CA1040981A - Automotive transmission shifting mechanism - Google Patents
Automotive transmission shifting mechanismInfo
- Publication number
- CA1040981A CA1040981A CA268,722A CA268722A CA1040981A CA 1040981 A CA1040981 A CA 1040981A CA 268722 A CA268722 A CA 268722A CA 1040981 A CA1040981 A CA 1040981A
- Authority
- CA
- Canada
- Prior art keywords
- shift lever
- fulcrum
- support rod
- link
- pivoted
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
-
- 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
- F16H2059/026—Details or special features of the selector casing or lever support
- F16H2059/0269—Ball joints or spherical bearings for supporting the lever
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20012—Multiple controlled elements
- Y10T74/20018—Transmission control
- Y10T74/20134—Transmission control having vibration damper
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20012—Multiple controlled elements
- Y10T74/20018—Transmission control
- Y10T74/2014—Manually operated selector [e.g., remotely controlled device, lever, push button, rotary dial, etc.]
- Y10T74/20159—Control lever movable through plural planes
- Y10T74/20165—Spherical mount [e.g., ball and socket]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20396—Hand operated
Abstract
AUTOMOTIVE TRANSMISSION SHIFTING MECHANISM
ABSTRACT OF THE DISCLOSURE
An automotive transmission shifting mechanism wherein a gearshift lever whose lower end is connected through a control rod to a control shaft of a transmission pivots about a ball fulcrum mounted on links each of which in turn is supported on the floor for pivotal movement in a vertical plane in parallel with the longitudinal axis of an automotive car, the lower end of the link being pivoted to one end of a support rod which is extended substantially parallel with and upwardly of the control rod and whose the other end is pivoted to a transmission housing, whereby upon displacement of the transmission relative to the car body, the link may be permitted to be swinged relative to the floor and consequently no vibration of the transmission may be transmitted to the knob at the upper end of the shift lever.
ABSTRACT OF THE DISCLOSURE
An automotive transmission shifting mechanism wherein a gearshift lever whose lower end is connected through a control rod to a control shaft of a transmission pivots about a ball fulcrum mounted on links each of which in turn is supported on the floor for pivotal movement in a vertical plane in parallel with the longitudinal axis of an automotive car, the lower end of the link being pivoted to one end of a support rod which is extended substantially parallel with and upwardly of the control rod and whose the other end is pivoted to a transmission housing, whereby upon displacement of the transmission relative to the car body, the link may be permitted to be swinged relative to the floor and consequently no vibration of the transmission may be transmitted to the knob at the upper end of the shift lever.
Description
The present invention relates to a shifting mechanism for an automotive transmission of the type wherein the lower end of a shift lever is operatively connected through a control rod to a control shaft of the transmission, whereby gear shift mayybe accomplished by shifting and selecting of the shift lever.
In general, an automotive engine with a transmission is subjected to the up-and-down, back-and~-forth and rotating vibrations relative to an automotive body due to the vibration of the engine itself and the accelera-tion and deceleration, and the vibration of the transmission in turn is transmitted with or without amplification to the shift lever through the control rod so that the vibration or chattering of the shift lever gives unpleasant feeling to a driver. When the driver tries to forcibly dampen or prevent the chattering of the shift lever, the disengagement of shift , -gears occure.
In view of the above, one of the objects of the present invention is to provide an automotive transmission shifting mechanism which may -substantially isolate a shifting lever from the vibration of an engine with a transmission.
To this end, briefly stated the present invention provides an ;;
automotive transmission shifting mechanism comprising a shift lever with a knob attached to the upper end thereof~ a bracket securely anchored to a floor of an automotive body, at least one link having its upper end pivoted to said bracket for pivotal movement in the longitudinal direction of the body, fulcrum means of said shift lever mounted(`on said link at a position ~ -botween the upper and lower ends of said link for permitting the pivotal movement of said shift lever in the longitudinal and lateral directions, a 9upport rod having its one end pivoted to the lower end of said link and the other end pivoted to a transmission housing, and a control rod extended downwardly of and substantially in parallel with said support rod and having . , .
