Huai gear switch structure

Abstract

The utility model relates to the technical field of vehicle electronic gear shifters, and discloses a gear-shifting switch structure which comprises a gear-shifting assembly, a shell and a magnet, the gear-shifting assembly is rotatably installed on the shell, one end of the gear-shifting assembly is located in the shell, and the end, located outside the shell, of the gear-shifting assembly rotates to drive the end, located in the shell, of the gear-shifting assembly to rotate in the same direction; the magnet is installed at the end, located in the shell, of the gear shifting assembly, and the end, located in the shell, of the gear shifting assembly rotates to drive the magnet to move. A circuit board and three Hall assemblies, wherein the circuit board is installed in the shell and located below the magnet; the three Hall assemblies are respectively arranged on the circuit board and are respectively and electrically connected with an automobile electronic control system; the Hall assemblies are distributed at equal intervals in the moving direction of the magnet and can sense magnetic field changes when the magnet moves. The one-dimensional rotation of the gear shifting assembly drives the magnet to move, the design of a mechanical structure and a magnetic circuit system is simplified, and the manufacturing cost and the assembling difficulty are reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle electronic shift levers, in particular to a steering column shift switch structure. Background Art

[0002] In the field of steering column shift switches, with the continuous progress of automotive electronic technology, the requirements for shifting accuracy, user experience, and system reliability are increasing day by day. Traditional mechanical shifting systems have gradually been replaced by electronic control systems. Among them, Hall sensors are mostly used in automotive shifting control systems. 3D Hall devices have become the choice of most developers because they can accurately capture the angular and positional changes of magnets in three-dimensional space to achieve shifting purposes and improve the accuracy and smoothness of mechanical shifting.

[0003] However, to ensure that the magnet can rotate freely in three-dimensional space and accurately transmit angular information, a precise mechanical structure and magnetic circuit system need to be designed, resulting in a relatively complex structural design when 3D Hall devices are applied to the field of steering column shift switches. This not only increases the manufacturing cost but also makes the assembly and debugging process of the entire shifting mechanism cumbersome.

[0004] Secondly, compared with traditional sensors, 3D Hall detection circuits need to integrate more functions and algorithms to accurately capture complex movements in three-dimensional space, which leads to an increase in cost and is not suitable for most mid-range and low-end models or cost-sensitive application scenarios.

[0005] Furthermore, 3D Hall devices often detect angular changes through SPI (Serial Peripheral Interface) or AD (Analog-to-Digital Conversion). These two communication methods require additional hardware support and complex software algorithms to achieve data acquisition, processing, and transmission. Once a software or hardware failure occurs, it may lead to inaccurate angle detection or system failure, affecting driving safety and user experience.

[0006] In summary, although 3D Hall devices theoretically provide a high-precision and high-sensitivity angle detection solution for steering column shift switches, they face defects such as complex structural design and high cost in practical applications. Therefore, finding a simpler, more economical, reliable, and easy-to-implement shifting detection technology has become an urgent problem to be solved in the field of steering column shift switches. Summary of the Utility Model

[0007] The purpose of the utility model is to provide a steering column shift switch structure to solve the problems of complex structure and high cost of existing 3D Hall shift switches.

[0008] To achieve the above purpose, the technical solution adopted by the utility model is as follows:

[0009] A steering column-mounted shift switch structure, comprising: a shift component, a housing, and a magnet. The shift component is rotatably mounted on the housing, and one end of the shift component is located inside the housing. When the end of the shift component located outside the housing rotates, it can drive the end of the shift component located inside the housing to rotate in the same direction. The magnet is mounted at the end of the shift component located inside the housing, and when the end of the shift component located inside the housing rotates, it can drive the magnet to move. A circuit board and three Hall components. The circuit board is mounted inside the housing and is located below the magnet. The three Hall components are respectively mounted on the circuit board, and each Hall component is electrically connected to the vehicle electronic control system. The Hall components are equidistantly distributed along the moving direction of the magnet, and each Hall component can sense the change in the magnetic field when the magnet moves.

