CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The subject patent application claims priority to and all the benefits of U.S. Provisional Patent Application No. 61/458,751 which was filed on December 1, 20101, the specification and drawings of which are expressly incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0002] The present invention is related to a shifter assembly for a vehicle having a motor and a transmission coupled to the motor.

2. Description of the Related Art

[0003] A vehicle, such as an automobile, includes an motor for generating power and a transmission for transferring power to wheels of the vehicle. Transmissions can be manual transmissions, also referred to as standard transmissions, or can be automatic transmissions. The transmission is selectively engaged and disengaged with the motor. A shift rod engages the transmission and extends into a passenger compartment of the vehicle for selectively shifting the transmission into and out of engagement with the motor. Specifically, the shift rod is shifted between a neutral position in which the transmission is disengaged from the motor and an engaged position in which the transmission is engaged with the motor.

[0004] The motor is typically started when the transmission is disengaged with the motor. Starting the motor when the transmission is engaged with the motor can disadvantageously damage the motor and/or the transmission and can unexpectedly and disadvantageously cause the vehicle to abruptly lurch forward or backward.

[0005] Some vehicles include a device for preventing the motor from starting when the transmission is engaged with the motor. However, these devices are complicated and therefore disadvantageously add to an already complicated transmission. In addition, these devices are not easily accessible, which creates difficulty in assembly and repair. [0006] Accordingly, there remains opportunity to manufacture an improved device capable of determining that a shift rod is in a neutral position.

SUMMARY AND ADVANTAGES

[0007] A shifter assembly for a vehicle having a motor and a transmission coupled to the motor includes a shift rod moveable from a neutral position to an engaged position for shifting the transmission. A plate defines a cutout with the shift rod extending through the cutout. The shift rod moves the plate along a linear path when the shift rod moves from the neutral position to the engaged position. A sensor is disposed adjacent the plate and is configured to switch between a first state and a second state. An engagement mechanism is supported by the plate and is aligned with the sensor along the linear path. The engagement mechanism is configured to actuate the sensor between the first state when the shift rod is in the neutral position and the second state when the shift rod is in the engaged position. A housing slideably supports the plate and restricts movement of the plate to the linear path for aligning the engagement mechanism with the sensor along the linear path.

[0008] The shifter assembly is easily accessible due to the arrangement of the housing slideably supporting the plate and the shift rod extending through the cutout in the plate. This easy access is advantageous for assembly, repair, etc. The shifter assembly also advantageously has a compact and uncomplicated design. The plate of the shifter assembly moves merely in response to movement of the shift rod as the shift rod is moved to shift the transmission. As such, the shifter assembly actuates the sensor based on the position of the shift rod without the need for any other movement or adjustment in addition to the movement of the shift rod.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] 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.

[0010] Figure 1 is a perspective view of a vehicle and a schematic perspective view of a motor, a transmission, and a shifter assembly.

[0011] Figure 2 is an exploded view of a portion of the shifter assembly. [0012] Figure 3 is perspective view of a portion of a portion of the shifter assembly.

[0013] Figure 4 is a perspective view of the shifter assembly including a shift rod shown in a plurality of neutral positions.

[0014] Figure 5 is a perspective view of the shifter assembly including the shift rod shown in a plurality of engaged positions.

[0015] Figure 6 is a perspective view of the shifter assembly including the shift rod shown in another plurality of engaged positions.

