CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The subject patent application claims priority to and all the benefits of U.S. Provisional Patent Application Serial No. 61/874,598, which was filed on September 6, 2013, the disclosure of which is hereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0002] The present invention relates generally automotive shifter systems, and, more specifically, to a shifter assembly having a pivot mechanism.

2. Description of the Related Art

[0003] Conventional automotive powertrain systems known in the art typically include an engine in rotational communication with a transmission. The engine generates rotational torque which is selectively translated to the transmission which, in turn, translates rotational torque to one or more wheels. Typically, the transmission multiplies the rotational speed and torque generated by the engine through a series of predetermined gear sets, whereby changing between gear sets enables a vehicle to travel at different vehicle speeds for a given engine speed. Thus, the gear sets of the transmission are configured such that the engine can operate at particularly desirable rotational speeds so as to optimize performance and efficiency.

[0004] There are a number of different types of automotive transmissions known in the art. For example, so-called "manual" transmission systems include a clutch disposed between the engine and transmission for modulating engagement therebtween, and a shifter assembly for changing between gear sets. The clutch and shifter assembly are both mechanically connected to the manual transmission and are driver-actuated. Conventional "automatic" transmission systems, on the other hand, require substantially less driver input, whereby a hydraulic torque converter replaces the clutch, and changing between gear sets is achieved electronically through solenoids controlled by a transmission controller. However, because automatic transmission systems can change between gear sets without driver interaction, a shifter assembly is typically provided for operating the automatic transmission in different modes, such as "park," "neutral," "reverse," and/or "drive."

[0005] When compared to conventional manual transmission systems, conventional automatic transmission systems were inefficient, shifted slowly, and responded poorly. However, modern automatic transmission systems have improved significantly in recent years and are now capable of performance that exceeds that of conventional manual transmission systems. By way of example, modern automatic transmission systems may omit a torque converter and/or may include one or more electronically and/or hydraulically actuated clutches (sometimes referred to in the art as a "dual clutch automatic transmission) that can be shifted electronically and, thus, quickly. Similarly, conventional manual transmissions may be automated, whereby electronic actuators are used to shift between gear sets and modulate the clutch without operator interaction.

[0006] Given the trend in the art of utilizing electronic actuators to control transmission systems, modern shifter assemblies may be "drive-by-wire" and control the transmission electronically, as opposed to conventional shifter assemblies that utilize cables. As such, and particularly with respect to high-end performance vehicles, there is a trend in the art of utilizing "manual-shift" or "sport" modes, whereby the driver is able to quickly shift the automatic transmission between gear sets, as well as between operating modes, as noted above. To that end, the driver operates one or more electronic actuators in communication with the transmission controller to engage "manual-shift" mode and subsequently control the solenoids to selectively "shift up" or "shift down" between gear sets. Actuators of this type are implemented as one or more buttons and/or levers mounted to or near the shifter assembly and/or a steering wheel. The actuator used to engage "manual-shift" mode is spaced from the actuator or actuators used to change between gear sets, thereby complicating the functionality, usability, and ergonomics of the shifter assembly, as well as the cost and complexity of manufacturing and assembling the shifter assembly.

[0007] While shifter assemblies known in the prior art have generally performed well for their intended purpose, there remains a need in the art for an improved shifter assembly that strikes a substantial balance between cost, manufacturability, functionality, usability, and ergonomics.

SUMMARY OF THE INVENTION AND ADVANTAGES

[0008] The present invention overcomes the disadvantages in the related art in a shifter assembly for changing gears in a vehicle transmission. The shifter assembly includes a housing, a shift lever, a first pivot mechanism, a gimbal ring, and a second pivot mechanism. The shift lever is pivotally mounted to the housing and is movable in a first gate along a first plurality of shift paths, a second gate along a second plurality of shift paths, and a bridge gate between the first and second gates with the gates being different from each other. The first pivot mechanism is mounted to the shift lever to permit movement of the shift lever relative to the housing about a first pivot axis within one of the gates. The gimbal ring has an outer surface and an inner surface defining an aperture with the gimbal ring disposed about and coupled to the shift lever with the shift lever extending through the aperture. The second pivot mechanism is mounted to the gimbal ring to permit movement of the shift lever relative to the housing about a second pivot axis within another one of the gates, the second pivot axis being spaced from the first pivot axis. The gimbal ring has a pair of pivot receivers recessed from the inner surface and spaced from the outer surface with the first pivot mechanism of the shift lever engaging each of the pivot receivers to pivotally couple the shift lever to the gimbal ring.

