Abstract:
The invention relates to a control system, comprising—a first assembly ( 14 ), fitted to the cabin ( 12 ) of the heavy goods vehicle ( 11 ) with at least one control cable, one end of which is designed to be fitted to a gear lever ( 24 ) of the heavy goods vehicle, the other end being connected to a operating means such as to move the operating means between first and second positions on a movement of the gear lever ( 24 ) by a user, a second assembly ( 31 ) mounted on the chassis ( 13 ) of the heavy goods vehicle ( 11 ) and comprising at least one control cable, one end of which is connected to an operating means and the other end of which is designed to be connected to a gearbox ( 40 ) of the heavy goods vehicle such as to bring about a change of gear ratio on a movement of the operating means between the first and second positions, the two operating means cooperating with each other in the operating position of the cabin such that a movement of the operating means of the first assembly ( 14 ) brings about a movement of the operating means of the second assembly ( 31 ).

Description:
TECHNICAL FIELD 
       [0001]    This invention concerns a cable and/or rod control system for a gearbox on a heavy goods vehicle with a tilting cab. 
       BACKGROUND 
       [0002]    As shown in  FIGS. 1 and 2 , such a control system comprises, in a known manner, a control cable  2 , one end of which is connected to a gear lever  4 , housed in the cab  5  of a heavy goods vehicle  6  and the other end of which is connected to a gearbox  7 , mounted on the chassis  8  of the heavy goods vehicle and equipped to adapt the engine torque and the rotation direction of the engine  9  of the heavy goods vehicle. 
         [0003]    In view of the fact that the cab  5  is mobile between an operating position in which it rests on the chassis  8  of the heavy goods vehicle (represented in  FIG. 1 ) and a tilted position (represented in  FIG. 2 ), it is necessary to pass the control cable  2  at the level of the articulation of the cab  5  in order to avoid risks related to the presence of a taut cable between the cab and the chassis in the tilted position of the cab. 
         [0004]    This arrangement of the control cable  2  requires a significant length of cable, which makes assembling the control system on the heavy goods vehicle complex, as this operation is performed after the cab is mounted on the chassis and it requires numerous mechanical components to be bypassed. 
         [0005]    In addition, this arrangement of the control cable generates alternate flexing of the cable at the cab articulation as the cab tilts. The alternate flexing of the cable can cause the cable to wear, which may lead to control system malfunctions. 
       BRIEF SUMMARY 
       [0006]    This invention aims to overcome these disadvantages, and it preferably aims to provide a control system for a gearbox on a heavy goods vehicle that has a simple structure, which does not require a significant length of cable or rod, whilst allowing the control system to be mounted easily on the heavy goods vehicle. 
         [0007]    To this effect, this invention concerns a cable and/or rod control system for a gearbox on a heavy goods vehicle with a tilting cab, the cab being mobile between an operating position in which it rests on the chassis of the heavy goods vehicle and a tilted position, characterized in that it comprises:
       a first assembly mounted on the cab of the heavy goods vehicle, the first assembly comprising at least one control means and at least one mobile actuation means between at least a first and a second position, one of the ends of the control means being designed to be connected to a gear lever of the heavy goods vehicle housed in the cab and the other end of the control means being connected to the actuation means in order to move the actuation means between its first and second positions as the user moves the gear lever,   a second assembly mounted to the chassis of the heavy goods vehicle, the second assembly comprising at least one control means and at least one mobile actuation means between at least a first and a second position, one of the ends of the control means being connected to the actuation means and the other end of the control means being designed to be fitted to a gearbox on a heavy goods vehicle such as to bring about a change of gear ratio during movement of the actuation means between its first and second positions,   the two actuation means being designed to cooperate with each other in the operating position of the cab such that a movement of the actuation means of the first assembly between its first and second positions brings about a movement of the actuation means of the second assembly between its first and second positions.       
 
         [0011]    Mounting a first assembly on the cab of the heavy goods vehicle and a second assembly on the chassis of the heavy goods vehicle designed to cooperate with each other in the operating position of the cab makes it possible for the control means to avoid passing through the articulation of the cab and therefore to limit the length of the latter. 
         [0012]    In addition, this control system structure enables the control system to be easily mounted on the heavy goods vehicle, since the two assemblies can be mounted separately, respectively, on the cab and the chassis, before these are assembled. 
         [0013]    Favorably, at least one of the control means is a control cable or a control rod. 