DETAILED DESCRIPTION OF THE INVENTION

[0013] Referring to the Figures, wherein like numerals indicate like parts throughout the several views, a shifter assembly 10 is generally shown for use in a vehicle 12 having a motor 14 and a transmission 16 coupled to the motor 14. As set forth further below, the shifter assembly 10 is designed to provide instruction to a controller (not shown) that controls the motor 14 or other component of the vehicle 12 based on engagement and/or disengagement of the motor 14 from the transmission 16. For example, the controller can be in communication with an ignition system (not shown) of the vehicle 12 such that the shifter assembly 10 instructs the controller to selectively prevent the motor 14 of the vehicle 12 from starting, i.e., being turned on, when the transmission 16 is engaged with the motor 14. As another example, the controller can be designed to decrease the speed of the motor 14, e.g., revolutions per minute, based on an instruction from the shifter assembly 10 that the motor 14 is disengaged with the transmission 16 to decrease fuel consumption. As another example, the controller can be designed to manage emissions control equipment (not shown) of the vehicle 12 based on an instruction from the shifter assembly 10 that the motor 14 is disengaged with the transmission 16. It should be appreciated that the foregoing uses are provided for exemplary purposes and that the shifter assembly 10 can be used for any purpose without departing from the nature of the present invention.

[0014] The transmission 16 is typically a manual transmission, as shown in the Figures, however, it should be appreciated that the shifter assembly 10 can be used with an automatic transmission without departing from the nature of the present invention. It should also be appreciated that the manual transmission shown in the Figures is a 5-speed manual transmission, i.e., has through 5 gears and a reverse gear, however, it should be appreciated that the transmission 16 can include any number of speeds without departing from the nature of the present invention.

[0015] With reference to Figure 1, the shifter assembly 10 includes a shift rod 18 in communication with the transmission 16. The shift rod 18 extends between a first end 20 and a second end 22. The first end 20 of the shift rod 18 extends upwardly, e.g., into a passenger compartment (not numbered) of the vehicle 12, and is configured to be moved by an operator, e.g., a driver of the vehicle 12. The second end 22 is coupled to the transmission 16 for shifting the transmission 16, i.e., changing the engagement of gears (not shown) in the transmission 16, in response to movement of the first end 20 of the shift rod 18. A linkage 60 is typically disposed between the transmission 16 and the shift rod 18 to transmit movement of the shift rod 18 to the transmission 16 to shift gears of the transmission 16. Specifically, the linkage 60 is engaged with the second end 22 of the shift rod 18 and with the gears of the transmission 16. The linkage 60 can include, for example, cables, rods, etc., and combinations thereof.

[0016] The shift rod 18 is moveable from a neutral position, as shown in Figure 4, to an engaged position, as shown in Figures 5 and 6, for shifting the transmission 16. In the neutral position, the transmission 16 is disengaged from the motor 14 of the vehicle 12. Depending upon the design of the transmission 16, the shift rod 18 can have a plurality of neutral positions. For example, the transmission 16 shown in the Figures is designed such that the shift rod 18 can be moved between a plurality of neutral positions as identified with phantom lines in Figure 4. The transmission 16 remains disengaged from the motor 14 when the shift rod 18 is moved between the plurality of neutral positions. It should be appreciated that the shift rod 18 can have one or more neutral positions without departing from the nature of the present invention.

[0017] In the engaged position, the transmission 16 is engaged with the motor 14 of the vehicle 12. Depending upon the design of the transmission 16, the shift rod 18 can have a plurality of engaged positions. For example, the transmission 16 shown in the Figures is designed such that the shift rod 18 can be moved between a plurality of engaged positions as identified with the solid and phantom lines in Figures 5 and 6. Specifically, the shift rod 18 can be moved to some of the plurality of engaged positions by moving the shift rod 18 in a first direction Dl, as shown in Figure 5, and can be moved to some of the plurality of engaged positions by moving the shift rod 18 in a second direction D2 opposite the first direction Dl, as shown in Figure 6. The plurality of engaged positions identified with solid and phantom lines in Figures 5 and 6, for example, corresponds with one of the 1 ^st through 5 ^th gears or reverse gear of the transmission 16 shown in the Figures. It should be appreciated that the shift rod 18 can have one or more engaged positions without departing from the nature of the present invention.

