Multi-gear track groove body and vehicle gear shifter

Abstract

The utility model discloses a multi-gear track groove body and an automobile gear shifter, and belongs to the technical field of automobile gear shifters. The groove is used for being matched with a rotor and comprises an upper groove body and a lower groove body which are integrally connected, and inner cavities of the upper groove body and the lower groove body are combined to form a track groove matched with the rotor; a center line and a rotating plane which are used for positioning a rotor are arranged between the upper groove body and the lower groove body, the rotating plane coincides with the center line and can rotate around the center line, and the inner cavity contours of the upper groove body and the lower groove body make contact with the rotating plane to form two different abutting positions. And the directions and the magnitudes of the abutting forces applied to the rotor by the two abutting positions are different. According to the utility model, the friction force between the rotor and the multi-gear track groove body can be reduced, the pause between the rotor and the multi-gear track groove body is prevented, and the performance of the multi-gear track groove body is optimized.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile shifters, in particular to a multi-gear track slot body and a vehicle shifter. Background Art

[0002] Existing products that use multi-gear track grooves, such as automotive knob shifters and switch products, may experience unexpected pauses during slow gear shifting in actual use. The bullet head that abuts against the track groove inside the shifter is subjected to the same force, acting on the track groove together, causing excessive friction, hindering the sliding of the bullet head and causing unexpected pauses.

[0003] When a knob shifter or switch product stops unexpectedly, it will cause the driver to make incorrect operations and lose gear signals during driving, affecting driving safety and experience. Utility Model Content

[0004] In view of this, it is necessary to provide a multi-gear track groove body and a vehicle shifter to solve the problem that existing knob shifters or switch products are prone to unexpected pauses.

[0005] On the one hand, the utility model provides a multi-gear trajectory groove body for cooperating with a rotor, comprising an upper groove body and a lower groove body that are integrally connected, and the inner cavities of the upper groove body and the lower groove body are combined to form a trajectory groove that cooperates with the rotor; a center line and a rotation plane for positioning the rotor are provided between the upper groove body and the lower groove body, and the rotation plane coincides with the center line and can rotate around the center line, and the inner cavity contours of the upper groove body and the lower groove body respectively contact the rotation plane to form two different interference positions, so that the directions and magnitudes of the resistance forces applied to the rotor by the two interference positions are different.

[0006] Furthermore, the two abutment positions are arranged at a relative interval, the angle between the tangent directions of the two abutment positions with the shortest distance between them is the largest, and the directions and magnitudes of the abutment forces applied to the rotor are different.

[0007] On the one hand, the utility model provides a vehicle shifter, comprising: a multi-gear trajectory groove body, a rotor assembly and a shell, wherein the multi-gear trajectory groove body is embedded in the shell; the rotor assembly comprises a rotatable core body and a damping unit, wherein the core body is movably inserted in the inner cavity of the multi-gear trajectory groove body, and the central axis of the core body coincides with the center line of the multi-gear trajectory groove body; the damping unit is arranged in the core body, and the two ends of the damping unit are respectively abutted against the inner wall of the multi-gear trajectory groove body, and the multi-gear trajectory groove body can give different forces to the two ends of the damping unit to prevent the damping unit from abnormally stopping.

[0008] Furthermore, the damping unit includes two bullet heads and an elastic member, the two bullet heads are symmetrically arranged relative to the center line of the multi-gear trajectory groove body, the elastic member is installed in the core body and connected to the bullet heads to drive the bullet heads to move radially along the core body and abut against the inner wall of the multi-gear trajectory groove body.

[0009] Furthermore, the rotor assembly also includes an adjustment unit, which includes a PCB board and a retractable moving contact piece, the moving contact piece is movably inserted in the core body, the moving contact piece can move along the central axis direction of the core body, the PCB board is arranged at the bottom of the shell, and the moving contact piece is slidably abutted against the PCB board.

[0010] Furthermore, the rotor assembly also includes a transmission unit, which includes a rotatable shaft and a lever. The shaft is movably inserted in the core body, and the shaft is connected to the core body through the lever to drive the core body to rotate.

