阅读说明：本技术 手动换档杆系统 (Manual shift lever system ) 是由 金珍宝 金荣根 于 2019-06-18 设计创作，主要内容包括：可以提供一种手动换档杆系统,其包括：换档杆,其包括杆和形成在杆上的止动件；换档锁定单元,其限制杆的运动；以及控制单元,通过比较车辆的速度和临界速度,当车辆的速度大于预定档位的临界速度时,通过将换档锁定单元定位在预定档位的换档路径上,来限制杆在预定档位的换档方向上的运动。换档锁定单元包括：至少一个换档锁定凸轮部分,其包括主凸轮,在其操作过程中与换档杆的止动件接合、设置在主凸轮附近的副凸轮、用作主凸轮和副凸轮的旋转轴的轴、以及连接主凸轮和副凸轮的弹簧；永磁体,其与换档锁定凸轮部分连接；以及电磁体,其设置在永磁体附近,并设置成具有与永磁体相反的极性配置。(A manual shift lever system may be provided, comprising: a shift lever including a lever and a stopper formed on the lever; a shift lock unit that restricts movement of the lever; and a control unit that restricts movement of the lever in a shifting direction of the predetermined gear by positioning the shift lock unit on a shifting path of the predetermined gear when a speed of the vehicle is greater than a threshold speed of the predetermined gear by comparing the speed of the vehicle with the threshold speed. The shift lock unit includes: at least one shift-lock cam portion including a main cam engaged with a stopper of a shift lever during operation thereof, a sub cam disposed near the main cam, a shaft serving as a rotation shaft of the main cam and the sub cam, and a spring connecting the main cam and the sub cam; a permanent magnet connected with the shift lock cam portion; and an electromagnet disposed in the vicinity of the permanent magnet and disposed to have a polarity configuration opposite to that of the permanent magnet.)

1. A manual shift lever system, comprising:

a shift lever including a lever and a stopper formed on the lever;

a shift lock unit that restricts movement of the lever; and

a control unit that restricts movement of the lever in a shift direction of a predetermined gear by positioning the shift lock unit on a shift path of the predetermined gear when a speed of the vehicle is greater than a critical speed of the predetermined gear by comparing the speed of the vehicle with the critical speed;

wherein the shift locking unit includes:

at least one shift-lock cam portion including a main cam that engages a stopper of the shift lever during operation thereof; a secondary cam disposed adjacent to the primary cam; a shaft serving as a rotation shaft of the main cam and the sub cam; and a spring connecting the main cam and the sub cam;

a permanent magnet connected with the shift lock cam portion; and

an electromagnet disposed proximate to the permanent magnet and disposed in an opposite polarity configuration from the permanent magnet.

2. The manual shift lever system of claim 1, wherein a thickness of the secondary cam is less than a thickness of the primary cam.

3. The manual shift lever system of claim 1, wherein the primary cam has a protrusion formed on a side thereof, and wherein the secondary cam has an opening for receiving the protrusion.

4. The manual shift lever system of claim 3,

the shift lock cam portion further includes a spring support on which a spring is wound and which is connected to the sub cam,

and wherein one end of the spring is connected to the protrusion of the main cam and the other end of the spring is wound around a spring supporter connected to the sub cam.

5. The manual shift lever system of claim 1,

the shift lock unit further includes a sensor that senses a position of the main cam,

and wherein the sensor transmits information on the sensed position of the main cam to the control unit.

6. The manual shift lever system of claim 1, wherein the shift lock unit further comprises a housing that seals the electromagnet.

7. The manual shift lever system of claim 6, wherein the shift locking unit further includes a fixing portion for fixing the shaft.

Technical Field

The present invention relates to a manual shift lever system.

Background

The transmission is installed between the clutch and the propeller shaft, and serves to transmit power of the engine to the drive wheels by increasing or decreasing a rotational force of the engine according to a running state of the vehicle.