[0010] According to the above technical means, compared with the method of using 3D Hall devices to detect the three-dimensional rotation of the magnet, the present utility model only drives the magnet to move through the one-dimensional rotation of the shift component, thereby simplifying the design of the mechanical structure and the magnetic circuit system, reducing the manufacturing cost and the assembly difficulty. Each Hall component can independently sense the change in the magnetic field when the magnet moves, and reflects the gear state through the change in its output voltage. The three Hall components are equidistantly distributed along the moving direction of the magnet, ensuring that at least one or more Hall components' induction signals change significantly in different gears, so as to accurately distinguish five different gear states and improve the accuracy and reliability of shifting.

[0011] The present utility model identifies the gear by combining the output voltages of the three Hall components, avoiding the complex communication and data processing processes. The vehicle electronic control system only needs to simply read the output states of the three Hall components and can determine the current gear through the preset logical judgment, greatly simplifying the software design and debugging work.

[0012] In the present utility model, the gear is judged by combining the output signals of multiple Hall components, which can increase the fault tolerance and anti-interference ability of the system. Even if the output of a certain Hall component is interfered, the vehicle electronic control system may still correctly judge the gear state through the outputs of other components.

[0013] Further, the magnetic field direction of the magnet is perpendicular to the moving direction of the magnet.

[0014] According to the above technical means, the present utility model can more accurately identify the current position of the magnet by precisely measuring the change in the magnetic field intensity, so as to determine the shifting state of the vehicle. Specifically, since the magnetic field direction is perpendicular to the moving direction, the Hall components can more stably receive the change in the magnetic field intensity during the movement of the magnet, which helps to improve the accuracy of shift detection and reduce the possibility of misjudgment and missed judgment.

[0015] Further, each of the Hall components includes a first Hall sensor and a second Hall sensor, and both the first Hall sensor and the second Hall sensor are unipolar Hall sensors.

[0016] According to the above technical means, since the unipolar Hall sensor has a clear switching state (such as high level or low level), this characteristic enables the first Hall sensor and the second Hall sensor to output clear signals when detecting the position of the magnet. When the magnet approaches or moves away from the sensor, the sensor will quickly switch from one state to another, so as to achieve an accurate judgment of the shift state. At the same time, the present utility model uses two unipolar Hall sensors, which can increase the redundancy of the system. If one of the sensors fails or is interfered, the other sensor can still work normally, thereby ensuring the accuracy and reliability of shift detection, and can also judge whether the operation of the Hall component fails according to the output signals of the two unipolar Hall sensors.

[0017] Further, the first Hall sensor and the second Hall sensor have opposite polarities, and the first Hall sensor and the second Hall sensor are distributed along the magnetic field direction of the magnet, so that the first Hall sensor and the second Hall sensor can respectively sense two magnetic poles of the magnet.

[0018] According to the above technical means, since the polarities of the two Hall sensors are opposite, they can respectively sense two different magnetic poles of the magnet, thus will produce opposite responses to the change of magnetic field intensity and output different signals. Furthermore, this two-point detection method is more accurate than single-point detection and reduces the possibility of misjudgment.

[0019] Further, the shift component includes a magnet connecting piece, a rotating connecting piece and a shift lever. The rotating connecting piece is rotatably installed in the housing; the magnet connecting piece is located in the housing, the magnet connecting piece is connected to the rotating connecting piece, and the magnet is installed on the magnet connecting piece; the shift lever is connected to the rotating connecting piece, and at least a part of the shift lever is located outside the housing. The rotation of the part of the shift lever located outside the housing can drive the rotating connecting piece to rotate, so that the magnet on the magnet connecting piece moves.

[0020] According to the above technical means, in the present utility model, by designing the shift lever part outside the housing, the user can directly operate the shift lever to achieve the shifting function. The direct connection between the shift lever and the rotating connecting piece ensures the directness and efficiency of power transmission. The rotation of the shift lever can be quickly and accurately transmitted to the rotating connecting piece, thereby driving the movement of the magnet connecting piece and the magnet, realizing a rapid response to shifting. The ingenious integration of the magnet connecting piece, the rotating connecting piece and the shift lever inside or outside the housing makes the entire shifting assembly structure compact, occupying less space, which is beneficial to the miniaturization and lightweight design of the vehicle or equipment.

