阅读说明：本技术 用于车辆的换挡杆装置 (Shift lever device for vehicle ) 是由 宋昌炫 洪钟浩 金恩植 尹钟植 于 2019-06-28 设计创作，主要内容包括：本发明公开一种用于车辆的换挡杆装置,其中永磁体(74)构造成在换挡操作期间在换挡旋转轴(40)的轴向中心处与换挡杆(20)一起旋转,并且具有霍尔传感器(78)的PCB(76)位于面向永磁体(74)的中心的位置。因此,可以准确地识别与离合器的操作有关的信号,从而进一步提高离合器的间歇控制的精度。(A shift lever device for a vehicle, wherein a permanent magnet (74) is configured to rotate together with a shift lever (20) at an axial center of a shift rotating shaft (40) during a shift operation, and a PCB (76) having a Hall sensor (78) is located at a position facing the center of the permanent magnet (74). Therefore, it is possible to accurately recognize the signal relating to the operation of the clutch, thereby further improving the accuracy of the intermittent control of the clutch.)

1. A shift lever apparatus for a vehicle, comprising:

a shift rotation shaft that rotates together with the shift lever when the shift lever is operated in a shifting direction while the shift rotation shaft serves as a rotation center of the shift lever; and

a sensor mechanism connected to the shift rotation shaft while being positioned on a straight line extending in a longitudinal direction of the shift rotation shaft to detect rotation of the shift lever in the shift direction.

2. The shift lever apparatus for a vehicle according to claim 1, wherein:

the shift rotary shaft is coupled to the shift lever housing so as to be axially rotatable relative to the shift lever housing,

the sensor mechanism is an assembly of a rotating element assembled to the shift rotating shaft and a stationary element fixedly coupled to the shift lever housing.

3. The shift lever apparatus for a vehicle according to claim 2, wherein:

the rotating member includes a rotating plate which is convexly and concavely assembled to one end of the shift rotating shaft, and a permanent magnet which is coupled to one surface of the rotating plate;

the fixing element includes a sensor housing fixedly coupled to the shift lever housing while the rotation plate is rotatably assembled to the sensor housing, and a printed circuit board fixedly coupled to the sensor housing to face the permanent magnet.

4. The shift lever apparatus for a vehicle according to claim 3, wherein:

the permanent magnet is located on a straight line extending in an axial direction of the shift rotating shaft;

a hall sensor of a printed circuit board for detecting a change in magnetic flux according to a change in position of the permanent magnet is located at the center of the permanent magnet.

5. The shift lever apparatus for a vehicle according to claim 3, wherein:

the shift rotating shaft has a concave assembly groove formed at one end thereof;

the rotation plate has a convex assembly protrusion protruding from one surface thereof to the outside of the sensor housing;

the shift rotation shaft and the rotation plate are coupled and assembled with each other by coupling the assembly protrusion to the assembly groove.

6. The shift lever apparatus for a vehicle according to claim 5, wherein:

the assembly groove has a linear shape extending in a direction perpendicular to a length of the shift rotating shaft;

the assembling protrusion has a linear shape corresponding to the assembling groove;

the assembly of the assembly protrusion and the assembly groove enables vertical tolerance of the shift rotation shaft to be absorbed.

7. The shift lever device for the vehicle according to claim 6, wherein in a state in which the assembly protrusion is inserted into the assembly recess, there is a gap between an end of the assembly protrusion and an inner surface of the assembly recess, which allows a longitudinal tolerance of the shift rotation shaft to be absorbed.

8. The shift lever device for the vehicle according to claim 6, wherein both right and left surfaces of the assembly recess and both right and left surfaces of the assembly protrusion are pressed against each other without a gap in a state in which the assembly recess and the assembly protrusion are assembled with each other.

9. The shift lever apparatus for a vehicle according to claim 5, wherein:

the shift rotary shaft is made of steel for ensuring strength and rigidity;

the rotating plate with the assembly protrusion is made of plastic so as not to affect the strength of the magnet.

