Automobile gear shifting driving lever assembly

Abstract

The utility model discloses an automobile gear shifting deflector rod assembly which comprises a deflector rod, a shell, a transmission sleeve piece and point contact switches, one end of the transmission sleeve piece is fixedly connected with the deflector rod, the other end of the transmission sleeve piece is connected with an X-direction point contact switch and a Y-direction point contact switch respectively, and the transmission sleeve piece and the point contact switches are embedded in an inner cavity of the shell. The shifting mechanism has the advantages that the shifting rod gear engaging mode of a center console of a new energy automobile is achieved, the shifting rod can be switched between the X direction and the Y direction, and due to the adoption of a mechanical transmission structure, the response speed is high, and the switching precision is high.

Description

Technical Field

[0001] The utility model relates to an automobile shift lever assembly and belongs to the technical field of automobile accessories. Background Art

[0002] In traditional technology, car gear shifting is mainly based on the car armrest gear lever switching. However, with the rise of automobiles and the increasing popularity of intelligence, many car models have integrated gear shifting into the car's central control. Some are switched directly through the central control screen, or through a lever. There are few existing technologies that can be achieved through a gear shift lever, and the existing technical solutions are mainly single-direction switching. Utility Model Content

[0003] In view of the above problems existing in the prior art, the purpose of the utility model is to provide an automobile shift lever assembly, which optimizes the transmission structure, realizes two-way switching, and improves the use effect.

[0004] In order to achieve the above utility model purpose, the technical solution adopted by the utility model is as follows:

[0005] A car shift lever assembly comprises a lever, a shell, a transmission kit and a touch switch. One end of the transmission kit is fixedly connected to the lever, and the other end is respectively connected to an X-direction touch switch and a Y-direction touch switch. The transmission kit and the touch switch are nested in the inner cavity of the shell. The shell comprises a front cover and a rear cover, and the shell is fixedly installed at the front desk of the car. The transmission kit comprises a kit I, a kit II and a transmission crankshaft. Kit I is hinged and fixed to the end of the lever, and kit II is nested on the outer wall of kit I close to the lever, and kit II is rotatably connected to the inner wall of the shell. The transmission crankshaft is located between kit I and kit II. Two touch switches are provided, one of which is arranged at the end of kit II, and the other is arranged on the transmission crankshaft. Both ends of the transmission crankshaft are rotatably connected to the inner wall of the shell.

[0006] Preferably, a rotating boss Ⅰ is provided on the kit Ⅱ, and correspondingly, a hole position Ⅰ is provided on the front cover and the rear cover respectively. The rotating boss Ⅰ at both ends of the kit Ⅱ can be rotatably inserted into the hole position Ⅰ on the front cover and the rear cover respectively. Since the shell is fixed on the vehicle body, that is, the position of the shell is fixed, the structural design is that the kit Ⅱ can swing up and down on the inner wall of the shell, that is, the gear lever drives the touch switch to switch up and down.

[0007] Preferably, a hole position II is provided on the kit I, and correspondingly, a rotating boss II is provided on the kit II. When the kit II is nested in the outer wall of the kit I, the boss II is inserted in the hole position II. In the horizontal direction, the kit II is fixed, that is, in the horizontal direction, the kit I rotates around the kit II, so that the kit I is displaced in the horizontal direction, driving the touch switch to move left and right.

[0008] Preferably, a U-shaped slot is provided on the kit I, and a transmission crankshaft is rotatably installed in the U-shaped slot. The transmission crankshaft is a conversion structural component that enables the kit I to achieve lateral movement.

[0009] Preferably, a connecting piece is extended from the end of the kit II, and a touch switch is mounted on the connecting piece, and the touch switch moves in the Y-axis direction.

[0010] Preferably, rotating bosses III are respectively provided at both ends of the transmission crankshaft, and correspondingly, holes III are provided on the inner wall of the rear cover, and the rotating bosses III at both ends of the transmission crankshaft are respectively inserted into holes III. Since the rear cover is fixed, when the kit II rotates and acts on the transmission crankshaft, the rotation of the transmission crankshaft offsets the longitudinal force, leaving only the force of lateral movement, thereby realizing the lateral movement of the touch switch on the transmission crankshaft.

[0011] Preferably, a touch switch is installed at one end of the bottom of the transmission crankshaft, and the touch switch moves in the Y-axis direction.

