Automobile control switch based on Hall element
By using a lever to drive the slider to move in the automotive control switch, the problem of interference between Hall components and magnet signals is solved, the accuracy of gear replacement and system reliability are achieved, and the service life is extended.
Patent Information
- Application Number
- CN202420324751.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-02-21
- Publication Date
- 2024-12-10
- Estimated Expiration
- 2034-02-21
AI Technical Summary
In existing automotive gear controllers, the signal between the Hall element and the magnet is interfered with by other electronic components, resulting in inaccurate gear replacement or automatic shifting.
A car control switch based on Hall elements was designed. The slider was driven to move through the lever. The magnetic nails on the slider were close to the Hall elements, generating a magnetic field-induced output high-level signal to ensure the accuracy of gear change. And the limit structure prevents the lever from shaking, combining Hall element group and bus transceiver to realize signal transmission.
It effectively avoids signal interference, ensures the accuracy and stability of gear replacement, extends the service life of the car switch, and provides a backup path when Hall components are damaged, ensuring system reliability.
Smart Images
Figure CN222136476U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile switch control, in particular to an automobile control switch based on a Hall element. Background Art
[0002] The control of the gear switch is very important in realizing the driving control of the vehicle. At present, the control of the gear of the car can be realized by the Hall sensor. For example, the existing patent 200820099604.6 discloses a gear controller of an electric vehicle. In combination with the content of the specification and the drawings of the specification, the Hall element is connected to the main control board with a microprocessor as the core, the permanent magnet is set on the shift lever, and the Hall element is set to sense the four gears of R, P, N, and D; the main control board communicates with the vehicle control system through the LIN bus, so that the driving system of the vehicle can respond to various operations made by the gear controller in time. The working process of the gear controller is: when the Hall element interacts with the permanent magnet set on the shift lever, and senses that the shift lever is in four different gears of R, P, N, and D, the signal will be transmitted to the main control board through the data bus. The main control board communicates with the vehicle control system through the LIN bus through calculation processing, thereby realizing related operations.
[0003] In the above-mentioned public document, the Hall element and the vehicle's four different gears are controlled by the swing of the shift lever, so that the Hall element on the shift lever interacts with the permanent magnet to achieve gear shifting. However, nowadays, the gear controller is subject to more interference as the degree of automation of the vehicle increases and the number of microelectronic circuits increases. In the process of the interaction between the permanent magnet in the shift lever and the Hall element, there is a certain distance between the permanent magnet and the Hall element. The signal feedback from the permanent magnet to the Hall element is interfered by signals from other electronic components, which may cause signal transmission errors or weak signals that cannot achieve gear change, or even dangerous situations such as automatic gear shifting during the gear change process. Utility Model Content
[0004] In view of the shortcomings of the prior art, the utility model provides an automobile control switch based on a Hall element, aiming to solve the problem that the distance between the Hall element and the magnet in the automobile switch is far, resulting in interference in the signal between the Hall element and the magnet, thereby affecting the accuracy of the automobile gear change.
[0005] In order to solve the above problems, the technical solution adopted by the utility model is: a car control switch based on Hall element, including a shell, a fixing seat, a lever, and a control board, a Hall element group is installed on the control board, the shell is hollow, the shell is fixedly installed on the fixing seat, a through hole is opened on the side wall of the shell, one end of the lever is installed in the shell, and the other end of the lever extends out of the shell from the through hole, a rotating shaft is fixedly installed on the outer wall of the lever close to the through hole, a rotating groove is opened on the shell and the fixing seat corresponding to the rotating shaft, the rotating shaft is rotatably installed in the rotating groove, the aperture of the through hole is larger than the dial located at the through hole The cross-sectional area of the rod is defined as follows: a slider perpendicular to the lever is fixedly installed at the bottom end of the lever in the shell, a groove is provided on the slider, a magnetic nail penetrating the slider is fixedly installed at the bottom of the groove, a sliding groove for sliding the slider is provided on the fixed seat corresponding to the slider, a control board is fixedly installed at the bottom of the fixed seat, a Hall element group is installed at the position corresponding to the magnetic nail on the control board and the slider, the Hall element group includes at least three Hall elements corresponding to different gears, a main control element and a bus transceiver are also installed on the control board, the Hall element group is electrically connected to the main control element, the main control element is electrically connected to the bus transceiver, and the bus transceiver is connected to the vehicle body network.