10. The shift lever apparatus for a vehicle of claim 1, further comprising:

a pivotable member coupled to the shift lever and mounted in a shift lever housing, the shift rotation shaft passing through the pivotable member in a left-right direction;

a fixing pin coupled to the shift rotating shaft in forward and backward directions through the pivotable member;

a connecting rod coupled to the pivotable member so as to be positioned on a straight line extending in a longitudinal direction of the shift rotation shaft at a position opposite to the sensor mechanism; and

a selector lever connected to the connecting rod and rotatably mounted about a selector shaft coupled to a shift lever housing, wherein:

a shift rotating shaft passing through the pivotable member is coupled to the shift lever housing so as to be axially rotatable relative to the shift lever housing;

when the shift lever is operated in the shifting direction, the pivotable member and the shift rotation shaft rotate together in the shifting direction without rotating the select lever;

when the shift lever is operated in the selection direction, only the pivotable member is rotated in the selection direction about the fixed pin without rotating the shift rotation shaft.

11. A shift lever apparatus for a vehicle, comprising:

a shift rotation shaft that rotates together with the shift lever when the shift lever is operated in a shifting direction while the shift rotation shaft serves as a rotation center of the shift lever;

a permanent magnet that rotates together with the shift rotating shaft while being positioned on a straight line extending in a longitudinal direction of the shift rotating shaft; and

a printed circuit board fixedly installed while facing the permanent magnet, wherein:

the printed circuit board detecting a change in magnetic flux according to a change in position of a permanent magnet during rotation of the shift rotating shaft to output a signal to a clutch controller;

the clutch controller controls operation of the clutch actuator to engage and disengage the clutch based on the output signal sent from the printed circuit board.

Technical Field

The present invention relates to a shift lever device for a vehicle, and more particularly, to a shift lever device for use in a vehicle, which is equipped with an electronic clutch device.

Background

Unlike conventional mechanical transmission systems, an electronic Shift (SBW) system, which is an electronic transmission system, has no mechanical connection structure such as a cable between the transmission and a shift lever (shift lever, button, or dial). The electronic shift system is a system for electronically executing shift control such that when a signal generated when a shift lever is operated is sent to a Transmission Control Unit (TCU), a transmission actuator applies or blocks hydraulic pressure to a hydraulic circuit for each shift range based on an electronic signal commanded from the TCU.

An SBW-based electronic transmission system is used with an electronic clutch device. The electronic clutch device is a device for electronically performing clutch control such that when a signal generated when a shift lever is operated is transmitted to a clutch controller, a clutch actuator is operated based on an electronic signal commanded from the clutch controller to disengage or engage a clutch.

Therefore, in order to accurately control the intermittency of the clutch in a vehicle equipped with an electronic clutch device, a sensor capable of accurately detecting the operation of the shift lever in the shifting direction is required.

However, since the conventional shift lever has a structure in which the shift lever is mounted to rotate in the shifting direction and the selecting direction of one ball hinge, the amounts of rotation in the shifting direction in the first range and the second range, in the third range and the fourth range, and in the fifth range and the sixth range are different from each other. Therefore, the output values from the sensors in the first and second ranges, in the third and fourth ranges, and in the fifth and sixth ranges are different from each other, resulting in deterioration of the accuracy of the intermittent control of the clutch.

In addition, a conventional sensor for detecting rotation of the shift lever in the shifting direction is a contact sensor connected to the shift lever. Such a touch sensor has a disadvantage of generating operation noise, and particularly, deterioration of operation feeling.

The above is intended only to aid in understanding the background of the invention and is not intended to mean that the invention falls within the scope of the prior art which is known to those skilled in the art.

