Abstract
The invention is a shift lockout guide for a vehicle equipped with a manual gearbox. It includes a user-operable means that, in preferred embodiments, is mounted to the shifter of the gear box and is linked to an engagement portion that interacts with guide plates defining a path of travel for the shifter. A biasing means urges the engagement portion into the guide plates but this can be overridden by the driver through the user-operable means. The invention provides the driver of a vehicle fitted with the invention in the selection of specific gears while also preventing certain other gears from being selected. This reduces the risk of inadvertent overrevving of the vehicle's engine through inappropriate gear selection.
Claims
1. An attachment for a gear change assembly for a vehicle, wherein the gear change assembly includes a gear shifter for selection of a gear from a plurality of gears, wherein the attachment includes: a user-operable means mounted to the gear shifter; a biasing means, wherein the biasing means is configured to act against the user-operable means; and a lockout means; and wherein when the user-operable means is in a first position, the biasing means is deactivated enabling the gear shifter to select any gear from the plurality of gears, and wherein when the user-operable means is in a second position, the biasing means is activated, engaging the user-operable means with the lockout means to predetermine a specific gear from the plurality of gears for selection, characterised in that the lock out means includes an engagement portion and one or more guide plates, wherein the one or more guide plates are configured with a first surface defining a guide path for the engagement portion for selection of the specific gear from the plurality of gears for selection, and a second surface defining a guide path for selection of a further gear from the plurality of gears for selection.
2. The attachment as claimed in claim 1, wherein the attachment includes a housing configured to receive the one or more guide plates.
3. The attachment as claimed in claim 1, wherein the housing includes a mounting plate to connect the attachment to the vehicle.
4. The attachment as claimed in claim 1, wherein the first surface is a first edge of a first guide plate and the second surface is a second edge of the first guide plate.
5. The attachment as claimed in claim 1, wherein the first surface is a first edge of a first guide plate and the second surface is an upper side of the first guide plate.
6. The attachment as claimed in claim 1, wherein the first surface is a first edge of a first guide plate and the second surface is a first edge of a second guide plate.
7. The attachment as claimed in claim 1, wherein the first surface is a first edge of a first guide plate and the second surface is an upper side of a second guide plate.
8. The attachment as claimed in claim 1, wherein the gear shifter is a gear stick having a shaft and a gear knob.
9. The attachment as claimed in claim 8, wherein the shaft has a first portion and a second portion connected to each other with a bracket.
10. The attachment as claimed in claim 8, wherein the user-operable means is a plunger mounted to and configured to move along at least a portion of the shaft of the gear stick.
11. The attachment as claimed in claim 8, wherein the plunger is integrated with the gear knob.
12. The attachment as claimed in claim 8, wherein the plunger is linked to the gear knob via a cable or rod.
13. The attachment as claimed in claim 8, wherein the gear knob has a first portion configured to be movable relative to a second portion.
14. The attachment as claimed in claim 12, wherein the first portion of the gear knob is the user-operable means.
15. The attachment as claimed in claim 1, wherein the biasing means is a spring.
16. The attachment as claimed in claim 1, wherein the engagement portion has a quatrefoil profile in plan view.
17. The attachment as claimed in claim 1, wherein the attachment includes a clamping plate for the one or more guide plates.
18. The attachment as claimed in claim 1, wherein the attachment includes an adjusting means configured act against an edge of the one or more guide plates.
19. The attachment as claimed in claim 1, wherein the attachment includes a locking mechanism to lock the user-operable means relative to the gear shifter.
20. A kit set for an attachment for a gear change assembly for a vehicle, wherein the gear change assembly includes a gear shifter for selection of a gear from a plurality of gears, wherein the kit set includes: a user-operable means for mounting to the gear shifter; a biasing means, wherein the biasing means is configured to act against the user-operable means; and a lockout means; and wherein when the user-operable means is in a first position, the biasing means is deactivated enabling the gear shifter to select any gear from the plurality of gears, and wherein when the user-operable means is in a second position, the biasing means is activated, engaging the user-operable means with the lockout means to predetermine a specific gear from the plurality of gears for selection, characterised in that the lock out means includes an engagement portion and one or more guide plates, wherein the one or more guide plates are configured with a first surface defining a guide path for the engagement portion for selection of the specific gear from the plurality of gears for selection, and a second surface for selection of a further gear from the plurality of gears for selection.
21. The kit set as claimed in claim 20, wherein the kit set also includes a gear shifter for the vehicle.
22. The kit set as claimed in claim 20, wherein the kit set includes one or more of: a) a housing for the attachment; b) a mounting plate; c) a locking mechanism for the user-operable means; and/or d) gear position sensors.
