Multifunctional electronic gear shifter and vehicle

Abstract

The invention provides a multifunctional electronic gear shifter and a vehicle, and belongs to the technical field of vehicle parts, and the multifunctional electronic gear shifter comprises a base which is arranged to be of a long and thin structure; the gear shifting rod is rotatably mounted on the base; the two knobs are rotatably mounted at the two side ends of the base in the length direction of the base respectively; the extending direction of the rotating axis of the gear shifting rod and the extending direction of the rotating axis of the rotary knob are both consistent with the length direction of the base. The invention has the beneficial effects that the two knobs are arranged on the two sides of the length direction of the base and the axes of the knobs are parallel, so that when a driver holds the shift lever by hand, fingers can naturally touch the knobs, functional operations such as mode switching can be completed without moving the hand or moving the sight line, real blind operation is realized, and the driver experience is improved. The problem of possible hand-eye separation caused by function increase is effectively solved, attention distraction is avoided, and driving safety and man-machine interaction convenience are improved.

Description

Technical Field

[0001] This invention belongs to the field of automotive parts technology, and relates to a multi-functional electronic gear shifter and a vehicle. Background Technology

[0002] With the rapid development of automotive electronics technology, electronic gear shifters have been widely used in various passenger and commercial vehicles due to their advantages such as easy operation, flexible layout, and high integration with the vehicle's electronic architecture.

[0003] The core function of mainstream electronic gear shifters is mainly limited to basic gear selection. Specifically, the driver operates the gear shift lever to switch between drive (D), reverse (R), and neutral (N). In addition, some gear shift levers integrate a separate button on the top or side of the hand knob, specifically for engaging or disengaging the parking (P) gear. This traditional design approach results in the relatively simple function of existing electronic gear shifters, existing merely as a simple gear selection terminal.

[0004] However, with the popularization of new energy vehicles and the increasing complexity of vehicle driver assistance systems, some mid-to-high-end vehicles have placed higher demands on human-machine interaction. Vehicles often need to have quick access to multiple functions such as multiple driving modes (e.g., Eco, Sport, Snow, Off-road), energy recovery level adjustment, and four-wheel drive system switching.

[0005] Adding these additional functions directly to the existing electronic gear shifter architecture would reduce ease of operation and pose driving safety hazards. Drivers would have to remove their hands from the gear shift lever and shift their gaze to locate the corresponding control components. During vehicle operation, this hand-eye separation not only increases the number of steps and time required but also causes the driver's eyes to be off the road for extended periods, easily distracting them and thus reducing ease of operation and significantly increasing driving safety risks. It would also fail to meet the need for rapid, blind-operation switching modes. Summary of the Invention

[0006] The purpose of this invention is to address the aforementioned problems in the prior art by proposing a multifunctional electronic gear shifter and a vehicle.

[0007] The objective of this invention can be achieved through the following technical solution: A multifunctional electronic gear shifter, comprising: Base, wherein the base is configured as an elongated structure; A gear shift lever, which is rotatably mounted on the base; And two knobs, each of which is rotatably mounted on one side of the base along its length; The rotation axis of the shift lever and the rotation axis of the knob are both aligned with the length direction of the base.

[0008] Preferably, a first circuit board and a rotatable driven rotating component are installed inside the base. A first Hall sensor is provided on the first circuit board, and a first magnetic block is fixedly provided on the driven rotating component. The first magnetic block is located within the detection range of the first Hall sensor. The rotation axis of the driven rotating component extends in a different direction than the rotation axis of the shift lever. The shift lever and the driven rotating component are linked and connected through an intersecting shaft transmission pair. The angular position of the driven rotating component is determined by the angular position of the shift lever.

[0009] Preferably, the driven rotating component is a bevel gear, and a gear block is installed on the portion of the shift lever located inside the base. The gear block meshes with the bevel gear to form the interlocking shaft transmission pair.

[0010] Preferably, the gear block is configured as an arc-shaped curved structure with the rotation axis of the shift lever as the center, and the outer edge surface of the gear block has a plurality of teeth, and the gear block meshes with the bevel gear through the teeth.