Disclosure of Invention

Accordingly, the present invention has been made keeping in mind the above problems occurring in the related art, and the present invention is intended to propose a shift lever device for a vehicle, which does not affect a select lever during a shift operation and does not affect the shift lever during the select operation, detects rotation of the shift lever in a shift direction using a change in position of a magnet located on a straight line and a shift rotating shaft, so that it is possible to achieve the same all sensed output values in first and second ranges, in third and fourth ranges, and in fifth and sixth ranges, and accurately recognize signals related to clutch operation to further improve the accuracy of clutch intermittent control.

In addition, the present invention is directed to propose a shift lever device for a vehicle capable of detecting rotation of a shift lever in a shifting direction using a non-contact sensor, so that it is possible to improve a shift operation feeling and eliminate generation of operation noise.

According to one aspect of the present invention, a shift lever apparatus for a vehicle includes: a shift rotation shaft that rotates together with the shift lever while serving as a rotation center of the shift lever when the shift lever is operated in a shifting direction; and a sensor mechanism connected to the shift rotation shaft while being positioned on a straight line extending in a longitudinal direction of the shift rotation shaft to detect rotation of the shift lever in the shift direction.

The shift rotary shaft may be coupled to the shift lever housing so as to be axially rotatable relative to the shift lever housing, and the sensor mechanism may be an assembly of a rotary element assembled to the shift rotary shaft and a stationary element fixedly coupled to the shift lever housing.

The rotating member may include a rotating plate assembled to one end of the shift rotating shaft in a convex-concave manner, and a permanent magnet coupled to one surface of the rotating plate; the fixing element may include a sensor housing fixedly coupled to the shift lever housing while the rotation plate is rotatably assembled to the sensor housing, and a PCB fixedly coupled to the sensor housing to face the permanent magnet.

The permanent magnet may be located on a straight line extending in an axial direction of the shift rotating shaft; a hall sensor of a PCB for detecting a change in magnetic flux according to a change in position of the permanent magnet may be located at the center of the permanent magnet.

The shift rotating shaft may have a concave assembly groove formed at one end thereof; the rotation plate may have a convex assembly protrusion protruding from one surface thereof to the outside of the sensor housing; the shift rotating shaft and the rotating plate may be coupled and assembled with each other by coupling the assembly protrusion to the assembly groove.

The assembly groove may have a linear shape extending in a direction perpendicular to a length of the shift rotating shaft, and the assembly protrusion may have a linear shape corresponding to the assembly groove; the assembly of the assembly protrusion and the assembly groove may enable vertical tolerances of the shift rotation shaft to be absorbed.

In a state where the assembly protrusion is inserted into the assembly groove, there may be a gap between an end of the assembly protrusion and an inner surface of the assembly groove, which allows a longitudinal tolerance of the shift rotating shaft to be absorbed.

Both right and left surfaces of the assembly groove and both right and left surfaces of the assembly protrusion may be pressed against each other without a gap in a state where the assembly groove and the assembly protrusion are assembled with each other.

The shift rotating shaft may be made of steel for ensuring strength and rigidity; the rotating plate with the assembly protrusion may be made of plastic so as not to affect the strength of the magnet.

The shift lever arrangement may further comprise: a pivotable member coupled to the shift lever and mounted in the shift lever housing, the shift rotation shaft passing through the pivotable member in a left-right direction; a fixing pin coupled to the shift rotating shaft in forward and backward directions through a pivotable member; a connecting rod coupled to the pivotable member so as to be positioned on a straight line extending in a longitudinal direction of the shift rotation shaft at a position opposite to the sensor mechanism; and a select lever connected to the connecting rod and rotatably mounted about a select shaft coupled to the shift lever housing. A shift rotating shaft passing through the pivotable member may be coupled to the shift lever housing so as to be axially rotatable with respect to the shift lever housing; when the shift lever is operated in the shifting direction, the pivotable member and the shift rotation shaft may rotate together in the shifting direction without the selection lever rotating; when the shift lever is operated in the selection direction, only the pivotable member may be rotated in the selection direction about the fixed pin without rotating the shift rotation shaft.