[0009] In this way, the shifter assembly of the present invention provides improved functionality, usability, and ergonomics in connection with conventional automatic transmission systems and, at the same time, reduces the cost and complexity of manufacturing and assembling shifter assemblies.

BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Other advantages of the present invention will be readily appreciated, as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings.

[0011] Figure 1 is a perspective view of a shifter assembly according to one embodiment of the present invention.

[0012] Figure 2 is an exploded perspective view of the shifter assembly of Figure 1 , showing a housing inner element, a shifter subassembly, a pair of housing side elements, a lower housing element, and a shift knob.

[0013] Figure 3 is a perspective view of the shifter subassembly, one of the housing side elements, and a portion of the housing inner element of Figure 2.

[0014] Figure 4 is a perspective view of the shifter subassembly and housing inner elements of Figures 2 and 3. [0015] Figure 5 is another perspective view of the shifter subassembly and housing inner elements of Figure 4.

[0016] Figure 6A is an exploded perspective view of the shifter subassembly and housing inner elements of Figures 4 and 5, showing a circuit board supported in the housing inner elements.

[0017] Figure 6B is another exploded perspective view of Figure 6A.

[0018] Figure 7 is a side view of the shifter subassembly and housing inner elements of Figure 6A showing the shifter subassembly in a stable configuration.

[0019] Figure 8 is a side view of the shifter subassembly and housing inner elements of Figure 7 showing the shifter subassembly in a first unstable configuration.

[0020] Figure 9 is a side view of the shifter subassembly and housing inner elements of Figure 7 showing the shifter subassembly in a second unstable configuration.

[0021] Figure 10 is a top view of the shifter subassembly of Figure 6 A in a first stable gate position.

[0022] Figure 11 is a top view of the shifter subassembly of Figure 10 in an unstable gate position.

[0023] Figure 12 is a top view of the shifter subassembly of Figure 10 in a second stable gate position.

[0024] Figure 13 is a perspective view of the shifter subassembly of Figure

6A.

[0025] Figure 14 is another perspective view of the shifter subassembly of Figure 13. [0026] Figure 15 is an exploded perspective view of the shifter subassembly of Figure 6A, showing a shift lever, a gimbal ring, a pair of emitters, and a pair of links.

[0027] Figure 16 is an enlarged partial perspective view of one end of the shift lever of Figure 15.

[0028] Figure 17 is an enlarged perspective view of the gimbal ring of Figure

15.

[0029] Figure 18 is a top view of the shifter assembly of Figure 1 without the shift knob.

[0030] Figure 19 is a perspective view of the shifter assembly of Figures 2 and 15 showing one of the housing elements, the shift lever, and the gimbal ring.

[0031] Figure 20 is a sectional view taken along line 20-20 of Figure 18.

[0032] Figure 21 is an enlarged sectional view taken from Figure 20.

[0033] Figure 22 is a sectional view taken along line 22-22 of Figure 18.

[0034] Figure 23 is an enlarged sectional view taken from Figure 22.

[0035] Figure 24 is a fragmented side view showing an alternative embodiment of the shifter assembly of the present invention.

[0036] Figure 25 is a perspective view of the housing lower element of Figure

2.

