KR101000141B1 - Internal mode switch device for a vehicle - Google Patents

Abstract

The present invention provides a non-contact shift detection unit that rotates in response to an operation of a shift lever and interacts with a shift shaft on which a detent plate is mounted, the printed circuit board being disposed in the housing and in electrical communication with the TCU. And a rotor having a rotor penetratingly mounted in the housing and axially rotating with the shift shaft, a plurality of rotor magnets disposed at a predetermined angle on an outer circumferential surface of the rotor, and the rotor onto the printed circuit board. Provided is a non-contact shift detection unit having a rotor detection unit having a rotor rotation detection sensor spaced apart to maintain a constant gap when the magnet rotates.

Description

Non-contact shift detection unit {INTERNAL MODE SWITCH DEVICE FOR A VEHICLE}

The present invention relates to a shift detection sensor of a vehicle, and more particularly, to a non-contact shift detection unit having a structure capable of detecting a shift range of a vehicle in a manner not by contact between terminals.

Vehicles, such as automobiles, have been added to a variety of functions that allow the user to provide a more stable and comfortable driving state beyond the function as a means of transportation, and various configurations including electronic control of the engine and the transmission as key driving elements of the vehicle. The element is either electronic or in the process of becoming electronic.

On the other hand, the proportion of vehicles equipped with automatic transmissions is rapidly increasing for smooth and relaxed driving in a complex traffic situation in the city. When the driver sets a desired shift range through the shift lever, the driver's shift range is It is transmitted to a control unit such as a transmission control unit (TCU) that controls the transmission, and controls power supply and interruption when starting the vehicle, and controls the electric field such as setting, releasing and reversing the shift stage in the shift range set while driving. .

The driver's intention of the shift range through the shift lever is converted into an electrical signal through the non-contact shift detection unit and transmitted to the various electronic components described above. Korean Laid-Open Patent Publication No. 2005-98617 discloses a non-contact shift detection unit that generates a corresponding shift range signal set by a driver through a connection with a plurality of contacts and a select lever. In the case of generating a shift range signal through such a contact between the contact point and the select lever, that is, a sliding contact between the fixed contact and the movable contact conductor, the physical contact between the contacts is not perfect, and the contact is caused by wear due to repeated use. There is a high possibility that a defect occurs, and when the connection between the contacts as a conductor is large, noise generation is large, so that electronic control through a central processing unit or the like is difficult using this.

On the other hand, in order to solve such problems, such as a variety of detection sensors for detecting a vehicle shift range of the structure that does not make contact, has been developed, the conventional non-contact detection sensor requires a considerable operating space and compact There was a problem in the direction of development and arrangement of the necessary auto parts.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and can eliminate or reduce the possibility of noise generation, poor contact, etc. due to physical contact, and at the same time compact the device and take a rotary sensing structure to minimize the mounting operating space. It is an object to provide a non-contact shift detection unit.

The present invention for achieving the above object is a non-contact shift detection unit that rotates in accordance with the operation of the shift lever and interacts with a shift shaft on which a detent plate is mounted, comprising: a housing; A rotor portion having a printed circuit board in electrical communication, a rotor penetratingly mounted in the housing and axially rotating together with a transmission shaft, a plurality of rotor magnets disposed at a predetermined angle on an outer circumferential surface of the rotor; It provides a non-contact shift detection unit having a rotor detecting unit having a rotor rotation detection sensor spaced apart to maintain a constant gap when the rotor magnet rotates on a printed circuit board.

In the non-contact shift detection unit, a plurality of rotor magnets may be provided, and any one of the rotor magnets may have different polarities from other adjacent rotor magnets. That is, the rotor magnet can take a multipole magnetizing configuration.

In addition, the rotor magnet may be a three-pole magnetized configuration, a plurality of rotor rotation detection sensor may be provided. In addition, two rotor rotation detection sensors may be provided, and may be configured as magnet hall sensors that detect different polarities from each other.

In the non-contact shift detection unit, it is determined whether or not a corresponding shift range is set using a comparison unit comparing the output value from the rotor rotation detection sensor with a preset stored comparison value, and the comparison output value from the comparison unit. An operation unit for performing an operation to perform may be further provided. In addition, the preset shift range may be a parking range or a neutral range.