23. A vehicle, wherein the vehicle includes a gear change assembly including a plurality of gears and a gear shifter for selection of a gear from the plurality of gears, and wherein the vehicle includes an attachment for the gear change assembly as claimed in claim 1.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0081] One or more embodiments of the invention will be described below by way of example only, and without intending to be limiting, with reference to the following drawings, in which:
[0082] FIG. 1 is an isometric view of an exemplary embodiment of the assembled invention;
[0083] FIG. 2 is a cross-sectional view of the user-operable means of the embodiment of FIG. 1 as fitted over a gear stick;
[0084] FIG. 3 is an illustration of a gear gate depicting the ideal path of travel for a gear stick through the gear gate;
[0085] FIG. 4a is a left isometric view of the guide plate of the embodiment of FIG. 1;
[0086] FIG. 4b is a right isometric view of the guide plate of the embodiment of FIG. 1;
[0087] FIG. 5a is a left isometric view of the guide plate of a further embodiment of the invention;
[0088] FIG. 5b is a right isometric view of the guide plate of a further embodiment of the invention;
[0089] FIG. 6a is a left isometric view of the guide plate of a further embodiment of the invention;
[0090] FIG. 6b is a right isometric view of the guide plate of a further embodiment of the invention;
[0091] FIG. 7a is a perspective view of the plunger head of the user-operable means of the embodiment of FIG. 1;
[0092] FIG. 7b is a perspective view of the plunger head of the user-operable means of a further embodiment of the invention;
[0093] FIG. 7c is a perspective view of the plunger head of the user-operable means of a further embodiment of the invention;
[0094] FIG. 8a is a left isometric view of another exemplary embodiment of the invention;
[0095] FIG. 8b is a cross-sectional view of the embodiment of FIG. 8a;
[0096] FIG. 9 is a perspective view of a further exemplary embodiment of the invention;
[0097] FIG. 10 is a top view of the housing of the embodiment of FIG. 9;
[0098] FIG. 11 is a top perspective view of the housing of a further embodiment of the invention;
[0099] FIG. 12 is a lower perspective view of the housing of a further embodiment of the invention;
[0100] FIG. 13 is a detail perspective view of the plunger of the embodiment of FIG. 9;
[0101] FIG. 14a is a plan view of one embodiment of the engagement portion;
[0102] FIG. 14b is a plan view of an alternative embodiment of the engagement portion;
[0103] FIG. 14c is a plan view of the embodiment of the engagement portion of the embodiment of FIG. 9;
[0104] FIG. 14d is a plan view of an alternative embodiment of the engagement portion;
[0105] FIG. 15 is an bottom view of the plunger of the embodiment of FIGS. 9 and 13;
[0106] FIG. 16a is a side view of the plunger of the embodiment of FIGS. 9 and 13 in a first position;
[0107] FIG. 16b is a further side view of the plunger of FIG. 16a in a second position;
[0108] FIG. 16c is a further side view of the plunger of FIGS. 16a and 16b in a third position;
[0109] FIG. 17a is a side view of the user-operable means of the embodiment of FIG. 9;
[0110] FIG. 17b is a further side view of the user operable means of FIG. 17a;
[0111] FIG. 18 is a side perspective view of an alternative embodiment of the user operable means;
[0112] FIG. 19 is a perspective view of an alternative embodiment of the invention; and
[0113] FIG. 20 is a perspective view of another alternative embodiment of the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION
[0114] FIGS. 1 and 2 show, respectively, isometric and cross-sectional views of one embodiment of the invention, in a somewhat simplified configuration, in the form of a shift lockout guide (generally indicated by arrow 100) fitted over the top of a gear stick (102) that replaces the standard gear stick of the vehicle. However, it should be appreciated that the invention may, with minor modifications, also be used with a standard gear stick.
[0115] The gear stick includes a gear stick knob (104) beneath which is a user-operable means in the form of a plunger (106). The plunger (106) is configured with a lift collar (110) to assist the driver to raise the plunger (106) up along the gear stick shaft (102).
[0116] Also visible in FIG. 1 is the guide plate (108) which engages with the engagement portion (112) of the plunger (106). This has an interior defined by left (108a) and right (108b) contoured inner walls or edges and top (108c) and bottom (108d) walls or edges. When the engagement portion is within this interior, only certain gears may be available for selection depending on the configuration of the guide plate as will be apparent from the ensuing discussion.
[0117] The gear stick (102) is able to move within this interior, while the contoured walls (108a, 108b) define, as near as is possible, the ideal path of travel through which the gear stick (102) must move to select the next gear. The left wall (108a) defines the ideal path of travel for selection of third gear from second gear, while the right wall (108b) defines the ideal path of travel for selection of fifth gear from fourth gear. First gear and reverse gear are unavailable for selection since a portion (109a, 109b) of the guide plate (108) prevent the gear stick from being able to move into the appropriate position to select those gears.