According to another aspect of the present invention, a shift lever apparatus for a vehicle includes: a shift rotation shaft that rotates together with the shift lever while serving as a rotation center of the shift lever when the shift lever is operated in a shifting direction; a permanent magnet that rotates together with the shift rotating shaft while being positioned on a straight line extending in a longitudinal direction of the shift rotating shaft; and a PCB fixedly installed while facing the permanent magnet, wherein the PCB detects a change in magnetic flux according to a change in position of the permanent magnet during rotation of the shift rotating shaft to output a signal to the clutch controller; the clutch controller controls operation of the clutch actuator to engage and disengage the clutch based on the output signal sent from the PCB.

As is apparent from the above description, in the shift lever device for a vehicle according to the present invention, the permanent magnet is configured to rotate together with the shift lever at the axial center of the shift rotating shaft during a shifting operation, and the PCB having the hall sensor is located at a position facing the center of the permanent magnet. Therefore, it may be achieved that all the rotation amounts in the shift direction are the same in the first and second ranges, in the third and fourth ranges, and in the fifth and sixth ranges, so that all the sensed output values may be the same in the first and second ranges, in the third and fourth ranges, and in the fifth and sixth ranges. As a result, the signal relating to the clutch operation can be accurately recognized, thereby further improving the accuracy of the intermittent control of the clutch.

In addition, the present invention provides a non-contact sensor to detect rotation of a shift lever in a shifting direction using a permanent magnet and a PCB, which is advantageous in that a shifting operation feeling can be significantly improved compared to a contact sensor, and in particular, an operation noise generated in the contact sensor can be eliminated.

In addition, since the shift rotating shaft and the rotating plate having the permanent magnet (the permanent magnet is coupled to the rotating plate) are assembled with each other by the linear assembly groove and the assembly protrusion, vertical and longitudinal tolerances of the shift rotating shaft can be absorbed during assembly of the shift rotating shaft and the sensor mechanism. In particular, since the gap between the components is minimized by the assembly of the assembly groove and the assembly protrusion, it is possible to further improve the power transmission efficiency and improve the sensing accuracy.

Drawings

The above and other objects, features and advantages of the present invention will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

fig. 1 is a perspective view illustrating a shift lever device for a vehicle according to the present invention;

fig. 2 is a view showing a state in which the lever housing of fig. 1 is removed;

fig. 3 is a view showing a state in which the sensor mechanism and the select lever of fig. 2 are separated from each other;

fig. 4 is a perspective view as seen from the left side of fig. 3;

FIG. 5 is an exploded perspective view showing a sensor mechanism according to the present invention;

FIG. 6 is an exploded view showing a shift rotation shaft and sensor mechanism according to the present invention;

fig. 7 is a view for explaining a coupling structure of a shift rotating shaft and a sensor mechanism according to the present invention.

Detailed Description

A shift lever device for a vehicle according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

As shown in fig. 1 to 7, a shift lever apparatus for a vehicle according to the present invention includes: a shift lever housing 10 and a shift lever 20; the shift lever housing 10 is fixedly mounted to the side of the driver seat; the gear shift lever 20 is operated in a selection and shifting direction for shifting by the driver.

The shift lever 20 is coupled to the shift lever housing 10 so as to be rotatable in a selecting and shifting direction relative thereto by operation of a driver. In order to electronically execute the shift control, a shift signal generated when the shift lever 20 is rotated is sent to a Transmission Control Unit (TCU), and a transmission actuator operates based on an electronic signal commanded from the TCU to apply or block hydraulic pressure to the hydraulic circuit in each shift range.

A handle 21 is coupled to an upper portion of the shift lever 20 and a pivotable member 30 is coupled to a lower portion of the shift lever 20 for shifting and selecting rotation of the shift lever 20. The pivotable member 30 is positioned in the shift lever housing 10.

