Abstract:
A universal shifter system that is adaptable to any of a variety of locations in a vehicle has a shift assembly with a frame supporting a shaft for rotation about a primary axis. An end of the shaft is exposed axially through the frame for circumferentially indexed attachment of either a shift arm or a cam device of the system dependent upon the selected system location in the vehicle. A side mount feature has a secondary axis that traverses the primary axis. The cam device rotates about both axes when selected. A shifter mechanism is supported by the frame and is constructed and arranged to rotate the shaft between park and drive positions. Preferably, a flexible park lock cable interfaces between the shifter mechanism and a start device of the vehicle to prevent the shaft from rotating from the park and into the drive position if the start device is not in a predetermined position.

Description:
RELATED APPLICATIONS 
     This application claims priority of U.S. Provisional Patent Application Ser. No. 60/807,680 filed Jul. 18, 2006, which is incorporated herein by reference. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to a universal shifter system for a vehicle and more particularly to a shifter system having a shift assembly for an automatic transmission capable of being mounted in a variety of vehicle locations. 
     BACKGROUND OF THE INVENTION 
     Manual and automatic shifter levers for vehicles are known to be mounted on a steering column and on a center console (see U.S. Pat. No. 6,539,822, to Wilson, and incorporated herein by reference in its entirety). Shifter levers are also known to be part of an assembly that include a brake interlocking module, and an ignition key cylinder. The brake interlocking module prevents an operator from moving the shift lever out of a park position without first depressing the brake pedal (i.e. Brake Transmission Shift Interlock or BTSI). A brake interlock feature is disclosed in U.S. Pat. No. 6,945,377, to Burr and assigned to the same assignee as the present invention, and another embodiment is also disclosed in U.S. Pat. No. 5,853,348, to Lehman. Both patents are herein incorporated by reference in their entirety. 
     Steering column mounted shifter assemblies are also known to have cam actuators. Such actuators have a lever that carries a cam track which cooperates with a manual shift control lever to pivot the actuating lever. The actuating lever also has an output arm to which a transmission shift cable is secured. The shift cable moves substantially linearly when the actuator lever is pivoted (see U.S. Pat. No. 4,733,573, to Kramer and incorporated herein by reference in its entirety). 
     Unfortunately, the shifter assemblies are custom to any one application. For instance, an assembly for a steering column application is different than an assembly for a center console mount. This contributes toward greater manufacturing costs. 
     SUMMARY 
     A universal shifter system that is adaptable to any of a variety of locations in a vehicle has a shift assembly with a frame supporting a shaft for rotation about a primary axis. An end of the shaft is exposed axially through the frame for circumferentially indexed attachment of either a shift arm or a cam device of the system dependent upon the selected system location in the vehicle. A side mount feature has a secondary axis that traverses the primary axis. The cam device rotates about both axes when selected. A shifter mechanism is supported by the frame and is constructed and arranged to rotate the shaft between park and drive positions. Preferably, a flexible park lock cable interfaces between the shifter mechanism and a start device of the vehicle to prevent the shaft from rotating from the park and into the drive position if the start device is not in a predetermined position. 
     The selected cam device or the shift arm carry a cable connector for attachment to a shift cable preferably routed to an automatic transmission of the vehicle. The shifter mechanism preferably has a socket mount for attachment to any one of a variety of shift levers dependent upon the type of vehicle and the location chosen in the vehicle for mounting the system. 
