Abstract:
Disclosed is an apparatus for manually shifting an electronically  control automated transmission. The device includes a series of mechanical linkage elements and gear transelements connected between the solenoid-operated valves of the automatic transmission and a control lever in the driver&#39;s compartment of the vehicle. One of the mechanical linkage elements is a cam shaft whose rotational position determines which subset of the solenoid operated valves will be actuated.

Description:
GOVERNMENT INTEREST 
     The invention described herein may be manufactured, used, and licensed by or for the Government for governmental purposes without payment to us of any royalty thereon. 
    
    
     BACKGROUND AND SUMMARY 
     This invention relates to control mechanisms for drive trains of vehicles and more particularly relates to manual override systems for electronically controlled automatic transmissions in military vehicles such as tanks. 
     Presently, the U.S. Army utilizes the M1 or M1A1 tank, which has an automatic transmission electrically controlled by a transmission shift selector located in the driver&#39;s compartment and monitored by the ECU (Electronic Control Unit). Solenoid operated valves on the transmission respond to signals from the transmission shift selector to control hydraulic circuitry within the transmission, thereby effecting engagement or disengagement between clutches and gears of the transmission. It is contemplated that power to the shift selector or to the solenoid operated valves can be interrupted because of battle damage to the tank or failures such as loose electrical connections or short circuits. An existing mechanical override for automatic transmission has a plunger under an access plate on the tank for the automatic transmission. A disadvantage of the existing manual override is that the plunger can place the transmission only in drive, and can not place the transmission in reverse. To use the override plunger, a soldier must exit the tank, unbolt the access plate, remove the plate, and use a three-foot bar to push the plunger into the override position. This procedure is time consuming and exposes the soldier to enemy fire. In a battle scenario, there is a significant risk that the tank will be destroyed or its crew killed by enemy fire before the tank transmission can be placed in its mechanical override mode. Further, the tank engine cannot be shut down during this procedure and the access plate is located between engine exhaust ports from which blows an extremely hot stream of exhaust gas. Consequently, removing the access plate and actuating the override is inherently inconvenient and even dangerous for the soldier doing it. 
     We propose a manual or mechanical override mechanism for shifting the automatic transmission of a tank, the mechanism being operable from within the tank, thereby avoiding the problems mentioned above. Our mechanical shifting mechanism is controlled by a push-pull cable running from a gear shift lever in the driver&#39;s compartment of the tank. The cable actuates a series of mechanical links and gear train members and ultimately turns a specifically lobed cam shaft. The turning cam shaft moves selected actuator blocks, thus causing activation of solenoid valves which accomplish the range selection of the transmission. Our mechanical shifting mechanism is designed to be installed or existing automatic transmissions in M1 and M1A1 tanks without a major overhaul on their drive trains. The individual elements of the shifting mechanism are easily removed from the mechanism or from the tank to facilitate their installation or repair. 
    
    
     DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a partial cut-away plan view showing mechanical linkage elements of our shifting mechanism which actuate solenoid assemblies of the transmission. FIG. 1 also shows gear train elements which actuate the mechanical linkage elements. 
     FIG. 2 is an elevational view showing additional mechanical linkage elements of our shifting mechanism which operate the gear train elements shown in FIG. 1. The FIG. 1 elements are shown in phantom lines in FIG. 2. 
     FIG. 3 is a view taken along line 3--3 in FIG. 4. 
     FIG. 4 is a view taken along line 4--4 in FIG. 2. 
     FIGS. 5 and 6 are elevational views showing details of the linkage elements which actuate the solenoid assemblies of the transmission. 
     FIGS. 5a and 6a are elevational views of the collar surrounding the solenoid assembly. 
     FIG. 7 is an additional view of a block which is one of the linkage elements in FIG. 1. 
     FIGS. 8 through 11 are additional views of the cam shaft, which is one of the mechanical linkage elements shown in FIG. 1. 
    
    
     DETAILED DESCRIPTION 
     Referring to FIG. 1, the valve housing for an automatic transmission of a military vehicle such as an M1 tank is schematically represented by the rectangular box 10. Protruding from the wall of transmission valve housing 10 are several canisters 12, each containing a conventional solenoid-operated valve (not shown) having energizable solenoid coils whose solenoid plungers are translatable along the central axes of the coils. Selective actuation of selected sets of the solenoid-operated valves in response to signals from the vehicle&#39;s transmission shift selector (not shown) results in the transmission being shifted from one gear range to another. A given set of solenoids may be actuated, for example, to shift the transmission from the &#34;reverse&#34; gear to &#34;neutral&#34; gear. As seen in FIGS. 1, 5 and 6, a plunger 14 protrudes from one end of canister 12. Plunger 14 is connected to a check ball (not shown) which is seated when plunger 14 is retracted with respect to the cannister (to the coil de-energized position). Pulling the plunger outward from the cannister (to the coil energized position) removes the ball from its seat, thereby opening the solenoid-operated valve. 