[0012] Preferably, an X-rail and a Y-rail are respectively provided on the front cover, and the touch switches are respectively located in the X-rail and the Y-rail, and the two rails do not interfere with each other.

[0013] Preferably, a limit piece is installed on the inner wall of the shell, and the end of the kit I is nested in the limit piece. During the up and down switching process of the kit I, and the forward and backward movement of the kit I, the extreme distance is limited to prevent excessive switching. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a structural schematic diagram of a preferred embodiment of a vehicle shift lever assembly provided by the utility model;

[0015] Figure 2 It is a structural schematic diagram of a preferred embodiment of a vehicle shift lever assembly provided by the utility model;

[0016] Figure 3 It is a schematic diagram of Kit I of a preferred embodiment of the automobile shift lever assembly provided by the utility model;

[0017] Figure 4 It is a schematic diagram of Kit II of a preferred embodiment of the automobile shift lever assembly provided by the utility model;

[0018] Figure 5 It is a schematic diagram of a transmission crankshaft of a preferred embodiment of a vehicle shift lever assembly provided by the utility model;

[0019] Figure 6 It is a schematic diagram of the front cover of a preferred embodiment of the automobile shift lever assembly provided by the utility model;

[0020] Figure 7The utility model is a schematic diagram of a rear cover of a preferred embodiment of a vehicle shift lever assembly provided by the utility model. DETAILED DESCRIPTION

[0021] The present invention will be described in further detail and in detail below in conjunction with the accompanying drawings and preferred embodiments.

[0022] Figure 1-7 The following is a schematic diagram of a preferred embodiment of a vehicle shift lever assembly provided by the utility model. Figure 1-7 As shown, the automobile shift lever assembly includes a lever 1, a housing 2, a transmission kit 3 and a touch switch 4. One end of the transmission kit 3 is fixedly connected to the lever 1, and the other end is respectively connected to the X-direction touch switch and the Y-direction touch switch 4. The transmission kit 3 and the touch switch 4 are nested in the inner cavity of the housing 2. The housing 2 includes a front cover 201 and a rear cover 202, and the housing 2 is fixedly installed at the front desk of the automobile. The transmission kit 3 includes a kit I 301, a kit II 302 and a transmission crankshaft 303. The kit I 301 is hinged and fixed to the end of the lever 1, and the kit II 302 The kit Ⅰ301 is nested on the outer wall of the kit Ⅰ301 close to the side of the lever 1, and the kit Ⅱ302 is rotatably connected to the inner wall of the shell 2. The transmission crankshaft 303 is located between the kit Ⅰ301 and the kit Ⅱ302. There are two touch switches 4, one of which is installed at the end of the kit Ⅱ302, and the other is installed on the transmission crankshaft 303. The two ends of the transmission crankshaft 303 are rotatably connected to the inner wall of the shell 2. The kit Ⅱ302 is provided with a rotating boss Ⅰ304. Correspondingly, the front cover 201 and the rear cover 202 are respectively provided with hole positions Ⅰ203. The two ends of the kit Ⅱ302 are respectively provided with a rotating boss Ⅰ304. The rotating boss Ⅰ304 at the end can be rotatably inserted into the hole position Ⅰ203 on the front cover 201 and the rear cover 202 respectively, the kit Ⅰ301 is provided with a hole position Ⅱ305, and correspondingly, the kit Ⅱ302 is provided with a rotating boss Ⅱ306. When the kit Ⅱ302 is nested in the outer wall of the kit Ⅰ301, the boss Ⅱ306 is inserted in the hole position Ⅱ305, the kit Ⅰ301 is provided with a U-shaped groove 307, the transmission crankshaft 303 can be rotatably installed in the U-shaped groove 307, the end of the kit Ⅱ302 is extended with a connecting piece 308, and the touch switch 4 is installed On the connecting piece 308, rotating bosses III309 are respectively provided at both ends of the transmission crankshaft 303. Correspondingly, a hole position III204 is provided on the inner wall of the rear cover 202. The rotating bosses III309 at both ends of the transmission crankshaft 303 are respectively inserted into the hole position III204. A touch switch 4 is installed at one end of the bottom of the transmission crankshaft 303. An X guide rail 205 and a Y guide rail 206 are respectively provided on the front cover 201. The touch switch 4 is respectively located in the X guide rail 205 and the Y guide rail 206. A limit piece 5 is installed on the inner wall of the shell 2, and the end of the kit I301 is nested in the limit piece 5.