     Objects, features and advantages of the present invention include a generic or universal shifter system that can be applied to any variety of applications such as a steering column mount, a dash mount and a center console mount. The versatility of the assembly reduces design and manufacturing costs and simplifies stocking and maintenance procedures. Other advantages include a robust design requiring little or no maintenance and in service has a long and useful life. Other advantages also include a flexible shifter assembly that can come with or without a BTSI, an assembly that provides flexibility for the shifter lever to be mounted in any desired vehicle location, and commonality with key shifter components which minimizes time and investment to the market. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       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 wherein: 
         FIG. 1  is a partially exploded perspective view of a universal shifter system embodying the present invention; 
         FIG. 2  is a perspective view of the shifter system utilized in a dash mounted application with a shift arm in a park position; 
         FIG. 3  is a perspective view of the shifter system utilized in the dash mounted application with the shift arm in a drive position; 
         FIG. 4  is a perspective view of the shifter system similar in perspective to  FIG. 3  but utilized in a center console application; 
         FIG. 5  is a side view of the shifter system utilized in a steering column application; 
         FIG. 6  is an end view of a shifter shaft of a shift assembly of the shifter system; 
         FIG. 7  is a side view of the shift arm of the shifter system for the dash and center console mounted applications; 
         FIG. 8  is a side view of a cam actuator of a cam device of the shift assembly for the steering column application of the shifter system; and 
         FIG. 9  is a side view of a cam member of the cam device. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring generally to  FIG. 1  an elongated universal shifter system  20  embodying the present invention has a shift assembly  22  capable of being mounting in any one of a plurality of locations or applications in the vehicle. These preferred applications are a dash mounted application  24  (see  FIGS. 2-3 ), a center console mounted application  26  (see  FIG. 4 ) and a steering column mounted application  28  (see  FIG. 5 ). In addition to the shift assembly  22 , the shifter system  20  also has a shift arm  30  and a cam device  32 , both for actuating a shift cable (not shown) preferably of a Bowden type. The shift arm  30  and cam device  32  are interchangeable with one another and thus selectively engage removably to the shift assembly  22 . Preferably, the shift arm  30  of system  20  is attached to the shift assembly  22  for the dash mounted and center console applications  24 ,  26 , and the cam device  32  of system  20  is attached to the shift assembly  22  for the steering column mounted application  28 . 
     The shift assembly  22  of the shifter system  20  has a stationary housing or frame  34  having a support bracket  36  orientated to secure the assembly  22  to the vehicle in any of the applications  24 ,  26 ,  28  without requiring modification. A shaft  38  of the assembly  22  is located substantially in and engaged rotatably to the frame  34  for rotation about an axis  40 . Preferably, the frame  34  supports a brake transmission shift interlock module (BTSI)  42  and a shifter mechanism  44  of the assembly  22 . The shifter mechanism  44  connects operatively to the shaft  38  for rotation of the shaft, and has a socket mount  46  that extends radially outward with respect to the shaft  38  for attachment to a traditional shift lever appropriately positioned so that a vehicle operator may comfortably grasp the lever (not shown). Preferably, any one of a plurality of levers are compatible with the socket mount  46 , thus any one lever is specific and accordingly stylized for any one application  24 ,  26 ,  28 . That is, the shift lever is preferably not part of the system  20  in the sense that the shift lever is preferably stylized and customized for a particular vehicle model and a particular vehicle application  24 ,  26 ,  28 . 
     During operation, the shifter mechanism  44  functions to rotate the shaft  38  thus pivot either the shift arm  30  or the cam device  32  that in-turn actuates the shift cable (not shown) routed to a combustion engine transmission of the vehicle. Preferably, and for automatic transmissions, the shift mechanism  44  requires the operator to first release the socket mount  46 , and thus the shift lever, before moving the shift lever circumferentially with respect to the shaft  38  and primary axis  40  and between park and at least one drive position (see  FIG. 2  for the park position and  FIG. 3  for the drive position). Movement of the shift lever between park and drive positions causes the shaft  38  to rotate about the primary axis  40 . To release the lever before such circumferential or rotational movement, preferably, the socket mount  46  is first generally pulled in a axial direction with respect to primary axis  40  and preferably against a biasing force exerted, for instance, by a spring element of the mechanism  44  (not shown). 