The non-contact shift detection unit according to the present invention having the configuration as described above has the following effects.

First, the non-contact shift detection unit according to the present invention, by providing a non-contact sensor having a simple magnet, it is possible to increase the durability of the product by excluding the wear caused by the contact of the components.

Second, the non-contact shift detection unit according to the present invention, through a plurality of rotor magnet arrangement structure disposed on the outer periphery of the rotor can detect a variety of shift range of the vehicle with a minimum number of rotor rotation detection sensor, reducing the cost of the device and By reducing the process cost due to the compact mounting space and the reduced number of assembly processes, productivity may be accompanied.

Third, the non-contact shift detection unit according to the present invention can increase the detection reliability through a plurality of rotor rotation detection sensors, enable a quick judgment in a specific shift range to enable safe crank-up operation at the initial start of the vehicle. You may.

Hereinafter, a non-contact shift detection unit according to the present invention will be described with reference to the drawings.

1 is a schematic perspective view of a non-contact shift detection unit 10 according to an embodiment of the present invention, FIG. 2 is a schematic exploded perspective view of the non-contact shift detection unit 10, and FIG. 3 is a non-contact shift. A schematic plan view of the sensing unit 10 is shown, FIG. 4 shows a schematic cross-sectional view taken along the line AA of FIG. 3, and in FIG. 5, the non-contact shift sensing unit 10 and the shift shaft 20 are coupled. A schematic front view of the state is shown.

The non-contact shift detection unit 10 according to an embodiment of the present invention includes a housing 100, a printed circuit board 200, a rotor unit 300, and a rotor rotation detection unit 400. The sensing unit 10 is connected to a shift shaft 20 that rotates according to the operation of the shift lever, and detects a shift range of an automatic transmission (not shown) selected through a shift lever (not shown) operated by a driver. This can be transferred to the Transmission Control Unit (TCU) to achieve smooth engine / transmission control. The printed circuit board 200 or the like is disposed in the inner space of the housing 100 of the non-contact shift detection unit 10 according to the exemplary embodiment of the present invention.

The housing 100 includes a housing cover 110 and a housing body 120. The housing cover 110 and the housing body 120 mesh with each other to form an internal space. A cover shaft through hole 121 is disposed on one surface of the housing cover 110, and the shift shaft 20 may be disposed through the cover shaft through hole 121. The outer periphery of the housing cover 110 has a structure having a cover extension 112 extending toward the housing body 120, the upper end of the housing body 120 is a cover extension of the housing cover 110 It can take the structure surrounded by 112 and mounted to each other (see Fig. 4). A cover packing accommodating part 115 is provided inside the cover extension part 112, and a cover packing 113 is accommodated in the cover packing accommodating part 115. The cover packing 113 is accommodated in the cover packing accommodating part 115 of the housing cover 110 and fixedly pressed by the upper end of the housing body 120, so that the housing cover 110 and the housing body 120 are coupled together. By blocking the gap between the two may occur to prevent the inflow of unwanted foreign matter into the interior space formed by the housing cover 110 and the housing body 120.

The housing body 120 is coupled to the housing cover 110 to form an internal space. The housing body 120 includes a body shaft through hole 121 that allows the transmission shaft 20 to penetrate therethrough. One side of the housing body 120 is provided with a body grommet receiving opening 123 having a groove structure. When the housing body 120 and the housing cover 110 are fastened to each other, the body grommet receiving opening 123 is connected to a wire harness. Wire grommet 210 connected to the 220 may be disposed. A part of the housing body 120 forms a body substrate support part 125, and the body substrate support part 125 has a structure for supporting the printed circuit board 200 which is formed to be stepped with another part of the housing body 120. You can also take The other side of the housing body 120 in which the body substrate support 125 is formed is provided with a body rotor accommodating part 127 constituting a part of the internal space formed by the housing body 120 and the housing substrate 110. The receiving part 127 is disposed with the rotor part 300 to be described below.