104(~9~3~
its one end pivoted to.the lower end of said shift lever and the other end pivoted to a control shaft of said transmission, whereby the movement of said shi`ft lever may be transmitted to said control shaft.
According to one preferred embodiment of the present invention, in the shifting mechanism with the above construction the following relation is substantially held:
Ll/L2 = ~ 2 where ~ = a distance between the center of a knob attached to the upper end of the shift lever and a fulcrum point between the shift lever and the control rod, L2 = a distance between the center of the knob and a fulcrum point of the ball fulcrum between the link and the shift lever~ `~1 = a distance between a fulcrum point of the fulcrum means between the upper end of the link and the bracket and a fulcrum point of the fulcrum means b~tween the lower end of the link and the support rod, and ~2 ~ a distance between the fulcrum .
point of the upper end of the link and the fulcrum point of the ball fulcrum.
The above and other objects, features and advantages of the present -.
invention will become more .
~ .
In general, an automotive engine with a transmission is subjected to the up-and-down, back-and~-forth and rotating vibrations relative to an automotive body due to the vibration of the engine itself and the accelera-tion and deceleration, and the vibration of the transmission in turn is transmitted with or without amplification to the shift lever through the control rod so that the vibration or chattering of the shift lever gives unpleasant feeling to a driver. When the driver tries to forcibly dampen or prevent the chattering of the shift lever, the disengagement of shift , -gears occure.
In view of the above, one of the objects of the present invention is to provide an automotive transmission shifting mechanism which may -substantially isolate a shifting lever from the vibration of an engine with a transmission.
To this end, briefly stated the present invention provides an ;;
automotive transmission shifting mechanism comprising a shift lever with a knob attached to the upper end thereof~ a bracket securely anchored to a floor of an automotive body, at least one link having its upper end pivoted to said bracket for pivotal movement in the longitudinal direction of the body, fulcrum means of said shift lever mounted(`on said link at a position ~ -botween the upper and lower ends of said link for permitting the pivotal movement of said shift lever in the longitudinal and lateral directions, a 9upport rod having its one end pivoted to the lower end of said link and the other end pivoted to a transmission housing, and a control rod extended downwardly of and substantially in parallel with said support rod and having . , .
104(~9~3~
its one end pivoted to.the lower end of said shift lever and the other end pivoted to a control shaft of said transmission, whereby the movement of said shi`ft lever may be transmitted to said control shaft.
According to one preferred embodiment of the present invention, in the shifting mechanism with the above construction the following relation is substantially held:
Ll/L2 = ~ 2 where ~ = a distance between the center of a knob attached to the upper end of the shift lever and a fulcrum point between the shift lever and the control rod, L2 = a distance between the center of the knob and a fulcrum point of the ball fulcrum between the link and the shift lever~ `~1 = a distance between a fulcrum point of the fulcrum means between the upper end of the link and the bracket and a fulcrum point of the fulcrum means b~tween the lower end of the link and the support rod, and ~2 ~ a distance between the fulcrum .
point of the upper end of the link and the fulcrum point of the ball fulcrum.
The above and other objects, features and advantages of the present -.
invention will become more .
~ .
- 2 - ~
10409~1 -1 apparent from thc following description of a preferred embodiment thereof taken in conjunction with the accompanying drawings.
Fig. 1 is a front view, partly in section, of a preferred embodiment of a shifting mechanism in accordance with the present invention;
Fig. 2 is a sectional view taken along the line II-II of Fig. l;
Fig. 3 is a sectional view taken along the line ITI-III of Fig. l;
Fig. 4 is a sectional view taken along the line IV-IV of Fig. l; and ~ `ig. 5 is a view used for the explanation of the displacement of the shifting mechanism in response to the displacement of a transmission.