[0021] Further, the housing includes a first cover body, a second cover body and a main body. The first cover body and the second cover body are respectively installed on the main body to form a cavity for accommodating the magnet connecting piece, the rotating connecting piece and a part of the shift lever.

[0022] According to the above technical means, by splitting the housing into three parts: the first cover body, the second cover body and the main body, the present utility model can greatly simplify the assembly and disassembly process. The modular design enables each component to be manufactured and tested separately and then combined together during final assembly, improving production efficiency and product quality. When it is necessary to maintain or repair the inside of the shifting assembly, the first cover body or the second cover body can be simply opened without disassembling the entire housing, enabling faster access to the components that need to be maintained, reducing the maintenance difficulty and time cost.

[0023] Further, an installation hole is formed on the first cover body, a rotating shaft is formed on the rotating connecting piece, and the rotating shaft is installed in the installation hole and can rotate in the installation hole so that the rotating connecting piece is rotatably installed on the first cover body.

[0024] According to the above technical means, the design of the installation hole enables the rotating connecting piece to be directly installed on the first cover body without additional installation brackets or complex transmission mechanisms, thereby simplifying the overall structure and improving the integration degree.

[0025] Further, the shifting assembly further includes a gear position pin, the gear position pin is connected to the shift lever, and the gear position pin is installed in the cavity; a path block is provided on the main body, a path groove is formed on the path block, the gear position pin abuts against the path groove, and the gear position pin can move along the path groove.

[0026] According to the above technical means, the path groove provides a clear trajectory for the movement of the gear position pin, ensuring precise positioning during the shifting process. The gear position pin can move smoothly and stably along the path groove, avoiding shifting jams or misoperations caused by shaking or deviation during the shifting process. At the same time, the integrated design of the path block and the main body makes the structure more compact, saving space.

[0027] Further, five gear slots are formed in the path slot, and the gear slots are evenly distributed along the length direction of the path slot, so that the gear pin can switch between the gear slots when moving along the path slot.

[0028] According to the above technical means, the utility model designs five gear slots, making the gear division in the shifting process clearer. The stay of the gear pin in each gear slot represents a specific gear position. The clear gear division reduces the possibility of misoperation in the shifting process. The driver can more easily confirm the current gear according to the position and feeling of the gear slot, avoiding shifting errors caused by unclear gears.

[0029] Further, the shifting assembly further includes a spring. The gear pin is connected to the shift lever through the spring, and the spring can be compressed or released when the gear pin switches between the gear slots.

[0030] According to the above technical means, when the driver operates the shift lever to switch gears, the compression and release of the spring will provide clear tactile feedback to help the driver clearly perceive whether the gear pin has successfully entered or left a certain gear slot. When the gear pin moves from one gear slot to another, the elastic force of the spring will be gradually released or compressed, thereby reducing the impact and jerks during the shifting process. At the same time, the presence of the spring makes the positioning of the gear pin in the gear slot more stable. Even when the vehicle encounters bumps or vibrations during driving, the spring can provide a certain buffering and stabilizing effect to prevent the gear from accidentally falling off or changing. The compression and release process of the spring helps to achieve smooth shifting.

[0031] The beneficial effects achieved by the utility model are as follows:

[0032] 1. The utility model only drives the magnet to move through the one-dimensional rotation of the shifting assembly, thereby simplifying the design of the mechanical structure and the magnetic circuit system, reducing the manufacturing cost and the assembly difficulty. Each Hall component can independently sense the change of the magnetic field when the magnet moves, and reflects the gear state through the change of its output voltage. The three Hall components are evenly distributed at equal intervals along the moving direction of the magnet, ensuring that at least one or more Hall components' induction signals change significantly in different gears, so as to accurately distinguish five different gear states, improving the accuracy and reliability of shifting.

[0033] 2. The utility model identifies the gear by combining the output voltages of the three Hall components, avoiding complex communication and data processing processes. The automotive electronic control system only needs to simply read the output states of the three Hall components and can determine the current gear through preset logical judgment, greatly simplifying the software design and debugging work.