[0118] The guide plate (108) is fitted externally to the top of the gear gate (not shown in this view) inside the vehicle. Fitted could mean via the use of attachment means such as screws or rivets. The top portion of the plunger is referred to as the plunger head (116). This portion of the plunger able to slide inside the underside of the gear stick knob (104).
[0119] Although not visible in FIG. 1, a spring, positioned below the gear stick knob (104), biases against the plunger (106), urging it downwards. The user can inactivate the biasing force of the spring by pulling upwards on the lift collar (110). It will be appreciated that this moves the engagement portion (112) into and out of the guide plate (108), depending on whether the spring is active or inactive. This action may be referred to as “stepping over”; the engagement portion is able to “step over” the guide plate and any gear may be selected. In particular, the portions (109a, 109b) of the guide plate (108) no longer form a barrier to the selection of first and reverse gears.
[0120] FIG. 2 is a cross-sectional view of the plunger (106) of the embodiment of FIG. 1 and it will be appreciated that this view shows the plunger (106) installed to the gear stick shaft (102) to which the gear stick knob (104) is fixed with a fastener in the form of a bolt (120). In this view, a cavity (118) is provided to the underside of the gear stick knob. This provides clearance for the upwards movement of the plunger, which occurs when the driver deactivates the biasing means.
[0121] Contained within the cavity (118) is the biasing means in the form of a return or expansion spring (not shown). Alternatively the spring (not shown) could be positioned between the lift collar (110) and underside (104a) of the gear stick knob (104). This urges the plunger (106) downwards into its default, active, position once the lift collar (110) is released by the driver. The bottom of the plunger (106) is configured to include a curved protrusion referred to as the engagement portion (112).
[0122] In use, the lift collar (110) is gripped, typically with two fingers, by the driver, raised and held upwards. This action lifts the plunger (106) and in turn, the engagement portion (112) clear of the top surface of the guide plate (108). With the engagement portion lifted clear of the guide plate (108) as depicted in FIG. 1, the gear stick (102) is able to be shifted into any gear available through the gear gate (not shown).
[0123] When the driver releases the lift collar (110) the biasing means (not shown) contained within the cavity (118) forces the plunger (106) into the active position. When the plunger (106) is in the default position and moved in the appropriate direction, the engagement portion (112) no longer engages with the top surface of the guide plate (108). Instead, it drops down into the open space defined by the interior of the guide plate. The contoured sides (108a, 108b) of the guide plate prevents the gear stick from being shifted into particular gears and is guided on an ideal path to select the correct gear, predetermined by the contours, while preventing other gears, such as first gear or reverse gear from being selected. To allow those gears to be selected, the driver grips and raises the lift collar (110), causing the engagement portion (112) to step over and contact the top surface of the guide plate (108).
[0124] To further assist with understanding the functionality of the invention, FIG. 3 depicts a gear gate (300) of a standard H pattern 5 speed manual transmission gearbox and displays the ideal shift path for a gear stick to travel through the gear gate in order to engage the appropriate gear within the gearbox of the vehicle. L1 represents the ideal shift path from second gear to third and L2 represents the ideal shift path from fourth gear to fifth. The bottom right of the H-pattern is reverse gear (R). The top right of the H-pattern is first gear (1st).
[0125] FIGS. 4a and 4b are views of the guide plate (108) of the of the embodiment of FIG. 1. It will be seen that the contoured left inner wall (108a) and right inner wall (108b) of the guide plate, together with the top and bottom inner walls (108c, 108d) define an area (A) within which the engagement portion (not shown) is able to be moved as the driver articulates the gearstick. These contoured walls (108a, 108b,108c,108d) serve as guide paths for the selection of certain gears. However, the presence of certain portions (109a, 109b) serve as a barrier to selection of other gears so these remain locked out.
[0126] Referring to the operation of the invention shown in FIGS. 1 to 4b, it should be appreciated that the contours of the left (108a) and right (108b) inner walls of the guide plate (108) are specifically contoured to engage with the engagement portion (112) in a complementary manner. This means that when the guide plate is in position above the gear gate (300) of FIG. 3, the engagement portion (112), when biased downwards by the spring (not visible) travels along these contoured walls in an ideal predetermined path. This places the user-operable means in the second position, in which a portion (109a) of the guide plate (108) prevents the driver from selecting certain gears. In the illustrated case, the unavailable gear is first gear, as the shape of the left contoured wall at this portion occludes the entry point in the gear gate that would otherwise allow for selection of first gear. Likewise, a portion (109b) of the right contoured wall occludes the entry point in the gear gate that would let the driver select reverse gear (R). However, the driver is freely able to move and select from second gear to fifth gear as required.