[0011] Preferably, a second circuit board is installed inside the base, and the second circuit board is disposed adjacent to one of the knobs away from the first circuit board. The first circuit board extends to a position adjacent to the other knob. Both the first circuit board and the second circuit board are provided with a second Hall sensor. The knob is provided with a mounting base extending into the base. The mounting base is provided with a second magnetic block. The second magnetic blocks of the two knobs are respectively located within the detection range of the two second Hall sensors. The angular position of the knob determines the position of the second magnetic block relative to the second Hall sensor.

[0012] Preferably, the base has a shaft tube portion at both ends in the length direction, the knob is provided with a shaft hole, the knob is sleeved on the shaft tube portion, and the shaft tube portion passes through the shaft hole. An axial limiting pin passes through the shaft hole and the shaft tube portion, one end of the axial limiting pin abuts against the knob and the other end is engaged with the base, and the knob is axially locked to the shaft tube portion by the axial limiting pin.

[0013] Preferably, the base also has bullet heads that can be radially extended and retracted along the shaft tube at both ends in the length direction, and the inner circumferential surface of the knob is provided with a rotation stop block, and the bullet head abuts against the rotation stop block.

[0014] Preferably, the base also includes an arched top cover, and two third circuit boards are provided on the top of the base. The two third circuit boards are respectively located in the area between the shift lever and the two knobs. The arched top cover is connected to the base and covers the top of the base. The arched top cover includes two light-transmitting covers, which are respectively located directly above the two third circuit boards. The third circuit boards are provided with light-emitting elements, and the light-emitting surfaces of the light-emitting elements face the light-transmitting covers.

[0015] Preferably, an inner bracket is installed inside the base, the lower part of the shift lever passes through the top of the base and extends into the inner bracket, and the shift lever is hinged to the inner bracket via a pivot.

[0016] A vehicle includes the aforementioned multi-function electronic gear shifter, and also includes a vehicle body, wherein the multi-function electronic gear shifter is installed within the vehicle body, and the length direction of the multi-function electronic gear shifter base is arranged along the left-right direction of the vehicle body.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: by placing the two knobs on both sides of the base along the length direction and with the axes parallel, the driver's fingers can naturally reach the knobs when holding the gear shift lever, and can complete the operation of functions such as mode switching without moving the hand or shifting the eyes, realizing true blind operation, effectively solving the problem of possible hand-eye separation caused by adding functions, avoiding distraction, and improving driving safety and human-computer interaction convenience. Attached Figure Description

[0018] Figure 1 This is an isometric view of the multifunctional electronic gear shifter of the present invention.

[0019] Figure 2 This is a half-sectional schematic diagram of the multifunctional electronic gear shifter of the present invention.

[0020] Figure 3 This is an exploded view of the structure of the multifunctional electronic gear shifter of the present invention.

[0021] Figure 4 This is a schematic diagram showing the relative positions of the shift lever, bevel gear, and first circuit board of the present invention.

[0022] Figure 5 This is a schematic diagram of the structure of the shift lever of the present invention connected to the bevel gear through an interlaced shaft transmission pair.

[0023] Figure 6 This is a schematic diagram showing the relative positions of the knob and the second Hall sensor of the present invention.

[0024] Figure 7 This is a schematic diagram showing the connection between the knob and the bullet head in this invention.

[0025] In the diagram, 100 is the base; 110 is the bevel gear; 111 is the first magnetic block; 120 is the first circuit board; 121 is the first Hall sensor; 130 is the second circuit board; 131 is the second Hall sensor; 140 is the shaft tube; 150 is the bullet head; 160 is the third circuit board; 170 is the inner support; 171 is the rotating shaft; 200 is the shift lever; 210 is the gear block; 211 is the gear tooth; 300 is the knob; 310 is the mounting base; 311 is the second magnetic block; 320 is the axial limit pin; 330 is the rotating stop block; 400 is the arched top cover; and 410 is the light-transmitting cover. Detailed Implementation

[0026] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0027] like Figures 1 to 3 As shown, a multi-functional electronic gear shifter includes: Base 100, the base 100 is configured as an elongated structure; The shift lever 200 is rotatably mounted on the base 100; And two knobs 300, which are rotatably mounted on both sides of the base 100 in its length direction; The rotation axis of the shift lever 200 and the rotation axis of the knob 300 are both aligned with the length direction of the base 100.