Referring to Figs. 1 through 4, a box-shaped bracket 2 with open top and bottom is securely anchored to a floor 1 of an automotive body with bolts and nuts 3, and inside the bracket 2 upper ends of a pair of links ;
20 4 are supported with fulcrums 5 each consisting of a pin `
5a extended laterally. Pivoted between the links 4 with a ball-joint fulcrum 6 is a shift lever 7 with a shift lever knob 8 attached to the upper end thereof in such a way that the knob 8 may be moved not only in the shift operating direction; that is, in the longitudinal direc-tion of an automotive car (to the right and left in Fig. 1) but also in the select operating direction; that is, the direction perpendicular to the longltudinal direction (to the right and left in Fig. 2). More ~0 ~pecifically, formed between the links 4 integrally ;
10409~1 -1 apparent from thc following description of a preferred embodiment thereof taken in conjunction with the accompanying drawings.
Fig. 1 is a front view, partly in section, of a preferred embodiment of a shifting mechanism in accordance with the present invention;
Fig. 2 is a sectional view taken along the line II-II of Fig. l;
Fig. 3 is a sectional view taken along the line ITI-III of Fig. l;
Fig. 4 is a sectional view taken along the line IV-IV of Fig. l; and ~ `ig. 5 is a view used for the explanation of the displacement of the shifting mechanism in response to the displacement of a transmission.
Referring to Figs. 1 through 4, a box-shaped bracket 2 with open top and bottom is securely anchored to a floor 1 of an automotive body with bolts and nuts 3, and inside the bracket 2 upper ends of a pair of links ;
20 4 are supported with fulcrums 5 each consisting of a pin `
5a extended laterally. Pivoted between the links 4 with a ball-joint fulcrum 6 is a shift lever 7 with a shift lever knob 8 attached to the upper end thereof in such a way that the knob 8 may be moved not only in the shift operating direction; that is, in the longitudinal direc-tion of an automotive car (to the right and left in Fig. 1) but also in the select operating direction; that is, the direction perpendicular to the longltudinal direction (to the right and left in Fig. 2). More ~0 ~pecifically, formed between the links 4 integrally ;
- 3 -' 1 therewith is a shift lever housing 6a which pivotably receives a spherical pro~ection 9 of the shift lever 7 with a spherical bush 6b interposed thcrebetwecn as best sho~l in Fig. 4. A yoke 11 at one end of a,support rod 10 is pivoted outwardly to the lower ends of the links 4 with fulcrums 12 each consisting of a bolt 12a, wherea3 the other end of the support rod 10 is pivoted to a bracket 14 extended from a transmission housing 13 with a fulcr~un 15 consistin~ of a bolt 15a.
One end (the right end in Fig. 1) of a control rod 16 is pivoted to the lower end of the shift lever 7 -with a fulcrum 17 consisting of a bolt 17a, whereas the other end (the left end in Fig. 1) is pivoted with a pin-joint fulcrum 18 to a transmission control shaft 19 extended out of the transmission housing 13. As best shown in Figs. 1 and 3, the control rod 16 is extended downwardly of the support rod 10 in a vertical plane ~ , including the axis of the support rod 10 and in parallel therewith.
As the shift lever 7 is pivoted about the ball-joint fulcrum 6 in the shift and select operating directions, the control rod 16 causes the control shaft : , 19 of the transmission to displace itself back and forth (to shift) and rotate about its axis (to select).
In order that a driver may have better feeling ~
in shifting and selecting, the spherical bush 6b o-f the ' ' ball-joint fulcrum 6 as well as a bush 17b (See Fig. 2) ;, ' of the fulcrum 17 bet~rJeen the shift lever 7 and the control rod 16 are preferably made o-f a relatively hard 30 and smooth material such as nylon. ~ushings 5b, 12b, ]5b ' , '.
10~(~981 1 and 18b of the fu]crums 5, 12, 15 and 18 are not directly associated with the shifting and selecting and therefore they may be preferably of antivibration type made of rubber in order to damp the high-frequency vibration and noise transmitted from the transmission to the shiftin~
mechanism. Especially the bushing 18b of the pin-joint fulcrum 18 between the control rod 16 and the control shaft 19 must be made of a material having a considerably hi~h elasticity. ~he reason is that when the shift ;
knob 8 is selected or moved to the right or left in Fig.
