KR101288031B1 - Lever device for electronic shifter and system for electronic shifter - Google Patents

Abstract

An electronic shift lever device and an electronic shift system are provided. Electronic shift lever device according to an embodiment of the present invention, a dial knob rotatable based on a rotation axis, a link portion that is connected to the dial knob to rotate, rotates in a first direction is connected to the link portion, the first direction And a rotation control unit for blocking the rotation from the second direction different from the second direction, wherein the link unit is displaceable to a position not in contact with the dial knob or the rotation control unit.

Description

Electronic shift lever device and electronic shift system {LEVER DEVICE FOR ELECTRONIC SHIFTER AND SYSTEM FOR ELECTRONIC SHIFTER}

The present invention relates to an electronic shift lever device and an electronic shift system, and more particularly, to an electronic shift lever device and an electronic shift system capable of shifting by rotating a dial type knob.

In general, an automatic transmission used in a vehicle has a shift mode that is operated in the same order as the P, R, N, D, and S stages, and is equipped with an automatic transmission in which the shift stage is automatically changed according to the vehicle speed during driving. In the case of a vehicle, a shift lever is installed that allows the driver to artificially change the shift mode of the automatic transmission according to the driving situation.

The driver of the automatic transmission vehicle operates the shift lever to select a shift mode of the automatic transmission in modes such as parking (P stage), reverse (R stage), neutral (N stage), and travel (D stage) according to driving conditions. Can be controlled by

Conventionally, a tiptronic type mode switching device has been disclosed in which a shift lever manipulated by a driver is directly connected to an automatic transmission through a mechanical mechanism to directly transfer an operating force applied to the shift lever to an automatic transmission to adjust a shift mode.

However, the conventional mode shifting device for automatic transmission in which the shift mode is switched through a mechanical mechanism has a problem in that driving convenience is inferior because a force required for shift mode adjustment is directly applied through the shift lever. In addition, since the shift lever is installed in the center of the console next to the driver's seat, it has been a factor that reduces the utilization of the interior space of the vehicle.

Therefore, when a small amount of operating force is applied, the electronic control device detects the movement direction and the displacement amount, and then changes the transmission mode of the automatic transmission, for example, by an operating medium such as an actuator or an electric motor. Shift levers for electronically controlled automatic transmissions have been developed.

In the case of a vehicle equipped with a shift lever for a conventional electronically controlled automatic transmission, there is an advantage in that the shifting operation is easier than the conventional stick type shift lever, but an unintentional gear compared to the conventional stick type shift lever. Shifting occurs. That is, in the case of a button or dial type, if the user accidentally presses the button or turns the dial in a predetermined direction while stopping or driving, there is a possibility that a large accident is caused by unintentionally shifting the gear.

In particular, the shift lever of the dial type shifts to a desired gear state by rotating the dial clockwise or counterclockwise. However, since the gear shift is sensed according to the absolute position of the dial, the driver may select a gear other than the parking gear (P stage). In order to turn off the ignition in the gear state and turn on the ignition again, it is inconvenient for the driver to initialize the dial to the P-position and then start driving.

The present invention has been made to solve the above problems, an object of the present invention, an electronic shift lever device and an electronic shift including the same that can prevent accidents caused by sudden stops of vehicles by blocking unintentional gear shifting To provide a system.

Another object of the present invention is an electronic shift lever device having a structure capable of eliminating risks of sudden start and the like by automatically controlling the state of a gear to P stage at the first start-up regardless of a previous dial position in a dial-type shift lever. And to provide an electronic shift system comprising the same.

The objects of the present invention are not limited to the above-mentioned objects, and other objects not mentioned can be clearly understood by those skilled in the art from the following description.

In order to achieve the above object, the electronic shift lever device according to an embodiment of the present invention, a dial knob rotatable about a rotation axis, a link portion connected to the dial knob to rotate, a first direction connected to the link portion Rotation to include a rotation control unit for blocking so as not to rotate in a second direction different from the first direction, wherein the link unit is displaceable to a position that does not contact the dial knob or the rotation control unit.

An electronic shift system according to an embodiment of the present invention includes a dial knob rotatable based on a rotation axis, a link part connected to the dial knob to rotate, and a rotation part connected to the link part to rotate in a first direction and the first direction. Rotation control unit for preventing the rotation in the other second direction, a sensor connected to the dial knob and rotates, including a transmission for shifting the vehicle gears in accordance with the rotation angle of the sensor, the link unit is the dial knob or the It can be displaced to a position not in contact with the rotation control part.