[0037] Figure 26 is a schematic representation of movement of the shifter assembly according to one embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

[0038] With reference now to the Figures, wherein like numerals indicate like parts throughout the several views, a shifter assembly is shown at 30 in Figures 1 and 2. The shifter assembly 30 is used to change gears in a vehicle transmission 31. More specifically, the shifter assembly 30 cooperates with an automatic transmission 31 (shown schematically and generally known in the art) of a vehicle so as to enable a driver to operate the transmission 31 in a plurality of vehicle driving modes, such as "park," "neutral," "reverse," and "drive," as well as between a plurality of predetermined transmission gear sets, whereby the driver can selectively "shift up" and "shift down" to change between gear sets. To that end, the shifter assembly 30 is in electrical communication with one or more electronic control units 33, such as an engine or transmission controller 33 (shown schematically and generally known in the art) which, in turn, is responsive to predetermined signals generated by the shifter assembly 30 and can subsequently control the automatic transmission 31 as required. The electronic control unit 33 drives one or more actuators, such as solenoids (not shown, but generally known in the art) to control the transmission 31. However, those having ordinary skill in the art will appreciate that the shifter assembly 30 of the present invention could be used in connection with an automatic transmission controlled in any suitable way, with or without an electronic control unit 33 or actuators as described above, without departing from the scope of the present invention. Moreover, it will be appreciated that the shifter assembly 30 of the present invention can be used in connection with any suitable type of transmission. By way of non-limiting example, the transmission could be a conventional automatic that employs a torque converter, a modern automatic that employs one or more electronically and/or hydraulically actuated clutches, or a conventional manual with an automatically actuated clutch.

[0039] Referring now to Figures 1, 2, and 26, the shifter assembly 30 of the present invention includes a housing 32 and a shift lever 34 pivotally mounted to the housing 32. The shift lever 34 is movable in a first gate 36 along a first plurality of shift paths 38 A, 38B, as well as in a second gate 40 along a second plurality of shift paths 42A, 42B. The first gate 36 is different from the second gate 40. Moreover, the shifter assembly 30 is configured such that the shift lever 34 is movable along a bridge gate 44 between the first gate 36 and second gate 40, with the bridge gate 44 being different than the first gate 36 and the second gate 40. More specifically, movement of the shift lever 34 along the gates 36, 40, 44 is effected by movement of a shift knob 46 operatively attached to the shift lever 34, whereby the driver moves the shift knob 46 which, in turn, moves the shift lever 34, as described above. The housing 32, shift lever 34, gates 36, 40, 44, and shift paths 38A, 38B, 42A, 42B will be described in greater detail below.

[0040] As shown best in Figure 2, the housing 32 may be formed from a plurality of elements that interlock or otherwise cooperate to accommodate and support the various components of the shifter assembly 30, as described in greater detail below. As illustrated throughout the Figures, the housing 32 includes a pair of side elements 48 A, 48B, a lower element 50, and a pair of inner elements 52A, 52B. This configuration simplifies both the manufacturing and assembly of the shifter assembly 30 and optimizes the overall packaging size of the shifter assembly 30. However, it will be appreciated that the housing 32 could be formed from any suitable number of elements, or from a single element, without departing from the scope of the present invention.

[0041] Referring now to Figures 1-17, as noted above, the shift lever 34 is pivotally mounted to the housing 32. To that end, and in one embodiment, the shifter assembly 30 includes a first pivot mechanism 54, a gimbal ring 56, and a second pivot mechanism 58. The first pivot mechanism 54 is mounted to the shift lever 34 so as to permit movement of the shift lever 34 relative to the housing 32 about a first pivot axis 60 within one of the gates 36, 40, 44. The gimbal ring 56 has an outer surface 62 and an inner surface 64 defining an aperture 66 with the gimbal ring 56 disposed about and coupled to the shift lever 34, the shift lever 34 extending through the aperture 66. The second pivot mechanism 58 is mounted to the gimbal ring 56 so as to permit movement of the shift lever 34 relative to the housing 32 about a second pivot axis 68 within another of the gates 36, 40, 44, the second pivot axis 68 being spaced from the first pivot axis 60. As shown best in Figures 13 and 17, in one embodiment, the first pivot axis 60 is substantially perpendicular to the second pivot axis 68. However, it will be appreciated that the pivot axes 60, 68 could be disposed, aligned, spaced, or otherwise configured with respect to each other in any suitable way. The gimbal ring 56 has a pair of pivot receivers 70 recessed from the inner surface 64 and spaced from the outer surface 62, with the first pivot mechanism 54 of the shift lever 34 engaging each of the pivot receivers 70 so as to pivotally couple the shift lever 34 to the gimbal ring 56. In one embodiment, the gimbal ring 56 pivots in unison with the shift lever 34 during the pivoting of the shift lever 34 about the second pivot axis 68 (compare Figures 7-9).