[0127] To select first gear (or reverse) the driver has to pull upwards on the lift collar (110) of the user operable means to deactivate or otherwise overcome the biasing force that has been applied by the spring to urge the engagement portion downwards into contact with the contoured walls. The engagement portion (112) then clears and steps over the guide plate (108). This places the user-operable means in the first position, which allows the selection of first gear (or reverse gear as the case may be). The engagement portion is now in contact with the top surface (T) of the guide plate (108).
[0128] It should be appreciated by a person skilled in the art that the configuration of the guide plate (108) will vary depending upon the gear gate and shift path of the gearbox of the vehicle with which the invention is to be used. This is determined by the vehicle manufacturer and will change depending upon the particular make and/or model of vehicle. In additional certain forms of motorsport may have specific requirements.
[0129] For example, drag racing gearboxes may only utilize forward gears first to fourth, without reverse. During a drag race, the gears only need to be shifted up once and never shifted down. An embodiment of the guide plate suitable for use in drag racing is shown in FIGS. 5a and 5b.
[0130] In these views, the guide plate (108′) is layered such that the inner left wall (108a′), seen in FIG. 5a, and the inner right wall (108b′), seen in FIG. 5b, respectively have two guide paths (1, 2). This embodiment of the invention has two step lock out functionality.
[0131] In use, the engagement portion (not shown in FIGS. 5a and 5b) bears against the top surface (T) of the guide plate; in this first guide path (1), the driver is able to select first gear. The gear stick is then moved towards the rear of the gear gate (not shown) in order to select second gear. In doing so, the engagement portion drops down and bears against the surface identified as T′. This is the second guide path (2). From here, it is not possible to select first gear again unless the driver operates the user-operable means to raise the plunger (not shown), and therefore the engagement portion (not shown) into the first guide path (1). The driver continues to move the gear stick towards the to the point where the engagement portion disengages from the second guide path (2) entirely. The engagement portion (not shown) is now in the third guide path (3) in which the third gear has been selected. However, the gear stick (not shown) cannot be returned to second gear; it has been locked out by the presence of the inner left wall (108a′) at the point corresponding to the entry point in the gear box gate (not shown) to second gear. The driver has to operate the user-operable means (not shown), deactivating the biasing means, in order to bring the engagement portion (not shown) up sufficiently enough to allow it to step over the inner wall (108a′) and return to the second guide path (2) so that second gear may be selected.
[0132] In the illustrated example, the guide plate (108′) is a unitary one-piece component. However, it should be appreciated that the guide plate may be formed from two separate plates, each having a different profile, laid on top of each other and secured through an interlocking arrangement or with fasteners.
[0133] A similar principle to that of FIGS. 5a and 5b is applied to the embodiment of the guide plate (108″) of FIGS. 6a and 6b respectively, intended for use with a Japanese 6-speed manual gearbox where the reverse gear is positioned beside the sixth gear in the shift pattern; i.e. on the right side of the gear gate. In this embodiment, the right wall (108b″) of the guide plate is configured as a two-layer (1, 2) arrangement. When the engagement portion is on top of the first layer (1), reverse gear is locked out. When at the second layer (2), first gear is locked out. European 6-speed gearboxes are the opposite; reverse is located adjacent first gear. When using the invention in a European vehicle, the left side of the guide plate may be configured as two layers. The upper layer or step, defined by the upper surface of the guide plate locks out reverse gear; the second layer, defined by the lower surface of the guide plate locks out first gear.
[0134] In both cases, Japanese or European, the driver is able to select first gear by raising the plunger a first level or step. Reverse gear is then able to be selected by raising the plunger through to a second step, such that the engagement portion is on top of and bears down on the highest level (3).
[0135] The plunger (106) may be configured in a variety of forms such as shown in FIGS. 7a, 7b and 7c, adapted for particular situations. In these views the upper end of the user-operable means/plunger (106) is referred to as the plunger head (116).
[0136] FIG. 7a is a perspective view of the plunger head (116) of the shift lockout guide (100) of the embodiment of FIG. 1. In this embodiment, the plunger simply moves vertically along a slot (700) with a pin (702), arising for the gear stick (102), constraining and preventing any rotation of the plunger through its travel. This embodiment is primarily intended for use with a standard 5 speed manual gearbox.
[0137] FIG. 7b is a perspective view of an alternative embodiment of the plunger head (116′). In this embodiment, the slot (700′) is substantially L-shaped and is able to move about the pin (702) in both a vertical and horizontal direction. This is useful, since it allows the driver to hold the plunger (106) in a raised position by rotating the plunger head horizontally such that the pin prevents vertical travel. Disengagement of the plunger could be desirable for instance when the vehicle is used alternatively between road and track.