The printed circuit board 200 is disposed in an inner space formed by the housing cover 110 and the housing body 120, and various electrical elements and circuit wiring (not shown) are disposed in the printed circuit board 200. A connector terminal (not shown) is disposed on the printed circuit board 200, and the connector terminal is in electrical communication with the wire harness 220. The wire harness 220 includes a wire 221 and a connector 223, which are connected to other connectors (not shown) corresponding thereto to connect the printed circuit board 200 and an external electric device, for example. Electrical communication with the Transmission Control Unit (TCU) in this embodiment can be achieved. The wire grommet 210 may be disposed on the wire 221 of the wire harness 220, and the wire grommet 210 may be mounted on the body grommet receiving opening 123 formed at one side of the housing body 120. The contact state of the non-contact shift detection unit 10 with the printed circuit board 200 may be deformed or separated by the weight of the 221, thereby preventing electrical communication from being hindered.

The rotor part 300 is disposed in an inner space formed by the housing body 120 and the housing cover 110, and the rotor part 300 is mounted in the housing 100 and axially rotates together with the shift shaft 20. To achieve. The rotor part 300 includes a rotor 320 and a rotor shaft connection part 310. The rotor shaft connection part 310 connects both of the speed change shaft 20 and the rotor 320 to connect the speed change shaft 20. It performs a function of transmitting the rotational force flowing through the rotor 320.

The rotor shaft connecting portion 310 includes a connecting lever 311, a connecting lever rotor lip 313, a connecting lever locking portion 315, and a connecting lever locking corresponding portion 317. The connecting lever 311 connects the rotor 320 and the shifting shaft 20, which is connected to the lower portion of the rotor 320, more specifically, to the lower portion of the rotor 320. The lower end of the rotor accommodating part 127 is arranged to be movable. The connection lever 311 has a connection lever through hole 312 that allows the transmission shaft 20 to penetrate. The connecting lever rotor lip 313 is disposed to extend toward the rotor 320 of the rotor part 300 on the outer side of the connecting lever through hole 312 to one surface of the connecting lever 311. The connection lever extension part 314 has a structure extending from the outside of the connection lever 311, the connection lever extension part 314 is provided with a connection lever locking portion 315, connection lever locking portion 315 Has a through-hole structure formed through the connection lever extension 314. The connection lever locking counterpart 317 takes a protrusion structure to be able to engage with the connection lever locking part 315 of the through hole structure, and the connection lever locking part 315 is disposed on the shift shaft 20 side. The shift shaft 20 is disposed through the non-contact shift detection unit 10, and the detent plate 21 is mounted on the shift shaft 20. The detent plate 21 is disposed on a plane perpendicular to the central axis of the shift shaft 20, and the shift detent 22 is provided on an outer circumferential surface of the detent plate 21. The shifting detent 22 is engaged with the shifting detent protrusion (not shown) so as to maintain the state of the shift range set by the driver unless a movable force greater than a predetermined movable force is provided. On the other hand, the connection lever latch corresponding portion 317 according to an embodiment of the present invention takes a protrusion structure, the connection lever latch corresponding portion 317 is connected to the lever lever extension portion 314 to the surface of the detent plate 21. It is formed toward the connection lever engaging portion 315 formed in. The connection lever locking counterpart 317 may be integrally formed with the detent plate 21, and may be variously modified, such as having a structure mounted on the detent plate 21 as in the embodiment of the present invention. An end portion of the connection lever locking counterpart 317 may be chamfered to have a structure for smoothly penetrating and receiving the lever locking counterpart 317 into the lever locking part 315. In addition, although the detent plate 21 may also be formed integrally with the shifting shaft 20, in the present embodiment, the detent plate 21 may have a structure composed of and coupled to the shifting shaft 20 and other components. It was implemented as a case. The detent plate 21 is provided with a plate shaft mounting hole 23, and the shift shaft 20 is mounted through the plate shaft mounting hole 23. The shifting shaft 20 mounted on the plate shaft mounting opening 23 may have a structure that is forcibly fitted, and the cross section of the portion where the shifting shaft 20 is mounted on the plate shaft mounting opening 23 may have a non-circular portion. Even when the central shaft rotational movement of the transmission shaft 20 is provided, by rotating both together, it is possible to prevent the relative rotational movement between the two.