     Circumscribing canister 12 is a collar 16, which is shown separately in FIGS. 5a and 6a. Collar 16 has three threaded orifices 18 aligned along collar radii for receiving set screws by which the collar is fixed in its position on canister 12. Collar 16 has a relatively radially thick sector 30 defining an orifice 20 whose center line 32 is parallel to the longitudinal axis of canister 12. Extending from sector 30 along centerline 32 is an axial projection 24 having a pair of parallel arms 26 extending away from the canister. Apertures 28 in parallel arms 26 receive a cotter pin 34 by which an L-shaped lever 36 is pivotally mounted to collar 16, as best illustrated in FIGS. 5 and 6. One leg of lever 36 engages one end of a collar pin 38 slideably translatable through liner sleeve 22 in orifice 20 of the collar. The other end of collar pin 38 is fastened to an arm 42 by means of a cotter pin 44 passing through both collar pin 38 and flanges 46 of arm 42. The other end of collar pin 38 also has affixed thereto a platelet 48 bearing against a flat surface of arm 42 between flanges 46, whereby arm 42 can not rotate with respect to collar pin 38. Arm 42 lies flat upon the end of canister 12 and has a slot 50 to receive the shank of plunger 14, slot 50 being narrower than the diameter of the head of plunger 14. Slot 50 is advantageous in that it allows arm 42 to be removed from the FIG. 6 assembly once cotter pin 44 has been removed. L-shaped lever 36, collar pin 38 and arm 42 are biased toward their FIG. 6 position by compressive coil spring 52 trained between liner sleeve 22 and a shoulder on the lever-engaging end of collar pin 38. 
     The assembly comprised of L-shaped lever 36, collar pin 38, and arm 42 is actuated by cable 54, which includes an adjustment screw 56 threadingly engaged with one leg of lever 36. Turning adjustment screw 56 controls the position of cable end 58 and thereby adjusts the tension of cable 54. Again, referring to FIG. 6, pulling to the right on cable 54 pivots lever 36 clockwise, thus raising collar pin 38 and arm 42. Plunger 14 is thus raised from its FIG. 6 position, which is associated with de-energized state of the solenoid in canister 12. Armature pin 14 arrives at an axially extended position relative to canister 12 which is associated with the energized state of the coil. 
     Referring again to FIG. 1, it can be seen that several assemblies of canisters and collars have cables 54 leading toward a mounting block 60. Mounting block 60 is preferably secured to the housing of transmission valve body 10 by bolts so that it can be removed from the transmission 10 if desired. Mounting block 60 has wall segments 66, 67 at two of its sides. Journaled through the opposed walls 66, 67 and passing through blocks 64 is a cam shaft 68 having a plurality of cam lobes 70. Spacers 74 on cam shaft prevent axial movement of blocks 64. Several posts 72 on the mounting block serve to guide cables 54 so that the ends of these cables at sliding blocks 64 are oriented normal to the rotational axis of cam shaft 68. Blocks 64 are free to rotate about camshaft 68 subject, of course, to the limits imposed by the tension of cables 54. 
     One of the seven blocks 64 is shown in FIG. 7, as seen along the axis of cam shaft 68. Block 64 defines a generally D-shaped aperture 78 through which passes cam shaft 68. A flat camming surface 76 is formed by a part of the inner peripheral surface of aperture 78 radially nearest centerline 80, the rest of the inner peripheral surface being far enough removed from centerline 80 so as to never engage any of cam lobes 70. 
     FIGS. 8 through 11 show additional views of cam shaft 68 and serve to show the spherically programmed locations of lobes 70 on cam shaft 68. Lobes 70 are arranged in lines on the outer peripheral surface of cam shaft 68 which are parallel to the centerline 80 of the cam shaft. The lobes are located only at certain axially spaced positions on cam shaft 68 which correspond to the locations of sliding blocks 64 along cam shaft 68. The number and spacing of the set of lobes in any given line are chosen to translate only selected blocks away from the centerline 80 (against the tension of cables 54) when that set of lobes cams against surface 76. FIGS. 8 through 10 show specific examples of lobe arrangements corresponding to the reverse, neutral and drive ranges of the automatic transmission. The position of cam shaft 68 and lobes 70 in FIG. 7 represent the &#34;unlocked&#34; position of the cam shaft wherein none of the sliding blocks 64 is translated away from centerline 80 and none of the sliding blocks exerts tension on cables 54. Cam shaft 68 is placed in this position when it is desired to prevent our invention from mechanically operating the automatic transmission 10. The camshaft/lobe assembly exhibits asymmetry relative to any plane passing through centerline 80 of cam shaft 68 and the lobes are arrayed asymmetrically relative to any place normal to centerline 80. 