2, the control rod 16 is caused to swing because in the present embodiment the center of pivotal movement of the shift lever 7 about the ball-joint fulcrum 6 does not coincide with the axis of rotation of the control rod 16 so that the swinging movement of the latter must be absorbed by the elastic deformation of the bush 18b. -~ecause of the same reason described above, the pin-joint 18 may be replaced with a hook joint.
` Next the influence on the shift lever 7 of the displacement of the engine with a transmission relative : , .
to the floor 1 caused by the vibration thereof will be ~i~ ` ` described with particular reference to Fig. 5, wherein ~, ~ P = a fulcrum point of the links 4 which pivot about the fulcrums 5 relative to the bracket 2, 0 = a fulcrum point of the ball fulcrum 6, Q = a fulcrum point of the fulcrums 12 between the links 4 and the support rod 10, R = a fulcrum point of the fulcrum 17 between the lower end of the shift lever 7 and the control : , - ...
~ 30 rod 16, , ~:, : , ... ..
, -,, :
1 N = a center of the shift lever knob 8, M = fulcrum points o~ the fulcrwn 15 between the support rod 10 and the transmission houslng 13 and of the pin-joint fulcrum 18 between the control rod 16 and the control shaft 19, I.l = NR, ~2 = N0 ,el = PQ
~2 = P0. and ~ 2 = ~ 2 Assume that due to the vibration the transmission housing 13 is displaced backwardly so that the fulcrum points M are also displaced to points M'. ~hen the link -`~
One end (the right end in Fig. 1) of a control rod 16 is pivoted to the lower end of the shift lever 7 -with a fulcrum 17 consisting of a bolt 17a, whereas the other end (the left end in Fig. 1) is pivoted with a pin-joint fulcrum 18 to a transmission control shaft 19 extended out of the transmission housing 13. As best shown in Figs. 1 and 3, the control rod 16 is extended downwardly of the support rod 10 in a vertical plane ~ , including the axis of the support rod 10 and in parallel therewith.
As the shift lever 7 is pivoted about the ball-joint fulcrum 6 in the shift and select operating directions, the control rod 16 causes the control shaft : , 19 of the transmission to displace itself back and forth (to shift) and rotate about its axis (to select).
In order that a driver may have better feeling ~
in shifting and selecting, the spherical bush 6b o-f the ' ' ball-joint fulcrum 6 as well as a bush 17b (See Fig. 2) ;, ' of the fulcrum 17 bet~rJeen the shift lever 7 and the control rod 16 are preferably made o-f a relatively hard 30 and smooth material such as nylon. ~ushings 5b, 12b, ]5b ' , '.
10~(~981 1 and 18b of the fu]crums 5, 12, 15 and 18 are not directly associated with the shifting and selecting and therefore they may be preferably of antivibration type made of rubber in order to damp the high-frequency vibration and noise transmitted from the transmission to the shiftin~
mechanism. Especially the bushing 18b of the pin-joint fulcrum 18 between the control rod 16 and the control shaft 19 must be made of a material having a considerably hi~h elasticity. ~he reason is that when the shift ;
knob 8 is selected or moved to the right or left in Fig.
2, the control rod 16 is caused to swing because in the present embodiment the center of pivotal movement of the shift lever 7 about the ball-joint fulcrum 6 does not coincide with the axis of rotation of the control rod 16 so that the swinging movement of the latter must be absorbed by the elastic deformation of the bush 18b. -~ecause of the same reason described above, the pin-joint 18 may be replaced with a hook joint.
` Next the influence on the shift lever 7 of the displacement of the engine with a transmission relative : , .
to the floor 1 caused by the vibration thereof will be ~i~ ` ` described with particular reference to Fig. 5, wherein ~, ~ P = a fulcrum point of the links 4 which pivot about the fulcrums 5 relative to the bracket 2, 0 = a fulcrum point of the ball fulcrum 6, Q = a fulcrum point of the fulcrums 12 between the links 4 and the support rod 10, R = a fulcrum point of the fulcrum 17 between the lower end of the shift lever 7 and the control : , - ...