[0006] The principles of this solution are:
[0007] When changing the gear position of the car, the lever is moved left and right. When the lever is moved, the rotating shaft on the outer wall of the lever rotates in the rotating groove, so that the lever can move left and right in the shell in a manner parallel to the bottom surface of the shell. During the movement of the lever, the slider fixed at the bottom of the lever drives the slider to move. During the movement of the slider, the magnetic pin in the groove on the slider moves accordingly. When the lever stops being moved, the magnetic pin on the slider is located directly above the Hall element of the corresponding gear position. The magnetic proximity causes the Hall element to output a high-level signal, and the Hall element transmits the high-level signal to the main control element. The main control element determines the corresponding gear position based on the Hall element that generates the high-level signal, and transmits the gear position information to the bus transceiver. The bus transceiver sends the corresponding information to the vehicle body network, thereby realizing the replacement of different gear positions.
[0008] The beneficial effects of this program are:
[0009] 1. The slider is driven to move by the lever. When the slider moves, the magnetic pin in the groove on the slider approaches the Hall element on the control board, generating magnetic field induction between the magnetic pin and the Hall element, so that the Hall element outputs a high level to achieve the change of gear. In the process of the magnetic pin making the Hall element output a high level, the magnetic pin is located directly above the Hall element of the corresponding gear, thereby ensuring that it will not be interfered by other electronic components, thereby ensuring more accurate change of gear;
[0010] 2. The rotating shaft on the outer wall of the lever cooperates with the rotating groove on the housing, so that the lever moves in the housing when the lever is moved, thereby driving the slider to move, thereby realizing the change of gear position;
[0011] 3. A sliding groove for the slider to slide is provided on the fixed seat. The sliding groove can limit the moving range of the slider when the slider is driven by the lever. If the slider falls off the lever, the slider will not move freely on the control panel and cause damage to other components due to the limitation of the sliding groove.
[0012] Furthermore, the Hall element group includes a first Hall element group and a second Hall element group, and grooves are provided at two diagonal corners of the slider, and magnetic nails penetrating the slider are fixedly installed at the bottom of the grooves, and the two diagonal magnetic nails on the slider correspond to the first Hall element group and the second Hall element group respectively. By setting the first Hall element group and the second Hall element group, and providing grooves at two diagonal corners of the slider, and installing magnetic nails in the grooves, the magnetic nails correspond to the first Hall element group and the second Hall element group on the control board. When the gear position is replaced, the magnetic nails on the slider need to contact the Hall elements of the same gear position in the first Hall element group and the second Hall element group, so as to realize the replacement of the gear position; and if the Hall element of one gear position in the first Hall element group or the second Hall element group is damaged, the gear position can also be replaced when the magnetic nail contacts the Hall element of the gear position in the other group of Hall element groups.
[0013] Furthermore, a limiting cavity parallel to the top surface of the shell is opened at the bottom end of the lever, and an H-shaped clamping block placed in a flat state is slidably installed in the limiting cavity. One end of the H-shaped clamping block abuts against a spring, and the other end of the spring abuts against the bottom of the limiting cavity. A clamping groove is opened at the top of the other end of the clamping block, and the limiting block is rotatably installed in the clamping groove. A toothed limiting groove is opened at the corresponding position of the shell and the limiting block, and a fixing hole for fixing the slider is opened at the bottom of the installation cavity. A spring is arranged through the H-shaped clamping block in the limit cavity and the bottom end of the limit cavity. Under the action of the spring, the limit block is abutted against the toothed limit groove. When the limit block is in the tooth shape, the spring is in an extended state, and the limit block is abutted against the tooth shape. When the lever is moved, the lever drives the limit block to move sideways from the toothed limit groove. At this time, the spring is in a compressed state. When the person operating the lever releases the lever, the limit block continues to abut against the toothed limit groove under the action of the spring, thereby ensuring that the lever is in a stable state. With the cooperation of the spring, the H-shaped clamping block and the limit block, the stability of the lever is achieved when changing gears, thereby avoiding the lever from shaking and causing the slider to shake, which affects the accuracy of gear changing.