[0034] 3. In the present utility model, the gear position is judged by combining the output signals of multiple Hall components, which can increase the fault tolerance and anti-interference ability of the system. Even if the output of a certain Hall component is interfered, the automotive electronic control system may still correctly judge the gear position state through the outputs of other components. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is an exploded schematic view of the overall structure of the present utility model;

[0036] Figure 2 is a schematic view of the circuit board structure of the present utility model;

[0037] Figure 3 is a schematic view of the magnet and Hall component structure of the present utility model;

[0038] Figure 4 is a schematic view of the first position structure of the magnet and Hall component during the gear shifting process of the present utility model;

[0039] Figure 5 is a schematic view of the second position structure of the magnet and Hall component during the gear shifting process of the present utility model;

[0040] Figure 6 is a schematic view of the third position structure of the magnet and Hall component during the gear shifting process of the present utility model;

[0041] Figure 7 is a schematic view of the housing structure of the present utility model;

[0042] Figure 8 is an exploded schematic view of the gear shifting component and circuit board structure of the present utility model;

[0043] Figure 9 is a side view of the gear shifting component and circuit board structure of the present utility model;

[0044] Figure 10 is a sectional view of the gear shifting component and circuit board structure of the present utility model;

[0045] Figure 11 is a schematic view of the first cover body structure of the present utility model;

[0046] Figure 12 is a schematic view of the path block structure of the present utility model.

[0047] Among them, 1 - gear shifting component, 11 - magnet connecting piece, 12 - rotating connecting piece, 121 - rotating shaft, 13 - gear shifting lever, 14 - gear position pin, 15 - spring;

[0048] 2 - housing, 21 - first cover body, 211 - mounting hole, 22 - second cover body, 23 - main body, 24 - path block, 241 - path groove, 242 - gear position groove;

[0049] 3 - Magnet

[0050] 4 - Circuit board

[0051] 5 - Hall component, 51 - First Hall sensor, 52 - Second Hall sensor

[0052] The accompanying drawings are only for illustrative purposes and should not be construed as limiting the present patent; for better illustrating this embodiment, some components in the drawings are omitted, enlarged or reduced, which do not represent the dimensions of the actual product; for those skilled in the art, it is understandable that some well - known structures and their descriptions in the drawings may be omitted; the same or similar reference numerals correspond to the same or similar components; the terms describing the positional relationship in the drawings are only for illustrative purposes and should not be construed as limiting the present patent. Detailed implementation manners

[0053] It should be noted that, without conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other. The detailed descriptions in the specific embodiments should be understood as the explanatory illustration of the purpose of the present application and should not be regarded as an improper limitation of the present application.

[0054] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the following will further describe the specific technical solutions of the present application in detail with reference to the accompanying drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not used to limit the scope of the present application.

[0055] In the embodiments of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the embodiments of the present application, unless otherwise stated, the meaning of "a plurality" is two or more.

[0056] In the embodiments of the present application, unless otherwise clearly defined and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral one; it can be directly connected or indirectly connected through an intermediate medium.

[0057] In the embodiments of the present application, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0058] The technical solutions of this embodiment will be described in detail with reference to the specific drawings below.

[0059] As Figure 1 shown, a steering column-mounted gearshift switch structure includes: a shift assembly 1, a housing 2, and a magnet 3. The shift assembly 1 is rotatably mounted on the housing 2, and one end of the shift assembly 1 is located inside the housing 2. When the end of the shift assembly 1 located outside the housing 2 rotates, it can drive the end of the shift assembly 1 located inside the housing 2 to rotate in the same direction. The magnet 3 is mounted at the end of the shift assembly 1 located inside the housing 2, and when the end of the shift assembly 1 located inside the housing 2 rotates, it can drive the magnet 3 to move. A circuit board 4 and three Hall components 5 are provided. The circuit board 4 is mounted inside the housing 2 and is located below the magnet 3. The three Hall components 5 are respectively mounted on the circuit board 4, and each Hall component 5 is electrically connected to the vehicle electronic control system. The Hall components 5 are equidistantly distributed along the moving direction of the magnet 3, and each Hall component 5 can sense the magnetic field change when the magnet 3 moves.