The engine of the vehicle has a constant rotational direction and the torque generated in the engine is almost constant in an actual rotational speed range, while the running state of the vehicle widely varies, such as starting from a stopped state, running from a low speed to a high speed, particularly, running in reverse, and the like. Therefore, the transmission is used to allow the engine to sufficiently exhibit its performance in response to each running state.

There are various types of transmissions, including manual transmissions, automatic transmissions, semi-automatic transmissions, continuously variable transmissions, and the like.

The manual transmission among the above-described various transmissions changes a shift ratio, reverses a rotation direction, and generates a state in which power is not transmitted, by an operation of a driver. Manual transmissions consume less fuel and have less power loss than automatic transmissions.

The driver shifts himself. Therefore, even if the vehicle is running at a high speed, the driver may intentionally or erroneously shift to a lower gear, such as first gear or second gear. In this case, an overload is added to the manual transmission, and thus, the manual transmission may be damaged. In other words, when the driver who is traveling at high speed shifts to a low gear, such as the first gear or the second gear of the manual transmission, overload occurs. Therefore, when the driver is traveling at high speed, shifting to a lower gear in the manual transmission must be restricted. FIG. 1 illustrates an example of a conventional manual transmission.

Referring to fig. 1, the movement of the shift lever 5 is restricted by the shift lock cam 3. The shift lever 5 is formed with a stopper 19. The solenoid actuator 7 is connected to the shift lock cam 3 through a shaft 17. Since the shaft 17 is exposed to the outside and operated, the shaft 17 cannot be protected from external contamination. Also, in the conventional manual transmission, noise is generated due to the operation of the solenoid actuator 7.

As such, in the conventional manual transmission, since the shaft 17, i.e., the connecting portion of the shift lock cam 3, is exposed to the outside and is operated, the solenoid actuator 7 is easily contaminated by contaminants such as external moisture and the like. Further, noise is generated due to the operation of the solenoid actuator 7.

Disclosure of Invention

One embodiment is a manual shift lever system comprising: a shift lever including a lever and a stopper formed on the lever; a shift lock unit that restricts movement of the lever; and a control unit that restricts movement of the lever in a shifting direction of the predetermined gear by positioning the shift lock unit on a shifting path of the predetermined gear when a speed of the vehicle is greater than a threshold speed of the predetermined gear by comparing the speed of the vehicle with the threshold speed. The shift lock unit includes: at least one shift-lock cam portion including a main cam that engages a stopper of a shift lever during operation thereof; an auxiliary cam disposed adjacent to the main cam; a shaft serving as a rotation shaft of the main cam and the sub cam; and a spring connecting the main cam and the auxiliary cam; a permanent magnet connected with the shift lock cam portion; and an electromagnet disposed adjacent to the permanent magnet and disposed to have an opposite polarity configuration to the permanent magnet.

The thickness of the auxiliary cam is smaller than that of the main cam.

The primary cam has a protrusion formed on a side thereof, and wherein the secondary cam has an opening for receiving the protrusion.

The shift lock cam portion further includes a spring support, the spring being wound around the spring support and the spring support being connected to the sub cam, and one end of the spring being connected to the protrusion of the main cam and the other end of the spring being wound around the spring support connected to the sub cam.

The shift lock unit further includes a sensor that senses a position of the main cam, and the sensor transmits information about the sensed position of the main cam to the control unit.

The shift lock unit further includes a housing that seals the electromagnet.

The shift locking unit further includes a fixing portion for fixing the shaft.

Drawings

FIG. 1 illustrates an example of a conventional manual transmission.

FIG. 2 is a perspective view of a manual shift lever system according to an embodiment of the present invention;

FIG. 3 is a perspective view of the manual shift lever system of FIG. 2 without a portion of its structure;

FIG. 4 is a diagram illustrating a shift pattern of gears of the manual shift lever system of FIG. 2;

FIG. 5A is a view showing the configuration of a manual shift lever system according to an embodiment of the present invention, and FIG. 5B is a view for describing the operation of the manual shift lever system of FIG. 5A;

FIG. 6 is a perspective view of the cam of the shift locking unit;

FIG. 7 shows a view of the internal construction of the shift locking unit; and

fig. 8 is a view for describing the operation of the sub cam of fig. 7.