[0014] Furthermore, the length of the magnetic nail is equal to the thickness of the slider at the groove, and the width of the limit groove is greater than the thickness of the limit block. It is ensured that the limit block can move up and down in the limit groove, so that when the lever is used to change the unused gear position, the slider moves above the control board to ensure that the magnetic nail does not contact the Hall element and generate friction, thereby extending the service life of the car switch.
[0015] Furthermore, it also includes a control circuit, which includes a main control element, a Hall element group and a bus transceiver. The Hall element group includes at least two Hall elements representing the same gear. The Hall elements representing the same gear are connected in parallel and their output ends are connected to the input end of the main control element. The output end of the main control element is connected to the input end of the bus transceiver. The input end of the main control element is also connected to the output end of the bus transceiver. The bus transceiver is electrically connected to the vehicle body network. By connecting the Hall elements representing the same gear in parallel, damage to one of the Hall elements will not affect the other Hall element. The output end of the Hall element is connected to the main control element. When the magnetism is close to the two Hall elements of the same gear, the high-level signal generated by the Hall element is directly transmitted to the main control element. After receiving the high-level signal, the main control element determines the Hall element that generates the high-level signal according to the pin that receives the high-level signal, thereby determining its gear.
[0016] Furthermore, the input end of the Hall element is connected to the power supply, and the other end of the Hall element is connected in series with a capacitor, and the other end of the capacitor is grounded. The frequency impedance characteristics of the capacitor are used to make the input voltage uniform, reduce the toggle, and prevent the peak voltage from entering and burning the Hall element. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 A schematic cross-sectional structure diagram of a Hall element-based automobile control switch provided by the utility model;
[0018] Figure 2 A schematic diagram of the structure of a vehicle control switch based on a Hall element provided by the utility model;
[0019] Figure 3 A schematic cross-sectional structure diagram of a Hall element-based automobile control switch provided by the utility model;
[0020] Figure 4 A schematic top perspective view of a housing of a Hall element-based automobile control switch provided by the utility model;
[0021] Figure 5 A schematic top perspective view of a housing of a Hall element-based automobile control switch provided by the utility model;
[0022] Figure 6 A schematic cross-sectional structure diagram of a Hall element-based automobile control switch provided by the utility model;
[0023] Figure 7 A schematic cross-sectional structure diagram of a Hall element-based automobile control switch provided by the utility model;
[0024] Figure 8 A schematic diagram of the structure of a slider of a vehicle control switch based on a Hall element provided by the utility model;
[0025] Fig. 9 A schematic diagram of the structure of a control panel of a vehicle control switch based on a Hall element provided by the utility model;
[0026] Fig.10 A schematic diagram of the structure of a control panel of a vehicle control switch based on a Hall element provided by the utility model;
[0027] Fig.11 A circuit schematic diagram of a vehicle control switch based on a Hall element provided by the utility model;
[0028] Fig.12 The utility model provides a circuit schematic diagram of a vehicle control switch based on a Hall element.
[0029] The figure marks in the drawings of the specification include: housing 101, lever 102, fixing seat 103, sliding groove 104, limiting cavity 107, H-shaped clamping block 108, spring 109, limiting block 110, fixing hole 111, toothed limiting groove 112, rotating shaft 113, rotating groove 114, slider 201, groove 202, magnetic pin 203, control board 301, first Hall element group 302, second Hall element group 303. DETAILED DESCRIPTION
[0030] The following is further described in detail through specific implementation methods:
[0031] like Figure 1-12As shown, the structure of a car control switch based on a Hall element is as follows: it includes a shell 101, a fixing seat 103 and a lever 102, the shell 101 is hollow, the shell 101 is fixedly mounted on the fixing seat 103 by snap-fitting or welding, a through hole is opened on the side wall of the shell 101, one end of the lever 102 is mounted in the shell 101, and the other end of the lever 102 extends out of the shell 101 from the through hole, and the cross-sectional area of the lever 102 located at the through hole is smaller than the aperture of the through hole, so that the through hole will not hinder the swing of the lever 102 when the lever 102 is moved, and a rotating shaft 113 is fixedly mounted on the outer wall of the lever 102 on the side of the lever 102 close to the through hole by welding or integral molding, and A rotation groove 114 is provided at the corresponding positions of the shell 101 and the fixing seat 103 and the rotation axis 113, and the rotation axis 113 is rotatably installed in the rotation groove 114, so that when the lever 102 is toggled, the lever 102 swings around the rotation axis 113 in the shell 101 under the cooperation of the rotation axis 113 and the rotation groove 114; a limiting cavity 107 parallel to the top surface of the shell 101 is provided at the bottom end of the lever 102 located in the shell 101, and an H-shaped clamping block 108 is slidably installed in the limiting cavity 107, and the clamping block is slidably installed in the limiting cavity 107 in a "sleeping" state, and a spring 109 is abutted at one end of the clamping block, and the other end of the spring 109 abuts against the bottom of the limiting cavity 107. It can be understood that in order to ensure that the spring 109 will not The block 108 shakes with the bottom of the limiting cavity 107, and the diameter of the spring 109 needs to be consistent with the opening size of the H-shaped clamping block 108; a clamping slot is provided at the other end of the H-shaped clamping block 108, and the limiting block 110 is rotatably installed in the clamping slot, and a tooth-shaped limiting groove 112 is provided on the inner wall of the shell 101 corresponding to the position of the limiting block 110. In order to ensure that the limiting block 110 can cooperate with the limiting groove to achieve limiting, the opening of the tooth-shaped limiting groove 112 needs to be larger than the diameter of the limiting block 110; and a fixing hole 111 is provided at the bottom of the limiting cavity 107, and the slider 201 is fixed in the fixing hole 111. The slider 201 is fixed on the slider 201 in a state perpendicular to the lever 102, and grooves 202 are provided at two diagonal corners of the slider 201. A magnetic nail 203 of the slider 201 that passes through the bottom of the groove 202 is fixedly installed at the bottom of the groove 202, and the length of the magnetic nail 203 is equal to the thickness of the slider 201 at the bottom of the groove 202, and a limit block 110 is fixedly installed at the end of the lever 102 close to one end of the slider 201, and a limit groove is opened on the inner wall of the shell 101 at the corresponding position of the limit block 110, the limit groove is opened parallel to the bottom of the shell 101, and the width of the limit groove is greater than the thickness of the limit block 110 to ensure that the limit block 110 can move up and down in the limit groove, and a sliding groove 104 for the slider 201 to slide is opened on the fixed seat 103 at the corresponding position of the slider 201, and the sliding groove 104 can limit the moving position of the slider 201 during the sliding process of the slider 201.
[0032] A control board 301 is fixedly mounted on the bottom of the fixing seat 103 by bolts or welding. The control board 301 is located below the slider 201. A Hall element group is fixedly mounted on the control board 301. The Hall element group includes a first Hall element group 302 and a second Hall element group 303. Fig. 9 As shown, the first Hall element group 302 and the second Hall element group 303 both include at least three Hall elements of different gears. The different gears represented by the Hall elements in the first Hall element group 302 and the second Hall element group 303 are the same. That is, the three different Hall element groups in the first Hall element group 302 represent the D gear, the N gear, and the R gear in sequence, and the three different Hall element groups in the second Hall element group 303 also represent the D gear, the N gear, and the R gear in sequence. When the lever 102 is turned, When the slider 201 is driven to move, the two diagonal magnetic pins 203 on the slider 201 can simultaneously contact the Hall elements representing the same gear in the first Hall element group 302 and the second Hall element group 303, and the tooth-shaped limiting groove 112 opened on the housing 101 and the tooth-shaped groove opened at the corresponding position of each Hall element limit the limiting block 110 at the end of the H-shaped clamping block 108, so that when the lever 102 is moved, the limiting block 110 and the slider 201 move with the movement of the lever 102, as shown in FIG. Figure 4 As shown, when the magnetic pin 203 on the slider 201 moves to the position of the corresponding Hall element, the tooth-shaped groove of the tooth-shaped limiting groove 112 on the housing 101 limits the limiting block 110, thereby realizing the change of gear position.