[0042] Referring now to Figures 2, 17, and 19, in one embodiment, the second pivot mechanism 58 includes a pair of bores 72A, 72B defined in the housing 32, and a pair of opposing protrusions 74A, 74B extending from the outer surface 62 of the gimbal ring 56. As shown best in Figure 17, the protrusions 74 A, 74B are separated from each other and are spaced from the aperture 66 of the gimbal ring 56. Where the housing 32 is formed from at least two housing elements that cooperate to pivotally support the gimbal ring 56, such as the side elements 48A, 48B discussed above, one of each of the bores 72A, 72B of the second pivot mechanism 58 may be defined in each of the housing side elements 48 A, 48B. Further, each of the housing side elements 48 A, 48B may include an arcuate receiver 76A, 76B disposed adjacent to the bore 72A, 72B of the second pivot mechanism 58 having a configuration complementary to the outer surface 62 of the gimbal ring 56 for accommodating the gimbal ring 56.

[0043] As noted above, the shift lever 34 extends through the aperture 66 of the gimbal ring 56. To that end, and as shown in Figures 15-17, the inner surface 64 of the gimbal ring 56 defines a first perimeter 78, and the shift lever 34 has an outer surface 80 adjacent the first pivot mechanism 54 defining a second perimeter 82. The first perimeter 78 is larger than the second perimeter 82 so as to permit relative movement between the shift lever 34 and the gimbal ring 56 as the shift lever 34 moves in at least one of the gates 36, 40, 44.

[0044] As shown best in Figures 15 and 16, the first pivot mechanism 54 includes a pair of opposing pivot keys 84 mounted to the shift lever 34 that cooperate with the pivot receivers 70 of the gimbal ring 56 so as to allow movement of the shift lever 34 about the first pivot axis 60. The pivot keys 84 are separately mounted to the shift lever 34 and each extend outwardly from the shift lever 34. The pivot keys 84 of the shift lever 34 each have a key bearing surface 86, and the pivot receivers 70 of the gimbal ring 56 have a receiver bearing surface 88. The key bearing surfaces 86 cooperate with the receiver bearing surfaces 88 so as to facilitate movement of the shift lever 34 about the first pivot axis 60. In one embodiment, the key bearing surfaces 86 and the receiver bearing surfaces 88 each have a tapered profile. More specifically, the tapered profile of the bearing surfaces 86, 88 are at least partially conical. Each of the pivot keys 84 of the shift lever 34 have a pair of key walls 90A, 90B depending from the key bearing surface 86, and each of the pivot receivers 70 of the gimbal ring 56 have a pair of receiver walls 92A, 92B. The receiver walls 92A, 92B cooperate with the key walls 90A, 90B so as to limit movement of the shift lever 34 about the first pivot axis 60. The key walls 90A, 90B of the pivot keys 84 define a first angle 94 therebetween (see Figure 16) and the receiver walls 92A, 92B of the pivot receivers 70 define a second angle 96 therebetween (see Figure 17). The second angle 96 is larger than the first angle 94 and may be configured so as to optimize the limitation of movement of the shift lever 34 about the first pivot axis 60, whereby a larger differential between the angles 94, 96 correlates to a wider range of movement of the shift lever 34 about the first pivot axis 60.

[0045] Referring now to Figures 15, 16, and 20-23, the pivot keys 84 have an axial lock 98 spaced from the key bearing surface 86, and the pivot receivers 70 have an axial lock receiver 100 spaced from the receiver bearing surface 88. The axial lock 98 cooperates with the axial lock receiver 100 so as to at least partially limit axial translation of the shift lever 34 with respect to the gimbal ring 56. It will be appreciated that this configuration enables simplified assembly of the shifter assembly 30, as well as consistent and predictable operation of the shift lever 34. In one embodiment, the axial lock 98 of the pivot key 84 is further defined as a tooth 102, and the axial lock receiver 100 of the pivot receiver 70 is further defined as a notch 104 for engaging the tooth 102.