         [0014]    Preferably, the actuation means belonging to the first assembly is an actuation lever mounted such that it pivots around an pivot axis, and the actuation means belonging to the second assembly is an actuation lever mounted such that it pivots around a pivot axis, the two actuation levers being designed to cooperate with each other in the operating position of the cab such that the pivoting of the actuation lever belonging to the first assembly around its axis causes the actuation lever belonging to the second assembly to pivot around its axis. 
         [0015]    According to one aspect of the invention, each actuation lever comprises at least two contact portions positioned on either side of its pivot axis, the two contact portions of the actuation lever belonging to the first assembly being designed to cooperate with the two contact portions of the actuation lever belonging to the second assembly in the operating position of the cab. 
         [0016]    According to another aspect of the invention, at least one damper element is arranged between the two actuation levers at the level of each contact zone between the two actuation levers. 
         [0017]    According to another aspect of the invention, the two actuation levers are mounted such that they pivot around a coincident axis. These arrangements enable the wear between the contact portions of the two control levers to be limited. 
         [0018]    Favorably, each actuation lever has an approximately T-shape comprising a first and second branch, and the pivot axis of each lever is located approximately in the connection zone between the first and second branches. 
         [0019]    According to another characteristic of the invention, the two contact portions of each actuation lever are arranged at the ends of the branch of the corresponding actuation lever extending on either side of the pivot axis of this actuation lever, and the controls means corresponding to this actuation lever is connected to the latter at the free end of the other branch of this actuation lever. 
         [0020]    Favorably, the two contact portions of each actuation lever are composed of two returns respectively positioned at the ends of the actuation lever branch extending on either side of the pivot axis of this actuation lever and extending approximately perpendicular to this branch. 
         [0021]    Preferably, the connection between a control means and the corresponding actuation lever comprises an axis that is interdependent with the actuation lever around which a pivoting sleeve is mounted which is interdependent with the end of the control means located on the actuation lever side. 
         [0022]    Favorably, the first assembly comprises an open unit mounted on the cab, the opening of the unit being located on the chassis side in the operating position of the cab, the actuation lever belonging to the first assembly being housed in the unit. 
         [0023]    Preferably, the second assembly comprises an open unit mounted on the chassis, the opening of the unit being located on the cab side in the operating position of the cab, the actuation lever belonging to the second assembly being housed in the unit. 
         [0024]    According to one characteristic of the invention, the units belonging to the first and second assemblies comprise means for positioning and locking the units in the operating position of the cab. These arrangements avoid a gap between the units in the operating position of the cab, which could cause poor cooperation of the control levers and therefore a control system malfunction. 
         [0025]    Preferably, the means for positioning the units comprise a plurality of pins housed on one of the units, and a plurality of ports housed on the other unit, the pins being designed to be fitted in the ports in order to position the two units in the operating position of the cab. 
         [0026]    According to a characteristic of the invention, the means for locking the units comprise a locking plate that is mobile between a unit locking position and a unit release position. 
         [0027]    Favorably, each assembly comprises two control cables, namely a gear selection cable and a gear shift cable and two actuation levers, namely a gear selection lever and a gear shift lever, the gear selection levers and cables of the two assemblies cooperating with each other in the operating position of the cab such as to allow a gearbox gear to be selected by the user manipulating the gear lever, and the gear shift levers and cables of the two assemblies cooperating with each other in the operating position of the cab such as to allow a gearbox gear to be engaged by the user manipulating the gear lever. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWIGNS 
         [0028]    In any case, the invention will be better understood using the following description, by referring to the diagram representing, as a non-exhaustive example, a form of this control system. 
           [0029]      FIGS. 1 and 2  are schematic views of one side of a heavy goods vehicle equipped with a gearbox cable control system according to the prior art, showing two different positions of the heavy goods vehicle cab. 
           [0030]      FIGS. 3 and 4  are schematic views of one side of a heavy goods vehicle equipped with a gearbox cable control system according to the invention, showing two different positions of the heavy goods vehicle cab. 
           [0031]      FIG. 5  is a perspective view of the control system in  FIGS. 3 and 4  before cooperation of the various levers, part of one of the units having been removed for reasons of clarity. 
           [0032]      FIG. 6  is a partial perspective view of the control system in  FIGS. 3 and 4  in the operating position of the cab, the units housing the various levers having been removed for reasons of clarity. 
           [0033]      FIG. 7  is a perspective view of the gear shift levers and cables. 
           [0034]      FIGS. 8 and 9  are perspective views of underneath the control system in  FIGS. 3 and 4 . 