[0060] In this embodiment, as Figure 4 shown, the initial position of the magnet 3 is above the middle Hall component 5. The middle Hall component 5 can sense the magnetic field of the magnet 3, while the Hall components 5 on both sides are not within the magnetic field range of the magnet 3. This initial state is the N gear (neutral gear).

[0061] When the driver operates the end of the shift assembly 1 located outside the housing 2 to rotate, it is transmitted to the end located inside the housing 2, causing the end inside the housing 2 to rotate in the same direction. As the end of the shift assembly 1 located inside the housing 2 rotates, the magnet 3 also moves accordingly (the moving direction of the magnet 3 depends on the rotation direction of the shift assembly 1).

[0062] If the magnet 3 moves to one side, gradually approaches the Hall component 5 on that side, and leaves the original middle Hall component 5, as Figure 5As shown, until the magnet 3 is located between the two Hall components 5, such that the Hall component 5 on this side and the middle Hall component 5 are both within the magnetic field range of the magnet 3. The automotive electronic control system determines the corresponding gear based on the combination of the output voltages received from each Hall component 5 (for example, if the magnet 3 moves towards the left Hall component and is located between the middle Hall component 5 and the left Hall component 5, it may indicate that the ACC / TJA gear is selected; if it moves towards the right, it may indicate that the R1 gear is selected, i.e., the reverse gear).

[0063] As Figure 6 shown, if the magnet 3 continues to move towards one side, and the magnetic field range of the magnet 3 completely covers the Hall component 5 on this side, and at the same time, the originally middle Hall component 5 will no longer sense the magnetic field due to the departure of the magnet 3, it indicates that another gear is selected (for example, if the magnet 3 moves towards the left, it may indicate that the D gear is selected, i.e., the forward gear; if it moves towards the right, it may indicate that the R2 gear is selected).

[0064] When the driver stops rotating the shift component 1, the magnet 3 stays above the current corresponding one or two Hall components 5, maintaining a stable magnetic field state until the next shift operation starts.

[0065] Compared with the method of using 3D Hall devices to detect the three-dimensional rotation of the magnet, in this embodiment, only the one-dimensional rotation of the shift component 1 drives the magnet 3 to move, thereby simplifying the design of the mechanical structure and the magnetic circuit system, reducing the manufacturing cost and the assembly difficulty. Each Hall component 5 can independently sense the change in the magnetic field when the magnet 3 moves, and reflects the gear state through the change in its output voltage. The three Hall components 5 are evenly distributed at equal distances along the moving direction of the magnet 3, ensuring that at least one or more Hall components 5 have obvious changes in the sensing signals in different gears, so as to accurately distinguish five different gear states and improve the accuracy and reliability of shifting.

[0066] In this embodiment, the gear is identified by the combination of the output voltages of the three Hall components 5, avoiding the complex communication and data processing processes. The automotive electronic control system only needs to simply read the output states of the three Hall components 5, and can determine the current gear through the preset logical judgment, greatly simplifying the software design and debugging work.

[0067] In this embodiment, by combining the output signals of multiple Hall components 5 to judge the gear, the fault tolerance and anti-interference ability of the system can be increased. Even if the output of a certain Hall component 5 is interfered, the automotive electronic control system may still correctly judge the gear state through the outputs of other components.

[0068] As Figures 3 - 6 shown, the magnetic field direction of the magnet 3 is perpendicular to the moving direction of the magnet 3.

[0069] In this embodiment, by precisely measuring the change in magnetic field intensity, the system can more accurately identify the current position of the magnet 3, thereby determining the shift state of the vehicle. Specifically, since the magnetic field direction is perpendicular to the moving direction, the Hall component 5 can more stably receive the change in magnetic field intensity during the movement of the magnet 3, which helps to improve the accuracy of shift detection and reduce the possibility of misjudgment and missed judgment.

[0070] As Figures 1 - 6 and Figure 10 shown, each Hall component 5 includes a first Hall sensor 51 and a second Hall sensor 52, and both the first Hall sensor 51 and the second Hall sensor 52 are unipolar Hall sensors.