The details of other embodiments are included in the detailed description and drawings.

According to the electronic shift lever device and the electronic shift system including the same according to the embodiments of the present invention as described above, it is possible to prevent accidents due to vehicle sudden stops by blocking unintentional gear shift.

In addition, in the dial-type shift lever, the gear is automatically controlled at the P stage at the first start regardless of the previous dial position, thereby eliminating the risk of sudden start and the like, and the rotation of the dial-type can be 360 degrees. It is possible to provide an electronic shift lever device free of user's manipulation and an electronic shift system including the same.

The effects according to the present invention are not limited by the contents exemplified above, and more various effects are included in the specification.

1 and 2 are views showing an exemplary view of a dial type shift lever constituting an electronic shift lever device according to an embodiment of the present invention.
3 is a perspective view illustrating an electronic shift lever device according to an embodiment of the present invention.
4 is a plan view of the electronic shift lever device of FIG. 3.
FIG. 5 is a view illustrating a sensing sensor of the electronic shift lever device of FIG. 3.
FIG. 6 is a view for explaining linkage movement of the electronic shift lever device of FIG. 3.
7 to 12 are views for explaining the operation principle of the rotation control unit for blocking the gear shift due to the operation mistake of the electronic shift lever device of FIG.
FIG. 13 is a view for explaining an elastic member that applies a restoring force to an initial position to a rotation control unit of the electronic shift lever device of FIG. 3.
14 is a block diagram illustrating an electronic shift system according to an embodiment of the present invention.

Advantages and features of the present invention and methods for achieving them will be apparent with reference to the embodiments described below in detail with the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Is provided to fully convey the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims.

DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. &Quot; and / or "include each and every combination of one or more of the mentioned items. ≪ RTI ID = 0.0 >

Hereinafter, an electronic shift lever device according to an exemplary embodiment of the present invention will be described with reference to FIGS. 1 to 13. 1 and 2 are views showing an exemplary view of a dial type shift lever constituting an electronic shift lever device according to an embodiment of the present invention, Figure 3 is an electronic shift lever according to an embodiment of the present invention. 4 is a plan view of the electronic shift lever device of FIG. 3, FIG. 5 is a view illustrating a sensing sensor of the electronic shift lever device of FIG. 3, and FIG. 6 is a view of the electronic shift lever device of FIG. 3. It is a figure explaining the movement of a link part, FIG. 7-12 is a figure explaining the operation principle of the rotation control part which interrupts gear shift by the mistake of operation of the electronic shift lever device of FIG. 3, FIG. It is a figure explaining the elastic member which applies a restoring force to an initial position to the rotation control part of a shift lever apparatus.

Electronic shift lever device according to an embodiment of the present invention, the dial knob 10, the link unit 30, the rotation control unit 40.

1 and 2, a part of the dial knob 10 is directly exposed to the driver of the vehicle, and is provided to be rotatable based on the rotation axis, so that the driver grips the dial knob 10 to shift gears. The gears of the vehicle can be shifted by rotating.

In the illustrated example, the shift gear type is represented as a parking gear (P stage), a reverse gear (R stage), a neutral gear (N stage), a driving gear (D stage), a manual driving gear (S stage), but is not limited thereto. Other types of gears may be included as necessary. In addition, the shape of the dial knob 10 and the shift range according to the rotation of the dial knob 10 are merely exemplary, and may be modified without departing from the scope of the present invention.

Such a dial knob 10 may be provided at a position where a conventional stick-type shift lever is installed in a vehicle, and may be provided at other positions.

3 and 4, the undercarriage of the dial knob 10 exposed to the driver is shown in detail. The dial knob 10 may be connected to the sensor 20 and the link unit 30, and the link unit 30 may be connected to the rotation controller 40 again.

When the driver rotates the dial knob 10 in a predetermined direction, the driver may rotate together with the sensing sensor 20 and the link unit 30 connected to the dial knob 10, and the rotation controller 40 may be rotated by the link unit 30. ) Can also rotate together.