[0011] Furthermore, one end of the lever is integrally connected to the rotating shaft, and the other end of the lever is inserted into the core body.

[0012] Furthermore, one end of the rotating shaft is rotatably connected to the housing, and the other end of the rotating shaft is connected to the knob via the housing.

[0013] Furthermore, the housing includes a panel and a shell, and the panel is clamped in the shell to form a sealed space for installing the multi-gear trajectory slot and the rotor assembly.

[0014] Compared with the prior art, the utility model has the following beneficial effects:

[0015] (1) The utility model provides a multi-gear trajectory groove body and a vehicle shifter, wherein the multi-gear trajectory groove body is provided with an upper groove body and a lower groove body that are integrally connected, and the inner cavities of the upper groove body and the lower groove body are combined to form a trajectory groove that cooperates with the rotor. A center line and a rotation plane for positioning the rotor are provided between the upper groove body and the lower groove body, and the rotation plane coincides with the center line and can rotate around the center line. The inner cavity contours of the upper groove body and the lower groove body contact the rotation plane respectively to form two different interference positions. When the rotor installed in the trajectory groove rotates around the center line, the directions and magnitudes of the resistance forces applied to the rotor by the two interference positions are different. The rotor is subjected to a relatively small combined force from the multi-gear trajectory groove body, which can reduce the friction between the rotor and the multi-gear trajectory groove body, prevent the rotor from pausing between the rotor and the multi-gear trajectory groove body, and optimize the performance of the multi-gear trajectory groove body.

[0016] (2) The utility model provides a multi-gear trajectory groove body and a vehicle shifter, comprising the above-mentioned multi-gear trajectory groove body, a rotor assembly and a shell, wherein the multi-gear trajectory groove body is embedded in the shell, and the rotor assembly comprises a rotatable core body and a damping unit, wherein the core body is movably inserted into the inner cavity of the multi-gear trajectory groove body, the central axis of the core body coincides with the center line of the multi-gear trajectory groove body, and the core body can rotate along the center line of the multi-gear trajectory groove body. The damping unit is arranged in the core body, and the two ends of the damping unit are respectively abutted against the inner wall of the multi-gear trajectory groove body. The core body can drive the damping unit to slide along the inner wall of the multi-gear trajectory groove body, and the two ends of the damping unit are respectively abutted against two contact positions of the inner cavity contours of the upper groove body and the lower groove body rotated 180° relative to the center line. The two contact positions give different positive pressures to the two ends of the damping unit. The two positive pressures will not be perpendicular to the friction surface at the same time, which can prevent the damping unit and the multi-gear trajectory groove body from pausing, optimize the performance of the vehicle shifter, improve the turning feel, and improve the driving safety and experience of the car. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0018] Figure 1 It is a schematic diagram of the three-dimensional structure of the middle gear track slot of the utility model;

[0019] Figure 2 It is a three-dimensional structural schematic diagram of the vehicle shifter in the utility model;

[0020] Figure 3 It is an exploded view of the vehicle shifter in the utility model;

[0021] Figure 4 It is a schematic diagram of the matching structure of the rotor assembly and the multi-gear track slot body in the utility model;

[0022] Figure 5 The explosion of the rotor assembly in the utility model Figure 1 ;

[0023] Figure 6 The explosion of the rotor assembly in the utility model Figure 2 ;

[0024] Figure 7 It is a structural schematic diagram of the transmission unit in the utility model;

[0025] Figure 8 It is a schematic diagram of the use of a multi-gear track slot in the utility model.

[0026] In the figure, 100-multi-gear track slot, 110-upper slot, 120-lower slot, 130-center line;

[0027] 200-rotor assembly, 210-core, 220-damping unit, 221-bullet head, 222-elastic member, 230-adjusting unit, 231-PCB board, 232-moving contact piece, 240-transmission unit, 241-rotating shaft, 242-lever, 250-knob;

[0028] 300-housing, 310-panel, 320-shell. DETAILED DESCRIPTION

[0029] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of the present application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0030] A multi-gear track tank and a vehicle shifter in this embodiment relate to the technical field of vehicle shifters. By changing the inner cavity structure of the multi-gear track tank 100, the two corresponding contact points are not centrally symmetrical, so that the force is dispersed, the friction is reduced, and the bullet head 221 is prevented from unexpectedly stopping. This makes the knob shifter or switch product more maneuverable, the car driving safer, and the experience better.

