KR20220147515A - Transmission system and gear shift assembly for transmission system of vehicle - Google Patents

Abstract

A gear shift assembly for a transmission system of a vehicle includes a counterpart pivotally mounted to a carrier around a first axis of rotation, and the counterpart includes a concave contact surface including a first part along a select axis extended across the first axis of rotation and a second part extended to be inclined with respect to the first part. The gear shifting assembly further includes a stop device including a contact pin coming in contact with the contact surface and prestressed across the first axis of rotation, wherein the stop device for gear shifting can be moved along the select axis by a gear shifting lever in upshift and downshift directions such that the contact pin can be slid along the first and second parts of the contact surface. An actuator is coupled to the counterpart and formed to change a rotational position of the counterpart around the first axis of rotation to increase or decrease a contact angle between the first part and the second part of the contact surface. Therefore, the present invention is capable of preventing wrong gear shifting through a reliable and easy mechanism.

Description

TRANSMISSION SYSTEM AND GEAR SHIFT ASSEMBLY FOR TRANSMISSION SYSTEM OF VEHICLE

The present invention relates to a gear shift assembly for a transmission system of a vehicle and a transmission system having such assembly.

To change gears in a manually shifted transmission, the driver manipulates or moves the shift lever between different positions corresponding to each gear. However, a situation may occur in which the driver unintentionally performs the downshift instead of the upshift. That is, the lever is moved to the position corresponding to the lower gear instead of the position corresponding to the upper gear. This shifting error operation can damage the transmission or engine.

U.S. Patent Publication US 2020/0149630 A1 discloses a shift lever, a counterpart having a grooved contact surface, and a contact pin coupled to the shift lever and in contact with the contact surface of the counterpart, wherein the contact pin moves over the contact surface by operating the shift lever and Disclosed is a shift assembly for a transmission that provides a shift feel to a driver. The counterpart is further coupled to an actuator configured to linearly move the counterpart when the contact pin is engaged.

One of the ideas of the present invention is to provide a solution for preventing shifting errors in the transmission of a vehicle.

To this end, the invention provides a gear shift assembly according to claim 1 and a transmission system according to claim 10 .

According to a first aspect of the invention, a gear shift assembly for a transmission system of a vehicle comprises a carrier which may be formed for example by a transmission housing, and a counterpart pivotally mounted to the carrier about a first axis of rotation, , the counterpart includes a concave contact surface comprising a first portion along a select axis extending transverse to the first axis of rotation and a second portion extending obliquely relative to the first portion. Thus, the contact surface of the counterpart can be formed in a V-shape, wherein the first axis of rotation extends along or parallel to the contact surface.

The gear shift assembly further includes a detent configured to be kinematically coupled to the shift lever via a selector shaft of the transmission system, the detent contacting a mating surface of the counterpart and pre-stressed transverse to the first axis of rotation relative to the mating surface. and a contact pin, wherein the stop device for gear shifting is movable along the select axis by the shift lever in an upshift direction and a downshift direction so that the contact pin slides along the first and second portions of the contact surface. The actuator is coupled to the counterpart and configured to alter a rotational position of the counterpart about the first axis of rotation to increase or decrease a contact angle between the first portion or the second portion of the contact surface. That is, according to an embodiment of the present invention, the counterpart can be brought to and held in a specific rotational position. Thereby, it is possible to easily change the contact angle between the contact pin and the contact surface of the stop device, that is, the angle surrounded by the select axis and the contact surface at the contact point of the contact surface and the contact pin.

The force (F _select ) that must be applied to the stopper along the select axis to move the stopper depends on the contact angle (β) and the prestress force (F _stress ) on the contact pin in the direction perpendicular to the rotation axis by the following equation do.

Therefore, by changing the contact angle, the select force can be easily changed, that is, the select force is increased for the movement of the stop device in the downshift direction and decreased in the upshift direction. When the detent is kinematically coupled to a shift lever operated by the driver, tactile feedback is provided to the driver to prevent erroneous shifting in a reliable and easy way.

A second aspect of the present invention is a gear shift assembly according to the first aspect of the present invention, a transmission configured to operate at a plurality of transmission ratios, and a selector shaft including an interface for kinematically engaging a shift lever. a system, wherein the selector shaft is coupled to the transmission and a detent of the gear shift assembly for changing the transmission ratio of the transmission in response to movement of the shift lever. For example, the shift lever may be connected to the selector shaft by a Bowden cable such that moving the shift lever moves the selector shaft, where the stopper is moved by the selector shaft in response to movement of the selector shaft.