In the illustrated example, the dial knob 10 is connected to the sensing sensor 20 and the link unit 30 as a spur gear, and the link unit 30 and the rotation controller 40 are also shown as spur gears. However, the present invention is not limited thereto, and if the structure capable of transmitting the rotational force generated by the dial knob 10 to another configuration, the rotational transmission structure other than the spur gear may have another type of structure such as another type of gear or a timing belt. have.

The dial knob 10 has a cylindrical pillar member 12, and a gear portion 14 for transmitting rotational force is provided at the bottom thereof. When the dial knob 10 rotates, the pillar member 12 may also rotate together, and thus the gear 14 may also rotate together.

The sensor 20 is connected to the dial knob 10 to rotate together with the rotation of the dial knob 10. The sensor 20 may include a sensor unit 22 for sensing a current or voltage change according to a rotation angle, and a sensor gear unit 24 engaged with the gear unit 14 of the dial knob 10 to rotate. have.

As shown in FIG. 5, the sensor 20 detects a vehicle gear state according to its rotation angle and transmits an electronic signal to a signal controller (not shown) to shift the vehicle gear accordingly.

When the driver grips the dial knob 10 and rotates it in a predetermined direction, the generated rotational force is transmitted through the sensor gear part 24 of the sensor 20 to rotate the sensor 20 in a predetermined direction. The gear to be shifted can be detected by the voltage / current change of (22).

In order to achieve such a structure, the detection sensor 20 may be a magnet sensor, and a hall sensor (not shown) may be disposed at a position adjacent to the detection sensor 20, but is not limited thereto.

As in the example shown in Figure 5, when the sensor 20 is rotated in a predetermined direction, the parking gear (P stage), reverse gear (R stage), neutral gear (N stage), driving gear (D) in sequence However, the shifting signal may be generated by the manual driving gear S and transferred to the transmission control unit to perform the shifting.

3 and 4, the link unit 30 is connected to the dial knob 10 to rotate. The link unit 30 may have a structure that is engaged with the dial knob 10 and the rotation control unit 40 at the same time, and may have a configuration for transmitting the rotational force of the dial knob 10 to the rotation control unit 40.

The dial knob 10 and the rotation controller 40 which are indirectly connected by the link unit 30 may be configured to be spaced apart from each other at predetermined intervals so as not to contact each other.

As shown in FIG. 6, the link unit 30 may have a structure capable of being displaced to a position not in contact with the dial knob 10 and / or the rotation control unit 40, and in some embodiments, the link unit ( 30 and the rotation control unit 40 may be set to rotate based on an axis parallel to the rotation axis of the dial knob 10, the link unit 30 in a direction parallel to the longitudinal direction of the rotation axis of the dial knob 10 It may have a structure capable of displacement.

3 to 4 and 6 to 12, the rotation control unit 40 is connected to the link unit 30 to rotate in a first direction, but not to rotate in a second direction different from the first direction It has a structure.

The rotation controller 40 has a rotary gear member 42 in direct contact with the link unit 30, a plurality of gear teeth 42 ′ having a different radius from the center, and variable gear meshes with the gear teeth 42 ′. The support member 44 and the drive member 46 for varying the length of the variable support member 44 may be included.

As shown in FIG. 7, the variable support member 44 is pressed in the gear teeth 42 ′ by pressing means such as a spring, and the gear teeth 42 ′ are, for example, in a first direction ( As shown in FIG. 7, the radius may be reduced as it is rotated counterclockwise.

FIG. 7 shows the shape of the rotation controller 40 when the vehicle gear is in the parking gear (P stage) state, and among the plurality of gear teeth 42 ', the gear teeth having the largest radius and the variable support member 44 are shown in FIG. End of the contact. Since the variable support member 44 and the gear teeth 42 'do not have stepped portions, the rotation control part 40 can rotate freely. However, it may be blocked so as not to rotate in a clockwise direction by a separate stopper (not shown), the clock side by the structure of the opposite side of the gear teeth 42 ', that is, the rotary gear member 42 and the link portion 30 It may be blocked so as not to rotate in the direction.