The rotor 320 is disposed in the body rotor accommodating portion 127, and the rotor 320 is rotatably disposed between the housing cover 110 and the housing body 120. The rotor 320 has a rotor shaft 322 and a rotor body 324, the rotor shaft 322 is disposed rotatably the housing 100 and the rotor body 324 is in the radial direction of the rotor shaft 322 Take a structure that extends toward the. In this embodiment, the rotor shaft 322 and the rotor body 324 are integrally configured, but various modifications are possible, such as taking a structure in which they are formed and fastened as separate components. A body rotor support 129 is provided inside the body rotor accommodating portion 127 inside the housing body 120, and a cover rotor support portion is provided on the housing cover 110 at a corresponding position of the body rotor support 129. 119 is provided, the cover rotor support 119 and the body rotor support 129 has a structure capable of contacting the rotor body 324 of the rotor 320, the stable rotation of the rotor 320 during the rotation of the rotor 320 To make it possible. In some cases, the rotor ring 330 may be further provided to allow smoother rotation of the rotor 320. The rotor ring 330 is disposed to be in contact with the inner surface of the rotor 320 and the housing 100 into the housing 100, the body rotor ring mounting portion 128 inside the body rotor support 129 formed in a circular shape Is provided and the cover rotor ring mounting portion 118 is provided inside the cover rotor support 119 is formed in a circular shape. The cover rotor ring mounting portion 118 and the body rotor ring mounting portion 119 are also arranged to correspond to each other, and the rotor ring 330 is disposed on each cover rotor ring mounting portion 118 and the body rotor ring mounting portion 128 to provide a housing ( 100) allows smooth rotation of the rotor 320 inside. In addition, the rotor ring 330 is disposed in pairs at both ends to not only allow or minimize the inflow of foreign substances from the outside, but also have a waterproof function so that fluid is introduced from the outside to malfunction of the electrical signal inside the non-contact shift detection unit. To failure can be prevented.

A rotor shaft through hole 321 is provided at the center of the rotor 320 to allow the transmission shaft 20 to penetrate. A rotor lever lip mounting part 327 is provided at an inner side of the rotor shaft through hole 321. The connecting lever rotor lip 313 of the rotor shaft connecting portion 310 is engaged with the rotor lever lip mounting portion 327 to transmit rotational force between the rotor 320 and the shift shaft 20 through the rotor shaft connecting portion 310. Therefore, the rotational force transmitted by the driver through the shift lever is transmitted to the shift shaft 20, and is transmitted to the rotor 320 through the rotor shaft connecting portion 310 connected to the shift shaft 20, thereby changing a predetermined shift range. Detection can be made.

The rotor rotation detection unit 400 is disposed in the interior space of the housing 100. The rotor rotation detection unit 400 detects which shift range selected by the driver by the rotation of the rotor 320 and detects the detected signal. Is transmitted to an electrical device such as a TCU. The rotor rotation detection unit 400 according to an embodiment of the present invention takes a magnetic sensing structure to form a non-contact sensing structure. The rotor rotation detection unit 400 includes a rotor magnet 410 and a rotor rotation detection sensor 420. The rotor rotation detection sensor 420 is implemented as a linear hall sensor to the rotor magnet 410. By detecting the magnetic force generated by the generated and can be output a linear voltage signal that changes depending on proximity. The rotor magnet 410 is mounted to the rotor 320 to rotate with the rotor 320 to form a magnetic field change for the shift range changed by the driver. The rotor magnet 410 is disposed at a predetermined angle on the outer circumferential surface of the rotor 320. The rotor magnet mounting portion 323 is provided on the outer circumferential surface of the rotor 320, and the rotor magnet mounting portion 323 has a groove structure. The rotor magnet 410 is disposed on the rotor magnet mounting portion 323, and may be disposed through an adhesive means such as a separate adhesive, and the rotor may further include an outer portion of the rotor body larger than the diameter of the rotor body, although not shown here. Various configurations are possible, such as arranging the rotor magnet on the outer side of the body and mounting the rotor body outer portion to the rotor body to arrange the rotor magnet to be fixed to the rotor body.