[0031] See also Figure 1 and Figure 8 In this embodiment, a multi-gear trajectory groove body includes an upper groove body 110 and a lower groove body 120 that are integrally connected. The inner cavities of the upper groove body 110 and the lower groove body 120 are combined to form a trajectory groove that matches the rotor. A center line 130 and a rotation plane for positioning the rotor are provided between the upper groove body 110 and the lower groove body 120. The rotation plane coincides with the center line 130 and can rotate around the center line 130. The inner cavity contours of the upper groove body 110 and the lower groove body 120 contact the rotation plane to form two different resistance positions. When the rotor installed in the trajectory groove rotates around the center line 130, the directions and magnitudes of the resistance forces applied to the rotor by the two resistance positions are different. The rotor is subjected to a relatively small resultant force from the multi-gear trajectory groove body, which can reduce the friction between the rotor and the multi-gear trajectory groove body, prevent the rotor from pausing between the rotor and the multi-gear trajectory groove body, and optimize the performance of the multi-gear trajectory groove body.

[0032] As a preferred embodiment, please refer to Figure 8In Figure 8-b, the two contact positions of the upper slot body 110 and the lower slot body 120 are arranged at a relative interval, and the tangential direction angle of the two contact positions with the shortest distance is the largest. When the distance between the two contact positions is the shortest, the force on the two abutting ends of the rotor is the largest, the tangential direction angle is the largest, and the corresponding positive pressure direction angle is also the largest. By avoiding the situation where the two bullet heads 221 are perpendicular to the friction surface at the same time, the rotor and the multi-gear trajectory slot body 100 are prevented from pausing, thereby optimizing the performance of the multi-gear trajectory slot body 100.

[0033] It should be noted that Figure 8 Figure 8-a is a multi-gear trajectory slot body 100 in the prior art. The inner contours of the upper slot body 110 and the lower slot body 120 are symmetrically arranged relative to the center line 130. The directions of the forces at the two conflicting positions are opposite and the magnitudes are the same. The resultant force generated is the largest and is transmitted along the positive pressure direction, which makes the friction between the rotor and the multi-gear trajectory slot body 100 relatively large, and it is easy to stall.

[0034] See also Figures 1 to 8 In this embodiment, a vehicle shifter includes the above-mentioned multi-gear trajectory slot body 100, a rotor assembly 200 and a shell 300. The multi-gear trajectory slot body 100 is embedded in the shell 300, and the rotor assembly 200 includes a rotatable core body 210 and a damping unit 220, wherein the core body 210 is movably inserted into the inner cavity of the multi-gear trajectory slot body 100, and the central axis of the core body 210 coincides with the center line 130 of the multi-gear trajectory slot body 100, and the core body 210 can rotate along the center line 130 of the multi-gear trajectory slot body 100.

[0035] The damping unit 220 is arranged in the core 210, and the two ends of the damping unit 220 are respectively in contact with the inner wall of the multi-gear track slot 100, and the core 210 can drive the damping unit 220 to slide along the inner wall of the multi-gear track slot 100. The two ends of the damping unit 220 are respectively in contact with the two contact positions of the inner cavity contour of the upper slot 110 and the lower slot 120, which are rotated 180° relative to the center line 130. The two bullet heads 221 rotate around the center line 130 in the inner cavity of the multi-gear track slot 100. There is no crest on one side of the curve of the multi-gear track slot 100, and the slope of the curve changes evenly, and there is a crest on the other side. By avoiding the two bullet heads 221 being perpendicular to the friction surface at the same time, the damping unit 220 and the multi-gear track slot 100 can be prevented from pausing. The performance of the vehicle shifter is optimized, the rotation feel is improved, and the driving safety and experience of the car are improved.