Detailed Description

Embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the components of the present invention, detailed descriptions of contents that can be clearly understood and easily implemented by those skilled in the art through the prior art will be omitted to avoid making the subject matter of the present invention unclear.

< example >

FIG. 2 is a perspective view of a manual shift lever system according to an embodiment of the present invention. Fig. 3 shows a perspective view of the manual shift lever system of fig. 2 without a portion of its structural construction. Fig. 4 shows a view of the shift pattern of the gears of the manual shift lever system of fig. 2.

Referring to fig. 2 and 3, the manual shift lever system according to the embodiment of the present invention includes a shift lever 100, the shift lever 100 including a lever 110, a shift lock unit 200 restricting movement of the lever 110, and a control unit 400 controlling the shift lock unit 200. In addition, the manual shift lever system may further include an Electronic Control Unit (ECU)410 for controlling the control unit 400.

The lever 110 moves along the shift pattern of the driver. The shift pattern shown in fig. 4 may be engraved or stamped into knob 130 of shift lever 100 shown in fig. 2. The shift pattern corresponds to a plurality of gears.

In this specification, "predetermined gear" means any one of first to n-th gears of a manual transmission (here, n is a natural number greater than 1). Here, n may be determined according to the kind of the manual transmission.

The manual shift lever system according to an embodiment of the present invention may include first to sixth forward gears and one reverse gear (R). The predetermined gear will be described in more detail with reference to fig. 4.

The shift modes may include one select mode 510 and a plurality of shift modes 551, 552, 553, 554, 555, 556, and 55R.

Reverse (R), first, third and fifth gears are disposed above the selected mode 510. Second, fourth, and sixth gears are provided below the selected mode 510. First, third, and fifth gears are symmetrically disposed with respect to the selected mode 510 with respect to second, fourth, and sixth gears, respectively. The neutral position may be set on the selection mode 510 between third and fourth gears.

To shift the lever 110 in the neutral position to the first gear, the lever 110 is moved in the left selection direction along the selection pattern 510 and then moved in the up shift direction along the shift pattern 551 corresponding to the first gear.

For example, in order to shift to a low gear (first gear or second gear) when the vehicle is traveling at a high speed, the lever 110 is located at a high-speed position (any one of fourth gear to sixth gear), requiring that the lever 110 should be moved to a neutral position and moved along the selection pattern 510 in the left selection direction, and then moved along the shift patterns 551 and 552 in the up-shift direction or the down-shift direction.

Thus, the lever 110 should move along a "predetermined path" to shift to a predetermined gear. The "predetermined path" includes at least one "selection path" and at least one "shift path". In this specification, the "selection path" represents a trajectory of the lever 110 moving along the selection pattern 510, and the "shift path" represents a trajectory of the lever 110 moving along any one of the plurality of shift patterns 551, 552, 553, 554, 555, 556, and 55R.

Meanwhile, in this specification, "critical speed" means a speed corresponding to each "predetermined gear". Different critical speeds may be set by the vehicle manufacturer or designer. For example, the critical speed of the first gear may be set to 15km/h, and the critical speed of the second gear may be set to 30 km/h.

Returning to fig. 2 and 3, the control unit 400 compares the speed of the vehicle with the critical speed of the predetermined gear. As a result of the comparison, if the speed of the vehicle is greater than the critical speed, the control unit 400 positions the shift locking unit 200 on the shift path of the predetermined gear, thereby restricting the lever 110 from moving in the shift direction of the predetermined gear.

According to the manual shift lever system of the manual transmission of the embodiment of the present invention, when the speed of the vehicle is greater than the critical speed of the predetermined gear at the time of downshift, it is possible to prevent the downshift and reduce the overload of the manual shift lever system.

Hereinafter, the configuration and operation of the manual shift lever system will be described with reference to fig. 5a and 5 b.

Fig. 5a is a view showing the configuration of a manual shift lever system according to an embodiment of the present invention, and fig. 5b is a view for describing the operation of the manual shift lever system of fig. 5 a.