[0018] The shifter assembly 10 includes a plate 24 defining a cutout 26 with the shift rod 18 extending through the cutout 26. Specifically, the plate 24 is disposed along the shift rod 18 between the first and second ends 20, 22. As set forth further below, the shift rod 18 moves the plate 24 along a linear path L when the shift rod 18 is moved to any of the plurality of engaged positions. The cutout 26 is elongated transversely to the linear path L for allowing the shift rod 18 to move transversely to the linear path L. In other words, the cutout 26 is sized to allow the shift rod 18 to move transversely to the linear path L between the plurality of neutral positions as shown in Figure 4 and to move to the plurality of engaged positions as shown in Figures 5 and 6.

[0019] The cutout 26 typically extends around and encloses the shift rod 18, i.e., extends around a perimeter of the shift rod 18. Alternatively the cutout 26 could be shaped to discontinuously extend around the shift rod 18. The cutout 26 is generally rectangular in the Figures merely for exemplary purposes and it should be appreciated that the cutout 26 can be any suitable shape without departing from the nature of the present invention. The cutout 26 typically includes chamfered interior edges 28 to minimize contact between the shift rod 18 and the plate 24.

[0020] A housing 30 is fixed to the vehicle 12 and slideably supports the plate 24. The shift rod 18 extends through the housing 30. As best shown in Figure 2, the housing 30 presents a support surface 32 for slideably supporting the plate 24. It should be appreciated that the support surface 32 can have any suitable configuration without departing from the nature of the present invention. The housing 30 is typically unitary, i.e., a single piece, however, it should be appreciated that the housing 30 can be formed of multiple pieces without departing from the nature of the present invention. [0021] The shifter assembly 10 is easily accessible due to the arrangement of the housing 30 slideably supporting the plate 24 and the shift rod 18 extending through the cutout 26 in the plate 24. Specifically, this arrangement allows the shifter assembly 10 to be accessed from the passenger compartment of the vehicle 12. For example, typically a boot (not shown) or a shroud (not shown) extends from the first end 20 of the shift rod 18 to a center console (not shown) of the vehicle 12. The shifter assembly 10 can be accessed by merely removing the boot/shroud and/or the center console to expose the housing 30. This easy access is advantageous for assembly, repair, etc.

[0022] As set forth further below, the housing 30 restricts movement of the plate 24 to the linear path L. In other words, the housing 30 prevents movement of the plate 24 from moving linearly transversely to the linear path L and prevents rotation of the plate 24 relative to the housing 30. The linear path L is parallel with the first and second directions Dl, D2, as shown in Figures 5 and 6. As such, movement of the shift rod 18 in the first or second direction Dl, D2 slides the plate 24 relative to the housing 30 along the linear path L. In other words, the shift rod 18 moves the plate 24 along a linear path L when the shift rod 18 moves from any of the neutral positions, as shown in Figure 4, to any of the engaged positions, as shown in Figures 5 and 6.

[0023] The shift rod 18 moves transversely to the linear path L when the shift rod 18 is moved between the plurality of neutral positions. The plate 24 remains stationary relative to the housing 30 when the shift rod 18 is moved between the plurality of neutral positions because the cutout 26 is elongated transversely to the linear path L and the housing 30 restricts movement of the shift rod 18 to the linear path L.

[0024] As shown in Figures 2 and 4-6, the housing 30 defines a cavity

34 for restricting movement of the plate 24 to the linear path L. The cavity 34 is elongated along the linear path L to guide the plate 24 along the linear path L.

[0025] In addition to, or in the alternative to the cavity 34, the housing

30 can include retaining features for slideably retaining the plate 24 in the cavity 34. For example, the housing 30 and the plate 24 can include a corresponding peg 36 and slot 38 for restricting movement of the plate 24 along the linear path L. In the embodiment shown in the Figures, the peg 36 extends from the housing 30 and engages the plate 24 for guiding the plate 24 along the linear path L. The plate 24 defines the slot 38 elongated along the linear path L and receiving the peg 36. A retaining member 40, such as, for example, a locking washer shown in Figures 2-6, can engage the peg 36 to maintain engagement of the peg 36 in the slot 38. The Figures show the peg 36 extending from the housing 30 and the slot 38 defined in the plate 24 merely for exemplary purposes and it should be appreciated that, alternatively, the peg 36 can extend from the plate 24 and the slot 38 can be defined in the housing 30 without departing from the nature of the present invention. It should also be appreciated that the housing 30 and the plate 24 can include any number of corresponding pegs 36 and slots 38.