[0028] The base 100 is significantly longer than its width, resulting in a slender structure with a large aspect ratio. The base 100's length is aligned with the vehicle's left-right direction. This slender design matches the driver's operating posture, facilitating better blind operation. When the driver is seated and holding the gearshift lever 200, their palm rests on the knob, allowing their thumb to operate one knob 300 and their little or ring finger to operate the other. The knobs 300 mounted on either side of the base 100 are precisely within the operating range of these corresponding fingers, allowing the driver to operate the knobs 300 without moving their hand. Furthermore, the slender design of the base 100 provides linear internal space, facilitating the laying of circuit boards along its length and allowing for centralized management of the sensors and wiring harnesses of the two knobs 300, reducing wiring complexity.

[0029] The gear shift lever 200 can be rotated relative to the base 100, for example, by pushing or pulling it forward or backward to switch gears. Two knobs 300 are located on the left and right sides of the base 100 extending along its length, respectively; one knob 300 can be used to adjust driving modes, such as cycling through Eco, Sport, Snow, and Off-road modes; the other knob 300 can be used to adjust the energy recovery level or four-wheel drive mode. Preferably, a raised paddle is also provided on the surface of the knob 300, allowing the driver to rotate the knob 300 by pushing the paddle.

[0030] Because the rotation axis of the knob 300 is parallel or coincident with the length direction of the base 100, and the rotation axis of the gear shift lever 200 is parallel or coincident with the length direction of the base 100, an ergonomic operating layout is formed. Utilizing the consistency of the gear shift lever 200 and the knobs 300 on both sides along their spatial axes (both extending along the length direction of the base 100), the gear shifting operation and function adjustment operation are highly unified in spatial logic. The driver can seamlessly switch between multiple complex functions while maintaining the original grip posture.

[0031] By placing the two knobs 300 on both sides of the base 100 along its length and with their axes parallel, the driver's fingers can naturally reach the knobs 300 when holding the gear shift lever 200. This allows for the completion of functions such as mode switching without moving the hand or shifting the gaze, achieving true blind operation. This effectively solves the problem of hand-eye separation that may result from the addition of functions, avoids distraction, and improves driving safety and the convenience of human-computer interaction.

[0032] In one specific embodiment, the multi-functional electronic gear shifter is mainly applied to the center console area of ​​the vehicle. The electronic gear shifter can realize the quick adjustment of vehicle gear switching, driving mode and four-wheel drive mode. Among them, the gear shift lever 200 is responsible for gear switching, one knob 300 is responsible for driving mode adjustment, and another knob 300 is responsible for four-wheel drive mode adjustment.

[0033] Based on the above embodiment, an inner bracket 170 is installed inside the base 100, and the lower part of the shift lever 200 passes through the top of the base 100 and extends into the inner bracket 170. The shift lever 200 is hinged to the inner bracket 170 through a rotating shaft 171.

[0034] The inner bracket 170, as the core load-bearing frame, is fixedly installed in the inner cavity of the base 100 to provide a stable rotation support point for the shift lever 200. The rotating shaft 171 is set along the length direction of the base 100 (i.e., the left-right direction of the vehicle). The middle or lower part of the shift lever 200 (i.e. the part that extends into the base 100 and is close to the inner bracket 170) is provided with a hinge hole that cooperates with the rotating shaft 171, so that the shift lever 200 can rotate relative to the inner bracket 170 and the base 100 around the axis of the rotating shaft 171.

[0035] It should be noted that the inner bracket 170 can be used as a modular component, with the rotating shaft 171, the shift lever 200 limiting structure, etc. pre-assembled, and then installed into the base 100 housing.