One of the ideas underlying the present invention is to increase the select force that must be applied through the shift lever to change gears in the direction of a down gear. Thereby, the driver can be guided away from the downshift direction or downshift direction or at least tactilely warned before actually engaging the downshift. In this way, damage to the transmission or engine can be more reliably prevented.

Further embodiments of the invention are the subject of the dependent claims and the following description with reference to the drawings.

According to some embodiments, the gear shift assembly may include a control device comprising an input interface for receiving a rotational speed of an engine coupled to the transmission and an output interface coupled to transmit and receive signals to and from the actuator, the control device comprising: and control the actuator to set the rotational position of the counterpart according to the rotational speed of the engine. The control device may be, for example, an electronic control device and may include a processor such as a CPU, FPGA, ASIC, and the like, and a non-volatile data storage device such as a hard disk drive, a solid state drive, and the like.

According to some embodiments, the control device may be configured to control the actuator such that the actuator sets the rotational position of the counterpart such that as the rotational speed of the engine increases, the contact angle increases with respect to movement of the contact pin in the downshift direction. Accordingly, when the engine is in a high-speed state, the contact angle for movement in the downshift direction is increased, so that the selection force for inadvertently selecting a lower gear increases. On the other hand, due to the V-shape of the contact surface, the contact angle for movement in the upshift direction is small when the engine is in a high-speed state, so that the select force for selecting a high gear is reduced. Since the risk of serious damage to the transmission or engine increases with increasing rotational speed, there is an advantage in further preventing unintentional lower gear selection at high rotational speeds, for example while accelerating the vehicle.

According to some embodiments, the actuator may continuously increase the contact angle as the rotational speed increases. For example, the contact angle with respect to the downshift direction may increase linearly as the rotational speed increases. However, other mathematical functions can also define the relationship between contact angle and rotational speed.

According to some embodiments, the actuator increases the contact angle for a predetermined value when the rotational speed exceeds a predetermined threshold value. Thus, a cascading function can define the relationship between the contact angle and the rotational speed.

According to some embodiments, the actuator includes a drive motor and a drive connected to the counterpart through a drive mount coupled to the counterpart such that the actuator is rotatable by the drive motor and rotatable about a second axis of rotation that is spaced apart from and parallel to the first axis of rotation. It may include a spindle. Spindle drives offer the advantage of self-locking. That is, it is possible to reliably hold the counterpart at the set rotational position.

According to some embodiments, the stopper may include a bottom and a housing having an opening opposite the floor, wherein the contact pin is pre-stressed by a spring protruding from the opening and supported by the floor. In particular, the spring prestresses the contact pin in a direction perpendicular to the first axis of rotation.

According to some embodiments, the contact pin may include a carrier rod and a ball rotatably held by the carrier rod, the ball being contacted to a contact surface of a counterpart. Thus, the ball may roll on the contact surface as the stopper moves along the select axis. Thereby, smooth and unobstructed movement of the stopper becomes easier.

According to some embodiments, the first part and the second part of the contact surface are connected to each other by a curved connection part. That is, the connecting portion forms a valley or between opposite sides formed by the first and second portions of the contact surface. The stop device can thus be easily fixed in a defined standard position, ie in the neutral gear position.

Features and advantages disclosed with respect to one aspect of the invention are also disclosed with respect to another aspect of the invention, and vice versa.

According to the present invention, the select force can be easily changed by changing the contact angle and the select force is increased for the movement of the stop device in the downshift direction and decreased in the upshift direction. When the detent is kinematically coupled to a shift lever operated by the driver, tactile feedback is provided to the driver to prevent erroneous shifting in a reliable and easy manner.

In addition, the effects obtainable or predicted by the embodiments of the present invention are to be disclosed directly or implicitly in the detailed description of the embodiments of the present invention. That is, various effects predicted according to an embodiment of the present invention will be disclosed in the detailed description to be described later.