[0026] In addition to, or in the alternative to the cavity 34 and the corresponding peg 36 and slot 38, the retaining features can spaced from the support surface 32 with the plate 24 disposed between the support surface 32 and the retaining features. For example, as shown in Figures 2 and 4-6, the retaining features can include blocks 44 extending from the housing 30 for receiving the plate 24 between the blocks 44 and the support surface 32. The blocks 44 retain the plate 24 between the blocks 44 and the support surface 32 as the plate 24 slides along the linear path L.

[0027] The shifter assembly 10 includes a sensor 46 disposed adjacent the plate 24. The sensor 46 is positioned such that the plate 24 moves relative to the sensor 46 as the plate 24 moves along the linear path L. For example, the sensor 46 is typically mounted to the housing 30. Specifically, the sensor 46 is mounted to the housing in a position such that the plate 24 moves along the sensor 46 as the plate 24 moves along the linear path L. It should be appreciated that the sensor 46 can be mounted to the housing in any fashion without departing from the nature of the present invention.

[0028] The sensor 46 is configured to shift between a first state and a second state. Specifically, the shifter assembly 10 includes an engagement mechanism 58 configured to actuate the sensor 46 between the first state and the second state when the shift rod 18 moves the plate 24 along the linear path L.

[0029] The engagement mechanism 58 is supported by the plate 24 and aligned with the sensor 46 along the linear path L. The engagement mechanism 58 is typically fixed relative to the plate 24. By restricting movement of the plate 24 to the linear path L, as set forth above, the housing 30 aligns the engagement mechanism 58 with the sensor 46 along the linear path L. As the plate 24 moves along the linear path L, the engagement mechanism 58 moves linearly toward or away from the sensor 46.

[0030] The engagement mechanism 58 is configured to actuate the sensor 46 to the first state when the shift rod 18 is in the neutral position and to actuate the sensor 46 to the second state when the shift rod 18 is in the engaged position. As set forth above, in one embodiment, the sensor 46 can be in communication with the controller of the ignition system of the motor 14 vehicle 12. It should be appreciated that the controller can include any type of software and/or an electrical circuit of the ignition system for controlling the ignition system without departing from the nature of the present invention.

[0031] The sensor 46 is configured to actuate between the first state for allowing the motor 14 of the vehicle 12 to be start and the second state for preventing the motor 14 of the vehicle 12 from being started. When the sensor 46 is in the first state, the sensor 46 communicates with the controller of the ignition system and instructs the controller of the ignition system to allow the motor 14 of the vehicle 12 to start. In such an embodiment, when the sensor 46 is in the second state, the sensor 46 communicates with the controller of the ignition system and instructs the controller of the ignition system to prevent the ignition system from starting the motor 14 of the vehicle 12. It should be appreciated that the ignition system can be of any type without departing from the nature of the present invention.

[0032] In such an embodiment, the sensor 46 only controls the ignition system when the motor 14 of the vehicle 12 is off, i.e., not operating. The ignition system overrides the sensor 46 when the motor 14 is operating such that sensor 46 does not control the ignition system when the motor 14 is operating. For example, the ignition system can include a controller that overrides the sensor 46 when the motor 14 of the vehicle 12 is operating. In other embodiments, as described below, this override may operate differently.

[0033] As set forth above, the controller can control any type of conditions without departing from the nature of the present invention. For example, the controller can be designed to decrease the speed of the motor 14 based on an instruction from the shifter assembly 10 that the motor 14 is disengaged with the transmission 16 to decrease fuel consumption. As another example, the controller can be designed to manage emissions control equipment of the vehicle 12 based on an instruction from the shifter assembly 10 that the motor 14 is disengaged with the transmission 16. As yet another example, the controller can be designed to temporarily turn off the motor 14 when the sensor 46 is in the first state and to automatically re-start the motor 14 when the sensor 46 is in the second state to define an engine start/stop arrangement.