[0036] In some embodiments, see Figures 4 to 6The damping unit 220 includes two bullet heads 221 and an elastic member 222. The two bullet heads 221 are symmetrically arranged relative to the center line 130 of the multi-gear track slot 100. The elastic member 222 is installed in the core 210 and connected to the bullet head 221. The elastic member 222 can act on the bullet head 221 to drive the bullet head 221 to move along the radial direction of the core 210, so that the bullet head 221 abuts against the inner wall of the multi-gear track slot 100. The core 210 drives the bullet head 221 to rotate along the inner wall of the multi-gear track slot 100. The bullet head 221 abuts against different contact positions on the multi-gear track slot 100. The positive pressure applied to the bullet head 221 by the contact position relative to the radial direction of the core 210 can push the bullet head 221 to expand and contract relatively, and change the friction between the bullet head 221 and the multi-gear track slot 100. By changing the inner cavity structure of the multi-gear trajectory slot 100, the positive pressure on the two bullet heads 221 is reduced, thereby reducing the friction force, making the bullet heads 221 slide more smoothly relative to the multi-gear trajectory slot 100, and avoiding accidental pause of the bullet heads 221 on the multi-gear trajectory slot 100.

[0037] It should be noted that: a movable groove is provided inside the core 210 along the diameter direction, and the bullet head 221 is slidably inserted into the movable groove, and the bullet head 221 can slide along the movable groove. The elastic member 222 is specifically a torsion spring, and the spring body of the torsion spring is installed on one side of the core 210. The torsion spring can avoid the transmission system located in the middle of the core 210, thereby improving the space utilization rate inside the core 210. The two legs of the torsion spring are elastically abutted against the two bullet heads 221 respectively, and the bullet heads 221 are pressed tightly against the multi-gear track slot 100.

[0038] In some embodiments, please participate Figure 2 as well as Figures 4 to 6 The rotor assembly 200 further includes an adjustment unit 230, which includes a PCB board 231 and a retractable movable contact piece 232. The movable contact piece 232 is movably inserted into the core body 210, and the movable contact piece 232 can move along the central axis direction of the core body 210. The PCB board 231 is arranged at the bottom of the housing 300, and the movable contact piece 232 is in sliding contact with the PCB board 231. The rotating core body 210 can drive the movable contact piece 232 to move relative to the PCB board 231, and is electrically connected with different positions on the PCB board 231, so as to realize the gear adjustment of the shifter.

[0039] In the specific implementation process, a moving hole is provided at the bottom of the core body 210 along the extension direction of the central axis of the core body 210, and the moving contact piece 232 is movably inserted in the moving hole and can move along the moving hole. A spring is provided between the moving contact piece 232 and the core body 210, and the spring is provided in the moving hole. The two ends of the spring are respectively in contact with the moving contact piece 232 and the core body 210. The spring can drive the moving contact piece 232 to contact the PCB board 231, so that the moving contact piece 232 and the PCB board 231 maintain good contact, thereby avoiding the phenomenon of gear shift failure caused by poor contact.

[0040] In some embodiments, the rotor assembly 200 further includes a transmission unit 240, which includes a rotatable shaft 241 and a lever 242. A transmission hole is provided in the middle of the core 210, and the central axis of the transmission hole coincides with the center line 130 of the multi-gear track slot 100. The shaft 241 is movably inserted into the transmission hole of the core 210, and the shaft 241 is connected to the core 210 through the lever 242. The core 210 can be driven to rotate by rotating the shaft 241, thereby realizing the adjustment of the vehicle shifter.

[0041] As a further implementation, see Figure 7 One end of the lever 242 is integrally connected with the rotating shaft 241, and the other end of the lever 242 is inserted into the core 210. A clamping groove that matches the lever 242 is provided on the side of the core 210, and the lever 242 can drive the core 210 to rotate as a whole. In the specific implementation process, the levers 242 are set to be two symmetrical relative to the rotating shaft 241, and the two levers 242 are inserted into the core 210 at the same time, so as to maintain a better connection strength with the core 210 and better transmission stability.