[0138] FIG. 7c is a perspective view of yet another embodiment of the plunger head (116″) intended for use with Japanese or European six-speed gearboxes. As discussed above in respect of FIGS. 6a and 6b, the guide plate for these gearboxes may be configured as a two layer arrangement. This in turns requires the plunger head (116″) to have a two range movement about the gear stick shaft (102). As can be seen, the slot (700″) is configured as a substantially flattened S-shape, with two vertical slots linked by a horizontal slot. The two vertical elements define the extent of the two ranges of movement. When the plunger head has been articulated such that the pin (702) has moved into the lower vertical slot, the plunger (116″) is held locked in a raised position. In this position, reverse gear, and indeed any other gear, is able to be selected. When the plunger head has been articulated such that the pin is in the horizontal slot, reverse gear is locked out and unable to be selected. However, first gear can be selected. When the plunger head has been articulated such that the pin is at the upper end of the upper slot, both first and reverse gears are locked out and unable to be selected.
[0139] Another exemplary embodiment (800) of the invention is shown in FIGS. 8a and 8b. This embodiment allows for retrofitting onto an existing gear shift. Parts in common with the embodiment of FIG. 1 share like numbers.
[0140] In FIGS. 8a and 8b, parts of the vehicle to which the invention (800) is fitted are shown; these include the top plate (802) of the gearbox (804) and the sheet metal (806) of the chassis surrounding the sides of the gearbox. A gear shifter (808) passes through a rubber boot (810) to engage with the internals of the gearbox. As seen in FIG. 8b, the end of the gear shifter is formed as a ball (812) that is able to move about in a pivot housing (814) to select the appropriate gears. A separate boot, in this case the original boot (816), may be provided to further separate the external environment from the internals of the gearbox. This boot may be instead of the rubber boot (808) or in addition.
[0141] The guide plate (108) is disposed within a housing (818), which in turn is secured to the top plate (802) of the gear box (804) (alternatively, it could be secured to the sheet metal (806) of the chassis). This holds the guide plate parallel to the top of the gearbox. This simplifies the manufacturing process as the interior walls (only 108b shown for sake of clarity) of the guide plate may need less contouring from top to bottom. A further advantage of this arrangement is that the guide plate is easily removed from the housing. A new guide plate may then be inserted, which allows for the invention to be easily adapted in response to modifications to the gearbox.
[0142] The housing (818) may be arranged such that the guide plate (108) may be located at a range of heights or positions. This may be useful in compensating for the range of travel of the gear shifter (808).
[0143] A further difference to the previous embodiment described is the plunger (106) is formed as two distinct parts, which is contrast to that illustrated in FIG. 2. In FIG. 8b, it can be seen that the engagement portion (112) is proximate the guide plate (108) and is biased, through the use of a spring (820) acting against a bracket (822) mounted above the guide plate.
[0144] The bracket (822) is clamped or otherwise secured to the gear shifter (808). A gear knob shaft (824) is mounted at an angle to the bracket and this includes the lift collar (110). This gear knob shaft may be part of the original gear shifter (808), having been cut through partway along its length or may be a separate gear knob shaft, specifically configured for use with the present invention.
[0145] The bracket (822) includes a suitable aperture (826) to receive the gear knob shaft (824). This aperture may be provided at an angle such that the gear knob shaft (824) is also angled when it has been inserted. Alternatively, the bracket (822) may be provided with a mechanism that allows a range of angles to be selected or alternative, a number of brackets may be provided with apertures at varying angles, the driver selecting the bracket best matching their personal preference.
[0146] The manner of operation is essentially as previously described; the driver grips the lift collar (110) and pulls it upwards to deactivate or overcome the biasing force of the spring (820). In this embodiment, the entire gear knob shaft (824) and lift collar (110) is moved upwards (alternatively, in a pull-push cable arrangement, only the lift collar may move). This allows selection of any gear desired by the driver. Conversely, when the lift collar (110) is not in use, the spring (820) urges the engagement portion (112) downwards. Should the gear knob shaft (824) be sufficiently moved, the engagement portion moves off the top surface of the guide plate (108) and drops down into the interior defined by the contoured walls (108a, 108b). This locks out a pre-determined gear from selection by the driver unless the lift collar (110) is engaged.
[0147] If necessary, the lift collar (110) may include the pin and slot arrangement previous described in respect of FIGS. 7a and 7b. This allows for a two or more layered arrangement to lock out more than one gear in use.
[0148] An advantage of the invention is that in some embodiments, it can be assembled from modular components. As will be apparent from the discussion of the following embodiments, this makes it easy to mass produce for the manufacturer of the invention as fewer bespoke parts may be required to adapt it to a specific model or make of vehicle. For the consumer, such modularity may also make the invention easier to install and adjust depending on the vehicle to which it is to be fitted and the preference of the user of the vehicle.