The shift lever 20 and the pivotable member 30 are integrally coupled to each other such that the pivotable member 30 rotates with the rotation of the shift lever 20, and the shift rotation shaft 40 is coupled in the left-right direction (selection direction) through the shift lever housing 10 and the pivotable member 30.

The shift rotating shaft 40 is coupled to the shift lever housing 10 so as to be axially rotatable with respect to the shift lever housing 10, and the fixed pin 50 is coupled to the shift rotating shaft 40 in forward and backward directions (shifting directions) through the pivotable member 30.

The pivotable member 30 and the fixing pin 50 are relatively rotatable such that the fixing pin 50 serves as a rotation center when the pivotable member 30 is rotated in the selection direction, and the fixing pin 50 and the shift rotation shaft 40 are integrally coupled to each other.

The shift rotating shaft 40 has a pin hole 41, and the pin hole 41 is formed to be coupled with the fixing pin 50.

Therefore, when the driver grips the grip 21 and operates the shift lever 20 in the shifting direction, the shift lever 20, the pivotable member 30, the fixed pin 50 and the shift rotation shaft 40 rotate in an integrated manner with respect to the shift lever housing 10 in the shifting direction.

Alternatively, when the driver grips the grip 21 and operates the shift lever 20 in the selection direction, only the pivotable member 30 rotates about the fixed pin 50 in the selection direction, in which case the shift rotation shaft 40 does not rotate in the shifting and selection directions.

The pivotable member 30 has an L-shaped projection 31 formed at one side thereof, which projects laterally and then extends downward. A spherical connecting rod 61 is coupled to the protrusion 31, and the select lever 60 is connected to a ball of the connecting rod 61. The select lever 60 is rotatably coupled to the shift lever housing 10 about a select shaft 62.

The connecting rod 61 protrudes along a straight line L1 extending in the longitudinal direction of the shift rotating shaft 40 while being located on a straight line L1, which enables the select lever 60 to operate more smoothly when the pivotable member 30 rotates in the select direction.

With this structure, the embodiment of the present invention provides a double hinge structure including a first hinge structure and a second hinge structure; in the first hinge structure, the shift rotating shaft 40 including the pivotable member 30 rotates in the shifting direction relative to the shift lever housing 10 during a shifting operation of the shift lever 20; in the second hinge structure, during a selecting operation of the shift lever 20, the pivotable member 30 rotates about the fixed pin 50 in a selecting direction.

That is, a double hinge structure is provided in which the shift rotation shaft 40 is the first hinge as the center of rotation during the shift operation, and the fixing pin 50 is the second hinge as the center of rotation during the select operation. In such a double hinge structure, when the shift lever 20 is operated in the shifting direction, the select lever 60 does not rotate and the pivotable member 30 and the shift rotation shaft 40 rotate together in the shifting direction, whereas when the shift lever 20 is operated in the selecting direction, the shift rotation shaft 40 does not rotate and only the pivotable member 30 rotates in the selecting direction about the fixed pin 50.

Therefore, the present invention is configured such that the selection operation and the shift operation are realized independently of each other without linkage. With this structure, the selection operation and the shift operation can be more accurately performed, so that the intermittent control and the shift control of the clutch can be more accurately performed.

The shift lever device according to the present invention includes a shift rotating shaft 40 and a sensor mechanism 70; when the shift lever 20 is operated in the shifting direction, the shift rotation shaft 40 rotates together with the shift lever 20 while serving as a rotation center of the shift lever 20; the sensor mechanism 70 is connected to the shift rotating shaft 40 while being positioned on a straight line L1 extending in the longitudinal direction of the shift rotating shaft 40 to detect the rotation of the shift lever 20 in the shifting direction.

The sensor mechanism 70 is located on a straight line L1 at a position opposite to the connecting rod 61, and is electrically connected to a power source such as a battery through a wire W1.