Referring to fig. 3 and 5a, the shift lever 100 may include a lever 110, a knob 130, a stopper 150, and an insert outer 170.

The lever 110 is used for shift. The lever 110 is movable by the driver along the shift pattern shown in fig. 4.

The knob 130 is disposed on the top of the lever 110. The shift pattern shown in fig. 4 may be formed in the knob 130. Between the knob 130 and the insert outer 170, a stopper 150 is formed on the rod 110. For example, when the driver shifts gears, the stopper 150 may be formed at a position where the lever 110 engages with the shift lock unit 200.

The male member 170 is mounted below the rod 110. The male member 170 has a spherical shape, allowing the male member 170 to be rotated by the operation of the lever 110. The male member 170 is also connected to a selector rod 900.

The shift lock unit 200 can restrict or prevent the movement of the lever 110 in the shifting direction of the predetermined gear position by the control of the control unit 400.

The shift locking unit 200 may be disposed near the shift lever 100. Specifically, the shift lock unit 200 may be disposed below the shift lever 100. In this way, since the shift lock unit 200 is disposed near the shift lever 100, the degree of freedom of space is improved.

When shifting is performed, the lever 110 moves around the insert outer 170 in the left-right selecting direction or the up-down shifting direction.

When the vehicle is running at a high speed, the driver operates the shift lever 100 in the direction of the first or second forward gear, and the movement of the lever 110 may be blocked by the shift lock unit 200.

Referring to fig. 5b, when the shift lever 100 is operated in the direction of the first or second forward speed, the movement of the lever 110 is blocked by the shift lock cam portions 210 and 220 of the shift lock unit 200. In other words, when the lever 110 is moved in the direction of the first or second forward gear, i.e., in the direction "a", the shift lock cam portions 210 and 220 of the shift lock unit 200 are moved in the direction opposite to the shifting direction of the lever 110, i.e., in the direction "b", by the control unit 400. Therefore, the stopper 150 is caught by the contact with the shift locking unit 200, and the movement of the lever 110 in the shifting direction of the first or second gear is restricted.

Here, the stopper 150 is not necessary. That is, the stopper 150 may not be required as long as a portion of the lever 110 can be used as the stopper 150. In this case, the lever 110 is caught by the shift lock unit 200, and thus, the movement of the lever 110 in the shifting direction of the predetermined shift position may be restricted. Specifically, the stopper 150 may be a part of the lever 110 without being mounted on the lever 110.

The male member 170 is mounted below the rod 110. The male member 170 has a spherical shape, allowing the male member 170 to be rotated by the operation of the lever 110.

The shift lock unit 200 can restrict or prevent the movement of the lever 110 in the shifting direction of the predetermined gear position by the control of the control unit 400. The structure of the shift locking unit 200 will be described in detail with reference to fig. 6.

FIG. 6 is a perspective view of the cam of the shift locking unit. Fig. 7 shows a view of the internal construction of the shift locking unit.

Referring to fig. 6 and 7, the shift locking unit 200 includes a plurality of shift locking cam portions 210 and 220. According to another embodiment, the shift locking unit 200 may include a shift locking cam portion.

Referring to fig. 6, each of the plurality of shift lock cam portions 210 and 220 has the same configuration. That is, the shift lock cam portions 210 and 220 include main cams 212, 222, sub-cams 214, 224, and a shaft 230 serving as a rotation shaft of the main cams 212, 222 and the sub-cams 214, 224. The following description will focus on one shift locking cam portion 210 of the shift locking cam portions 210 and 220.

The shift lock cam portion 210 may include a main cam 212, a sub cam 214, and a shaft 230, the shaft 230 being a rotational shaft of the main cam 212 and the sub cam 214. The primary cam 212 and the secondary cam 214 may rotate about an axis 230. The main cam 212 is configured to engage the stopper 150 of the shift lever 100 during operation thereof.