FIG. 8 shows a form of the rotation control unit 40 in the case where the vehicle gear is in the reverse gear (R stage), and the driver moves the dial knob 10 to the reverse gear (R stage; see FIGS. 1 and 2). By rotating, the link unit 30 and the rotation control unit 40 rotate sequentially. The rotation control unit 40 rotates in the counterclockwise direction so that the second largest gear teeth of the plurality of gear teeth 42 'and the end of the variable support member 44 come into contact with each other. At this time, the direction of rotation of the variable support member 44 is limited due to the stepped portion formed by the relationship of the gear teeth 42 'with different radii. That is, the rotation controller 40 may rotate in the counterclockwise direction, but when rotated in the clockwise direction, the rotation is blocked by the stepped portion. Such a structure prevents the vehicle driver from suddenly stopping during reverse by shifting to the parking gear P stage by mistake from the reverse gear R stage.

FIG. 9 shows a form of the rotation control unit 40 when the vehicle gear is in a neutral gear (N stage), a driving gear (D stage) or a manual driving gear (S stage), and the driver rotates the dial knob 10. By rotating the neutral gear, the driving gear or the manual driving gear (see FIGS. 1 and 2), the link unit 30 and the rotation control unit 40 rotate sequentially. The rotation controller 40 is rotated in the counterclockwise direction so that the gear teeth having the smallest radius among the plurality of gear teeth 42 'and the end of the variable support member 44 come into contact with each other. At this time, the direction of rotation of the variable support member 44 is limited due to the stepped portion formed by the relationship of the gear teeth 42 'with different radii.

Unlike in FIG. 8, in the case of the neutral gear (N stage), the driving gear (D stage), or the manual driving gear (S stage), the gear teeth 42 'contacted by the variable support member 44 are stepped in both directions. Since it is formed, the rotation of the rotation control unit 40 can be limited in both directions.

That is, the neutral gear (N stage), the driving gear (D stage) or the manual driving gear (S stage) state is set to be freely shifted because there is no separate step in the rotation process of the rotation control unit 40, but manual driving In the gear (S stage) state, the rotation control unit 40 is blocked by the right stepped portion so as not to rotate in the counterclockwise direction, and as shown in FIG. 10, in the neutral gear (N stage) state, the rotation control part by the left stepped portion 40 is blocked so that it does not rotate clockwise.

As such, when the rotation of the rotation control unit 40 is blocked, the rotation of the link unit 30, the dial knob 10, and the detection sensor 20, which are connected and rotated thereto, are blocked, thereby preventing unintended vehicle shifting. Can be.

Such a structure can prevent the vehicle driver from inadvertently traveling backward by shifting to the reverse gear (R stage) in a neutral gear (N stage) state by mistake.

Therefore, in order for the vehicle driver to shift from the neutral gear (N stage) state to the reverse gear (R stage) state, a separate external signal indicating that the rotation of the dial knob 10 performed by the vehicle driver was an intended action was received. There is a need.

Therefore, as shown in FIG. 11, the vehicle driver clicks a button provided separately from the dial knob 10 and then moves the dial knob 10 in the neutral gear (N stage) state to the reverse gear (R stage). When rotated in the ()) state, an external signal is generated, and the drive member 46 reduces the length of the variable support member 44 (moves in the direction of the drive member 46) by the external signal, thereby changing the variable support member 44. The end of is not blocked by the step of the gear teeth 42 ', the rotation control unit 40 can be configured to rotate in the second direction (clockwise).

Referring to FIG. 12, the vehicle driver reverses the dial knob 10 after clicking a button provided separately from the dial knob 10 to shift from the reverse gear (R stage) to the parking gear (P stage). When rotating from the gear (R stage) to the parking gear (P stage), an external signal is generated, whereby the drive member 46 reduces the length of the variable support member 44, thereby reducing the length of the variable support member 44. The rotation control part 40 may be configured to rotate in the second direction (clockwise direction) without the end being blocked by the step of the gear teeth 42 '. In the illustrated example, the height of the variable support member 44 is changed to control the position of the tip of the variable support member 44, but the present invention is not limited thereto and may be implemented by other known methods.

As such, the rotation control unit 40 according to the present embodiment blocks rotation in a specific direction, but selectively rotates to prevent a vehicle accident due to an operation of the dial knob 10 not intended by the vehicle driver. have.

Referring to FIG. 13, the rotation control unit 40 includes an elastic member 48 on the rotation shaft, and may be set to be restored to an initial position in a state in which it is not in contact with the link unit 30 (in the absence of external force). Can be. The elastic member 48 may be a torsion spring, but is not limited thereto. The initial position of the rotation control unit 40 restored by the elastic member 48 may correspond to the parking gear (P stage) state (see FIG. 7).