     The assembly  22  of the system  20  may also have a parklock inhibitor  50  having a flexible park lock cable  52 . A base end portion  54  of the cable  52  is mechanically and operatively linked to the shifter mechanism  44  and an opposite distal end portion  56  of the cable  52  is constructed and arranged to mechanically link to any one of a variety of vehicle start devices (not shown). The length and flexibility of the cable  52  enables versatility in the location of the start device generally independent of the location of the system  20  in the vehicle. Preferably, the start device is a key cylinder that may be mounted to a steering column or a dash of the vehicle and the distal end portion  56  is a mechanically operative connector snap locked to the key cylinder. 
     Referring to  FIGS. 1 and 6 , the shaft  38  of the assembly  22  has a distal end  58  exposed axially through the frame  34  and with respect to rotation axis  40 . The distal end  58  carries a circumferential male indexing feature  60  that preferably has a “Double-D” shaped profile for removable attachment of the shift arm  30  and cam device  32  of the system  20 . Indexing feature  60  preferably has two diametrically opposite and planar faces  62 ,  64  carried by the shaft end  58  and separated circumferentially by two diametrically opposite and arcuate faces  66 ,  68 . Preferably, a threaded fastener or bolt  70  having an enlarged head  72  of the assembly  22  threads into a threaded bore  74  located in the shaft end  58  and orientated concentrically with respect to axis  40 . The enlarged head  72  is of sufficient size to secure the arm  30  or device  32  of the system  20  axially to the end  58  of the shaft  38 . Because axial mounting of the shift arm  30  or cam device  32  preferably has no rotational adjustment with respect to axis  40 , one skilled in the art would now know that the “Double-D” shaped profile of indexing feature  60  may be a “single-D” profile. If rotational adjustment of the arm  30  or device  32  with respect to shaft  38  is desired instead of the preferred simplification of assembly where there is no adjustment factor, then the indexing feature  60  may be a multitude of axially elongated splines evenly spaced circumferentially away from one another. 
     Referring to  FIGS. 1-3  and  7 , the elongated shift arm  30 , for the dash and center console mounted applications  24 ,  26 , has a base end portion  82  and a distal end portion  84 . The base end portion  82  carries a circumferential indexing feature  86   a  preferably of a female-type for mating with the male indexing feature  60  of the shaft end  58 . Female indexing feature  86   a  may therefore conform to the male indexing feature  60  or “Double-D” profile of the shaft end  58  and thus has a hole  88   a  defined by two diametrically opposing planar surfaces  90   a ,  92   a  carried by the end portion  82  and separated circumferentially by two diametrically opposite and arcuate or concave surfaces  94   a ,  96   a . Surfaces  90   a ,  92   a ,  94   a ,  96   a  form one continuous perimeter that faces radially inward with respect to primary axis  40  and span laterally and axially between opposite first and second surfaces  98 ,  100  of the arm  30  located substantially perpendicular to axis  40 . A cable connector or pin  102  of the arm  30  is substantially normal to and projects outward from the first surface  98  for pivoting engagement with the transmission shift cable (not shown) preferably of a Bowden type. 
     When the shifter system  20  is utilized in the dash mounted application  24 , the first surface  98  of the shift arm  30  may axially face the assembly  22 , thus the cable connector  102  projects axially inward or toward the assembly  22 . When the shifter system  20  is utilized in the center console mounted application  26 , the shift arm  30  may be reversed or generally flipped, then axially reinserted on the shaft end  58  causing the first surface  98  to face axially away from the assembly  22  and the cable connector  102  to project axially away from the assembly. Preferably when flipping the shift arm  30  between applications, the circumferential alignment remains the same. To enable flipping of the shift arm  30 , the male and female indexing features  60 ,  86   a  are both generally parallel to axis  40  (i.e. no frustum or tapering effect). 
     Referring to  FIGS. 1 and 5 , the assembly  22  also has a side mount feature  76  having a secondary axis  78  that traverses the primary axis  40  at about a right angle. Preferably, side mount feature  76  is a threaded bore located in the frame  34  and concentrically to axis  78  for optional threaded receipt of a boss-like fastener or threaded bolt  80  of the cam device  32  of the system  20 . The side mount feature  76  physically exists but is generally not used if the system  20  is utilized in the dash or center console mounted applications  24 ,  26 , but is preferably needed for mounting of the cam device  32  for the steering column mounted application  28 . 