The sub cam 214 is arranged side by side with the main cam 212. The sub cam 214 has a shape similar to that of the main cam 212, and has a thickness smaller than that of the main cam 212.

Further, the shift lock cam portion 210 is configured such that the sub cam 214 is interlocked with the main cam 212. That is, when the main cam 212 moves, the sub cam 214 moves according to the movement of the main cam 212.

To this end, the shift lock cam portion 210 includes a spring 216 and a spring support 218. A spring 216 connects the primary cam 212 and the secondary cam 214. The spring 216 is wound on the spring support 218. The spring supporter 218 is disposed at a lower portion of the sub cam 214 and connected to the sub cam 214. The main cam 212 also has a protrusion 215 formed on a side surface thereof. The secondary cam 214 includes an opening 217 for receiving the protrusion 215 of the primary cam 212.

The main cam 212 and the sub cam 214 are arranged such that the projection 215 of the main cam 212 is received in the opening 217 of the sub cam 214. In order to interlock the sub cam 214 with the movement of the main cam 212, one end of the spring 216 is connected to the protrusion of the main cam 212, and the other end of the spring 216 is wound on the spring supporter 218 connected to the sub cam 214.

The spring support 218 also includes a guide 219 for guiding the spring 216. When the spring 216 connected to the protrusion of the main cam 212 and the spring supporter 218 connected to the sub cam 214 are pulled, the guide 219 is formed to support the spring 216. For example, the guide 219 may be formed to protrude from the sub cam 214 so as to support the spring 216 along a path connecting the main cam 212 and the spring supporter 218.

One end of the spring 216 is connected to a protrusion 215 protruding from a side of the main cam 212, and the other end of the spring 216 is wound around a spring support 218 provided on a lower portion of the sub cam 214. The spring support 218 is mounted on a shaft 230.

When the spring 216 connected to the protrusion of the main cam 212 is pulled by the movement of the main cam 212, the guide 219 supports the spring 216.

Accordingly, the spring 216 connected to the spring supporter 218 is pulled according to the rotation of the main cam 212 to move the sub cam 214. That is, the movement of the main cam 212 is transmitted to the sub cam 214 through the spring 216, and the sub cam 214 moves in the direction in which the main cam 212 moves.

Further, the shift lock unit 200 includes a fixing portion 240 for fixing the shaft 230, a permanent magnet 320 coupled to the shaft 230, an electromagnet 340 disposed adjacent to the permanent magnet 320, and a housing 250 for accommodating the electromagnet 340. Since the housing 250 seals the electromagnet 340, introduction of external contaminants can be prevented.

The electromagnet 340 forms a magnetic field when current flows. Specifically, the permanent magnet 320 is connected to the main cam 212 such that one polarity of the N pole and the S pole is directed toward the housing 250. Further, the electromagnet 340 is magnetized when current flows, and the electromagnet 340 is not magnetized unless current flows. When a current flows through the electromagnet 340, the electromagnet 340 is arranged such that the polarity opposite to the permanent magnet 320 is the same as the polarity arranged toward the housing 250 of the permanent magnet 320. That is, the electromagnet 340 is arranged so as to have a polarity arrangement opposite to that of the permanent magnet 320.

The main cam 212 is actuated by an electromagnet 340. Referring to fig. 7, the control unit 400 compares the speed of the vehicle with a critical speed of a predetermined gear. As a result of the comparison, if the speed of the vehicle is greater than the critical speed, the control unit 400 turns on the power of the electromagnet 340. Then, a current flows through the electromagnet 340. When current flows through the electromagnet, the electromagnet 340 is magnetized. Here, since the polarity of the electromagnet 340 opposite to the permanent magnet 320 is the same as that of the permanent magnet 320 disposed toward the case 250, a repulsive force is generated.

Therefore, when the permanent magnet 320 connected to the main cam 212 is moved by the repulsive force on the electromagnet 340, the shaft 230 connected to the permanent magnet 320 is rotated. Accordingly, the main cam 212 is moved in the "a" direction in fig. 5 by the rotation of the shaft 230 to prevent the shift lever 100 from moving.