           [0035]      FIG. 10  is a schematic view of the operation of the gear lever for a heavy goods vehicle equipped with a control system according to the invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0036]      FIGS. 3 and 4  represent a heavy goods vehicle  11  with a tilting cab equipped with a cable control system for a gearbox. The cab  12  of the heavy goods vehicle is mobile between an operating position (represented in  FIG. 3 ) in which it rests on the chassis  13  of the heavy goods vehicle  11  and a tilted position (represented in  FIG. 4 ). 
         [0037]    The control system comprises a first assembly  14  mounted on the cab  12  of the heavy goods vehicle  11 . 
         [0038]    As shown more specifically in  FIG. 5 , the first assembly  14  comprises an open unit  19  mounted on the cab  12 , the opening of the unit  19  being located on the side of the chassis  13  of the heavy goods vehicle  11  in the operating position of the cab  12 . 
         [0039]    As shown more specifically in  FIGS. 5 and 6 , the first assembly  14  also comprises a gear selection cable  15  and a gear shift cable  16 , as well as a gear selection lever  17  and a gear shift lever  18 . The gear selection lever  17  and the gear shift lever  18  are housed in the unit  19  and are each mounted such that they pivot around an axis that is approximately horizontal in the operating position of the cab. 
         [0040]    The gear selection cables  15  and the gear shift cable  16  are respectively formed by a metal cable  20  surrounded by a sheath  21  composed of a plastic material. 
         [0041]    Each of the gear selection cables  15  and the gear shift cables  16  passes through an opening  22  located in the face of the unit  19  and comprises a sheath end  23  fixed to the unit  19  at the opening of the corresponding passage  22 . 
         [0042]    One of the ends of the gear selection cable  15  is connected to a gear lever  24  housed in the cab  12  whereas the other end of the gear selection cable  15  is connected to the gear selection lever  17 . 
         [0043]    The connection between the gear selection cable  15  and the gear selection lever  17  is achieved by an axis  25  which is interdependent with the gear selection lever  17  around which a pivoting sleeve  26  is mounted interdependent with the end of the gear selection cable  15  located on the side of the gear selection lever  17 . 
         [0044]    Similarly, one of the ends of the gear shift cable  16  is connected to the gear lever  24  whereas the other end of the gear shift cable  16  is connected to the gear shift lever  18 . 
         [0045]    The connection between the gear shift cable  16  and the gear shift lever  18  is identical to that between the gear selection cable  15  and the gear selection lever  17 . Therefore, the end of the gear shift cable  16  located on the side of the gear shift lever  18  comprises a sleeve  26  mounted such that it pivots around an axis  25  which is interdependent with the gear shift lever  18 . 
         [0046]    The gear selection levers  17  and gear shift levers  18  are identical and each present an approximately T-shape. 
         [0047]    As shown more specifically in  FIG. 6 , each lever  17 ,  18  comprises a first branch  27  approximately horizontal in the operating position of the cab  12 , and a second branch  28  perpendicular to the first branch  27  and approximately vertical in the operating position of the cab  12 . 
         [0048]    It should be noted that the pivot axis A of the gear selection lever  17  is located approximately in the connection zone between the first and second branches  27 ,  28  forming the latter. Similarly, the pivot axis B of the gear shift lever  18  is located approximately in the connection zone between the first and second branches  27 ,  28  forming the latter. 
         [0049]    The first branch  27  of each lever from the gear selection levers  17  and gear shift levers  18  comprises two returns  29  positioned respectively at its ends and extending approximately perpendicular to the first branch  27 . 
         [0050]    A damper element  46  is fixed to each of the returns  29  of the gear selection levers  17  and gear shift levers  18 . These various damper elements  46  are positioned on the lower surfaces of the returns  29  and form contact portions. 
         [0051]    It should be specified that the axis  25  interdependent with the gear selection lever  17  is housed near the free end of the second branch  28  of the gear selection lever  17 . Similarly, the axis  25  interdependent with the gear shift lever  18  is housed near the free end of the second branch  28  of the gear shift lever  18 . 
         [0052]    The control system comprises a second assembly  31  mounted on the chassis  13  of the heavy goods vehicle  11 . 
         [0053]    As shown more specifically in  FIG. 5 , the second assembly  31  comprises an open unit  32  mounted on the chassis  13 , the opening of the unit  32  being located on the side of the cab  12  of the heavy goods vehicle  11  in the operating position of the cab  12 . 