~ 30 rod 16, , ~:, : , ... ..
, -,, :
1 N = a center of the shift lever knob 8, M = fulcrum points o~ the fulcrwn 15 between the support rod 10 and the transmission houslng 13 and of the pin-joint fulcrum 18 between the control rod 16 and the control shaft 19, I.l = NR, ~2 = N0 ,el = PQ
~2 = P0. and ~ 2 = ~ 2 Assume that due to the vibration the transmission housing 13 is displaced backwardly so that the fulcrum points M are also displaced to points M'. ~hen the link -`~
4 is caused to swing about the fulcrum point P to a position indicated by the imaginary lines so that the fulcrum points 0 and Q are displaced to points 0' and Q', respectively, by a distance X and a distance S, respectively. Under these conditions, the following relation is held: ~ .
X = S.~2/~
: : "'- ~' 20 ~he fulcrum point R is also displaced to a point R' by a :~ .
distance S'. ~hen under the assumption that no displace-ment of the point ~ occur, the following relation is .
held:
X = S'-~2/~1 (II) ~; ~
Since the displacement S' is almost equal to the dis- ~ -25 placement S and ~rom Eqs. (I) and (II), the above :~ ~.
, ~
,. , ,:. : . , . , .: : . . . . : ,: . ,.: , . . . . ~ .
1 relation ~ 2 = ~1/Q2 must be s~tisfied-In other words, the distances L~ 2~ Ql and Q2are selected to satisfy the above relation in the present invention so that the displacement of the knob 8 of the shift lever 7 remains substantially zero regardless of the displacement of the transmission housing 1~. In addition, because of the antivibration effects of the bushlngs 5b, 12b, 15b and 18b of the fulcrums 5, 12 and 15 and the pin-joint fulcrum 18, the up-and-down and rotating vibrations of the transmission housing 13 will hardly cause any displacement of the knob 8. ~ .
As described above, according to the present invention the shift lever knob is substantially isolated from the vibration of the engine with a transmission so that the vibration or chattering of the knob may be considerably eliminated, better gear shift operation feeling may be ensured and the disengagement o~ the shift gears may be prevented.
'.' -'~ ~ .
, - 7 - . :~ :
''
X = S.~2/~
: : "'- ~' 20 ~he fulcrum point R is also displaced to a point R' by a :~ .
distance S'. ~hen under the assumption that no displace-ment of the point ~ occur, the following relation is .
held:
X = S'-~2/~1 (II) ~; ~
Since the displacement S' is almost equal to the dis- ~ -25 placement S and ~rom Eqs. (I) and (II), the above :~ ~.
, ~
,. , ,:. : . , . , .: : . . . . : ,: . ,.: , . . . . ~ .
1 relation ~ 2 = ~1/Q2 must be s~tisfied-In other words, the distances L~ 2~ Ql and Q2are selected to satisfy the above relation in the present invention so that the displacement of the knob 8 of the shift lever 7 remains substantially zero regardless of the displacement of the transmission housing 1~. In addition, because of the antivibration effects of the bushlngs 5b, 12b, 15b and 18b of the fulcrums 5, 12 and 15 and the pin-joint fulcrum 18, the up-and-down and rotating vibrations of the transmission housing 13 will hardly cause any displacement of the knob 8. ~ .
As described above, according to the present invention the shift lever knob is substantially isolated from the vibration of the engine with a transmission so that the vibration or chattering of the knob may be considerably eliminated, better gear shift operation feeling may be ensured and the disengagement o~ the shift gears may be prevented.
'.' -'~ ~ .