For a more complete understanding of the present invention and its advantages, reference is now made to the following description taken in conjunction with the accompanying drawings. The invention is explained in more detail below using an exemplary embodiment indicated in the schematic drawings.
1 shows a schematic cross-sectional view of a gear shift assembly according to an embodiment of the invention, wherein the counterpart is shown in a first rotational position;
Figure 2 shows the gear shift assembly of Figure 1 , wherein the counterpart is shown in the second rotational position;
3 shows a schematic perspective view of a counterpart of a gear shift assembly according to an embodiment of the present invention;
FIG. 4 shows a plan view of the contact surface of the counterpart of FIG. 3 ;
FIG. 5 shows a simplified view of the gear shift assembly of FIG. 1 , wherein the counterpart is in a first rotational position and the force acting on the counterpart and the detent is shown;
FIG. 6 shows a simplified view of the gear shift assembly of FIG. 1 , wherein the counterpart is in a second rotational position and the force acting on the counterpart and the detent is shown;
7 shows a graph in which the select force applied to the stopping device is plotted over the path of travel of the stopping device;
8 shows a graph showing the tilt angle of the counterpart according to the rotational speed of the engine.
9 shows a graph showing the tilt angle of the counterpart according to the rotational speed of the engine.
10 is a schematic block diagram of a transmission system of a vehicle according to an embodiment of the present invention.
Unless otherwise indicated, like reference numbers to drawings indicate like elements.

1 exemplarily shows a gear shift assembly 100 for a transmission system 200 . As shown in FIG. 1 , a gear shift assembly 100 comprises a carrier 1 , for example formed by a transmission housing, a counterpart 2 , an actuator 3 and a stop device 4 . Optionally, the gear shift assembly 100 may further include a control device 5 .

10 schematically shows a block diagram of a transmission system 200 for a vehicle, wherein the transmission system 200 includes a gear shift assembly 100 . The transmission system 200 further includes a selector shaft 210 and a transmission 230 .

Transmission 230 may include a plurality of toothed gears, shafts, and the like, and is generally configured to operate at a plurality of transmission ratios. Accordingly, the transmission 230 is configured to convert the input torque T1 and the input rotational speed ω1 into various output torques T2 and various output rotational speeds ω2 according to the selected transmission ratio.

To select a transmission ratio, the selector shaft 210 is kinematically coupled to the transmission 230 and includes a mechanical interface 211 that can be coupled to the shift lever 220 of the vehicle as symbolically shown in FIG. 10 . do. In FIG. 10 , the shift lever 220 is shown as not being part of the transmission system 200 . However, shift lever 220 may alternatively be part of transmission system 200 . The shift lever 220 can be manually moved to various shift gates G1-G6, GR, and GN by a driver or operator to select a gear having a desired shift ratio, where each shift gate corresponds to one gear. For example, the gates G1-G6 correspond to the forward gear, GR is the reverse gate corresponding to the reverse gear, GN is the neutral gate corresponding to the neutral gear, and the input torque T1 and the input rotation speed ω1 ) is not output by the transmission.

As described above, the shift lever 220 is connected to the interface 211 of the selector shaft 210 via, for example, a Bowden cable. As further schematically shown in FIG. 10 , the selector shaft 210 is mechanically coupled to the stop device 4 , such that the stop device 4 when the selector shaft 210 is moved by the shift lever 220 . is movable by the selector shaft 210 . 10 , and as will be explained in greater detail below with reference to FIGS. 1 to 9 , the stop device 4 applies a reaction force to the stop device 4 when the stop device 4 is moved. in contact with the counterpart (2). This reaction force provides tactile feedback to the driver who operates the shift lever 220 . One of the ideas of the present invention is to change the reaction force by moving, in particular tilting, the counterpart 2 to assist the driver in moving the shift lever 220 to the correct gates G1-G6, GN, GR. In particular, the driver may be assisted to prevent an unintentional downshift, which corresponds to an unintentional movement of the shift lever 220 to a gate with a lower number. For example, selecting gate G3 when the driver wants to shift from gate G4 to gate G5 during acceleration of the vehicle would be an unintentional downshift.

Referring back to FIG. 1 , the carrier 1 of the gear shift assembly 100 is a structure forming a fixed base. For example, the carrier 1 may be a part of the transmission housing accommodating the transmission 230 or a structure fixed to the transmission housing.