[0046] As noted above, the shifter assembly 30 of the present invention is configured so as to enable the driver to operate the transmission 31 in a conventional automatic shifting mode and select between a plurality of vehicle driving modes such as "park," "neutral," "reverse," and "drive", as well as operate the transmission 31 in a "sport" manual shifting mode and selectively "shift up" and "shift down" to change between gear sets. As will be appreciated from the description of the movement of the shift lever 34 and gates 36, 40, 44 below, the shifter assembly 30 of the present invention is also configured so as to simplify the process of changing between the automatic shifting mode and the "sport" manual shifting mode. To that end, movement of the shift lever 34 along the bridge gate 44 between the first gate 36 (see Figure 10) and the second gate 40 (see Figure 12) may correlate to a change in the shifting mode of the transmission 31 (compare Figure 11 to Figures 10 and 12). By way of non-limiting example, the first gate 36 could represent a the automatic shifting mode and the second gate 40 could represent the "sport" manual shifting mode, wherein the first plurality of shift paths 38 A, 38B would represent selection between vehicle driving modes (such as "neutral," "reverse," or "drive") and the second plurality of shift paths 42A, 42B would represent selection between gear sets (such as "shift up" or "shift down") (compare Figure 7 to Figures 8 and 9). However, it will be appreciated that the gates 36, 40, 44 could represent different shifting modes, vehicle driving modes, or entirely different functionality without departing from the scope of the present invention.

[0047] As shown best in the schematic representation of movement of shift lever 34 of the shifter assembly 30 in Figure 26, in one embodiment, the bridge gate 44 is substantially perpendicular to at least one of the first gate 36 and the second gate 40. Similarly, the first gate 36 may be substantially parallel to the second gate 40. However, those having ordinary skill in the art will appreciate that the gates 36, 40, 44 could be disposed, aligned, or otherwise configured in any suitable way without departing from the scope of the present invention. In one embodiment, a first stable position 106 is defined where the bridge gate 44 intersects the first gate 36, and a second stable position 108 is defined where the bridge gate 44 intersects the second gate 40 (see Figure 7). The shift lever 34 is biased: toward the first stable position 106 when the shift lever 34 moves along the first plurality of shift paths 38 A, 38B (see Figure 10), and toward the second stable position 108 when the shift lever 34 moves along the second plurality of shift paths 42A, 42B (see Figure 12).

[0048] The first plurality of shift paths 38A, 38B includes a first pair of unstable positions 110A, HOB spaced from the first stable position 106, and the second plurality of shift paths 42A, 42B includes a second pair of unstable positions 112A, 112B spaced from the second stable position 108. The shift lever 34 is biased: away from each of the first pair of unstable positions 11 OA, HOB toward the first stable position 106 when the shift lever 34 moves in the first gate 36, and away from each of the second pair of unstable positions 112A, 112B toward the second stable position 108 when the shift lever 34 moves in the second gate 40. The shift lever 34 is biased along the bridge gate 44 toward the first stable position 106 when the shift lever 34 is closer to the first stable position 106 than to the second stable position 108.

[0049] Referring now to Figures 20, 22, and 25, in one embodiment, the shifter assembly 30 further includes a detent mechanism, generally indicated at 114, disposed between the shift lever 34 and the housing 32 for biasing the shift lever 34 along the bridge gate 44 between the first stable position 106 and the second stable position 108. More specifically, the detent mechanism 114 is disposed between the shift lever 34 and the housing lower element 50. Further, in one embodiment, the shift lever 34 has an inner surface 116 defining an inner chamber 118, and the detent mechanism 114 may be at least partially disposed within the inner chamber 118 of the shift lever 34, and at least partially adjacent to said first pivot mechanism 54. Moreover, it will be appreciated that the inner chamber 86 of the shift lever 34 may be configured to extend through the gimbal ring 56 and to the shift knob 46 and, as such, can provide accommodation for wires, internal components, sensors, and the like, as well as increased packaging flexibility.