The rotor rotation detection sensor 420 is disposed on the printed circuit board 200. The rotor rotation detection sensor 420 takes a structure that is spaced apart from the rotor magnet 410 to rotate the rotor magnet when the rotor 320 rotates. It maintains a constant gap with the 410 is arranged to exclude the interference generated during the rotation. The rotor rotation detection sensor 420 is an electrical signal generated by a change in the magnetic field of the rotor magnet 410 that rotates together when the rotor 320 rotates through the rotor shaft connecting portion 310 by the rotational force of the shift shaft 20. The control unit transmits the change of the control unit to the control unit such as the TCU through the printed circuit board 200 and the wire harness 220, and the TCU determines the currently selected shift range based on the input signal and controls the transmission accordingly. Smooth output control of the vehicle can be achieved.

A plurality of rotor magnets 410 according to an embodiment of the present invention may be provided, and any one of the plurality of rotor magnets 410 may be configured to have different polarities from other adjacent rotor magnets. That is, the rotor magnet may have a configuration in which the multipole magnetized to take the configuration of the multipole. 6 is a schematic state diagram of the rotor magnet 410 and the rotor rotation detection sensor 420 according to an embodiment of the present invention, the rotor rotation detection sensor 420 is a rotor magnet disposed on the rotor 320 ( Spaced apart to maintain a constant gap from 410. The rotor magnet 410 is provided with a plurality, the rotor magnets having an N-polarity indicated by the reference numerals 411 and 415, and the rotor magnets having an S-polarity indicated by the reference numeral 413, the S-polar rotor magnet 413 Is disposed between the N-polar rotor magnets 411 and 415, so that any one of the rotor magnets 410; 411, 413 and 415 has a different polarity from that of the other rotor magnets adjacent thereto. The word "adjacent" here refers to a location placed adjacent to it. The rotor magnet 410 according to the present embodiment is provided with a three-pole magnetized magnet configuration, each rotor magnet 410 is disposed concentric with respect to the center O on the plane of FIG. The rotor magnets 410 arranged on the concentric forms an arc shape and forms an angle of 60 degrees each in this embodiment, the angle and the number of these can be variously modified according to the design specifications. In addition, two or more rotor rotation detection sensors 420 for detecting the polarity of the rotor magnet 410 are described. In this embodiment, two rotor rotation detection sensors 420 are provided. The rotor rotation detection sensor 420 is provided with two, and the two rotor rotation detection sensors 420 each have a different polarity, that is, the rotor rotation detection sensor 421 indicated by reference numeral 421 detects the N polarity and the reference numeral. The rotor rotation detection sensor 423, indicated by 423, is configured to detect S polarity. The rotor rotation detection sensor 420 is disposed on a climbing line based on a preset position, that is, the rotation center of the rotor magnet 410, and changes the magnetic field of the rotor magnet 410 that rotates when the rotor 320 rotates. It generates a change in the electrical signal and delivers it to a control unit such as a TCU. Here, the preset position where the rotor rotation detection sensor 420 is disposed is both ends of the rotation range corresponding to the shift range of the rotor 320 on which the rotor magnet 410 is mounted, and in this embodiment, the shift range is "P (Parking). ) And the line segment O-Os corresponding to the state "L (low speed)" and the line segment O-OL. FIG. 6 shows the arrangement relationship between the rotor magnet 410 and the rotor rotation detection sensor 420 in the "P" state, wherein the rotor magnet 410 has a predetermined angle α in the clockwise direction (approximately 60 in this embodiment). Can be rotated. On the line O-Os where the rough contact boundary of the rotor magnets 413 and 415 is disposed in the "P" state, a rotor rotation detection sensor 423 for detecting the "S" polarity is disposed. When the shift range selected by the driver is "L" and the rotor 320 rotates by an angle α, the contact boundary between the S-polar rotor magnet 413 and the N-polar rotor magnet 415 among the rotor magnets 410 is When the rotor rotation detection sensor 421 for detecting the "N" polarity is disposed on the line O-OL line, the rotor magnet 415 indicated by 415 is in close proximity. Detect it. At the same time, the rotor rotation detection sensor 423 which senses the "S" polarity is arranged on the line O-Os and senses that the rotor magnet 413 indicated by reference numeral 13 is away. In this case, the linear electrical signals detected and output by the respective rotor rotation detection sensors 421 and 423 are shown in FIG. 7. In the case where different polarities are detected and the rotor rotation detection sensors are disposed at both ends of the rotation angle region of the rotor, different polarities are shown. The rotor rotation detection sensor disposed on the contact boundary line of the rotor magnet generates a voltage output signal opposite to each other, thereby enabling reliable shift range data through double check. 7 shows the change in output of the rotor rotation detection sensors 420; 421, 423 when the shift range by the shift shaft varies from P to L, that is, when the line O-OA rotates from the line O-Os to the line O-OL. 8 to 12 show the positional relationship between the rotor rotation sensor and the rotor magnet according to the rotation of the rotor with respect to the shift range of P, R, N, D, L, and the like. Rotor 320, that is, the connecting lever 314, the reference point OA of the reference line O-OA fluctuates from Os to the positions of Op, OR, ON.OD, OL, etc., which are positions for each shift range. The line L421 representing the output generated at the time indicates an output diagram for the rotor rotation detection sensor 421 for detecting the N polarity, and the line L423 represents the output diagram for the rotor rotation detection sensor 423 for detecting the S polarity. Since the rotor rotation detection sensors 420; 421, 423 are implemented as linear sensors, their output lines L421, L423 also have a linear output. The line O-OA is OS-Op, Op-OR, OR-ON, ON-OD, The rotor rotation detection sensor 421 which detects the N polarity when present in each of the P, R, N, D and L shift ranges of the OD-OL is V0 to V1, V1 to V2, V3 to V4, and V4 to The value of the range of VT is output. In addition, the rotor rotation detection sensor 423 for detecting the S polarity is an output voltage value within the range of VT ~ V4, V4 ~ V3, V3 ~ V2, V2 ~ V1 with respect to the shift range change. The electrical signal is transmitted to the control unit such as the TCU through the printed circuit board 200, and it is determined which shift range is currently selected by the driver by comparing with a preset value stored in the TCU. Transmission control is performed through.