         [0054]    As shown in  FIGS. 5 and 6 , the second assembly  31  also comprises a gear selection cable  33  and a gear shift cable  34 , and a gear selection lever  35  and a gear shift lever  36 . The gear selection lever  35  and gear shift lever  36  are housed in the unit  32  and each are mounted such that they pivot around an approximately horizontal axis. 
         [0055]    The gear selection cables  33  and gear shift cable  34  are respectively formed by a metal cable  37  surrounded by a sheath  38  composed of plastic. 
         [0056]    Each of the gear selection cables  33  and gear shift cables  34  passes through an opening in a face of the unit  32  and comprises a sheath end  39  fixed to the unit  32  at the opening of the corresponding passage. 
         [0057]    One of the ends of the gear selection cable  33  is connected to a gearbox lever  40  mounted on the chassis  13  whereas the other end of the gear selection cable  33  is connected to the gear selection lever  35 . 
         [0058]    The connection between the gear selection cable  33  and the gear selection lever  35  is achieved by an axis which is interdependent with the gear selection lever  35  around which a pivoting sleeve  41  is mounted which is interdependent with the end of the gear selection cable  33  located on the side of the gear selection lever  35 . 
         [0059]    Similarly, one of the ends of the gear shift cable  34  is connected to the gearbox lever  40  whereas the other end of the gear shift cable  34  is connected to the gear shift lever  36 . 
         [0060]    The connection between the gear shift cable  34  and the gear shift lever  36  is identical to that between the gear selection cable  33  and the gear selection lever  35 . Therefore, the end of the gear shift cable  34  located on the side of the gear shift lever  36  comprises a sleeve  41  mounted such that it pivots around an axis  42  which is interdependent with the gear shift lever  36 . 
         [0061]    The gear selection levers  35  and gear shift levers  36  are identical and each have an approximately T-shape. 
         [0062]    As shown more specifically in  FIG. 6 , each lever  35 ,  36  comprises a first branch  43  which is approximately horizontal in the operating position of the cab  12 , and a second branch  44  which is perpendicular to the first branch  27  and approximately vertical in the operating position of the cab  12 . 
         [0063]    It should be noted that the pivot axis C of the gear selection lever  35  is located approximately in the connection zone between the first and second branches  43 ,  44  forming it. Similarly, the pivot axis D of the gear shift lever  36  is located approximately in the connection zone between the first and second branches  43 ,  44  forming it. 
         [0064]    It should also be noted that the pivot axes A and C of the gear selection levers  17 ,  35  are joined and that the pivot axes B and D of the gear shift levers  18 ,  36  are joined. 
         [0065]    The first branch  43  of each lever of the gear selection levers  35  and gear shift levers  36  comprises two returns  45  positioned respectively at its ends and extending approximately perpendicular to the first branch  43 . 
         [0066]    The upper faces of these returns  45  form contact portions. 
         [0067]    It should be specified that the axis interdependent with the gear selection lever  35  is positioned near the free end of the second branch  44  of the gear selection lever  35 . Similarly, the axis  42  interdependent with the gear shift lever  36  is positioned near the free end of the second branch  44  of the gear shift lever  36 . 
         [0068]    As shown in  FIG. 6 , in the operating position of the cab  12 , the contact portions positioned on the gear selection levers  17  and gear shift levers  18  belonging to the first assembly  14  respectively rest against the contact portions positioned on the gear selection levers  35  and gear shift levers  36  belonging to the second assembly  31 . 
         [0069]    In the operating position of the cab  12 , the two gear selection levers  17 ,  35  cooperate with each other such that the pivoting of the gear selection lever  17  around its pivot axis A causes the gear selection lever  35  to pivot around its pivot axis C. 
         [0070]    Similarly, in the operating position of the cab  12 , the two gear shift levers  18 ,  36  cooperate with each other such that a pivoting of the gear shift lever  18  around its pivot axis B causes the gear shift lever  36  to pivot around its pivot axis D. 
         [0071]    Therefore, the gear selection cables  15 ,  33  and levers  17 ,  35  of the two assemblies  14 ,  31  cooperate with each other in the operating position of the cab  12  in order to enable a gear of the gearbox  40  to be selected by the user manipulating the gear lever  24 . 
         [0072]    Similarly, the gear shift cables  16 ,  34  and levers  18 ,  36  of the two assemblies  14 ,  31  cooperate with each other in the operating position of the cab  12  in order to enable a gear of the gearbox  40  to be engaged by the user manipulating the gear lever  24 . 