Then, when the power of the electromagnet 340 is turned off, no current flows through the electromagnet 340. If the current does not flow through the electromagnet 340, an attractive force is generated on the steel core 342 inside the electromagnet 340 and a repulsive force acting on the magnet 340 disappears. Accordingly, the main cam 212 returns to its original position.

On the other hand, when the main cam 212 moves, the sub cam 214 also moves in the direction in which the main cam 212 moves by the spring 216.

The shift lock unit 200 may also include a sensor. The sensor senses the position of the main cam 212. The sensor transmits information about the sensed position of the main cam 212 to the control unit 400. Based on the position information of the main cam 212, the control unit 400 can determine the state of the shift lock cam portion 210. Specifically, based on the position information of the main cam 212, the control unit 400 can determine whether the shift lock cam portion 210 of the shift lock unit 200 is in the open state or in the locked state, as shown in fig. 5 b.

The sensor may include a hall IC 312. The hall IC 312 senses a change in magnetic force, and thus, may detect a distance between the sensor and the permanent magnet 320 mounted on one end of the main cam 212. The hall IC 312 may be mounted on the PCB 310.

As shown in fig. 1 to 3, when the shift locking unit 200 includes two shift locking cam portions 210 and 220, the respective shift locking cam portions 210 and 220 can be operated independently of each other by the control unit 400.

The sensors may independently sense the shift lock cam portions 210 and 220 and transmit the sensing result to the control unit 400. In this case, two hall ICs 312, which sense the two shift lock cam portions 210 and 220, respectively, may be provided on the PCB310 of the sensor.

The operation of the sub cam will be described with reference to fig. 8. Fig. 8 is a view for describing the operation of the sub cam of fig. 7.

Referring to fig. 7 and 8, the shift-lock cam portions 210 and 220 prevent the lever 110 of the shift lever 100 from moving in the direction of the first or second forward speed.

The shift lock cam portions 210 and 220 have a two-step cam structure for adjusting the backlash. Specifically, when the main cams 212 and 222 of the shift-lock cam portions 210 and 220 are moved by the repulsive force between the permanent magnet 320 and the electromagnet 340, the main cams 212 and 222 are engaged with the stopper 150 of the shift lever 100. Here, there may be a gap between the main cams 212, 222 and the stopper 150. Therefore, when there is a gap between the main cams 212, 222 and the stopper 150, the sub-cams 214, 224 are provided so as to absorb the gap between the main cams 212, 222 and the stopper 150.

More specifically, in order to prevent the lever 110 of the shift lever 100 from moving in the direction of the first or second forward speed, the main cams 212 and 222 are engaged with the stopper 150 of the shift lever 100. Here, the position of the stopper 150 of the shift lever 100 may not be constant. Therefore, the sub-cams 214 and 224 are set to correspond to the range of possible positions of the stopper 150 of the shift lever 100. The sub-cams 214 and 224 are disposed adjacent to the main cams 212, 222 and are disposed opposite to each other.

The sub cams 214 and 224 are interlocked with the movement of the main cams 212 and 222 when the main cams 212 and 222 are operated and returned. The main cams 212, 222 and the sub-cams 214, 224 operate independently when the main cams 212 and 222 engage the stopper 150 of the shift lever 100 and prevent the movement thereof.

The sub cams 214 and 224 are also moved in the direction in which the main cams 212 and 222 are moved by the spring 216. During operation of the secondary cams 214 and 224, the secondary cams 214 and 224 move in the direction of the shift lever 100 to prevent the shift lever 100 from moving.

The control unit 400 controls the shift lock unit 200 by comparing the vehicle speed with a threshold speed of a predetermined gear. Here, information about the vehicle speed may be received from the electronic control unit 410.

The control unit 400 compares the speed of the vehicle with a critical speed of a predetermined gear. As a result of the comparison, if the speed of the vehicle is greater than the critical speed, the control unit 400 positions the shift locking unit 200 on the shift path of the predetermined gear and restricts the lever 110 from moving in the shifting direction of the predetermined gear.