Lever control apparatus

A vehicular lever control apparatus includes two relatively movable levers, a first being constrained to pivotal movement about a first axis and having a multiple position switch affixed thereto. A second lever is pivotally connected to the first lever and moves axially therewith as well as transversely about a second axis perpendicular to the first axis. Transverse movement of the second lever actuates the switch on the first lever. In a preferred embodiment, the switch is a three-position electric toggle switch for selection of reverse, neutral and forward modes of a transmission. Movement of the second lever about the first axis thus causes like movement of the first lever, which effects changes of gear ratios in a continuously variable speed transmission. The second lever thus acts as a dual function control lever for (1) varying speed ratios when moved about the first axis, and (2) selection of transmission directional modes when moved about the second axis.

BACKGROUND 
This invention relates generally to control means for transmissions in 
vehicles and particularly to means incorporating relatively movable levers 
for actuation of a plurality of control functions. More particularly, the 
invention relates to means employing the simultaneous control of both 
transmission mode selection and variation of transmission gear ratios 
through physical movement of only one of the levers. 
In continuously variable speed transmissions, electronic controls involving 
multiple switches have been found suitable for performing multiple 
inter-related functions by operators of vehicular equipment. However, 
combinations of switch positions characteristically include certain 
failure combinations which are to be avoided and thus placards generally 
warn against engagement of such combinations. Even so, incompatible 
switches are occasionally actuated simultaneously through operator 
inattention or incompetence, creating damage to the equipment and 
endangering safety of people. An interlocking and/or other type of 
fail-safe switching means could alleviate or avoid the latter potential as 
related to control of continuously variable-speed transmissions. 
SUMMARY OF INVENTION 
The invention disclosed herein provides a fail-safe system for the 
simultaneous control of vehicular transmission gear ratios and 
forward/neutral/reverse mode selections. As such, it is not subject to 
operator inadvertence or error. The invention provides control apparatus 
which incorporates a system of relatively movable levers, a first being 
constrained to pivotal movement in one direction only and containing a 
multiple position switch rigidly affixed thereto. A second lever is 
pivotally connected to the first lever, so as to move transversely 
relative to the former. The second lever thus acts as a dual function 
control lever, which when moved in the first direction provides changes in 
gear ratios, while when moved transversely thereto actuates the aforesaid 
multiple position switch to effect changes in transmission directional 
mode. In a preferred embodiment, the switch is an electric toggle switch, 
the toggle being actuated by transverse pivotal movement of the second 
(control) lever. For this purpose, the control lever contains a switch 
positioner which alternately engages opposing sides of the toggle to 
effect movement thereof between relative switch positions. The switch is 
preferably of the double pole, double throw type, wherein each of said 
multiple positions generates a distinct control signal, one for each of 
the aforedescribed directional modes.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
A preferred embodiment of the lever control apparatus 6 of this invention 
is as shown generally in FIGS. 1 through 5. Referring specifically to 
FIGS. 1 and 2, a vehicular transmission gear ratio lever 10 pivots in a 
first direction about a rotational axis a--a (FIG. 1) via either manual or 
automatic movements of an axially and transversely movable control lever 
12 connected thereto. The ratio lever 10, in the preferred embodiment 
described herein, is constrained to movement about axis a--a, and movement 
thereof results in changes of gear ratios in a continuously variable speed 
vehicular transmission via cable system shown fragmentarily at 9. The 
control lever 12 is pivotally attached to the ratio lever 10 by connecting 
member 8 (FIG. 2), and moves transversely relative to the ratio lever 
about axis b--b, which passes through the centerline of the connecting 
member 8. 
Rigidly mounted on the ratio lever 10 is a multiple position switch 14, by 
which selection of forward, neutral, and reverse transmission directional 
modes is effected. The switch 14 includes a toggle 16, which moves 
transversely to the first direction, and is actuated by a switch 
positioner 18 rigidly affixed to the aforesaid axially and transversely 
movable control lever 12. 
Movement of the control lever 12 about axis a--a will effect like movement 
of the ratio lever 10 about axis a--a to control transmission output 
torque via changes in transmission gear ratios. On the other hand, 
transverse movements of the control lever (about axis b--b, FIG. 2) will 
effect selection of transmission directional modes via the actuation of 
switch 14 through the interaction of positioner 18 with toggle 16. For 
this purpose, the switch 14 is actuated about axis b--b, as shown in FIG. 
2. In the preferred embodiment, the switch 14 is a three-position switch. 
FIG. 3 shows the floor of a fixed console 19 through which a manually 
operated embodiment of the control lever 12 extends. Bolt holes 20 are 
employed for fixing the console to the vehicle for operational movement of 
the control lever 12 relative thereto, and a shift-movement pattern 22 in 
the console 19 provides a positional constraint on the control lever 12. 