The shift rotating shaft 40 is coupled to the shift lever housing 10 so as to be axially rotatable with respect to the shift lever housing 10 after passing through the pivotable member 30 and the shift lever housing 10 in the left-right direction (selecting direction).

The sensor mechanism 70 is an assembly of a rotating element 71 assembled to the shift rotating shaft 40 and a fixing element 72 fixedly coupled to the shift lever housing 10.

The rotating member 71 includes a rotating plate 73 that is assembled to one end of the shift rotating shaft 40 in a convex-concave manner and a permanent magnet 74 that is coupled to one surface of the rotating plate 73.

The fixing member 72 includes a sensor housing 75 and a Printed Circuit Board (PCB) 76; the sensor housing 75 is fixedly coupled to the shift lever housing 10 while the rotation plate 73 is rotatably assembled to the sensor housing 75; the Printed Circuit Board (PCB)76 is fixedly coupled to the sensor housing 75 so as to face the permanent magnet 74.

The sensor housing 75 is configured such that two components are manufactured for ease of assembly as well as to each other.

The shift rotation shaft 40 has a concave assembly groove 42 formed at one end thereof, and the rotation plate 73 has a convex assembly protrusion 77 protruding from one surface thereof to the outside of the sensor housing 75. By coupling the assembly protrusion 77 to the assembly groove 42, the shift rotation shaft 40 and the rotation plate 73 are connected and assembled to each other.

When the driver grips the grip 21 and rotates the shift lever 20 in the shifting direction, the shift rotating shaft 40 including the pivotable member 30 is rotated in the shifting direction with respect to the shift lever housing 10, with the result that the rotating shaft 73 assembled to the shift rotating shaft 40 and the permanent magnet 74 coupled to the rotating plate 73 are rotated together.

The clutch control is electronically performed such that the rotating permanent magnet 74 changes the direction of the magnetic flux due to the change in the positions of its N-pole (negative pole) and S-pole (positive pole), the PCB76 detects the change in the magnetic flux using the hall sensor 78 and then transmits a signal to the clutch controller 81, and the clutch controller 81 controls the operation of the clutch actuator 82 to disengage and engage the clutch 90 based on an output signal sent from the PCB 76.

Since the clutch 90 of the vehicle includes the same components as those of the related art, such as a flywheel 91 connected to the crankshaft 1, a clutch plate 92, a pressure plate 93, a clutch spring 94, a release lever 95, a release bearing 96, a release fork 97, and the like, detailed description thereof will be omitted.

The present invention is characterized in that the permanent magnet 74 is located on a straight line L1 extending in the axial direction of the shift rotating shaft 40, and the hall sensor 78 of the PCB76 for detecting a change in magnetic flux according to a change in the position of the permanent magnet 74 is located at the center of the permanent magnet 74.

When the permanent magnet 74 is located at the axial center of the shift rotating shaft 40 and the hall sensor 78 is located at the center of the permanent magnet 74, it can be achieved by the shift operation that all the rotation amounts during the rotation of the permanent magnet 74 are the same in the first range and the second range, in the third range and the fourth range, and in the fifth range and the sixth range in the shift direction, so that all the sensed output values can be the same in the first range and the second range, in the third range and the fourth range, and in the fifth range and the sixth range. As a result, the signal relating to the clutch operation can be accurately recognized, thereby further improving the accuracy of the intermittent control of the clutch.

In addition, the present invention provides a non-contact sensor for detecting rotation of the shift lever 20 in the shifting direction using the permanent magnet 74 and the PCB76, which is advantageous in that the shifting operation feeling can be significantly improved as compared with a contact sensor, and in particular, the operation noise generated in the contact sensor can be eliminated.