[0149] By way of illustration, FIG. 9 shows an exemplary embodiment of the invention (900), comprising of a gearstick (902) which includes a user operable means in the form of a gear knob (904) mounted to the shaft (906). The gear knob is linked to a plunger (908) via a cable (910). At the base of the plunger is provided an engagement means (912) which interacts with the guide plate (914) in order to lock out specific gears from selection by the user. The entire gear shifter (902) is surrounded by a housing (916) which in use is mounted to the gearbox (not shown) of the vehicle to which it is to be used, either directly or indirectly through the use of adapter components. The housing is configured to receive the guide plate (918) that interact with the engagement means (912) of the plunger (908) in order to lock out certain gears. The edges of the guide plate may rest on a lip or shelf (not visible) within the interior of the housing and then held in place through the use of an overlying clamping plate (920) secured with locking bolts (922).
[0150] In FIG. 10, the housing (916) is shown in a top view without the clamping plate in place and in this view, it will be apparent that, in contrast to the embodiment of FIG. 4a for example, the guide plate (918) is formed from two separate components (918a, 918b) which between them define the space (924) in which the engagement means (not shown in this view) moves when certain gears are locked from selection. Access to those gears can only be achieved by the driver lifting the user-operable means (not shown), thus elevating the plunger and engagement portion clear of the guide plate (918).
[0151] The two components (918a, 918b) are arranged with a lockout portion (926a, 926b) and a contoured guiding surface (928a, 928b) that urges the gear stick along a predetermined path. In this view, first gear (top left) and reverse gear (bottom right) are prevented from being selected unless the plunger is pulled upwards by the driver. This leaves second gear through to fifth gear free for selection by the driver. Only when the engagement portion has been stepped clear of the guide plate, can either first or reverse gear be selected.
[0152] When installing the invention, there may be an element fine tuning required to optimise the guide path defined by guiding surface (928a, 928b) and/or lockout portion (926a, 926b) defined by the guide plate (918) with the action of the gear stick (not shown).
[0153] To facilitate easy adjustment of the guide path, set screws (930) are provided. These bear against the sides of the two components (918a, 918b) of the guide plate (918), allowing incremental adjustment as required, both laterally and longitudinally. Once the optimal position has been attained for operation of the gearstick (not shown) with the gearbox (not shown), the clamping plate (920 in FIG. 9) can be put in place and secured with locking bolts (922 in FIG. 9). This locks the guide plate (918) in place. However, it will still be possible to swap out the guide plates (for example, to lock out fifth gear and reverse gear as per the example of FIG. 11 as discussed below or to remove the lockout functionality altogether) simply be removing the clamping plate and replacing and or removing the relevant component or components. The set screws remain in place so that the optimal position previously achieved is not lost.
[0154] A more complex arrangement is shown in FIG. 11 in a perspective view. Although using the same housing (916), the components (1100a, 1100b) of the guide plate (1100) differ. On initial use, the engagement portion of the plunger (not shown) would be resting on top of the first component (1100a—in a manner similar to that shown later in FIG. 16c). In this position, first gear is selected. As the gear stick (not shown) is moved to the bottom left in order to select second gear, the engagement portion (not shown), being biased, then drops into the first guide path (1st). If the movement of the gear stick were reversed, i.e. moved to the top left, the engagement portion can only be directed into third gear The first guide path allows the gear stick to move from second gear to third gear but a portion (1102) prevents selection of first gear once second gear has been engaged.
[0155] The embodiment of FIG. 11 also includes a second guide path (2nd) which allows the gear stick (not shown) to move from third gear to fourth gear while preventing the selection of first and second gears entirely, unless the driver were to override the bias of the plunger (not shown) and elevate the engagement portion (not shown) and stepping it clear of the components (1100a, 1100b). The second component (1100b) lacks a guide path entirely; it serves as a barrier to prevent the selection of fifth and reverse gears.
[0156] The arrangement of FIG. 11 may be particularly preferred for use in drag racing, since the objective is to gain speed as quickly as possible but when inadvertent selection of a lower gear than desired could cause considerable overrevving of the engine. The arrangement of FIG. 10 may be preferred in circuit racing, where first gear is unlikely to be required after the race has been started but the driver still wants to have the flexibility to choose as desired from the remaining gears, except for reverse gear.
[0157] In FIG. 11, the first component (1100a) is unitary but as previously mentioned above provides two guide paths. A similar effect may be achieved by stacking two differently profiled guide plates on top of each other. This may simplify manufacture of the guide plate (1100).
[0158] There are ways in which the housing (916) may be adapted for either optimising its placement in the vehicle or for the personal preference of the driver. For example, as shown in FIG. 12, the vertical height of the housing (916) relative to the gearbox may be adjusted through the use of one or more spacer plates (1200) mounted to the housing (916) and the mounting plate (1202) of same.