In the preferred embodiment hereof, the pattern 22 has a "J" configuration 
whereby the long leg F of the "J" represents the forward directional mode, 
the short leg R represents the reverse directional mode, while the bridge 
31 of the "J" represents the zero directional mode, or the neutral mode. 
Movement of the control lever 12 in the direction of the arrow "Y" in 
either the "F" or "R" modes results in lower transmission gear ratios, 
resulting in faster vehicular speeds for a given engine speed. Conversely 
movement of the lever 12 in the "X" direction results in slower vehicular 
speeds until the bridge 31 of the "J" is reached, at which time the 
vehicular speed has approached zero, and the control lever 12 is then 
forced by spring into the neutral position as explained below. In the "J" 
configuration as shown here, the forward mode possesses a greater speed 
range than does reverse. This is because the continuously variable speed 
transmission for use therewith usually contains a greater number of 
possible gear combinations in its forward mode than in its reverse mode. 
Other configurations fall within the scope of this invention, as the 
configuration used depends only on the circumstances of transmission 
gearing arrangement. 
Referring back to FIGS. 1 and 2, bolted to the console 19 and extending 
downwardly therefrom is a lever mounting plate assembly 24 comprised of a 
fixed locator plate 26 having a friction plate 28 affixed thereto. The 
friction plate provides a friction locking surface for interface with a 
cable backlash system 30, as will be appreciated by those skilled in the 
art. 
Referring now specifically to FIG. 1, the control lever 12 is shown 
positioned in the "N" or neutral position, as well as in the "F" and "R" 
positions, the latter in phantom. As mentioned, the control lever pivots 
about the axis b--b (FIG. 2) which is viewed as a point, b, in FIG. 1. 
Above and below point b are two spring plungers 32 and 34, affixed to the 
control lever 12 for spring loading the lever 12 toward the neutral or 
center position, as shown. Referring to FIG. 3, whenever the control lever 
12 is moved along legs F or R in the X direction, upon reaching the bridge 
31 of the "J", it will be forced by one of the plungers into the "N" or 
neutral position or the center 33 of the bridge 31. As apparent from FIG. 
1, for example, if the control lever 12 is in the "F" position, it will be 
forced by plunger 32 toward the neutral position, which in turn will cause 
the positioner 18 to move toggle 16 to the neutral mode position of switch 
14, creating a signal to cause the transmission to shift into neutral, as 
further explained below. 
FIG. 4 depicts a schematic arrangement of the multiple position switch 14 
as incorporated in this invention. The switch is preferably of the 
environmentally sealed variety, for example, Model No. 8511K14, as 
manufactured under the Cutler-Hammer* trademark, a double pole double 
throw switch having three positions. In the preferred embodiment, the 
switch controls the "R", "N", and "F" directional modes of the 
transmission, respectively. As shown, the preferred switch contains six 
terminals, each numbered 1-6 as shown. In the preferred embodiment, 
terminals 2 and 4 are permanently connected via jumper J, and a 12 volt 
power supply is permanently connected to terminal number 5 (see FIGS. 4 
and 5). In addition, the terminals are used in series for each mode, thus 
unconventionally as related to double throw switches. 
FNT *Registered U.S. Patent and Trademark Office 
For the various switch modes, contacts A and B are operated in the 
positions as shown in FIG. 5. Thus, for example, when toggle 16 is in the 
neutral or "N" position, the terminals 2 and 3 and terminals 4 and 5, 
respectively, are utilized to generate a neutral control signal at 
terminal 3, which in turn will cause the transmission to shift into 
neutral. 
In the preferred embodiment, a normally open contact 38 (FIG. 4) is used 
for interlocking a starter motor 44, so that an associated vehicle (not 
shown) is unable to be started unless the lever control 12 (FIG. 1) is in 
the neutral position. Thus when the vehicle is in neutral, the 12 volt 
power source flows into terminal 5, then to terminal 4, to terminal 2, to 
terminal 3, then through a neutral 12 volt relay 35 to a low power neutral 
start relay 36 which closes the normally open contact 38. This feature 
allows starting current to flow into a starting solenoid relay 40 which 
closes solenoid switch 42, whereupon the starter motor 44 may be actuated 
by the 12 volt battery supply. In the other two positions, forward and 
reverse, hydraulic solenoid valves 46 and 48 respectively, are actuated by 
12 volt power relays 50 and 52, respectively. In the latter positions, the 
contact 38 remains open; thus there is no starter current to the starter 
solenoid relay 40 for actuating the starter motor 44. It is therefore 
apparent that this invention incorporates a novel switching arrangement 
for interlocking the starter motor as described, in addition to providing 
a novel lever control system for actuation of a continuously variable 
speed transmission.