That is, when the vehicle driver turns off the engine in the driving gear (D stage), the reverse gear (R stage) or the manual transmission gear (S stage), the dial knob 10, the sensing sensor 20, The state of the link unit 30 and the rotation control unit 40 is maintained as it is. At this time, when the start-up (ON) again, the existing gear state is maintained as it is, there is a risk of accidents such as sudden start.

Therefore, when the vehicle driver turns off the start in the driving gear (D stage), the reversing gear (R stage), or the manual transmission gear (S stage), the link unit 30 causes the dial knob 10 and / or Or it may be set to be displaced to a position that does not contact the rotation control unit 40. In this case, since the rotation control unit 40 is in a state without external force, the elastic member 48 is automatically deformed to an initial position, that is, the state of FIG. On the other hand, the dial knob 10 and the sensor 20 does not have a separate rotation or displacement. When the dial knob 10 does not contact the link portion 30, the dial knob 10 may be freely rotated 360 degrees.

However, when the vehicle driver turns off the engine in the state of the neutral gear (N-stage), it is possible to recognize that the parking is intended and maintain the position of the link unit 30 as it is. Therefore, when the vehicle driver turns the vehicle on again, the vehicle driver may operate in the neutral gear (N stage) state as it is.

In other cases, that is, when the starter is turned off and then turned on again in the driving gear (D stage), reversing gear (R stage) or manual transmission gear (S stage), the link part that has been displaced ( 30 may return to the position in contact with the dial knob 10 and the rotation control unit 40.

Hereinafter, an electronic shift system according to an exemplary embodiment of the present invention will be described with reference to FIG. 14. 14 is a block diagram illustrating an electronic shift system according to an embodiment of the present invention.

Electronic shift system according to an embodiment of the present invention, the dial knob 10 that is rotatable based on the axis of rotation, the link portion 30 is connected to the dial knob 10 to rotate, the link portion 30 is connected Rotation control unit 40 is rotated in a first direction but blocked from being rotated in a second direction different from the first direction, the detection sensor 20 is connected to the dial knob 10 to rotate, the detection sensor 20 Including a transmission 60 is a vehicle gear is shifted according to the rotation angle of the), the link unit 30 is displaceable to a position that does not contact the dial knob 10 or the rotation control unit 40.

The electronic shift system according to the present embodiment may include the electronic shift lever device according to the above-described embodiment, and may further include a signal control unit 50, a transmission unit 60, and a display unit 70. .

As described above, the rotation controller 40 includes a plurality of gear teeth 42 ′ having different radii from the center, a variable support member 44 meshing with the gear teeth 42 ′, and a variable support member ( Drive member 46 for varying the length of the 44 may be included, the variable support member 44 is pressed toward the gear teeth 42 'side, the gear teeth 42' is rotated in a predetermined first direction It may be in the form of a smaller radius.

The drive member 46 may reduce the length of the variable support member 44 by an external signal, so that the rotation controller 40 may be selectively rotated in a second direction opposite to the first direction.

The rotation controller 40 may include an elastic member on the rotation shaft, and may be set to be restored to an initial position without contact with the link unit 30, and the initial position may mean a parking gear (P stage) state. have.

The link unit 30 may be displaced to a position where the vehicle is not in contact with the dial knob 10 and / or the rotation control unit 40 in a state where the vehicle is started off, and the link unit 30 may be a neutral gear ( The position can be maintained when the vehicle start is turned off in the N-th stage.

In addition, the link unit 30 may be displaced to a position in contact with the dial knob 10 and the rotation control unit 30 when the vehicle is started.

It may further include a detection sensor 20 is connected to the dial knob 10 to rotate, the detection sensor 20 transmits a detection signal to the signal controller 50, the signal controller 50 analyzes the signal. To transmit the shift signal to the transmission unit 60. The transmission unit 60 may be a transmission control unit, but is not limited thereto and may be a transmission operated by a mechanical or physical signal.

The signal controller 50 may transmit the shift signal to the display unit 70 and output the current gear state to the display unit 70.

The sensor 20 may recognize the initial position when the vehicle is started on as the parking gear (P stage) and instruct the signal controller 50 to shift the vehicle gear to the P stage. Initial driving may be started in a state in which the speed change unit 60 is shifted to the P stage.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It will be understood. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive.