[0071] Since the unipolar Hall sensor has a clear switching state (such as high level or low level), this characteristic enables the first Hall sensor 51 and the second Hall sensor 52 to output clear signals when detecting the position of the magnet 3. When the magnet 3 approaches or moves away from the sensor, the sensor will quickly switch from one state to another, thereby achieving an accurate judgment of the shift state. At the same time, using two unipolar Hall sensors in this embodiment can increase the redundancy of the system. If one of the sensors fails or is interfered with, the other sensor can still work normally, thereby ensuring the accuracy and reliability of shift detection, and can also judge whether the operation of the Hall component 5 fails according to the output signals of the two unipolar Hall sensors.

[0072] As Figures 4 - 6 shown, the first Hall sensor 51 and the second Hall sensor 52 have opposite polarities, and the first Hall sensor 51 and the second Hall sensor 52 are distributed along the magnetic field direction of the magnet 3, so that the first Hall sensor 51 and the second Hall sensor 52 can respectively sense two magnetic poles of the magnet 3.

[0073] Since the two Hall sensors have opposite polarities, they can respectively sense two different magnetic poles of the magnet 3, thus generating opposite responses to the change in magnetic field intensity and outputting different signals. Furthermore, this double-point detection method is more accurate than single-point detection and reduces the possibility of misjudgment.

[0074] In this embodiment, the first Hall sensor 51 is sensitive to the N pole of the magnet 3. When the first Hall sensor 51 senses the N pole of the magnet 3, it outputs a low level (represented as 0), otherwise, it outputs a high level (represented as 1); the second Hall sensor 52 is sensitive to the S pole of the magnet 3. When the second Hall sensor 52 senses the S pole of the magnet 3, it outputs a low level (represented as 0), otherwise, it outputs a high level (represented as 1). For example, as Figure 4 shown, the output level sequence numbers of three Hall components 5 are: 110011. As Figure 5 shown, the output level sequence numbers of three Hall components 5 are: 000011. AsFigure 6 As shown, the output levels of the three Hall components 5 are numbered: 001111.

[0075] As Figure 1 , Figures 8 - 10 shown, the shift component 1 includes a magnet connector 11, a rotating connector 12, and a shift lever 13. The rotating connector 12 is rotatably mounted within the housing 2. The magnet connector 11 is located within the housing 2, and the magnet connector 11 is connected to the rotating connector 12. The magnet 3 is mounted on the magnet connector 11. The shift lever 13 is connected to the rotating connector 12, and at least a portion of the shift lever 13 is located outside the housing 2. The rotation of the portion of the shift lever 13 located outside the housing 2 can drive the rotation of the rotating connector 12, causing the magnet 3 on the magnet connector 11 to move.

[0076] In this embodiment, by designing a portion of the shift lever 13 outside the housing 2, the user can directly operate the shift lever 13 to achieve the shifting function. The direct connection between the shift lever 13 and the rotating connector 12 ensures the directness and efficiency of power transmission. The rotation of the shift lever 13 can be quickly and accurately transmitted to the rotating connector 12, thereby driving the movement of the magnet connector 11 and the magnet 3, achieving a rapid response to shifting. The magnet connector 11, the rotating connector 12, and the shift lever 13 are ingeniously integrated inside or outside the housing 2, making the entire shift component structure compact and occupying little space, which is beneficial to the miniaturization and lightweight design of the vehicle or equipment.

[0077] As Figure 7 shown, the housing 2 includes a first cover 21, a second cover 22, and a body 23. The first cover 21 and the second cover 22 are respectively mounted on the body 23 to form a cavity for accommodating the magnet connector 11, the rotating connector 12, and a portion of the shift lever 13.

[0078] In this embodiment, by splitting the housing 2 into three parts: the first cover 21, the second cover 22, and the body 23, the assembly and disassembly process can be greatly simplified. The modular design allows each component to be manufactured and tested separately and then combined during final assembly, improving production efficiency and product quality. When internal maintenance or repair of the shift component 1 is required, the first cover 21 or the second cover 22 can be simply opened without disassembling the entire housing, providing faster access to the components that need maintenance and reducing maintenance difficulty and time costs.