, - 7 - . :~ :
''
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. An automotive transmission shifting mechanism comprising a shift lever with a knob attached to the upper end thereof, a bracket securely anchored to a floor of an automotive body, at least one link having its upper end pivoted to said bracket for pivotal movement in the longitudinal direction of the body, fulcrum means of said shift lever mounted on said link at a position between the upper and lower ends of said link for permit-ting the pivotal movement of said shift lever in the longitudinal and lateral directions, a support rod having its one end pivoted to the lower end of said link and the other end pivoted to a transmission housing, and a control rod extended downwardly of and substantially in parallel with said support rod and having its one end pivoted to the lower end of said shift lever and the other end pivoted to a control shaft of said transmission, whereby the movement of said shift lever may be transmitted to said control shaft.
2. An automotive transmission shifting mechanism as set forth in Claim 1, wherein the following relation is substantially held:
L1/L2 = ?1/?2 wherein L1 = a distance between the center of said knob of said shift lever and the pivotal point at the lower end of said shaft lever about which said control rod pivots, L2 = a distance between the center of said knob of said shift lever and the fulcrum point thereof, ?1 = a distance between the upper pivotal point of said link and the lower pivotal point thereof about which said support rod pivots, and ?2 = a distance between said upper pivotal point of said link and said fulcrum point of said shift lever.
L1/L2 = ?1/?2 wherein L1 = a distance between the center of said knob of said shift lever and the pivotal point at the lower end of said shaft lever about which said control rod pivots, L2 = a distance between the center of said knob of said shift lever and the fulcrum point thereof, ?1 = a distance between the upper pivotal point of said link and the lower pivotal point thereof about which said support rod pivots, and ?2 = a distance between said upper pivotal point of said link and said fulcrum point of said shift lever.
3. An automotive transmission shifting mechanism as set forth in Claim 1, wherein said fulcrum means for said shift lever consists of a housing interposed between a pair of said links and securely attached thereto, and a spherical bushing supported in said housing for receiving therein a spherical projection formed integral with said shift lever; and one end of said support rod opposite to the end pivoted to said transmission housing is terminated into a yoke having its legs pivoted to said pair of links, respectively.
4. An automotive transmission shifting mechanism as set forth in Claim 3, wherein said links, said support rod and said control rod are all pivoted with a pin and a cylindrical bushing for receiving said pin, said spherical bushing and the bushing of the fulcrum between said control rod and the lower end of said shift lever are made of a relatively smooth material the bushings of the fulcrums between said links and said support rod, and between said support rod and the transmission housing are made of a resilient material capable of absorbing or damping high-frequency vibration;
and the bushing of the fulcrum between said control rod and said control shaft is made of a resilient material having a considerably higher elasticity.
and the bushing of the fulcrum between said control rod and said control shaft is made of a resilient material having a considerably higher elasticity.