[0033] There is another way to achieve this, such as Fig.10 As shown, the first Hall element group 302 and the second Hall element group 303 include Hall elements of two different gears. The two Hall elements in the first Hall element group 302 represent the gear + and the gear - in sequence. The two Hall elements in the second Hall element group 303 and the two Hall elements in the first Hall element group 302 also represent the gear + and the gear - in the same sequence. When the lever 102 is moved to drive the slider 201 to move, the magnetic pin 203 on the slider 201 moves to the top of the Hall element representing the same gear in the first Hall element group 302 and the second Hall element group 303. The magnetic pin 203 triggers the corresponding Hall element, so that the corresponding Hall element outputs a high level, and as shown in FIG. Figure 5As shown, a tooth-shaped limit groove 112 is provided at a corresponding position on the housing 101 in the gap between the two Hall elements of gear + and gear -. When the lever 102 is moved, the lever 102 drives the limit block 110 at the end of the H-shaped limit cavity 107 to move. After the lever 102 drives the slider 201 to move to the corresponding position where the magnetic pin 203 triggers the Hall element, the lever 102 is released, and the lever 102 automatically returns to the state where the limit block 110 is limited to the tooth-shaped groove. When the gear position needs to be changed, the lever 102 is moved again. For example, when the gear position + is needed, the lever 102 is moved to drive the magnetic pin 203 to trigger the Hall element corresponding to the gear position +. When the gear position - is needed, the lever 102 is moved to drive the magnetic pin 203 to trigger the Hall element corresponding to the gear position -. It can be understood that there is no Hall element in the gap between the gear position + and the gear position -, and the vehicle is in the initial state when the magnetic pin 203 on the slider 201 is in this position.
[0034] It also includes a control circuit, which includes a main control element, a Hall element group and a bus transceiver. The Hall element group includes at least two Hall elements representing the same gear. The Hall elements representing the same gear are connected in parallel and their output ends are connected to the input and output ports of the main control element. The Hall element group includes a first Hall element group 302 and a second Hall element group 303. The Hall elements representing the same gear are connected in parallel. The input end of the Hall element is connected to the power supply, the ground end of the Hall element is grounded, and a capacitor is connected in series between the power supply and the ground of the Hall element. The frequency impedance characteristics of the capacitor are used to make the input voltage uniform, reduce the toggle, and prevent the peak voltage from entering and burning the Hall element. The signal output end of the main control element is connected to the input end of the bus transceiver, and the signal input end of the main control element is connected to the output end of the bus transceiver. The bus transceiver is connected to the vehicle body network to transmit signals and data through the bus transceiver. For example, Figure 8-9 As shown, after the Hall element Hall_1 and the Hall element Hall_2 are connected in parallel, the output end is connected to the 9th pin of the main control element MCU, after the Hall element Hall_3 and the Hall element Hall_4 are connected in parallel, the output end is connected to the 10th pin of the main control element MCU, and after the Hall element Hall_5 and the Hall element Hall_6 are connected in parallel, the output end is connected to the 11th pin of the main control element MCU, so that the Hall element outputs the signal to the main control element MCU, the signal output end TX of the main control element MCU is connected to the 8th pin of the bus transceiver U2, and the signal input end of the main control element MCU is connected to the 5th pin of the bus transceiver U2, so as to realize data transmission between the main control element and the bus transceiver, the 1st pin of the bus transceiver is connected to the body bus signal 1, and the 2nd pin of the bus transceiver is connected to the body bus signal 2, so as to realize data transmission between the bus transceiver and the body control system, thereby realizing control of the vehicle.
[0035] The circuit schematic diagram provided in the present application is a circuit diagram corresponding to the first Hall element group 302 and the second Hall element group 303 both containing Hall elements representing three different gears. The circuit diagram for the second Hall element group 303 and the second Hall element group 303 containing two Hall elements representing different gears is similar to the above circuit and will not be repeated here.
[0036] The specific implementation process is as follows:
[0037] When the gear position of the car needs to be changed, the user moves the lever 102 left and right, and the rotating shaft 113 on the outer wall of the lever 102 rotates in the rotating groove 114, so that the lever 102 moves in the housing 101. When the lever 102 moves, the limit block 110 moves to the side from the tooth-shaped limit groove 112. At this time, the spring 109 in the limit cavity 107 is in a compressed state. When the user finishes moving the lever 102, the limit block 110 is pressed against the inner wall of the housing 101 beside the tooth-shaped limit groove 112 under the action of the spring 109. When the lever 102 moves, the slider 201 is driven to move. When the lever 102 is fixed, the magnetic pin 203 on the slider 201 is located above the Hall element corresponding to the gear position. At this time, the Hall element outputs a high-level signal under the influence of the magnetic field of the magnetic pin 203. The Hall element outputs the high-level signal to the main control component. The main control component determines the gear position according to the Hall element corresponding to the pin that receives the high-level signal, and then transmits the gear position information to the bus transceiver. The bus transceiver transmits the gear position information to the vehicle body network, thereby realizing the change of the vehicle gear position.