[0036] like Figures 1 to 5 As shown, based on the above embodiment, a first circuit board 120 and a rotatable driven rotating component are installed in the base 100. A first Hall sensor 121 is provided on the first circuit board 120, and a first magnetic block 111 is fixedly provided on the driven rotating component. The first magnetic block 111 is located within the detection range of the first Hall sensor 121. The rotation axis of the driven rotating component extends in a different direction than the rotation axis of the shift lever 200. The shift lever 200 and the driven rotating component are linked and connected through an intersecting shaft transmission pair. The angular position of the driven rotating component is determined by the angular position of the shift lever 200.

[0037] The first Hall sensor 121 is used for non-contact detection of angular position signals. When the driven rotating component rotates, the first magnetic block 111 moves accordingly, changing its magnetic field distribution relative to the first Hall sensor 121, thereby causing the first Hall sensor 121 to output a corresponding electrical signal. This electrical signal, after processing, can determine the current gear position (such as R, N, D, etc.) of the shift lever 200. The rotation axis of the shift lever 200 is arranged along the length direction of the base 100 (i.e., the left-right direction of the vehicle), while the rotation axis of the driven rotating component is arranged along the height direction of the base 100. This orthogonal or staggered axis design is mainly to adapt to the narrow spatial layout inside the base 100, flexibly arranging the signal detection module (first circuit board 120 and first Hall sensor 121) in the middle empty area of ​​the base 100, avoiding spatial interference with the sensors and wiring harnesses of the knobs 300 on both sides, thereby achieving high-density integration of internal components.

[0038] To achieve power transmission, the shift lever 200 and the driven rotating component are linked together via an interlocking shaft transmission pair. This interlocking shaft transmission pair can be a worm gear mechanism or a bevel gear 110 mechanism. When the driver operates the shift lever 200 to rotate around its own axis (e.g., by pushing or pulling), the rotational motion of the shift lever 200 is converted into the rotational motion of the driven rotating component around its own axis through this interlocking shaft transmission pair. Due to the meshing characteristics of the transmission pair, the angular position of the driven rotating component is uniquely determined by the angular position of the shift lever 200, and there is a strict correspondence between the two.

[0039] Based on the above embodiment, the driven rotating component is a bevel gear 110, and a gear block 210 is installed on the portion of the shift lever 200 located inside the base 100. The gear block 210 meshes with the bevel gear 110 to form an interleaved shaft transmission pair. When the driver pushes or pulls the shift lever 200, the shift lever 200 drives the gear block 210 to rotate around the rotating shaft 171 (i.e., the rotation axis of the shift lever 200). The gear teeth 211 of the gear block 210 drive the bevel gear 110 to rotate around its own axis, thereby accurately transmitting the shifting action to the bevel gear 110. The first magnetic block 111 is fixedly mounted on the bevel gear 110. When the bevel gear 110 rotates with the shifting operation, the first magnetic block 111 rotates within the detection range of the first Hall sensor 121, causing a change in the magnetic field. The first Hall sensor 121 then outputs a precise voltage signal, which the system uses to deduce the current gear position information.

[0040] Based on the above embodiments, the gear block 210 is configured as an arc-shaped curved structure with the rotation axis of the shift lever 200 as the center. The outer edge surface of the gear block 210 has a number of gear teeth 211, and the gear block 210 meshes with the bevel gear 110 through the gear teeth 211.

[0041] To ensure that the shift lever 200 can drive the bevel gear 110 when rotating around a specific shaft 171, the geometry of the gear block 210 was specially optimized. Specifically, the gear block 210 is not a traditional spur gear or a planar sector gear, but an arc-shaped curved structure with the shaft 171 as the center. When the shift lever 200 swings around the shaft 171, the gear block 210 mounted on the shift lever 200 also moves in an arc trajectory around the shaft 171, and the teeth 211 are arranged according to this arc trajectory. No matter what angle the shift lever 200 is in, the meshing point of the teeth 211 of the arc-shaped gear block 210 and the bevel gear 110 always remains on the theoretical meshing line, ensuring the continuity and stability of the transmission.