         [0073]    It should be noted that the units  19 ,  32  belonging to the first and second assemblies  14 ,  31  comprise additional positioning means equipped to cooperate with each other in the operating position of the cab. 
         [0074]    The positioning means comprise a plurality of pins  47  positioned on a return  48  rotated outwards positioned at the opening of the unit  19 , and a plurality of ports  49  positioned on a return  50  rotated outwards housed on the unit  32 . The pins  47  are designed to fit in the ports  49  in order to position the two units  19 ,  31  in relation to each other in the operating position of the cab  12 . 
         [0075]    The units  19 ,  32  belonging to the first and second assemblies  14 ,  31  also comprise means for locking the units. These locking means comprise a locking plate  51  in which openings  52  are arranged each comprising a first circular portion and a second oblong portion. 
         [0076]    The locking plate is mobile between a unit locking position (represented in  FIG. 8 ) in which the oblong portions of the openings  52  cooperate with the pins  47  in order to prevent the latter from being retracted away from the ports  49 , and a unit release position (represented in  FIG. 9 ) in which the circular portions of the openings  52  are located opposite the ports  49  in order to enable the pins  47  to be retracted out of the ports  49 . 
         [0077]    The operation of the control system will now be described. 
         [0078]    As shown in  FIG. 10 , when a user wishes to change gear, he must first move the gear lever  24  according to the double arrow F 1  in order to select the desired gear, then he must move the gear lever  24  according to the double arrow F 2  in order to engage the desired gear. 
         [0079]    For example, when a user wishes to shift from neutral PM to first gear  1 V, he must first move the gear lever  24  to the left according to the double arrow F 1 , then he must move the lever forward according to the double arrow F 2 . 
         [0080]    When a user wishes to shift from neutral PM to reverse gear MA, he must first move the gear lever  24  to the right according to the double arrow F 1 , then he must move the lever to the rear according to the double arrow F 2 . 
         [0081]    The movement of the gear lever  24  according to the double arrow F 1  causes the metal cable  20  of the gear selection cable  15  to move, and more specifically, causes the sleeve  26  connected to the gear selection lever  17  to move. This movement of the sleeve  26  causes the gear selection lever  17  to pivot around its pivot axis A. Through the intermediary of the returns  29 ,  45  and the damper elements  46 , this pivoting of the gear selection lever  17  causes the gear selection lever  35  to pivot around its pivot axis C. This pivoting of the gear selection lever  35  around its pivot axis C causes movement of the sleeve  41  which is interdependent with the end of the metal cable  37  of the gear selection cable. This movement of the sleeve  41  moves the gearbox lever  40  into a position corresponding to the gear selection desired. 
         [0082]    Similarly, the movement of the gear lever  24  in the direction of the double arrow F 2  causes the metal cable  20  of the gear shift cable  16  to pivot, and more specifically, causes the sleeve  26  connected to the gear shift lever  18  to move. This movement of the sleeve  26  causes the gear shift lever  18  to pivot around its pivot axis B. Through the intermediary of the returns  29 ,  45  and damper elements  46 , this pivoting of the gear shift lever  18  cases the gear shift lever  36  to pivot around the pivot axis D. This pivoting of the gear shift lever  36  around its pivot axis D causes movement of the sleeve  41  which is interdependent with the end of the metal cable  37  of the gear shift cable. This movement of the sleeve  41  moves the gearbox lever into a position corresponding to the gear shift desired. 
         [0083]    It should be specified that pressure on the sleeve  26  of the gear selection lever  17  or gear shift lever  18  causes traction of the sleeve  41  of the gear selection lever  35  or the gear shift lever  36 , and that traction of the sleeve  26  of the gear selection lever  17  or the gear shift lever  18  causes pressure on the sleeve  41  of the gear selection lever  35  or the gear shift lever  36 . 
         [0084]    It should be noted that the unit  32  is mounted such that it floats on the chassis  13  so that in the tilted position of the cab  12 , the unit  32  rests on the chassis  13 , and that in the operating position of the cab, the latter is only interdependent with the unit  19  mounted on the cab  12 . These arrangements ensure perfect operation of the control system when suspension systems are interposed between the cab  12  and the chassis  13 . 
         [0085]    It goes without saying that the invention is not limited to the embodiment of this control system, described above by way of example; on the contrary, it embraces all the variants of the embodiment. Therefore, it can be noted that the control cables  15 ,  16 ,  33 ,  34  could be replaced by control rods.