That is, the TCU has a preset voltage reference value, and compares the stored voltage reference value with a sensing signal input from the rotor rotation detection sensor. Then, the TCU performs a comparison step of comparing the detection signal input from the rotor rotation detection sensor with a preset stored reference value, and a determination step of identifying a predetermined shift range using the result obtained in the comparison step is performed. . Here, a comparison step is performed for each of the plurality of input values input from the plurality of rotor rotation detection sensors, and compared with a preset stored value, in which case the shift ranges determined as output values obtained in the comparison step have the same value. In this case, it is determined that the shift range determined in the determination step is the current shift range selected by the driver. On the other hand, if the shift range according to the two comparison results in the comparison step is different, the TCU determines that the shift range in the previous step is maintained as the current shift range, and may control the transmission accordingly.

On the other hand, the non-contact shift detection unit 10 according to an embodiment of the present invention may take a configuration for achieving a faster process for a specific shift range in outputting the signal detected by the rotor rotation detection sensor. 13 shows a modified example of the non-contact shift detection unit according to an embodiment of the present invention, and FIG. 14 schematically shows a detection range of the rotor rotation detection sensor for the parking and neutral shift ranges through the comparison unit and the calculation unit of FIG. 13. The phosphorus diagram is shown. The non-contact shift detection unit 10 further includes a comparator 500 and a calculator 600. The output signal from the rotor rotation detection sensor 420 is directly transmitted to the TCU 700 and simultaneously to the comparator 500. The sensing output signal input to the comparator 500 is compared with a preset and stored value. The preset and stored value in the comparator 500 may be a voltage signal provided as a reference value. That is, each reference voltage value of V0, V1, V2, and V3 is compared with the signal value detected by the rotor rotation detection sensor 420 input from the comparator 500, and the output value of the comparator 500 is rotated from the rotor. It is a comparison value between the output value L421 of the detection sensor 420 and V0, V1, V2, and V3. The output value of the comparator 500 is transmitted to the calculation unit 600. The calculation unit 600 compares the output value of the rotor rotation detection sensor 420 with the V0 and V1 and the output value of the rotor rotation detection sensor 420 and V2. The comparison with V3 is input to each exclusive OR gate, and their output is passed to the TCU 700. That is, when the output value of the exclusive OR gate for the output value of the rotor rotation detection sensor 420 and the comparison value between V0 and V1 is on, the TCU determines that the current shift range is in the parking (P) state and the rotor rotation. When the output value of the exclusive OR gate with respect to the output value of the sensing sensor 420 and the comparison value between V2 and V3 is on, the TCU determines that the current shift range state is neutral (N). This is to prevent the occurrence of safety accidents, such as sudden start during the initial drive of the vehicle, through this configuration it is possible to smoothly start through the initial crankup in a stable state during the initial drive.