[0042] like Figures 1 to 7 As shown, based on the above embodiment, a second circuit board 130 is installed inside the base 100. The second circuit board 130 is arranged adjacent to a knob 300 that is far away from the first circuit board 120. The first circuit board 120 extends to a position adjacent to another knob 300. Both the first circuit board 120 and the second circuit board 130 are provided with a second Hall sensor 131. The knob 300 is provided with a mounting base 310 that extends into the base 100. The mounting base 310 is provided with a second magnetic block 311. The second magnetic blocks 311 of the two knobs 300 are respectively located within the detection range of the two second Hall sensors 131. The angular position of the knob 300 determines the position of the second magnetic block 311 relative to the second Hall sensor 131.

[0043] When the driver turns the external knob 300, the knob 300 causes the mounting base 310 located inside the base 100 to rotate synchronously. Since the second magnetic block 311 is fixed on the mounting base 310, it also moves in a circle around the rotation axis of the knob 300. As the mounting base 310 rotates, the spatial position of the second magnetic block 311 relative to the fixed second Hall sensor 131 changes continuously. The second Hall sensor 131 senses the changes in the magnetic field in real time and outputs corresponding analog voltage signals or digital pulse signals.

[0044] By utilizing an extension of the first circuit board 120 to detect one knob 300, while a separate second circuit board 130 detects the other knob 300, a single complete PCB board and its associated structural support components are eliminated. This reduces the number of components inside the shifter, allowing for a more compact arrangement of wiring harnesses and other electronic components within the slender base 100, maximizing space utilization. Furthermore, by independently positioning the second circuit board 130, responsible for detecting the other knob 300, at the end furthest from the first circuit board 120, the signal detection circuits of the two knobs maintain maximum physical spacing, effectively preventing signal crosstalk that may occur during dual-knob operation.

[0045] like Figures 1 to 3 , Figure 6 , Figure 7 As shown, based on the above embodiment, the base 100 has a shaft tube portion 140 at both ends in the length direction. The knob 300 is provided with a shaft hole. The knob 300 is sleeved on the shaft tube portion 140, and the shaft tube portion 140 passes through the shaft hole. An axial limiting pin 320 passes through the shaft hole and the shaft tube portion 140. One end of the axial limiting pin 320 abuts against the knob 300 and the other end is engaged with the base 100. The knob 300 is axially locked to the shaft tube portion 140 by the axial limiting pin 320.

[0046] During installation, the knob 300 is directly fitted onto the outside of the corresponding shaft tube 140, allowing the shaft tube 140 to pass through the shaft hole of the knob 300. At this time, the inner wall surface of the knob 300 and the outer wall surface of the shaft tube 140 form a tight clearance fit, ensuring that the knob 300 can rotate freely around the shaft tube 140 while limiting the radial runout of the knob 300. To securely restrain the knob 300 on the shaft tube 140 and prevent it from dislodging axially (i.e., along the length of the base 100), an axial limiting pin 320 is also installed. One end of the axial limiting pin 320 abuts against the outward-facing surface of the knob 300, and the other end of the axial limiting pin 320 forms a secure engagement with the base 100, thereby rigidly locking the knob 300 and the shaft tube 140 axially.

[0047] This structural design facilitates automated assembly. On the production line, simply insert the knob 300 into the shaft tube 140, align the holes, and then insert the axial limiting pin 320 from a single direction to complete the locking. The locking structure is fully integrated into the internal space of the shaft tube 140 and the knob 300, without occupying any additional space outside the base 100.

[0048] Preferably, the base 100 also has bullet heads 150 that can be radially extended and retracted along the shaft tube portion 140 at both ends in the length direction, and the inner circumferential surface of the knob 300 is provided with a rotation stop block 330, and the bullet head 150 abuts against the rotation stop block 330.