10: dial knob
20: detection sensor
30: link section
40; Rotation control unit
50: signal control unit
60: transmission part
70:

Claims (29)

A dial knob rotatable about an axis of rotation;
A link unit connected to the dial knob and rotating;
A rotation control unit connected to the link unit to rotate in a first direction and block the rotation in a second direction different from the first direction,
And the link portion is displaceable to a position not in contact with the dial knob or the rotation control portion. The method of claim 1,
And a sensing sensor connected to the dial knob and rotating. The method of claim 2,
Electronic shift lever device for shifting the vehicle gear in accordance with the rotation angle of the sensor. The method of claim 3,
The sensing sensor is a magnet sensor, electronic shift lever device. The method of claim 1,
The rotation control unit is provided with an elastic member on the rotation shaft, the electronic shift lever device is restored to the initial position in a state that does not contact with the link. The method of claim 5,
The elastic member is a torsion spring, electronic shift lever device. The method of claim 5,
And said initial position corresponds to a P-stage gear state. The method of claim 1,
The rotation control unit,
A plurality of gear teeth with different radii from the center,
A variable support member engaged with the gear teeth,
And a drive member for varying the length of the variable support member. 9. The method of claim 8,
The variable support member is pressed to the gear teeth side,
And the gear teeth are smaller in radius as they rotate in the first direction. 9. The method of claim 8,
And the drive control member is configured to reduce the length of the variable support member by an external signal so that the rotation controller rotates in the second direction. The method of claim 1,
And the link unit and the rotation control unit rotate about an axis parallel to the rotation axis. The method of claim 1,
And the link portion is displaceable in the longitudinal direction of the rotating shaft. The method of claim 1,
And the link portion is displaced to a position where the vehicle is not in contact with the vehicle starting off. The method of claim 13,
The link portion is an electronic shift lever device, the position is maintained when the vehicle start is off in the N-gear state. The method of claim 1,
And the link unit is displaced to a position in contact with the dial knob and the rotation control unit when the vehicle is started. 16. The method of claim 15,
Further comprising a sensing sensor is connected to the dial knob and rotates,
The detection sensor is an electronic shift lever device for shifting the vehicle gear to the P stage by recognizing the initial position when the vehicle start is ON (P) gear state. The method of claim 1,
And said dial knob is free to rotate 360 degrees when it is not in contact with said link portion. The method of claim 1,
And the dial knob and the rotation control unit are spaced apart from each other and are not in contact with each other. A dial knob rotatable about an axis of rotation;
A link unit connected to the dial knob and rotating;
A rotation control unit connected to the link unit to rotate in a first direction and block the rotation in a second direction different from the first direction;
A sensing sensor connected to the dial knob and rotating; And
Including a gear shifting gear is shifted in accordance with the rotation angle of the sensor,
And the link portion is displaceable to a position not in contact with the dial knob or the rotation control portion. 20. The method of claim 19,
The rotation control unit is provided with an elastic member on the rotation shaft, the electronic transmission system, which is restored to the initial position without contact with the link portion. 21. The method of claim 20,
The initial position is in a P-stage gear state. 20. The method of claim 19,
And the link portion is displaced to a position where the vehicle is not in contact with the vehicle being turned off. The method of claim 22,
And the link portion maintains its position when the vehicle is turned off in the N-gear state. 20. The method of claim 19,
And the link unit is displaced to a position in contact with the dial knob and the rotation control unit when the vehicle is started. 25. The method of claim 24,
Further comprising a sensing sensor is connected to the dial knob and rotates,
The sensor is an electronic shifting system for shifting the vehicle gear to the P stage by recognizing the initial position when the vehicle starting is ON (P) gear state. 20. The method of claim 19,
The rotation control unit,
A plurality of gear teeth with different radii from the center,
A variable support member engaged with the gear teeth,
And a drive member for varying the length of the variable support member. The method of claim 26,
The variable support member is pressed to the gear teeth side,
And the gear teeth are smaller in radius as they rotate in the first direction. The method of claim 26,
And the drive control member is configured to reduce the length of the variable support member by an external signal so that the rotation control unit rotates in the second direction. 20. The method of claim 19,
And a display unit for displaying a gear state of the vehicle detected by the detection sensor.

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