The counterpart 2 is shown in side view in FIG. 1 . 3 shows a perspective view of the counterpart 2 . 4 shows a plan view of the counterpart 2 . 1 and 3 , the counterpart 2 may be a generally block-shaped part comprising a concave recess defined by the contact surface 2a. The contact surface 2a defines a V-shaped recess and includes a first portion 21a, a second portion 22a, and a connecting portion 23a connecting the first and second portions 21a, 22a. 1 and 3 , the first portion 21a and the second portion 22a are arranged opposite to each other or opposite to each other with respect to the select axis X. As shown in FIG. In general, the contact surface 2a along the select axis X includes a first portion 21a and a second portion 22a extending obliquely with respect to the first portion 21a. The connecting portion 23a forms the bottom of the recess defined by the contact surface 2a and may be concavely curved or curved, for example. Optionally, as exemplarily shown in FIG. 3 , the contact surface 2a is arranged at opposite ends of the first and second portions 21a , 22a with respect to the select axis X and a web 24 protruding therefrom. 25) may be limited.

The counterpart 2 also comprises a first hinge interface 26 defining a first axis of rotation A1 . As exemplarily shown in FIG. 3 , the first hinge interface 26 may be formed by pins. Alternatively, the first hinge interface 26 may also be formed by an opening. As shown in FIG. 3 , a first hinge interface 26 may be provided on a side 20a of the counterpart 2 extending across the contact surface 2a . In general, the first axis of rotation A1 extends along the first and second portions 21a, 22a of the contact surface 2 or transverse to the select axis X.

Optionally, a second hinge interface 27 defining a second axis of rotation A1 may be provided on the counterpart 2 . As exemplarily shown in FIG. 3 , the second hinge interface 27 may be formed by pins. Alternatively, the second hinge interface 27 may also be formed by an opening. As shown in FIG. 3 , the second hinge interface 27 may also be provided on the side 20a of the counterpart 2 . However, it would also be possible to provide a second hinge interface 27 on the opposite side of the counterpart 2 , for example on the opposite side 20b (see FIG. 4 ). In general, the second rotation axis A2 extends parallel to the first rotation axis A1 and is positioned to be spaced apart from the first rotation axis A1 .

The counterpart 2 may be formed of a metallic material, for example steel.

As schematically shown in FIG. 1 , the counterpart 2 is pivotably mounted to the carrier 1 together with the first hinged interface 26 . The counterpart 2 is thus pivotable relative to the carrier 1 about the first axis of rotation A1 .

1 , the actuator 3 may include a driving motor 30 and a driving spindle 31 . The drive motor 30 may be, for example, an electric motor and may be configured to rotate or rotate the threaded spindle 31 . As schematically shown in FIG. 1 , the drive spindle 31 is coupled to the counterpart 2 via a drive mount 32 . The drive mount 32 includes an internal thread that engages the thread of the drive spindle 31 and is coupled to the second hinge interface 27 of the counterpart 2 . Accordingly, the drive mount 32 is rotatable about the second rotation shaft A2. By rotating the drive spindle 31 by the motor 30, the drive mount 32 is moved along the spindle, thereby causing a rotational motion of the counterpart 2 about the first rotational axis A1 to cause the counterpart The various rotational positions of (2) can be set by the actuator.

The actuator 3 is not limited to the spindle drive described above and shown in FIG. 1 and may be realized in an alternative manner. In general, the actuator 3 is coupled to the counterpart 2 and is configured to change the rotational position of the counterpart 2 about the first axis of rotation A1 . For example, FIG. 1 shows a first rotational position of counterpart 2 , and FIG. 2 shows a second rotational position of counterpart 2 , where the counterpart is indicated by arrow P1 in FIG. 2 . rotated as indicated.

As described above with reference to FIG. 10 , the stop device 4 is configured to mechanically engage the counterpart 2 to a shift lever 220 that is manually operated by the driver. For example, the stop device 4 may be coupled to the selector shaft 210 , which in turn is coupled to the shift lever 220 . As exemplarily shown in FIG. 1 , the stop device 4 comprises a housing 40 , a contact pin 41 and a spring 42 . However, other configurations are possible. In general, the stop device 4 comprises at least a contact pin 41 .