[0050] The detent mechanism 114 includes a plunger 120 biased by a spring 122 and coupled to the shift lever 34, and first and second receivers 124, 126 defined in the housing 32, specifically in the housing lower element 50. As shown best in Figure 20, the spring 122 is a compression spring. However, those having ordinary skill in the art will appreciate that the spring 122 could be of any suitable type without departing from the scope of the present invention. The spring-biased plunger 120 engages the first receiver 124 when the shift lever 34 is in the first gate 36, and engages the second receiver 126 when the shift lever 34 is in the second gate 40. The spring-biased plunger 120 is adapted to axially bias the shift lever 34 with respect to the second pivot mechanism 58.

[0051] In one embodiment, the shifter assembly 30 further includes a ramp 128 disposed between the first receiver 124 and the second receiver 126. The ramp 128 urges the plunger 120 of the detent mechanism 114 toward the closer of the first receiver 124 and the second receiver 126 such that the shift lever 34 is biased: toward the first stable position 106 when the shift lever 34 moves along the first plurality of shift paths 38A, 38B, and toward the second stable position 108 when the shift lever 34 moves along the second plurality of shift paths 42A, 42B. As shown best in Figures 22 and 25, at least one of the first receiver 124 and the second receiver 126 has a substantially arcuate profile with a central apex 130, and the plunger 120 of the detent mechanism 114 is disposed adjacent to the central apex 130 when the shift lever 34 is in one of the first stable position 106 and the second stable position 108. The arcuate profile of the receivers 124, 126 urges the plunger 120 toward the central apex 130 such that the shift lever 34 is biased: away from each of the first pair of unstable positions 11 OA, HOB toward the first stable position 106 when the shift lever 34 moves in the first gate 36, and away from each of the second pair of unstable positions 112A, 112B toward the second stable position 108 when the shift lever 34 moves in the second gate 40.

[0052] As noted above, in one embodiment of the shifter assembly 30 of the present invention, the second pivot mechanism 58 includes a pair of bores 72A, 72B defined in the housing 32, and a pair of opposing protrusions 74A, 74B extending from the outer surface 62 of the gimbal ring 56. As shown in Figure 19, the bores 72A, 72B and the protrusions 74A, 74B have a substantially cylindrical profile. Referring now to Figure 24, in an alternate embodiment of the shifter assembly 30 of the present invention, the second pivot mechanism 58 includes a pair of sockets 132 (only one socket 132 is shown in Figure 24) defined in the housing 32, and a pair of opposing protrusions 74A, 74B extending from the outer surface 62 of the gimbal ring 56. Each of the sockets 132 has inclined walls 134 with the spring-biased plunger 120 urging the protrusions 74A, 74B of the gimbal ring 56 against the inclined walls 134 of the sockets 130. Each of the sockets 132 is slightly larger than the protrusions 74A, 74B such that when the protrusions 74A, 74B are urged against the inclined walls 134 a space is created between the protrusions 74A, 74B and a bottom of the sockets 132.

[0053] Referring now to Figures 1-15, in one embodiment of the present invention, the shifter assembly 30 includes one or more sensing arrangements for electronically recognizing or registering movements of the shift lever 34. Each sensing arrangement will be discussed in greater detail below. One such sensing arrangement includes an emitter 136, a detector 138, and a link 140. The emitter 136 is spaced from the shift lever 34 and is movable along a fixed path, generally indicated at 142. The detector 138 is coupled to the housing 32 for determining a position of the emitter 136 along the fixed path 142. The link 140 is operatively attached to the shift lever 34 and the emitter 136 such that the movement of the shift lever 34 in the first gate 36 causes corresponding movement of the emitter 136 along the fixed path 142, and the movement of the shift lever 34 in the second gate 40 causes corresponding movement of the emitter 136 also along the fixed path 142. In other words, movement of the shift lever 34 in both the first gate 36 and the second gate 40 causes corresponding movement of the same emitter 136 along the same fixed path 142.