[0079] In this embodiment, preferably, a sealing design is adopted between the first cover 21, the second cover 22 and the body 23 to ensure that the cavity inside the housing 2 has good sealing performance, prevent dust, moisture and other external impurities from entering, and protect the internal components from damage. By reasonably designing the connection method and material selection between the first cover 21, the second cover 22 and the body 23, it can be ensured that the housing 2 as a whole has a high structural strength to resist external impact and vibration, and ensure that the housing 2 can remain stable during the gear shifting process without deformation or damage.

[0080] In this embodiment, Figure 7 As shown, a partition layer is formed on the body 23, so that the first cover 21 and the body 23 can form a first cavity, the body 23 and the second cover 22 can form a second cavity, the rotating connector 12 and part of the shift lever 13 are located in the first cavity, the magnetic connector 11 and the circuit board are located in the second cavity, and the magnetic connector 11 passes through the partition layer and is connected to the rotating connector 12. The layout of the partition layer in this embodiment allows the mechanical components responsible for mechanical transmission and shifting operations and the electronic components responsible for transmission and control of electronic signals to work independently, avoiding interference and conflict between them.

[0081] like Figure 11 As shown, a mounting hole 211 is formed on the first cover body 21 , and a rotating shaft 121 is formed on the rotating connecting member 12 . The rotating shaft 121 is mounted on the mounting hole 211 and can rotate in the mounting hole 211 , so that the rotating connecting member 12 is rotatably mounted on the first cover body 21 .

[0082] The design of the mounting hole 211 enables the rotating connector 12 to be directly mounted on the first cover 21 without the need for an additional mounting bracket or a complicated transmission mechanism, thereby simplifying the overall structure and improving integration.

[0083] like Figure 12 As shown, the shift assembly 1 also includes a shift pin 14, which is connected to the shift rod 13 and installed in the cavity; a path block 24 is provided on the body 23, and a path groove 241 is formed on the path block 24, the shift pin 14 abuts against the path groove 241, and the shift pin 14 can move along the path groove 241.

[0084] The path groove 241 provides a clear track for the movement of the shift pin 14, ensuring accurate positioning during the shifting process. The shift pin 14 can move smoothly and stably along the path groove 241, avoiding poor shifting or erroneous operation caused by shaking or deviation during the shifting process. At the same time, the integrated design of the path block 24 and the body 23 makes the structure more compact and saves space.

[0085] like Figure 12As shown, five gear slots 242 are formed in the path slot 241, and the gear slots 242 are evenly distributed along the length direction of the path slot 241, so that when the gear pin 14 moves along the path slot 241, it can switch between the gear slots 242.

[0086] In this embodiment, by designing five gear slots 242, the gear division during the gear shifting process becomes more distinct. The stay of the gear pin 14 in each gear slot 242 represents a specific gear position. The distinct gear division reduces the possibility of misoperation during the gear shifting process. The driver can more easily confirm the current gear according to the position and feel of the gear slot 242, avoiding gear shifting errors caused by unclear gears.

[0087] As Figure 1 and Figure 8 shown, the gear shifting assembly 1 further includes a spring 15. The gear pin 14 is connected to the gear shifting lever 13 through the spring 15, and the spring 15 can be compressed or released when the gear pin 14 switches between the gear slots 242.

[0088] When the driver operates the gear shifting lever 13 to switch gears, the compression and release of the spring 15 will provide a distinct tactile feedback to help the driver clearly perceive whether the gear pin 14 has successfully entered or left a certain gear slot 242. When the gear pin 14 moves from one gear slot 242 to another, the elastic force of the spring will be gradually released or compressed, thus reducing the impact and jerks during the gear shifting process. At the same time, the presence of the spring 15 makes the positioning of the gear pin 14 in the gear slot 242 more stable. Even when the vehicle encounters bumps or vibrations during driving, the spring can provide a certain buffering and stabilizing effect to prevent the gear from accidentally falling off or changing. The compression and release process of the spring 15 helps to achieve smooth gear shifting.