[0038] Moreover, in the present application, when the magnetic nail 203 is in the Hall element position corresponding to a certain gear, only one group of Hall elements corresponding to the gear is turned on, and the other two groups of Hall elements are in the off state. The output signal has only one high-level signal. The controller determines the switch gear by collecting the output signal. Moreover, the two Hall elements representing the same gear in the present application are connected in parallel to enhance the reliability of the signal, which is still applicable when a higher safety level is required.
[0039] The above is only an embodiment of the utility model, and the common knowledge such as the known specific structure and characteristics in the scheme is not described in detail here. It should be pointed out that for those skilled in the art, several deformations and improvements can be made without departing from the structure of the utility model, which should also be regarded as the protection scope of the utility model, and these will not affect the effect of the implementation of the utility model and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to interpret the content of the claims.
Claims
1. A car control switch based on a Hall element, comprising a housing, a fixing seat, a lever, and a control panel, wherein a Hall element group is mounted on the control panel, and characterized in that: The shell is in a hollow state, and is fixedly mounted on a fixing seat. A through hole is provided on a side wall of the shell, and one end of the lever is mounted in the shell, and the other end of the lever extends out of the shell from the through hole. A rotating shaft is fixedly mounted on an outer wall of the lever near a side of the through hole, and a rotating groove is provided on the shell and the fixing seat corresponding to the rotating shaft, and the rotating shaft is rotatably mounted in the rotating groove. The aperture of the through hole is larger than the cross-sectional area of the lever located at the through hole. A slider perpendicular to the lever is fixedly mounted on the bottom end of the lever in the shell, and a groove is provided on the slider. A magnetic nail penetrating the slider is fixedly mounted at the bottom of the groove. A sliding groove for sliding the slider is provided on the fixing seat corresponding to the slider, and a control board is fixedly mounted at the bottom of the fixing seat, and a Hall element group is installed at the corresponding position of the control board and the magnetic nail on the slider, and the Hall element group includes at least three Hall elements corresponding to different gears. A main control element and a bus transceiver are also installed on the control board, and the Hall element group is electrically connected to the main control element, and the main control element is electrically connected to the bus transceiver, and the bus transceiver is connected to the vehicle body network.
2. The automobile control switch based on the Hall element according to claim 1, characterized in that: The Hall element group includes a first Hall element group and a second Hall element group. Grooves are provided at two diagonal corners of the slider. Magnetic pins that penetrate the slider are fixedly installed at the bottom of the grooves. The two diagonal magnetic pins on the slider correspond to the first Hall element group and the second Hall element group respectively.
3. The automobile control switch based on the Hall element according to claim 2, characterized in that: A limiting cavity parallel to the top surface of the shell is provided at the bottom end of the lever, and an H-shaped clamping block placed in a flat state is slidably installed in the limiting cavity. One end of the H-shaped clamping block abuts against a spring, and the other end of the spring abuts against the bottom of the limiting cavity. A clamping groove is provided at the top of the other end of the clamping block, and the limiting block is rotatably installed in the clamping groove. A toothed limiting groove is provided at the corresponding position of the shell and the limiting block, and a fixing hole for fixing the slider is provided at the bottom of the installation cavity.
4. The automobile control switch based on the Hall element according to claim 3 is characterized in that: The length of the magnetic nail is equal to the thickness of the slider at the groove, and the width of the limiting groove is greater than the thickness of the limiting block.
5. The automobile control switch based on the Hall element according to claim 4 is characterized in that: It also includes a control circuit, which includes a main control element, a Hall element group and a bus transceiver. The Hall element group includes at least two Hall elements representing the same gear position. The Hall elements representing the same gear position are connected in parallel and the output ends are connected to the input ends of the main control element. The output end of the main control element is connected to the input end of the bus transceiver. The input end of the main control element is also connected to the output end of the bus transceiver. The bus transceiver is electrically connected to the vehicle body network.
6. The automobile control switch based on the Hall element according to claim 5, characterized in that: One end of the Hall element is connected to the input end of the main control element, the other end of the Hall element is connected in series with a capacitor, and the other end of the capacitor is grounded.