As schematically shown in FIG. 1 , the housing 40 may be generally sleeve-shaped and define an interior space. The housing 40 includes a bottom 40A and an opening 40B at an end opposite to the bottom 40A. For example, the spring 42 , which may be a coil spring, may be accommodated within the interior space of the housing 40 and supported by the bottom 40A of the housing as schematically shown in FIG. 1 .

The contact pin 41 has a structure extending in the longitudinal direction, and may include, for example, a carrier rod 43 and a ball 44 . The carrier rod 43 may include a mounting groove 43A in which the ball 44 is rotatably mounted at the first end. At the second opposite end, the carrier rod 43 may optionally include a receiving groove 43B. As exemplarily shown in FIG. 1 , the carrier rod 43 with its second end may be positioned within the interior space of the housing 40 , wherein at least the ball 44 is positioned in the opening 40B of the housing 40 . ) is projected from Generally, however, the contact pin 41 protrudes from the opening 40B. The spring 42 can be received and supported in the receiving groove 43B of the carrier rod 43 so that the spring 42 is attached to the carrier rod 43 in a direction away from the floor 40A or in a direction toward the opening 40B. Apply pre-stress.

As shown in Figure 1, the stop device 4 is opposite the contact surface 2a of the counterpart 2 so that the opening 40B faces the contact surface 2a and the ball 44 contacts the contact surface 2a. are placed In particular, the stopping device 4 , ie the housing 40 , can be arranged at a constant distance along the axis Z with respect to the first axis of rotation A1 . The spring 42 prestresses the carrier rod 43 along an axis Z relative to the contact surface 2a, wherein the axis Z is transverse to the first axis of rotation A1 and the select axis X or extends vertically. As already discussed above, the stop device 4 is not limited to the configuration shown in FIG. 1 . In general, the stop device 4 comprises a contact pin 41 which is in contact with the contact surface 2a of the counterpart 2 and is pre-stressed transverse to the first axis of rotation A1 and in particular along the axis Z. .

When the shift lever 220 is operated for gear shifting and the selector shaft 210 is moved, the stopper 4 is moved in the upshift direction X2 and the downshift direction X1 along the select axis X. Accordingly, when changing gears, the contact pin 41 must slide along the first and second portions 21a, 22a of the contact surface 2a, ie, move along the contact surface 2a. 4 schematically shows the positions G1'-G6', GN' where the contact pin 41 contacts the contact surface 2a of the counterpart 2 at various shift positions of the shift lever 220 . In the example of Fig. 4, the position G1' corresponds to the gate G1, the position G2' corresponds to the gate G2, and so on. As can be seen in FIG. 4 , for shifting at least between G2' and G3' and between G4' and G5', the stop device 4 must move along the select axis X while in contact with the contact surface 2a. do. Movement in direction X1 corresponds to a downshift operation and movement in direction X2 corresponds to an upshift operation.

By rotating the counterpart 2 about the axis of rotation A1, the contact angle β between the first or second parts 21a, 22a of the contact surface 2a is changed, which causes the stopping device 4 to move down. This results in a change in the select force F2 applied to the stopper 4 to move in the shift direction X1 or the upshift direction X2. This principle is schematically illustrated in FIGS. 5 and 6 , in which the carrier 1 and the actuator 3 are omitted for clarity.

5 and 6 show that the stop device 4 moves the select axis X on the second part 22a of the contact surface 2a, for example from position G4' to position G5' (see Fig. 4). The state of the upshift operation moving in the upshift direction X2 is shown. As indicated by arrows in FIGS. 5 and 6 , the contact pin 42 is pre-stressed along the axis Z against the contact surface 2a with a spring force F1 . The contact angle β may be defined as the angle enclosed by the contact surface 2a and a plane perpendicular to the axis Z. In general, the plane may be parallel to or include the select axis (X). Accordingly, the select force F2 required to move the stopper 4 in the upshift direction X2 can be approximated as follows.

Thus, when the counterpart 2 is rotated to reduce the contact angle β against movement in the upshift direction X2, as shown in FIG. 6 compared to FIG. 5, the stop device in the upshift direction X2 The select force F2 for the movement of (4) is reduced. On the other hand, the force for moving the stopper 4 in the downshift direction X1 will correspond to the movement along the first part 21a in the examples of FIGS. 5 and 6 , and due to the V-shape, the contact surface 2a ) increases because the contact angle with the opposite side portion 21a increases. The driver may feel a force proportional to the select force F2 in the shift lever 220, and as a result, may be efficiently supported by selecting the correct gear or gate G1 - G6.