[0049] To provide the knob 300 with a clear tactile feedback and prevent it from spinning freely due to vehicle vibrations, a spring-loaded engagement and positioning mechanism is integrated between the base 100 and the knob 300. Specifically, the bullet-shaped knob 150 is configured to extend and retract radially along the shaft tube 140. In its natural state, spring force pushes the tip of the bullet-shaped knob 150 outward. The rotary gear selector block 330 is not a continuous circular surface, but is designed with several circumferentially distributed convex peaks or concave troughs according to functional requirements (such as three-speed, five-speed). When the driver does not operate the knob 300, the bullet-shaped knob 150 is engaged in the groove (trough) of the rotary gear selector block 330 under the action of the spring, generating a locking force to keep the knob 300 stably in the current gear position. When the driver moves the knob 300, sufficient torque needs to be applied to overcome the spring force. At this time, the bullet-shaped knob 150 is squeezed by the inclined surface of the rotary gear selector block 330, retracting radially inward (compressing the spring) and sliding over the peaks. When the bullet head 150 slides over the crest and enters the next groove, the spring releases energy to eject the bullet head 150 outward again, producing a distinct tactile feedback. This mechanical feedback intuitively informs the driver that the gear position of the knob 300 has been successfully switched. Even when operating blindly without taking their eyes off the road, the driver can accurately judge whether the mode has been successfully switched and the current gear position by feel.

[0050] like Figures 1 to 3 As shown, based on the above embodiment, it also includes an arched top cover 400. The top of the base 100 is provided with two third circuit boards 160. The two third circuit boards 160 are respectively located in the area between the shift lever 200 and the two knobs 300. The arched top cover 400 is connected to the base 100 and covers the top of the base 100. The arched top cover 400 includes two light-transmitting covers 410. The two light-transmitting covers 410 are respectively located directly above the two third circuit boards 160. The third circuit boards 160 are provided with light-emitting elements, and the light-emitting surface of the light-emitting elements faces the light-transmitting covers 410.

[0051] The main body of the translucent cover 410 is made of an opaque material (such as dark semi-transparent plastic or a transparent material coated with a light-shielding layer), with translucent markings only opened or retained in specific areas. These markings can be gear position symbols, driving mode icons, or characters representing functional meanings. When the light-emitting element is not lit, the markings are hidden in a dark background and are either invisible or only faintly visible; when the light-emitting element is lit, light penetrates the marking area, making the specific icon or symbol clearly emerge and glow.

[0052] like Figures 1 to 7 As shown, based on the above embodiments, a vehicle includes a multi-function electronic gear shifter and a vehicle body. The multi-function electronic gear shifter is installed inside the vehicle body, and the length direction of the multi-function electronic gear shifter base 100 is arranged along the left and right directions of the vehicle body.

[0053] The slender main body of the gear shifter extends laterally, rather than longitudinally as is traditionally the front-to-back design. Since the base 100 is positioned along the left-to-right direction of the vehicle, the driver's hand naturally grips the shift lever 200 and base 100 laterally during operation. At this time, the driver's palm rests against the ball, with the thumb naturally pointing to one side of the vehicle (e.g., the left side) and the little finger or ring finger naturally pointing to the other side (e.g., the right side). The knob 300 on the left side of the base 100 (corresponding to the left side of the vehicle) is conveniently located within the driver's thumb's operating range, allowing for easy adjustment of the driving mode (e.g., Eco / Sport mode). The knob 300 on the right side of the base 100 (corresponding to the right side of the vehicle) is conveniently located within the operating range of the driver's little finger or ring finger, allowing for easy adjustment of the energy recovery level or four-wheel drive system. The shift lever 200, located in the middle, is responsible for pushing and pulling to shift gears.

[0054] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0055] Furthermore, in this invention, descriptions involving terms such as "first," "second," and "a" are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0056] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0057] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

Claims

1. A multi-functional electronic gear shifter, characterized in that, include: A base (100), wherein the base (100) is configured as an elongated structure; A shift lever (200) is rotatably mounted on the base (100); And two knobs (300), the two knobs (300) being rotatably mounted on both ends of the base (100) in its length direction; The rotation axis of the shift lever (200) and the rotation axis of the knob (300) extend in the same direction as the length of the base (100).