[0089] The serial numbers of the embodiments of the present application above are only for description and do not represent the advantages or disadvantages of the embodiments. The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application accordingly. Any equivalent structure or equivalent process transformation made by using the description and drawings of the present application, or directly or indirectly applied to other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A hand-gear switch structure, characterized in that: include: A gear shift assembly (1), a housing (2) and a magnet (3), wherein the gear shift assembly (1) is rotatably mounted on the housing (2), and one end of the gear shift assembly (1) is located inside the housing (2), and the rotation of the end of the gear shift assembly (1) located outside the housing (2) can drive the end of the gear shift assembly (1) located inside the housing (2) to rotate in the same direction; the magnet (3) is mounted on the end of the gear shift assembly (1) located inside the housing (2), and the rotation of the end of the gear shift assembly (1) located inside the housing (2) can drive the magnet (3) to move; A circuit board (4) and three Hall components (5), wherein the circuit board (4) is mounted in the housing (2) and is located below the magnet (3); the three Hall components (5) are respectively mounted on the circuit board (4), and each Hall component (5) is respectively electrically connected to an automotive electronic control system; each Hall component (5) is equidistantly distributed along the moving direction of the magnet (3), and each Hall component (5) is capable of sensing a change in the magnetic field when the magnet (3) moves.

2. The hand-gear switch structure according to claim 1, characterized in that: The magnetic field direction of the magnet (3) is perpendicular to the moving direction of the magnet (3).

3. The hand-gear switch structure according to claim 2, characterized in that: Each of the Hall components (5) comprises a first Hall sensor (51) and a second Hall sensor (52), and both the first Hall sensor (51) and the second Hall sensor (52) are unipolar Hall sensors.

4. The hand-gear switch structure according to claim 3, characterized in that: The first Hall sensor (51) and the second Hall sensor (52) have opposite polarities, and the first Hall sensor (51) and the second Hall sensor (52) are distributed along the magnetic field direction of the magnet (3), so that the first Hall sensor (51) and the second Hall sensor (52) can respectively sense the two magnetic poles of the magnet (3).

5. The hand-gear switch structure according to claim 1, characterized in that: The shift assembly (1) comprises a magnet connector (11), a rotating connector (12) and a shift lever (13), wherein the rotating connector (12) is rotatably mounted in the housing (2); the magnet connector (11) is located in the housing (2), the magnet connector (11) is connected to the rotating connector (12), and the magnet (3) is mounted on the magnet connector (11); the shift lever (13) is connected to the rotating connector (12), and at least a portion of the shift lever (13) is located outside the housing (2), and the rotation of the portion of the shift lever (13) located outside the housing (2) can drive the rotating connector (12) to rotate, so as to move the magnet (3) on the magnet connector (11).

6. The hand-gear switch structure according to claim 5, characterized in that: The housing (2) comprises a first cover (21), a second cover (22) and a body (23), wherein the first cover (21) and the second cover (22) are respectively mounted on the body (23) to form a cavity, wherein the cavity is used to accommodate the magnetic connector (11), the rotating connector (12) and a portion of the shift lever (13).

7. The hand-gear switch structure according to claim 6, characterized in that: A mounting hole (211) is formed on the first cover body (21), and a rotating shaft (121) is formed on the rotating connecting member (12). The rotating shaft (121) is mounted on the mounting hole (211) and is rotatable in the mounting hole (211), so that the rotating connecting member (12) is rotatably mounted on the first cover body (21).

8. The hand-gear switch structure according to claim 6, characterized in that: The shift assembly (1) further comprises a shift pin (14), the shift pin (14) being connected to the shift lever (13) and being installed in the cavity; a path block (24) is provided on the body (23), a path groove (241) is formed on the path block (24), the shift pin (14) is in contact with the path groove (241), and the shift pin (14) can move along the path groove (241).

9. The hand-gear switch structure according to claim 8, characterized in that: Five shift slots (242) are formed in the path slot (241), and the shift slots (242) are evenly distributed along the length direction of the path slot (241), so that the shift pin (14) can switch between the shift slots (242) when moving along the path slot (241).

10. The hand-gear switch structure according to claim 9, characterized in that: The shift assembly (1) further comprises a spring (15), the shift pin (14) being connected to the shift lever (13) via the spring (15), and the shift pin (14) being able to compress or release the spring when switching between the shift slots (242).

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