[0159] Holes (1204) provided to the mounting plate (1202), which may be specific to the make and model of the vehicle with which the invention is to be used, allow the use of bolts (not shown) to secure the housing to the gear box of the vehicle. In some examples, for example, that of FIG. 19, the mounting plate (1202) may be provided with a pivot housing (1900) within which the lower part (not visible) of the gear stick moves when engaging the desired gear.
[0160] Returning to FIG. 9, as with the embodiment of FIGS. 8a and 8b, the shaft (906) of the gearstick is formed as two parts; an upper part (906a) and a lower part (906b). The upper part may be standardised irrespective of the make and model of vehicle, but the lower part may be dependent on the vehicle with which the invention is to be used. The lower part ends in a pivot point (932) that engages with the gearbox (not shown) of the vehicle.
[0161] As more clearly appreciated from FIG. 13, the respective upper (906a) and lower parts (906b) of the shaft of the gearstick are connected to each other via a bracket (1300). The bracket may be loosened and removed by undoing hex-bolts (1302). This two-part arrangement for the shaft (906) of the gearstick (902) allows the possibility of an off-set and/or angled gearstick. The user can orientate the upper part (906a) at a slight incline towards the driver in use.
[0162] The bracket (1300) also serves as a means of providing control to the movement of the plunger (908), ensuring that the direction of travel is substantially vertical, along the lower part (906b) of the shaft (906) and that there is no inadvertent rotation when the driver operates the plunger and engagement portion. As can be seen, the plunger (908) is provided with a wing (908a) that extends laterally past the shaft (906) and overlays the bracket (1300). The mating surfaces are flat and thus limit any rotational movement, allowing only vertical movement.
[0163] Also seen in FIG. 13 is the biasing means in the form of a spring (1304); this constantly urges the plunger (908) and its engagement portion (912) downwards. Once the engagement portion (912) is located within the space (924) defined by the guide plate (918), certain gears are locked out from selection. However, as the plunger (908) is linked to the cable (910) which in turn is linked to the gear knob (not shown), when the driver raises the plunger (908), this in turn elevates the engagement portion (912) such that it is above the guide plate (918) and allows selection of previously unavailable gears.
[0164] Although FIG. 13 shows the plunger (908) as being located between the pivot point (932) and the gear knob (not shown) it should be appreciated that it could alternatively be located beneath the pivot point (932). This may be useful when a significant amount of clearance between the engagement portion (912) and the guide plate (918) is required. Greater reach will be required in such a configuration so the plunger (908) may require a greater amount of travel than the example of FIG. 13.
[0165] The engagement (portion may take a number of profiles as shown in a plan view in FIGS. 14a to 14d. For example, the engagement portion (1400) of FIG. 14a only has two lobes (1400a, 1400b); this provides for 180 degrees of rotation whereas the engagement portion (1402) of FIG. 14b, having three lobes (1402a, 1402b, 1402c) equidistance apart provides for 120 degrees of rotation. With further lobes provided to the engagement portion (1404, 1406), as shown in FIGS. 14c and 14d, further options are provided as to the alignment of the gear stick (not shown). This allows for differing amounts of rotation for the bracket and upper shaft of the gear stick during the installation of the invention to the vehicle. This helps optimise the placement of the gear stick according to the preferences of the driver.
[0166] The lobes interact with the guide paths defined by the guide plate (918), as will be apparent from FIG. 15. In this view, from the underside of the gear stick (only the pivot point 932 being visible), the engagement portion (1404) has four lobes (1404a, 1404b,1404c,1404d) as per the example of FIG. 14c. However, only the left and right lobes (1404b, 1404d) actively interact with the guide plate components (918a, 918b). The top and bottom lobes (1404a, 1404c) are unused, unless the plunger (908) were to be rotated by 90 degrees. When using a two-part gear stick, such as that of FIG. 13, such a rotation may place the gear stick at an angle to the driver. If this rotation occurs, it is the top and bottom lobes (1404a, 1404c) that now interact with the guide plate components (918a, 918b), and the left and right lobes (1404b, 1404d) are now inactive.
[0167] The profile of the engagement portion (1404) of FIGS. 14c and 15 is that of a quatrefoil and is particularly useful since it helps optimise the interaction with the guide path defined by the guide plate components (918a, 918b) while still retaining sufficient functionality to select gears with the greatest range of movement between them; for example, second and fifth gears.
[0168] It will be appreciated that in most gearboxes, the gearstick will be at a slight angle when engaged in a specific gear. This may affect the extent to which the plunger must be raised in order to select a previously locked out gear. The respective contact surfaces between the engagement portion and guide plate components are also important and can be configured for smooth and optimal functioning. This will be apparent from FIGS. 16a to 16c, which show the plunger (908) and engagement portion (912) in respect of the guide plate components (918a, 198b).
