicted) which effects the required gear changes in the gearbox 3. It is important in such cases that the gearchange forces transmitted to the gearshift selector housing 6 via the transmission mechanism 5 should not be too great. Accordingly, the gear lever 4 according to the invention is provided with a protective device for limiting the control force which can be imparted via the gear lever 4 to the transmission mechanism 5 and to the servo device. The structure of such a gear lever 4 is indicated in more detail in Fig.3.
A protective device 9 of the kind indicated is situated on the lower portion of the gear lever 4, which gear lever is divided into a lower lever section 10 and an upper lever section 11 which are held together, at a certain mutual distance in the axial direction, by a connecting device 12. The upper lever section 11 of the gear lever is conventionally provided at its upper end with a handgrip 15 intended to be gripped by the driver when changing gear. The connecting device 12 takes the form here of a preloaded coil spring which surrounds the end portions of the two lever sections 10 and 11. A spacing element 13 is arranged between the two lever sections 10 and 11 and is situated inside the connecting device 12. The outside diameter of the spacing element corresponds substantially to the inside diameter of the connecting device 12 which takes the form of a coil spring.
The preloading and stiffness of the coil spring are such that the gear lever bends or allows mutual hinging between the sections 10,11 of the gear lever at a predetermined value of the control force in the gear lever, thereby limiting the stresses in the transmission mechanism 5.
It has proved to be advantageous to limit the maximum lever force to about 100 N, but adaptation to other needs and wishes is of course possible.
The lever sections 10 and 11 can easily be held in place in the connecting device 12 by causing the coil spring to grip the lever sections, but other arrangements are also available to the specialist.
The spacing element 13 is less rigid than the two lever sections 10 and 11 and its shape helps to keep the coil spring straight, at least initially. It is advantageous for the spacing element to be elastic in order to be able to recover its shape after any bending of the gear lever.
An advantage of using a coil spring 12 as the connecting device is that it easily acts as a force limiter for the longitudinal movements and lateral movements which the driver imparts to the gear lever 4. Thus at the same time, the coil spring 12 described protects the two wires 7,8 from being subjected to large forces. In alternative embodiments, it is possible to provide a separate protective device for each wire which forms part of the transmission mechanism.
Another advantage of using a coil spring 12 is that should the gear lever be subjected to greater control forces than the transmission mechanism is dimensioned for, the spring will revert to its original position when the load ceases or is reduced to an acceptable level. There will thus be no permanent damage to the gear lever.

Claims

Patent claims
1. Gearchange control for a motor vehicle, whereby gearchange movements are transmitted from a gear lever (4) via a transmission mechanism (5) to a gearbox (3) which is situated at a distance from the gear lever, characterised in that the transmission mechanism (5) is of the wire type and that the gear lever (4) is provided with a protective device (9) for limiting the control force which can be imparted via the gear lever, and the gear lever takes the form of two sections (10,11) which are separated in the axial direction and are joined together by a connecting device (12) which at a predetermined level of force in the gear lever causes mutual hinging between the sections of the gear lever.
2. Gearchange control according to claim 1, characterised in that the connecting device
(12) takes the form of a coil spring.
3. Gearchange control according to claim 2, characterised in that the coil spring (12) is preloaded.
4. Gearchange control according to claim 2 or 3, characterised in that the connecting device (12) surrounds both ends of the two sections ( 10, 11 ) of the gear lever.
5. Gearchange control according to any one of claims 2-4, characterised in that there is between the two sections (10,11) of the gear lever a spacing element (13) whose outside diameter substantially corresponds to the inside diameter of the coil spring (12).
6. Gearchange control according to claim 4, characterised in that the spacing element
(13) is less rigid than the two sections (10,11) of the gear lever.
PCT/SE1999/002100 1998-11-18 1999-11-17 Gear shift control WO2000032434A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9803926-6 1998-11-18
SE9803926A SE511351C2 (en) 1998-11-18 1998-11-18 shifting Controls

Publications (1)

Publication Number Publication Date
WO2000032434A1 true WO2000032434A1 (en) 2000-06-08

Family

ID=20413317

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1999/002100 WO2000032434A1 (en) 1998-11-18 1999-11-17 Gear shift control

Country Status (2)

Country Link
SE (1) SE511351C2 (en)
WO (1) WO2000032434A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1529676A2 (en) * 2003-11-10 2005-05-11 Kabushiki Kaisha Tokai-Rika-Denki-Seisakusho Vehicle shift lever device
EP1540642A1 (en) * 2002-08-29 2005-06-15 Dept. of Veterans Affairs Variable compliance joystick with compensation algorithms
DE102021103043A1 (en) 2021-02-10 2022-08-11 Bayerische Motoren Werke Aktiengesellschaft Gear shifting device, manual transmission with a gear shifting device and motor vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB292301A (en) * 1927-04-13 1928-06-21 Thomas Forrest Livesey Improvements in control levers
US1743241A (en) * 1926-11-18 1930-01-14 Benjamin F Schmidt Gear-shift-lever construction
US3561281A (en) * 1968-09-06 1971-02-09 Thomas Wilfert Safety control lever
US3747431A (en) * 1970-02-21 1973-07-24 Daimler Benz Ag Safety shifting lever for the transmission of motor vehicles

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1743241A (en) * 1926-11-18 1930-01-14 Benjamin F Schmidt Gear-shift-lever construction
GB292301A (en) * 1927-04-13 1928-06-21 Thomas Forrest Livesey Improvements in control levers
US3561281A (en) * 1968-09-06 1971-02-09 Thomas Wilfert Safety control lever
US3747431A (en) * 1970-02-21 1973-07-24 Daimler Benz Ag Safety shifting lever for the transmission of motor vehicles

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1540642A1 (en) * 2002-08-29 2005-06-15 Dept. of Veterans Affairs Variable compliance joystick with compensation algorithms
EP1540642A4 (en) * 2002-08-29 2006-06-21 Us Dept Veterans Affairs Variable compliance joystick with compensation algorithms
US8264458B2 (en) 2002-08-29 2012-09-11 Dept. Of Veterans Affairs Variable compliance joystick with compensation algorithms
EP1529676A2 (en) * 2003-11-10 2005-05-11 Kabushiki Kaisha Tokai-Rika-Denki-Seisakusho Vehicle shift lever device
EP1529676A3 (en) * 2003-11-10 2006-06-07 Kabushiki Kaisha Tokai-Rika-Denki-Seisakusho Vehicle shift lever device
DE102021103043A1 (en) 2021-02-10 2022-08-11 Bayerische Motoren Werke Aktiengesellschaft Gear shifting device, manual transmission with a gear shifting device and motor vehicle

Also Published As

Publication number Publication date
SE9803926L (en) 1999-09-13
SE511351C2 (en) 1999-09-13
SE9803926D0 (en) 1998-11-18

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