[0023] During use, the shell is fixed inside the car body and is mainly installed on the car steering wheel. When it is necessary to switch in the X-axis direction, the lever is pushed forward or backward. When the lever is pushed, since Kit II is fixed in the horizontal direction, Kit I will swing forward or backward around Kit II. At the same time, the transmission crankshaft installed in the U-shaped slot will also be subject to the swinging force, but because both ends of the transmission crankshaft are fixed on the rear cover, that is, the transmission crankshaft cannot move forward and backward, and can only form a lateral thrust when the transmission crankshaft rotates, driving the touch switch set at the bottom of the transmission crankshaft to move in the X-axis direction. The end of Kit I 301 is nested in the limiter 5. During the up and down switching process of Kit I 301, and the forward and backward movement of Kit I 301, the limit distance is limited to prevent excessive switching.

[0024] In addition, when it is necessary to switch in the Y-axis direction, the lever is pushed up or down. Since Kit II can rotate on the inner wall of the shell, when the lever fluctuates, it will drive Kit I and Kit II to swing up and down, and at the same time, the touch switch on the end connector of Kit II moves on the X guide rail.

[0025] It is worth mentioning that the structure is a single-sided design. In actual application, the other side is set as a symmetrical lever assembly or a single-direction adjustable lever assembly, which expands the application scope of the product.

[0026] Compared with the prior art, the utility model has the beneficial effects of enabling the shift lever to switch in the X direction and the Y direction, and adopting a mechanical transmission structure with fast response speed and high switching accuracy.

[0027] Finally, it is necessary to explain here that the above embodiments are only used to further illustrate the technical solution of the utility model in detail and cannot be understood as limiting the protection scope of the utility model. Some non-essential improvements and adjustments made by technicians in this field based on the above content of the utility model belong to the protection scope of the utility model.

Claims

1. A car shift lever assembly, comprising a lever, a housing, a transmission kit and a touch switch, wherein one end of the transmission kit is fixedly connected to the lever, and the other end is respectively connected to an X-direction touch switch and a Y-direction touch switch, and the transmission kit and the touch switch are nested in the inner cavity of the housing, characterized in that: The shell includes a front cover and a rear cover, and the shell is fixedly installed at the front desk of the car. The transmission kit includes kit I, kit II and a transmission crankshaft. Kit I is hinged and fixed to the end of the lever, and kit II is nested in the outer wall of kit I close to the lever side, and kit II is rotatably connected to the inner wall of the shell. The transmission crankshaft is located between kit I and kit II. Two touch switches are provided, one of which is installed at the end of kit II, and the other is installed on the transmission crankshaft. The two ends of the transmission crankshaft are rotatably connected to the inner wall of the shell.

2. The automotive shift lever assembly according to claim 1, characterized in that: The kit II is provided with a rotating boss I, and correspondingly, the front cover and the rear cover are respectively provided with a hole position I, and the rotating bosses I at both ends of the kit II can be rotatably inserted into the hole position I on the front cover and the rear cover respectively.

3. The automotive shift lever assembly according to claim 1, characterized in that: A hole position II is provided on the kit I, and correspondingly, a rotating boss II is provided on the kit II. When the kit II is nested in the outer wall of the kit I, the boss II is inserted in the hole position II.

4. The automotive shift lever assembly according to claim 1, characterized in that: A U-shaped slot is provided on the kit I, and the driving crankshaft can be rotatably installed in the U-shaped slot.

5. The automotive shift lever assembly according to claim 1, characterized in that: A connecting piece is extended at the end of the kit II, and the touch switch is mounted on the connecting piece.

6. The automotive shift lever assembly according to claim 1, characterized in that: Rotating bosses III are respectively arranged at both ends of the transmission crankshaft, and correspondingly, holes III are arranged on the inner wall of the rear cover, and the rotating bosses III at both ends of the transmission crankshaft are respectively inserted into the holes III.

7. The automotive shift lever assembly according to claim 6, characterized in that: A touch switch is arranged at one end of the bottom of the transmission crankshaft.

8. The automotive shift lever assembly according to claim 1, characterized in that: An X guide rail and a Y guide rail are respectively arranged on the front cover, and the touch switches are respectively located in the X guide rail and the Y guide rail.

9. The automotive shift lever assembly according to claim 1, characterized in that: A limiting piece is arranged on the inner wall of the shell, and the end of the kit I is nested in the limiting piece.

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