[0169] In FIG. 16a, the plunger (908) is in a vertical position, as it may be if the gear stick (not shown) to which it is mounted was in the neutral of the gear box gate (not shown). From this it will be seen that the sides (912a) of the engagement portion (912) are at an angle. Similarly, the underside (912b) of the engagement portion is also angled.
[0170] In use, this maximises the contact between the sides (912a) and underside (912b) of the engagement portion (912) and guide plate components (918a, 918b) when the invention is in use. The contact surfaces are substantially parallel, regardless of whether certain gears are locked out, as in FIG. 16b or if all gears are available, as shown in FIG. 16c, where the underside (912b) of the engagement portion (912) is contacting the upper surface of the guide plate component (918b). This optimises the contact surfaces and has implications for wear and tear of the respective parts. It also helps ensure positive engagement or disengagement when operating the invention.
[0171] In FIGS. 16a to 16c it will be noted that there is an overhang (OH in FIG. 16b), determined by the lateral projection of the engagement portion (912) from the lower portion (906b) of the shaft of the gearstick. This overhang should slightly exceed the range of lateral movement able to be performed by the gear stick as it moves across the gearbox (not shown). It will be appreciated that if the overhang is less than this it may not be possible to achieve sufficient lateral movement to have the underside of the engagement portion contacting the upper surface of the guide plate components, as in FIG. 16c.
[0172] FIGS. 17a and 17b show the gear knob (904) of FIG. 9 in a side view and illustrates its two-part assembly of an upper half (904a) and a lower half (904b). The upper half (904a) is substantially dome shaped, while the lower half (904b), which is functionally similar to the lift collar of the embodiment of FIGS. 1 and 2, is contoured to be substantially complementary but with a gripping surface (1700) for the fingers of the driver.
[0173] In FIG. 17a, the lower half (904b) is distended such that the engagement portion (912) is either resting on the guide plate (918) or is within the guide paths (not visible) defined by the guide plate (918). FIG. 17b shows the lower half (904b) retracted partially into the upper half of the gear knob. This has resulted in the withdrawal or shortening of the cable (910) and compression of the biasing spring (not visible), thus raising the plunger (908) and the engagement portion (912) of the plunger (908) clear of the guide plate (918). This allows the driver to select any desired gear. Although not seen here, there may be a spring or bung in the interior space between the upper (904a) and lower (904b) halves of the gear knob (904) to provide some resistance. This provides the driver with direct tactile feedback as to the relative position of the plunger (908).
[0174] However, the user operable means may take other forms. For example, as shown in FIG. 18, it may be a trigger button (1800) provided to the gear knob (904). When the button is depressed in order to render all gears operative, this withdraws the cable (910) to the plunger (908), thus causing the engagement portion (912) to move clear of the guide plate (not shown in this view).
[0175] The invention may include additional components to enhance functionality. For example, as shown in FIG. 19, the housing (916) may co-operate with a sandwich plate (1902) positioned between it and the mounting plate. Mounted to the sandwich plate may be a series of electronic sensors (1904) which detect the position of the lower portion (not visible) of the shaft of the gear stick within the housing (916) and sends this remotely to a central processing station (not shown).
[0176] While the present invention lends itself to easy disassembly if the lock out functionality is no none desired, it can be rendered inoperative simply by locking the plunger (908) in its elevated or “stepped over” state so that it cannot return to a locked out position regardless of the movement of the gear stick. An example of how this may be achieved is illustrated in FIG. 20. In this instance, a clip (2000) has been added to the upper part (906a) of the shaft (906) of the gear stick, atop of the bracket (1300) that connects the upper part to the lower part of the shaft. The clip engages with the plunger (908), preventing its downward travel despite the inherent bias exerted by the spring (not visible in this view).
[0177] A similar effect may be achieved by configuring the plunger and the bracket with apertures which, when in alignment, allow for a sturdy pin to be inserted, thus locking the plunger to the bracket and preventing any downward travel.
[0178] Unless the context clearly requires otherwise, throughout the description and the claims, the words “comprise”, “comprising”, and the like, are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense, that is to say, in the sense of “including, but not limited to”.
[0179] The entire disclosures of all applications, patents and publications cited above and below, if any, are herein incorporated by reference.
[0180] Reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that that prior art forms part of the common general knowledge in the field of endeavour in any country in the world.
[0181] The invention may also be said broadly to consist in the parts, elements and features referred to or indicated in the specification of the application, individually or collectively, in any or all combinations of two or more of said parts, elements or features.
[0182] Where in the foregoing description reference has been made to integers or components having known equivalents thereof, those integers are herein incorporated as if individually set forth.
[0183] It should be noted that various changes and modifications to the presently preferred embodiments described herein will be apparent to those skilled in the art. Such changes and modifications may be made without departing from the spirit and scope of the invention and without diminishing its attendant advantages. It is therefore intended that such changes and modifications be included within the present invention.