7 shows a graph in which the horizontal axis S71 depicts the movement of the stopper 4 and the vertical axis S72 depicts the applied select force. As can be seen in Figure 7, force versus movement forms a hysteresis curve. Arrow P71 indicates movement in the upshift direction from a predefined position, for example, movement from position G4' to position G5' (see FIG. 4) corresponding to the example of FIG. 6 . Arrow P72 represents a movement in the downshift direction at the same predefined position, for example a movement from position G4' to position G1' (see Fig. 4), which in the example of Fig. 6 is the contact surface ( will correspond to the movement of the contact pin 41 along the first part 21a of 2a). 7 , the force for moving in the upshift direction (corresponding to the path P71) is significantly smaller than the force for moving in the downshift direction (corresponding to the path P72).

In general, the actuator 3 is configured to change the rotational position of the counterpart 2 about the first rotational axis A1 in order to increase or decrease the contact angle β. Optionally, a control device 5 configured to control the operation of the actuator 3 to set the contact angle may be provided. In FIG. 1 , the control device 5 is only schematically shown as a block. The control device 5 is configured to output a control signal which causes the actuator 3 to rotate the counterpart 2 . Thus, the control device 5 is connected to the actuator via a wired connection such as, for example, CAN-BUS or the like, or via a wireless connection such as WiFi, Bluetooth or the like. 3) includes an output interface 52 which is a signal connected to. In addition, the control device 5 may comprise an input interface 51 for receiving an input signal based on generating an output signal.

For example, the control device 5 may include a processor (not shown) such as a CPU, FPGA, ASIC, etc. and a non-volatile data storage medium (not shown) such as a hard disk drive, solid state drive or the like. have. The non-volatile data storage may store software that causes the processor to output control signals to the actuator 3 based on various input signals.

As exemplarily shown in FIG. 1 , the rotational speed sensor 55 is an input interface 51 of the control device 5 for providing the rotational speed of an engine coupled to the transmission 230 as an input signal to the control device. ) may be a signal connected to Accordingly, optionally, the control device 5 may be configured to control the actuator 3 so that the actuator 3 sets the rotational position of the counterpart 2 according to the rotational speed of the engine. This is advantageous because the risk of damage to the engine or transmission 230 due to a shift error also depends on the rotational speed of the engine. For example, the control device 5 controls the actuator 3 of the counterpart 2 so that the contact angle β increases with respect to the movement of the contact pin 41 in the downshift direction as the rotational speed of the engine increases. It may be configured to control the actuator 3 to set the rotational position. As a result, as the rotational speed of the engine increases, the contact angle β with respect to the movement of the contact pin 41 in the upshift direction decreases.

For example, the contact angle β may be increased for movement of the contact pin 41 in the downshift direction as the rotational speed of the engine increases according to a function predefined by the control device 3 . 8 exemplarily shows a graph in which the rotation speed is plotted on the horizontal axis S81 and the contact angle β is plotted on the vertical axis S82. As shown in FIG. 8 , the control device 5 may control the actuator 3 to increase the contact angle β linearly or generally continuously as the rotational speed increases. Alternatively, the control device 5 may control the actuator 3 to increase the contact angle β to a predetermined value when the rotational speed exceeds a predetermined threshold value SX. This is schematically shown in Fig. 9 which shows a graph in which the rotational speed is plotted on the horizontal axis S91 and the contact angle β is plotted on the vertical axis S92. As can be seen in Figure 9, a step function may be used.

The present invention has been described in detail with reference to exemplary embodiments. However, it will be appreciated by those skilled in the art that modifications to these embodiments may be made without departing from the spirit and central spirit of the invention, the scope of the invention as defined in the claims, and equivalents thereof.