[0054] The link 140 is coupled to the shift lever 34 and the emitter 136 in such a manner as to permit movement of the shift lever 34 relative to the link 140 during the movement of the shift lever 34. In other words, the link 140 is capable of rotating, angling, translating or the like in one or more directions relative to the shift lever 34. Stated yet another way, although the movement of the link 140 is tied to or dependent upon the movement of the shift lever 34, the movement of the link 140 is not in unison with the shift lever 34 and these components do no move as a single unit. As shown, the link 140 is coupled to at least one of the shift lever 34 and the emitter 136 through a rotatable joint, generally indicated at 146. The rotatable joint 146 permits the relative movement of the link 140 to the shifter lever 34 without restricting or binding the movement of the shift lever 34.

[0055] The shift lever 34, gimbal ring 56, emitter 136, link 140, and other components cooperate to define a shifter subassembly, generally indicated at 143, that is supported by and at least partially within the housing 32. Each of these components, as well as additional components of the shifter subassembly 143, will be described in greater detail below. [0056] As best shown in Figure 5, in one embodiment, the shifter assembly 30 further includes a track 144 and a guide 145. The track 144 is operatively attached to the housing 32 and, more specifically, is formed in a lower of the housing inner elements 52A. The guide 145 is supported in and movable along the track 144 with the emitter 136 and the link 140 both operatively attached to the guide 145 such that the fixed path 142 is defined by movement of the guide 145 along the track 144. In one embodiment, the fixed path 142 is substantially parallel to at least one of the first gate 36 and the second gate 40. Further, in one embodiment, the fixed path 142 has a substantially linear profile (compare Figures 7-9).

[0057] As illustrated throughout the Figures, the link 140 is coupled to both of the shift lever 34 and the emitter 136 through corresponding ball joints 148A, 148B. As such, the rotatable joint 146, in the embodiment shown, if further defined as ball joints. More specifically, the guide 145 and the link 140 are pivotally coupled about a first ball joint 148A, and the shift lever 34 and the link 140 are pivotally coupled about the second ball joint 148B. It should be appreciated that the rotatable joint 146 may be of any suitable configuration. Referring now to Figures 7-9, in one embodiment, the fixed path 142 defines a plane 150 and the shift lever 34 intersects the plane 150. Further, the second ball joint 148B is disposed below the plane 150. As shown, both the first 148A and second 148B ball joints, as well as the link 140, are disposed below the plane 150.

[0058] In one embodiment, the emitter 136 is further defined as a magnet and the detector 138 is responsive to predetermined changes in magnetic fields generated by the magnet to determine the position of the emitter 136 along the fixed path 140. To that end, the detector 138 may be of any suitable type sufficient to sense and respond to changes in magnetic fields. Moreover, it is conceivable that the emitter 136 could be manufactured from an iron-based material and the detector 138 could be a hall-effect sensor that generates a magnetic field and is capable of responding to changes in the field due to interaction of the iron-based material of the emitter 136.

[0059] In one embodiment, the emitter 136 is further defined as a first emitter 136A, the detector 138 is further defined as a first detector 138A, the fixed path 142 is further defined as a first fixed path 142A, the link 140 is further defined as a first link 140A, and the shifter assembly 30 further includes another sensing arrangement. The additional sensing arrangement includes a second emitter 136B spaced from the shift lever 34 and movable along a second fixed path 142B, a second detector 138B coupled to the housing 32 for determining a position of the second emitter 136B along the second fixed path 142B, and a second link 140B. The second link 140B has opposing first and second ends 152, 154 with the second link 140B coupled to the shift lever 34 adjacent the first end 152. The second emitter 136B is coupled to the second link 140B adjacent the second end 154 such that selected movement of the shift lever 34 causes corresponding movement of the second emitter 136B along the second fixed path 142B and the second detector 138B determines a position of the second emitter 136B along the second fixed path 142B. The second fixed path 142B has a substantially arcuate profile (compare Figures 10-12). The second link 140B is mounted to the shift lever 34 at a position spaced from the attachment of the first link 140A to the shift lever 34. More specifically, the second link 140B is mounted to the shift lever 34 at a position that is radially spaced from the attachment of the first link 140A to the shift lever 34.