     Referring again to FIG. 1, mounting block 60 includes an enlarged boss 82 through which extends a drive shaft 84 disposed perpendicular to cam shaft 68. At one end of drive shaft 84 is a pinion gear 86 and at the opposite end is a bevel gear 94, which meshes with bevel gear 92 on cam shaft 68. A set screw, as at 90 or 96, is used to fasten the bevel gears to their respective shafts. Loosening one of the set screws permits one of shafts 68 or 84 to be rotated without rotating the other shaft. 
     Extending perpendicularly to cam shaft 68 and drive shaft 84 in mounting block 60 is rack 88, which engages pinion gear 86, so that translation of rack 88 rotates cam shaft 68. As seen in FIG. 4, rack 88 has four grooves 88, 90, 92, and 94 capable of being engaged by a spring loaded ball detent mechanism 98 mounted in mounting block 60. When one of the grooves is translated by rack 88 into registry with ball detent mechanism 98, the ball detent mechanism enters the groove to exert a light anti-translation force on the rack. When one of the grooves is registered with the ball detent mechanism, cam shaft 68 will be in its drive, neutral, reverse or unlocked range. The ball detent mechanism and the groove thus comprises a palpable feedback means by which a person operating our shifter mechanism can feel when he has selected one of its unlock, neutral, drive or reverse modes. The feedback will accurately occur despite any slack or hysteresis in the elements connected between rack 88 and a control lever in the driver&#39;s compartment of the vehicle. For calibration purposes, the relative positions of rack 88 and cam shaft 68 can be adjusted by loosening one of set screws 90 or 96, rotating drive shaft 84 or cam shaft 68 as desired, and then retightening the set screw. 
     Fastened to one end of rack 88 is a piston-like member 100 having a detent pin 102 extending radially from one end. slideably receiving member 100 is a cylindrical sleeve 104 fastened at one end to housing cover 11 of the transmission. Sleeve 104 has an axially elongated slot 105 to accommodate detent pin 102 as piston-like 100 member translates. 
     Referring to FIGS. 2, 3 and 4, a frame 106 is detachably fixed, typically by bolts, to a bracket 108, which is fixed in the same fashion to transmission housing cover 11. Frame 106 has two pairs of legs 110 and 112 and has a U-shaped receptacle 116 open toward the veiwer in FIG. 2. Rails 114 run between pairs of legs 110 and 112 to slideably support a cursor 118 translating between the pairs of legs. As seen in FIG. 3 cursor 118 has a diagonal groove 120 to receive detent pin 102. Groove 120 is oriented obliquely not only to the longitudinal axis of rails 114 but also to the translational axis of rack 88, whereby movement of cursor 118 translates rack 88. Preferably, for convenience in calibrating our shifter mechanism, cursor 118 has a set of suitably labelled graduated marks on its side, each mark corresponding to one of the ranges (reverse, neutral, unlock, drive) of the transmission. The appropriate mark aligns with an indicator arrow 134 on the frame 106 to show what range the transmission is in. Passing through cursor 118 is a push-pull cable 122 secured to cursor 118 by annular collar 124 and cable end 126, as best seen in FIG. 3. 
     Cable end 126 is fastened to cable 124 by a conventional quick-release pin 128, which may be provided with a pull ring (not shown) for convenience in removal of pin 128. The sheath 130 (FIG. 2) of push-pull cable 122 has nuts 132 threaded thereon on either side of U-shaped receptacle 116, so that loosening one of the nuts permits the cable 122 to be quickly removed from the receptacle. Nuts 132 can also be rotated to adjust the position of 122 to the left or right as seen in FIG. 2. Pushing or pulling motion on the cable is transferred to cursor 118, then rack 88, drive shaft 84, cam shaft 68, and then selected sliding blocks 64. As described earlier, the positions of sliding blocks 64 determine what solenoid assemblies will be mechanically actuated, thereby controlling the automatic transmission. The push-pull cable is actuated by a lever inside the vehicle which pivots to positions corresponding to the drive, neutral, reverse or unlock ranges of the shifter mechanism, each position of the lever being appropriately labelled for the convenience of the vehicle operator. 
     We wish it to be understood that we do not desire to be limited to the exact details of construction shown and described since obvious modifications may occur to those persons skilled in the art without departing from the scope of the following claims.