[0042] In some embodiments, see 2 and Figure 3 The housing 300 includes a panel 310 and a shell 320, and the panel 310 is clamped in the shell 320 to form a complete housing 300. A sealed space for installing the multi-gear track slot 100 and the rotor assembly 200 is formed inside the housing 300, which can seal the relevant components to prevent the outside from polluting the inner cavity of the housing 300.

[0043] Workflow: Assemble and install the vehicle shifter in sequence, and replace the above-mentioned multi-gear track slot 100 for the vehicle shifter. In the process of turning the knob 250, the two bullet heads 221 rotate around the center line 130 in the inner cavity of the multi-gear track slot 100. The curve on one side of the multi-gear track slot 100 has no crests, and the slope of the curve changes evenly. There are crests on the other side, and the two bullet heads 221 are prevented from being perpendicular to the friction surface at the same time. This makes the knob shifter or switch product more controllable, the car driving safer, and the experience better.

[0044] The above description is only a preferred specific implementation of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed in the present invention should be covered by the present invention.

Claims

1. A multi-gear track slot body, used to cooperate with a rotor, characterized in that: It comprises an upper trough body and a lower trough body which are integrally connected, wherein the inner cavities of the upper trough body and the lower trough body are combined to form a track groove which cooperates with the rotor; a center line and a rotation plane for positioning the rotor are provided between the upper trough body and the lower trough body, wherein the rotation plane coincides with the center line and can rotate around the center line, and the inner cavity contours of the upper trough body and the lower trough body are respectively in contact with the rotation plane to form two different interference positions, so that the directions and magnitudes of the interference forces applied to the rotor by the two interference positions are different.

2. A multi-gear track tank according to claim 1, characterized in that: The two abutment positions are arranged at a relative interval, the angle between the tangent directions of the two abutment positions with the shortest distance between them is the largest, and the directions and magnitudes of the abutment forces applied to the rotor are different.

3. A vehicle shifter, characterized in that: include: A multi-gear trajectory groove body, a rotor assembly and a shell as described in any one of claims 1-2, wherein the multi-gear trajectory groove body is embedded in the shell; the rotor assembly includes a rotatable core body and a damping unit, the core body is movably inserted in the inner cavity of the multi-gear trajectory groove body, and the central axis of the core body coincides with the center line of the multi-gear trajectory groove body; the damping unit is arranged in the core body, and the two ends of the damping unit are respectively abutted against the inner wall of the multi-gear trajectory groove body, and the multi-gear trajectory groove body can give different forces to the two ends of the damping unit to prevent the damping unit from abnormally stopping.

4. A vehicle shifter according to claim 3, characterized in that: The damping unit includes two bullet heads and an elastic member, wherein the two bullet heads are symmetrically arranged relative to the center line of the multi-gear trajectory groove body, and the elastic member is installed in the core body and connected to the bullet heads to drive the bullet heads to move radially along the core body and abut against the inner wall of the multi-gear trajectory groove body.

5. A vehicle shifter according to claim 4, characterized in that: The rotor assembly also includes an adjustment unit, which includes a PCB board and a retractable moving contact piece. The moving contact piece is movably inserted in the core body and can move along the central axis direction of the core body. The PCB board is arranged at the bottom of the shell, and the moving contact piece is in sliding contact with the PCB board.

6. A vehicle shifter according to claim 5, characterized in that: The rotor assembly also includes a transmission unit, which includes a rotatable shaft and a lever. The shaft is movably inserted in the core body, and the shaft is connected to the core body through the lever to drive the core body to rotate.

7. A vehicle shifter according to claim 6, characterized in that: One end of the lever is integrally connected to the rotating shaft, and the other end of the lever is inserted into the core body.

8. The vehicle shifter according to claim 6, characterized in that: One end of the rotating shaft is rotatably connected to the housing, and the other end of the rotating shaft is connected to the knob via the housing.

9. The vehicle shifter according to claim 3, characterized in that: The housing comprises a panel and a shell, wherein the panel is clamped in the shell to form a sealed space for installing the multi-gear trajectory slot body and the rotor assembly.

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