The assembly groove 42 formed in the shift rotation shaft 40 has a linear shape extending in a direction perpendicular to the length of the shift rotation shaft 40, and the assembly protrusion 77 formed in the rotation plate 73 has a linear shape corresponding to the assembly groove 42. Therefore, the shift rotating shaft 40 and the sensor mechanism 70 are advantageous in that they can absorb the vertical tolerance of the shift rotating shaft 40 by assembling the linear assembling protrusion 77 and the assembling groove 42 (see an arrow M1 in fig. 6).

In addition, as shown in fig. 7, in a state where the assembly protrusion 77 is inserted into the assembly groove 42, a gap G1 exists between an end of the assembly protrusion 77 and the inner surface 42a of the assembly groove 42. Therefore, the shift rotating shaft 40 and the sensor mechanism 70 are advantageous in that they can absorb the longitudinal tolerance of the shift rotating shaft 40 (see arrow M2 in fig. 7).

In addition, as shown in fig. 7, both right and left surfaces 42b of the assembly groove 42 and both right and left surfaces 77a of the assembly protrusion 77 are pressed against each other without a gap in a state where the assembly groove 42 and the assembly protrusion 77 are assembled with each other. Therefore, the power transmission efficiency can be further improved.

According to the present invention, the shift rotation shaft 40 is preferably made of steel to secure strength and rigidity, and the rotation plate 73 including the assembly protrusion 77 is preferably made of plastic so as not to affect the strength of the permanent magnet 74. However, the present invention is not limited thereto.

Although the present invention has been described as an embodiment in which the assembly groove 42 is formed at the shift rotation shaft 40 and the assembly protrusion 77 is formed at the rotation plate 73, the assembly protrusion may be formed at the shift rotation shaft 40 and the assembly groove may be formed at the rotation plate 73.

However, considering that the shift rotating shaft 40 is made of steel to ensure strength and rigidity, forming the assembly protrusion on the shift rotating shaft 40 may affect the strength of the magnet because the assembly protrusion made of steel is located close to the permanent magnet 74, in which case it may be difficult to accurately control the intermittence of the clutch. Therefore, in order to prevent such a problem, it is more preferable to form the assembly groove 42 in the shift rotating shaft 40 and the assembly protrusion 77 on the rotating plate 73 in the present invention.

In addition, by forming the groove in the shift rotating shaft 40 made of steel, it is possible to significantly reduce the processing cost and significantly reduce the processing time, as compared to forming the protrusion thereon.

As described above, the permanent magnet 74 is configured to rotate together with the shift lever 20 at the axial center of the shift rotating shaft 40 during a shift operation, and the PCB76 having the hall sensor 78 is located at a position facing the center of the permanent magnet 74. Therefore, it may be achieved that all the rotation amounts in the shift direction are the same in the first and second ranges, in the third and fourth ranges, and in the fifth and sixth ranges, so that all the sensed output values may be the same in the first and second ranges, in the third and fourth ranges, and in the fifth and sixth ranges. As a result, the signal relating to the clutch operation can be accurately recognized, thereby further improving the accuracy of the intermittent control of the clutch.

In addition, the present invention provides a non-contact sensor that detects rotation of the shift lever 20 in the shifting direction using the permanent magnet 74 and the PCB76, which is advantageous in that the shift operation feeling can be significantly improved compared to a contact sensor, and in particular, the operation noise generated in the contact sensor can be eliminated.

In addition, since the shift rotation shaft 40 and the rotation plate 73 (the rotation plate 73 has the permanent magnet 74 coupled thereto) are assembled with each other by the linear assembly groove 42 and the assembly protrusion 77, vertical and longitudinal tolerances of the shift rotation shaft 40 can be absorbed during assembly of the shift rotation shaft 40 and the sensor mechanism 70. In particular, since the gap between the components is minimized by the assembly of the assembly groove 42 and the assembly protrusion 77, it is possible to further improve the power transmission efficiency and improve the sensing accuracy.

Although the preferred embodiments of the present invention have been disclosed for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and deletions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.