2. The multi-functional electronic gear shifter as described in claim 1, characterized in that: The base (100) is equipped with a first circuit board (120) and a rotatable driven rotating component. A first Hall sensor (121) is provided on the first circuit board (120). A first magnetic block (111) is fixedly provided on the driven rotating component. The first magnetic block (111) is located within the detection range of the first Hall sensor (121). The rotation axis of the driven rotating component extends in a direction inconsistent with the rotation axis of the shift lever (200). The shift lever (200) and the driven rotating component are linked and connected through an intersecting shaft transmission pair. The angular position of the driven rotating component is determined by the angular position of the shift lever (200).

3. A multi-functional electronic gear shifter as described in claim 2, characterized in that: The driven rotating component is a bevel gear (110), and a gear block (210) is installed on the portion of the shift lever (200) located inside the base (100). The gear block (210) meshes with the bevel gear (110) to form the interlocking shaft transmission pair.

4. A multi-functional electronic gear shifter as described in claim 3, characterized in that: The gear block (210) is configured as an arc-shaped curved structure with the rotation axis of the shift lever (200) as the center. The outer edge of the gear block (210) has a number of gear teeth (211). The gear block (210) meshes with the bevel gear (110) through the gear teeth (211).

5. A multi-functional electronic gear shifter as described in claim 2, characterized in that: A second circuit board (130) is installed inside the base (100). The second circuit board (130) is disposed adjacent to a knob (300) away from the first circuit board (120). The first circuit board (120) extends to a position adjacent to the other knob (300). Both the first circuit board (120) and the second circuit board (130) are provided with a second Hall sensor (131). The knob (300) is provided with a mounting base (310) extending into the base (100). The mounting base (310) is provided with a second magnetic block (311). The second magnetic blocks (311) of the two knobs (300) are respectively located within the detection range of the two second Hall sensors (131). The angular position of the knob (300) determines the position of the second magnetic block (311) relative to the second Hall sensor (131).

6. A multi-functional electronic gear shifter as described in claim 1, characterized in that: The base (100) has a shaft tube (140) at both ends along its length. The knob (300) is provided with a shaft hole. The knob (300) is sleeved on the shaft tube (140) and the shaft tube (140) passes through the shaft hole. An axial limiting pin (320) passes through the shaft hole and the shaft tube (140). One end of the axial limiting pin (320) abuts against the knob (300) and the other end is engaged with the base (100). The knob (300) is axially locked to the shaft tube (140) by the axial limiting pin (320).

7. A multi-functional electronic gear shifter as described in claim 6, characterized in that: The base (100) also has bullet heads (150) that can be radially extended and retracted along the shaft tube (140) at both ends in the length direction. The inner circumferential surface of the knob (300) is provided with a rotating stop block (330), and the bullet head (150) abuts against the rotating stop block (330).

8. A multi-functional electronic gear shifter as described in claim 1, characterized in that: It also includes an arched top cover (400), on the top of the base (100) are provided two third circuit boards (160), the two third circuit boards (160) are respectively located in the area between the shift lever (200) and the two knobs (300), the arched top cover (400) is connected to the base (100) and covers the top of the base (100), the arched top cover (400) includes two light-transmitting covers (410), the two light-transmitting covers (410) are respectively located directly above the two third circuit boards (160), the third circuit boards (160) are provided with light-emitting elements, and the light-emitting surface of the light-emitting elements faces the light-transmitting covers (410).

9. A multi-functional electronic gear shifter as described in claim 1, characterized in that: An inner bracket (170) is installed inside the base (100). The lower part of the shift lever (200) passes through the top of the base (100) and extends into the inner bracket (170). The shift lever (200) is hinged to the inner bracket (170) via a pivot (171).

10. A vehicle, characterized in that, The system includes a multi-functional electronic shifter as described in any one of claims 1 to 9, and also includes a vehicle body, wherein the multi-functional electronic shifter is installed inside the vehicle body, and the length direction of the multi-functional electronic shifter base (100) is arranged along the left-right direction of the vehicle body.

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