5. An automotive transmission shifting mechanism as set forth in Claim 4, wherein said spherical bushing and the bushing of the fulcrum between said control rod and the lever end of said shift lever are made of nylon, and the bushings of the fulcrums between said links and said support rod, between said support rod and the transmission housing and between said control rod and said control shaft are made of rubber.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50158399A JPS5813926B2 (en) | 1975-12-28 | 1975-12-28 | Transmission control |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1040981A true CA1040981A (en) | 1978-10-24 |
Family
ID=15670884
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA268,722A Expired CA1040981A (en) | 1975-12-28 | 1976-12-24 | Automotive transmission shifting mechanism |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US4086822A (en) |
| JP (1) | JPS5813926B2 (en) |
| CA (1) | CA1040981A (en) |
| DE (1) | DE2658274C3 (en) |
| FR (1) | FR2336269A1 (en) |
| GB (1) | GB1532670A (en) |
| IT (1) | IT1074792B (en) |
Families Citing this family (38)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4132124A (en) * | 1976-09-29 | 1979-01-02 | Manno Kogyo Company, Limited | Shift mechanism for automotive transmission |
| JPS54162333A (en) * | 1978-06-14 | 1979-12-22 | Nissan Motor Co Ltd | Transmission actuating mechanism |
| SE423358B (en) * | 1978-09-28 | 1982-05-03 | Volvo Ab | SWITCH CONTROL FOR AUTOMATIC TRANSLATOR WITH A TRANSMISSION CONNECTOR CONNECTED WITH A VEHICLE LADAN |
| JPS5639712Y2 (en) * | 1978-12-29 | 1981-09-16 | ||
| IT1118713B (en) * | 1979-05-25 | 1986-03-03 | Fiat Veicoli Ind | DEVICE FOR THE CONTROL OF THE SPEED CHANGE OF A TRUCK |
| US4276786A (en) * | 1979-12-05 | 1981-07-07 | Caterpillar Tractor Co. | Boot seal |
| WO1981001621A1 (en) * | 1979-12-05 | 1981-06-11 | J Langenstein | Boot seal |
| JPS57186525A (en) * | 1981-05-13 | 1982-11-17 | Nissan Motor Co Ltd | Supporting construction of control lever of floor shift type |
| JPS5863527A (en) * | 1981-10-12 | 1983-04-15 | Nissan Motor Co Ltd | Speed changer control unit |
| JPS58149523A (en) * | 1982-03-01 | 1983-09-05 | Nissan Motor Co Ltd | Remote control mechanism for manual transmission |
| JPS58178423A (en) * | 1982-04-14 | 1983-10-19 | Nissan Motor Co Ltd | Supporting structure of speed change gear operating lever |
| GB2126671B (en) * | 1982-09-09 | 1985-09-04 | Automotive Products Plc | Truck gearshift linkage |
| JPS61153057A (en) * | 1984-12-26 | 1986-07-11 | Honda Motor Co Ltd | Static hydraulic type continuously variable transmission |
| AU577211B2 (en) * | 1986-01-20 | 1988-09-15 | Honda Giken Kogyo Kabushiki Kaisha | Swash plate type hydraulic transmission |
| US4875390A (en) * | 1986-03-24 | 1989-10-24 | Honda Giken Kogyo Kabushiki Kaisha | Shift control device for hydrostatic continuously variable transmission |
| DE3703290A1 (en) * | 1987-02-04 | 1988-08-18 | Porsche Ag | GEARBOX FOR A GEARBOX |
| DE3808272A1 (en) * | 1988-03-12 | 1989-09-28 | Lemfoerder Metallwaren Ag | BEARING FOR THE GEAR SHIFT LEVER IN MOTOR VEHICLES |
| DE3817990A1 (en) * | 1988-05-27 | 1989-12-07 | Porsche Ag | GEAR SHIFTING DEVICE FOR A MOTOR VEHICLE TRANSMISSION |
| DE4005590A1 (en) * | 1990-02-22 | 1991-08-29 | Bayerische Motoren Werke Ag | Actuating mechanism for motor vehicle automatic gearbox - has holder element swivelling on vehicle structure and connected by link to transmission casting |
| US4991457A (en) * | 1990-05-14 | 1991-02-12 | Chrysler Corporation | Shift boot support and bezel arrangement |
| US5597566A (en) * | 1992-05-06 | 1997-01-28 | Ford Motor Company | Vibration damping universal joint |
| ES2115475B1 (en) * | 1994-11-11 | 1999-02-16 | Castellon Melchor Daumal | PERFECTED PROVISION, APPLICABLE TO THE ASSEMBLY OF THE GOVERNMENT PLATE OF A SPEED CHANGE. |