     Referring to  FIGS. 1 ,  5  and  8 - 9 , the cam device  32  of the shifter system  20  has a cam actuator  104  that removably connects to the distal end  58  of the shaft  38  of the shift assembly  22  and a cam member  106  that removably connects to the mount feature  76  of the frame  34  of the shift assembly  22 . Rotation of the shaft  38  causes the cam actuator  104  to pivot in the same first imaginary plane as the shift arm  30 . This pivoting action of the actuator  104  causes the cam member  106  to pivot about the secondary axis  78  and in a second imaginary plane that is substantially perpendicular to the first imaginary plane. Because the shift cable (not shown) is actuated by the cam member  106 , routing of the shift cable may substantially be initially parallel to the primary axis  40 , thus preferred for the steering column mount application  28 . In contrast, initial routing of the shift cable for the dash and central mount applications  24 ,  26  is substantially perpendicular to axis  40 . 
     The cam actuator  104  of the cam device  32  has a base end portion  108  and a distal end portion  110 . Similar to the shift arm  30 , the base end portion  108  carries a circumferential indexing feature  86   b  preferably of a female-type for mating with the male indexing feature  60  of the shaft end  58 . Female indexing feature  86   b  therefore conforms to the male indexing feature  60  or “Double-D” profile of the shaft end  58  and thus has a hole  88   b  defined by two diametrically opposing planar surfaces  90   b ,  92   b  carried by the end portion  108  and separated circumferentially by two diametrically opposite and arcuate or concave surfaces  94   b ,  96   b . Surfaces  90   b ,  92   b ,  94   b ,  96   b  form one continuous perimeter that faces radially inward with respect to primary axis  40  and span laterally and axially between opposite first and second surfaces located substantially perpendicular to axis  40 . The distal end portion  110  preferably is or carries a substantially spherical cam feature or ball portion that inserts into an arcuate slot  112  of the cam member  106 . End portion or ball portion  110  may be an integral and unitary part of the cam actuator  104  or it may be made of a friction reducing material such as a type of plastic snap fitted or adhered to the projecting end of the remaining portion of the cam actuator  104 . 
     The cam member  106  of the cam device  32  has a planar cam segment  114  projecting radially outward from the secondary axis  78 , and which defines the arcuate slot  112  for sliding receipt of the ball portion  110  of the cam actuator  104 . An arm segment  116  of the cam member  106  also projects radially outward with respect to axis  78  and to a distal end engaged to a cable connector or pin  118 . The cable connector  118  preferably projects axially outward with respect to axis  78  and pivotally engages to the shift cable leading to the automatic transmission of the vehicle. 
     Referring to  FIGS. 1 and 9 , for rotational engagement of the cam member  106  to the frame  34 , the cam device  32  preferably has a sleeve  120  that generally seats at one end to the frame  34  of the assembly  22  and extends concentrically to the axis  78 . A round hole  122  in the cam member  106  receives the sleeve  120  for rotation. The bolt  80  preferably has an enlarged head  124  that is greater than a diameter of the hole  122  for securing the member  106  to the frame  34 . The bolt  80  extends through the member  106 , concentrically through the sleeve  120  and threads into the side mount feature or threaded bore  76  in the frame  34 . The cam device  32  may also have a plurality of bushings  126  distributed between the cam actuator  104  and the cam member  106  to further reduce friction during rotational movement. 
     While the forms of the invention herein disclosed constitute presently preferred embodiments, many others are possible. For instance, the sleeve  120  may be a unitary part of the frame  34  (i.e. manufactured as one unitary piece), thus part of the side mount feature  76  of the assembly  22  instead of being part of the cam device  32 . It is not intended herein to mention all the possible equivalent forms or ramification of the invention. It is understood that terms used herein are merely descriptive, rather than limiting, and that various changes may be made without departing from the spirit or scope of the invention.