[0034] As best shown in Figures 2-3, the sensor 46 can be a roller spring switch that includes a cantilevered arm 48 but, as set forth further below, can be any type of sensor 46 that operates in any manner without departing from the nature of the present invention. In the embodiment where the sensor 46 is a roller spring switch, the sensor 46 is in the first state when the arm 48 is depressed and is in the second state when the arm 48 is un-depressed. For exemplary purposes, the sensor 46 is shown in the first state, i.e., depressed, in Figure 2 and is shown in the second state, i.e., un-depressed, in Figure 3.

[0035] The engagement mechanism 58, for example, includes a protrusion 50 extending from the plate 24 and positioned to contact the sensor 46 when the shifter rod 18 is in the neutral position, as shown in Figure 4. As best shown in Figures 2-6,the protrusion 50 is aligned with the sensor 46 along the linear path L such that, as the plate 24 moves along the linear path, the protrusion moves linearly toward or away from the sensor 46 and contacts the sensor 46 when the shifter rod 18 is in the neutral position.

[0036] The sensor 46 is configured to be in the first state when in contact with the protrusion 50, as shown in Figure 2, and the second state when spaced from the protrusion 50, as shown in Figure 3. For example, when the sensor 46 is a roller spring switch as shown in the Figures, when the shift rod 18 is in one of the neutral position, as shown in Figure 4, the protrusion 50 contacts the sensor 46, as best shown in Figure 2, to depress the arm 48, i.e., to actuate the sensor 46 to the second state. When the shift rod 18 is in one of the engaged positions, as shown in Figures 5 and 6, the protrusion 50 is spaced from the sensor 46 such that the arm 48 is un-depressed, as best shown in Figure 3, and the sensor 46 is in the second state. In one embodiment, as set forth above, the shifter assembly 10 prevents the motor 14 of the vehicle 12 from being started when the shift rod 18 is in the engaged position and the sensor 46 is in the second state and allows the motor 14 of the vehicle 12 to be started when the shift rod 18 is in the neutral position and the sensor 46 is in the first state.

[0037] As best shown in Figures 2 and 3, the protrusion 50 can include two ramped surfaces 52 aligned with the sensor 46 to allow the sensor 46 to ride along the protrusion 50 as the plate 24 is moved along the linear path L, e.g., the ramped surfaces 52 are aligned with the arm 48 so that the arm 48 can ride along ramped surfaces 52. The protrusion 50 includes a flat surface 54 extending along the linear path L for contacting the sensor 46. The flat surface 54 extends between the ramped surfaces 52. The flat surface 54 is configured to maintain contact with the sensor 46 when the shift rod 18 is in the neutral position. The flat surface 54 allows slight movement of the shift rod 18 in the neutral position before moving the sensor 46 to the second state to accommodate for any play in the shift rod 18, transmission 16, etc.

[0038] The sensor 46 shown in the Figures is a roller spring sensor, as set forth above, merely for exemplary purposes. It should be appreciated that the sensor 46 can be any type of mechanical sensor that is capable of interacting with the protrusion 50 to send a corresponding signal to the ignition system. It should also be appreciated that the sensor 46 can be any type of sensor and the engagement mechanism 58 can be any type of corresponding engagement mechanism. For example, the sensor can be a non-mechanical and/or non-contact type of sensor, such as an optical sensor, a magnetic sensor, etc., that interacts with the engagement mechanism 58, e.g., a marker, magnet, etc., on the plate 24.

[0039] The shifter assembly 10 can include a resilient biasing device

56 engaging the plate 24 and the housing 30 and urging the plate 24 against the shift rod 18. The resilient biasing device 56 is shown in the Figures, for example, as a coil spring. However it should be appreciated that the resilient biasing device 56 can by of any type without departing from the nature of the present invention.

[0040] 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.