[0060] In one embodiment, the shifter assembly 30 further includes an arm 156 pivotally mounted to the housing 42, specifically to the lower of the housing inner elements 52A, with the second emitter 136B supported by the arm 156 and the second end 154 of the second link 140B coupled to the arm 156 so as to move the arm 156, and the second emitter 136B, relative to the shift lever 34 during the selected movement of the shift lever 34. To that end, the arm 156 defines a slot 158 with the second end 154 of the second link 140B disposed within the slot 158 and moveable within the slot 158 when the shift lever 34 moves within the first and second gates 36, 40. The arm 156 includes a first arm end 160 pivotally mounted to the housing 32, as discussed above, and a second arm end 162 supporting the second emitter 136B adjacent thereto, with the slot 158 disposed between the first arm end 160 and the second arm end 162 of the arm 156.

[0061] The first detector 138A recognizes a change in position of the first emitter 138A only when the shift lever 34 moves in one of the first and second gates 36, 40, and the second detector 138B recognizes a change in position of the second emitter 138B only during the selected movement of the shift lever 34 along the bridge gate 44.

[0062] Referring now to Figures 6A and 6B, the shifter assembly 30 includes a circuit board 164 operatively attached to the housing, specifically disposed between the housing inner elements 52A, 52B, with the detector 138A being mounted to the circuit board 164 and the circuit board 164 defining a board plane 166 with the shift lever 34 extending through the board plane 166. The circuit board 164 shown in Figures 6A and 6B is a printed circuit board with additional major components and electrical traces omitted for clarity. However, those having ordinary skill in the art will appreciate that the circuit board 164 may include other components, traces, sensors, and the like, without departing from the scope of the present invention. Moreover, it is conceivable that the shifter assembly 30 may include other features, switches, buttons, or components that are operatively attached to and in electrical communication with the circuit board 164. By way of non-limiting example, the shifter assembly 30 may include a parking brake button 168 in communication with the circuit board 164, and/or an electrical connector 170 used to connect the circuit board 164 to the electronic control unit or module 33 through a wire harness (not shown, but generally known in the art), as discussed above.

[0063] The circuit board 164 defines a notch 172 to accommodate movement of the shift lever 34 within the notch 172 without engaging the circuit board 164. It will be appreciated that this configuration optimizes packaging space of the shifter assembly 30 and facilitates simple assembly of the housing 32, as noted above. As shown in Figure 6B, the detector 138, specifically both detectors 138 A, 138B, are disposed between the board plane 166 and the link 140. Moreover, both detectors 138A, 138B may each be defined by a plurality of discrete detector components 138C, 137D that are disposed adjacent to one of the respective fixed paths 142A, 142B.

[0064] In operation, the driver can actuate the shift knob 46 which, in turn, moves the shift lever 34. The shift lever 34 can move between the stable positions 106, 108 to change between operating the transmission 31 in the automatic shifting mode and the "sport" manual shifting mode, whereby movement of the shift lever 34 along the bridge gate 44 between the stable positions 106, 108 is causes corresponding movement of the second emitter 136B which, in turn, the second detector 138B senses and can generate a signal that can be used by the electric control module 33 to differentiate between the shifting modes. Further, in either of the shifting modes, movement along any of the shift paths 38 A, 38B, 42A, 42B toward any of the unstable positions 11 OA, HOB, 112A, 112B causes corresponding movement of the first emitter 136A which, in turn, the first detector 138A senses and can generate a signal that can be used by the electric control module 33 to differentiate between shift selections. Thus, the movement of the first emitter 136A can be used to determine a desired change between gear sets, as well to determine a desired change between operating modes.

[0065] In this way, the shifter assembly 30 of the present invention provides improved functionality, usability, and ergonomics in connection with conventional automatic transmission systems and, at the same time, reduces the cost and complexity of manufacturing and assembling shifter assemblies 30.

[0066] The invention has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings, and the invention may be practiced otherwise than as specifically described.