The above embodiments are examples for describing the present invention, but the present invention is not limited thereto. For example, various modifications are possible, such as taking a structure in which three or more rotor magnets and a number of rotor rotation detection sensors smaller than the number of rotor magnets are provided to increase the accuracy of detection.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the scope of the present invention. Accordingly, the true scope of the present invention should be determined by the technical idea of the appended claims.

1 is a schematic perspective view of a non-contact shift detection unit according to an embodiment of the present invention.

2 is a schematic exploded perspective view of a non-contact shift detection unit according to an embodiment of the present invention.

3 is a schematic plan view of a non-contact shift detection unit according to an embodiment of the present invention.

4 is a schematic cross-sectional view taken along the line A-A of FIG.

5 is a schematic front view of a state in which a non-contact shift detection unit and a shift shaft are coupled according to an embodiment of the present invention.

6 is a schematic state diagram of a rotor magnet and a rotor rotation detection sensor according to an embodiment of the present invention.

7 is a schematic diagram of a linear electrical signal output from a rotor rotation detection sensor according to an embodiment of the present invention.

8 to 12 are schematic partial plan views showing the positional relationship between the rotor rotation sensor and the rotor magnet by the rotation of the rotor according to an embodiment of the present invention for the shift range of P, R, N, D, L, etc. .

13 is a schematic block diagram of a non-contact shift detection unit according to an embodiment of the present invention.

FIG. 14 is a schematic diagram illustrating a detection range of the rotor rotation detection sensor for the parking and the neutral shift range through the comparator and the calculator of FIG. 13.

* Description of the symbols for the main parts of the drawings *

100 ... housing 110 ... housing cover

120 ... housing body 200 ... printed circuit board

300 ... rotor section 310 ... rotor shaft connection

320 ... rotor 330 ... rotor ring

400 ... rotor rotation detector 410 ... rotor magnet

420 ... rotor rotation sensor 500 ... compared

600 ... Operation 700 ... TCU

Claims (7)

A non-contact shift detection unit that rotates in response to an operation of a shift lever and interacts with a shift shaft on which a detent plate is mounted, comprising: a housing, a printed circuit board disposed inside the housing and in electrical communication with a TCU; A rotor portion having a rotor mounted therein and having a axial rotation with the shift shaft, a plurality of rotor magnets disposed at a predetermined angle on an outer circumferential surface of the rotor, and when the rotor magnet is rotated onto the printed circuit board. It is provided with a rotor detecting unit having a rotor rotation detection sensor spaced apart to maintain a constant gap, The rotor magnet is provided with a plurality, one of the rotor magnets is different from the other rotor magnet adjacent to the polarity, The rotor magnet is a three-pole magnet magnet, The rotor rotation detection sensor is provided with two, it consists of a magnet Hall sensor for detecting different polarities, Two rotor rotation detection sensors comprising a magnet Hall sensor for detecting the different polarity is disposed on the climbing line with the rotation center of the rotor magnet, the rotor rotation detection sensor is different at both ends of the rotation angle of the rotor Non-contact shift detection unit, characterized in that disposed on the contact boundary line of the rotor magnet of the polarity. delete delete delete delete The method of claim 1, A comparison unit for comparing an output value from the rotor rotation detection sensor with a preset and stored comparison value; And a calculation unit configured to perform a calculation to determine whether a corresponding shift range corresponds to a preset shift range by using the comparison output value from the comparison unit. The method of claim 6, And the preset shift range is a parking range or a neutral range.

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