| DE19513810C2 (en) * | 1995-04-12 | 1999-08-19 | Lemfoerder Metallwaren Ag | External circuit for the gear change transmission in a motor vehicle |
| DE19543791C2 (en) * | 1995-11-24 | 1998-02-12 | Lemfoerder Metallwaren Ag | Switching device for the change gear in a motor vehicle |
| DE19632859A1 (en) | 1996-08-14 | 1998-02-19 | Bayerische Motoren Werke Ag | Actuator for a motor vehicle transmission |
| DE19636506B4 (en) * | 1996-09-09 | 2005-08-11 | Daimlerchrysler Ag | Switching device for a gear change transmission of a motor vehicle |
| DE19803593A1 (en) * | 1998-01-30 | 1999-08-12 | Daimler Chrysler Ag | Switching device for a gear change transmission |
| DE19805510A1 (en) * | 1998-02-11 | 1999-08-12 | Bayerische Motoren Werke Ag | Actuator for a vehicle transmission |
| DE19814310A1 (en) * | 1998-03-31 | 1999-10-14 | Daimler Chrysler Ag | Vehicle manual gearbox assembly |
| US6122986A (en) * | 1998-06-03 | 2000-09-26 | Ford Global Technologies, Inc. | Shifter assembly |
| KR100288340B1 (en) * | 1999-01-18 | 2001-04-16 | 이계안 | shift lever device for a vehicle |
| DE10050686A1 (en) * | 2000-10-13 | 2002-06-13 | Bayerische Motoren Werke Ag | Device for shifting a multi-step transmission in a motor vehicle |
| SE525345C2 (en) * | 2003-06-24 | 2005-02-08 | Kongsberg Automotive Ab | Gear |
| US8590413B2 (en) * | 2011-05-24 | 2013-11-26 | Schaeffler Technologies AG & Co. KG | Damping device for a selector shaft and gearshift tower having the damping device |
| US20160017984A1 (en) * | 2014-07-18 | 2016-01-21 | Steve Puffpaff | Shifter for manual transmission |
| CN107810349B (en) * | 2015-04-28 | 2019-06-04 | 康斯博格汽车股份公司 | Shift bar assembly |
| US9927022B2 (en) * | 2015-10-02 | 2018-03-27 | Ford Global Technologies, Llc | Vibration isolator for manual transmission shifter with a single reaction arm |
| KR20220045737A (en) * | 2020-10-06 | 2022-04-13 | 현대자동차주식회사 | Transmission lever device for automobile |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1653369A (en) * | 1924-03-17 | 1927-12-20 | William G Hanna | Reciprocating valve |
| US2312516A (en) * | 1940-06-08 | 1943-03-02 | Thompson Prod Inc | Joint assembly |
| DE1765278U (en) * | 1957-12-21 | 1958-04-17 | Bayerische Motoren Werke Ag | BALL END ON THE GEAR SHIFT LEVER. |
| DE1129066B (en) * | 1959-10-27 | 1962-05-03 | Traktorenwerk Schoenebeck Veb | Device for activating the drive of the drive axle wheels, as well as the PTO shaft and a differential and a freewheel lock for a drive axle trailer |
| US3693474A (en) * | 1971-02-16 | 1972-09-26 | Bucyrus Erie Co | Multiple fulcrum valve operating lever |
| JPS4840203A (en) * | 1971-09-25 | 1973-06-13 | ||
| GB1402662A (en) * | 1973-01-18 | 1975-08-13 | Chrysler Uk | Gear change mechanisms |
| FR2217943A5 (en) * | 1973-02-08 | 1974-09-06 | Peugeot & Renault |
-
1975
- 1975-12-28 JP JP50158399A patent/JPS5813926B2/en not_active Expired
-
1976
- 1976-12-21 US US05/753,019 patent/US4086822A/en not_active Expired - Lifetime
- 1976-12-22 DE DE2658274A patent/DE2658274C3/en not_active Expired
- 1976-12-23 GB GB53771/76A patent/GB1532670A/en not_active Expired
- 1976-12-24 IT IT52778/76A patent/IT1074792B/en active
- 1976-12-24 CA CA268,722A patent/CA1040981A/en not_active Expired
- 1976-12-27 FR FR7639202A patent/FR2336269A1/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| US4086822A (en) | 1978-05-02 |
| DE2658274C3 (en) | 1981-09-24 |
| DE2658274A1 (en) | 1977-07-07 |
| FR2336269B1 (en) | 1980-09-05 |
| DE2658274B2 (en) | 1981-01-29 |
| GB1532670A (en) | 1978-11-15 |
| IT1074792B (en) | 1985-04-20 |
| FR2336269A1 (en) | 1977-07-22 |
| JPS5813926B2 (en) | 1983-03-16 |
| JPS5281466A (en) | 1977-07-07 |
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