1: carrier 2: counterpart
2a: contact surface 3: actuator
4: stop device 5: control device
20a: side 20b: side
21a: first portion of contact surface 22a: second portion of contact surface
23a: connection part of the contact surface 24, 25: web
26: first hinge interface 27: second hinge interface
30: drive motor 31: drive spindle
32: drive mount 40: housing
40A: bottom of housing 40B: opening in housing
41: contact pin 42: spring
43: carrier rod 43A: mounting groove
43B: receiving groove 44: ball
51: input interface of control device 52: output interface of control device
55: rotational speed sensor A1: first rotational shaft
A2: second rotation axis β: contact angle
F1: spring force F2: select force
G1-G6: Gate 1-6 G1'-G6': Position 1-6 on the contact surface
GN: neutral gate GN': neutral position on the contact surface
GR: reverse gate P1: arrow
P71, P72: arrow S71: horizontal axis
S72: vertical axis S81: horizontal axis
S82: vertical axis S91: horizontal axis
S92: vertical axis X: select axis
X1: Downshift direction X2: Upshift direction
Z: axis

Claims (10)

In the gear shift assembly 100 for a transmission system 200 of a vehicle,
carrier (1);
a counterpart (2) pivotably mounted to the carrier (1) about the first axis of rotation (A1);
a stop device (4) configured to be kinematically coupled to the shift lever (220) via the selector shaft (210) of the transmission system (200); and
actuator (3) coupled to counterpart (2);
including,
The counterpart 2 comprises a first portion 21a along a select axis X extending transversely to a first axis of rotation A1 and a second portion 22a extending obliquely relative to the first portion 21a. and a concave contact surface (2a) to
The stop device (4) comprises a contact pin (41) in contact with the contact surface (2a) of the counterpart (2) and is pre-stressed transverse to the first axis of rotation (A1),
To shift the gear, the stop device 4 is movable in the upshift direction X2 and the downshift direction X1 by the shift lever along the select axis X so that the contact pin 41 is positioned on the contact surface 2a. Sliding along the first and second parts (21a, 22a),
The actuator 3 changes the rotational position of the counterpart 2 about the first rotational axis A1 to increase or decrease the contact angle β between the first and second portions 21a, 22a of the contact surface 2a. gear shift assembly 100 configured to According to claim 1,
further comprising a control device (5) comprising an input interface (51) for receiving the rotational speed of an engine coupled to the transmission and an output interface (52) connected to transmit and receive signals to and from the actuator (3);
The control device (5) is a gear shift assembly (100) configured to control the actuator (3) such that the actuator (3) sets the rotational position of the counterpart (2) in accordance with the rotational speed of the engine. 3. The method of claim 2,
The control device 5 causes the actuator 3 to set the rotational position of the counterpart 2 so that as the rotational speed of the engine increases, the contact angle β increases with respect to the movement of the contact pin 41 in the downshift direction. A gear shift assembly (100) configured to control an actuator (3). 4. The method of claim 3,
The actuator 3 is a gear shift assembly 100 that continuously increases the contact angle β as the rotational speed increases. 4. The method of claim 3,
The actuator (3) increases the contact angle (β) to a predetermined value when the rotational speed exceeds a predetermined threshold value (100). According to claim 1,
The actuator 3 is rotatable by the drive motor 30 and the drive motor 30 and is rotatable about the second rotation axis A2 spaced apart and parallel to the first rotation axis A1 so as to be rotatable about the counterpart 2 A gear shift assembly (100) comprising a drive spindle (31) coupled to a counterpart (2) via a drive mount (32) coupled to the gearshift assembly (100). According to claim 1,
The stop device (4) comprises a housing (40) having a bottom (40A) and an opening (40B) opposite the bottom (40A),
The contact pin 41 protrudes from the opening 40B and is pre-stressed by a spring 42 supported by the bottom 40A. According to claim 1,
The contact pin (41) comprises a carrier rod (43) and a ball (44) rotatably held by the carrier rod (43),
The ball (44) is in contact with the contact surface (2a) of the counterpart (2) of the gear shift assembly (100). According to claim 1,
A gear shift assembly 100 in which the first portion 21a and the second portion 22a of the contact surface 2a are connected to each other by a curved connecting portion 22c. In the vehicle transmission system 200,
a gear shift assembly ( 100 ) according to claim 1 ;
a transmission 230 configured to operate at a plurality of transmission ratios; and
a selector shaft 210 including an interface 211 for mechanically coupling the shift lever 220;
including,
The selector shaft 210 is connected to the stop device 4 of the gear shift assembly 100 and the transmission 230 to change the speed ratio of the transmission 230 in response to the movement of the shift lever 220. Transmission system 200 .

Images