201040045 六、發明說明： 【發明所屬之技術領域】 系統 本發明係關於-種變迷系統，尤其是一種車輛之變速 【先前技術】 習知一般車柄使用變速系統之目的係為了能夠進行 換槽動作，㈣運射㈣如力仏動力絲使變^ 元之齒輪时動側似成，因此錢财㈣先透^ 離合器使弓丨擎動力與變速單元之輸入轴分離，則變速單元 之齒輪得以同步嚙合該引擎輪入軸 請參二圖所示，習知_般：排 =!包f?90、—離合器91及-變速單元二 該變速早儿92設有-輪入轴921、 組923，·該離合器91 -端歲 输出軸922及4 可與該引擎90之-動力輪出 1 輪:她連接，而另一端 出轴901相接合·兮·給人站q，Ί 之一端連接該離合器91，另—姓目^接°，該輸入軸921 輪組923相唾合，而該輪過一齒輪924與該齒 相嚙人，Λ出軸922 一端亦與該齒輪組923 相嚙。’以便該引擎90經由 帶動該輸出軸922轉動。 #921及齒輪組923 離人作以排人—槽為例，駕驶者係將該 :帶動-同步請’該同步器9 : 速與—檔齒輪926同步，以順利完成入擋。 93之一 前述習知車輛變逮系統主要係利用^排 201040045 端連接該同步器925 ’透過該排棺桿93直接連動該同.步器 925 ’使該齒輪組923與其他的檔位齒輪相嚙合，導致該變 速單元92必須設置於該排播桿93的下方位置，該變速單 元92的擺設位置因而受到限制，造成一般機動車輛在動力 配置設計上的諸多困擾及限制。基於上述原因，前述習知 變速系統破實有加以改善之必要。 【發明内容】 本發明係提供-種電動車輛變速系統，主要係一排伊 組件經由數個連動構件連接—變速單元，減: 動力配置上的限制，為主要之發明目的。 為達到前述發明目的，本發明所運用之技術手段及藉 由該技術手段所能達到之功效包含有·· 曰 Ο 種電動車輛變速系統，其包含—排稽組件、一感測 組件、二驅動組件及二連動件’該排權組件具有樓 及-樞轉臂，轉檔桿經由—樞轉支雜接於—殼件，且 點相連接;該感測組件具有-第-感 第一感測疋件連接該柩轉臂之另一端，且該 :::=二第二感測元件分別電性連接該二驅動組二 一連^的另一端則個別連接一變速單元。 該 别述第-感測元件及第二感測 桿的位移’同時利用該 稽田谓肩“亥排播 控制㈣P -、一 動件帶賴二軸件，以便 μ、早域賴位的切換，藉此該變速單元不需直 201040045 接没置於卿檔桿下方，進而減少車輛在㈣或動力配置 的*又计上的諸多限制，提升組裝及配置上的便利性。 另外，由於本發明可省略離合器的設置，故可簡化電 動車輛變速$_構件數量，達珊健產成本的目的； 同時本發明仍保留傳統手排變速箱的駕馭性，具有擋位 切換順暢的優點，並透過時間差的㈣，讓躲者在切換 檔位的過程t不會感受到咖的延遲，提高換檔效率，增 加駕駛者操控上的方便性。 s 【實施方式】 為讓本發明之上述及其他目的、特徵及優點能更明顯 易懂’下文特舉本發明讀佳實施例，並配合所附圖式， 作詳細說明如下： 請參照第2及3圖所示’本發明較佳實施例之電動車 輛變速系統主要係連接一機動車輛之一變速單元8，其中 該電動車輛變速系統包含—排檔組、—感測組件/、、一 第-驅動組件3、-第二驅動組件4、一第一連動件$及一 第-連動件6。該排禮組件！係設置於該機動車辅靠近駕 駛座的位置’該排槽組件丨具有—排檔桿u、—限位元件 12、一桎轉臂13及一排檔槽14，該排槽桿u設有—浦 支點11卜該排檔桿n藉由該拖轉支點⑴可輕轉的設置 於該機動車輛之-殼件7，藉此形成以雜轉支點⑴又為 轉動支點的她板構造，·轉檔桿u之頂端係可供駕驶者 握持以進行排檔動作，且該排檔桿u #近頂端的部分桿體 容置於該排檔槽14中，以便該排檔槽14限_桿n 201040045 &㈣路！ ’進喻雜播作動；該浦桿11底端則與該 限位元件12树接，紐位元件】2制以關該排播桿 底端的位移。該樞轉臂13較佳選自一 L形曲柄，其具 有、Ό σ βΡ 131、一第一端132及一第二端133，該樞轉臂 :/用樞軸τ以該結合部131作為支點可柩轉的組設於 該殼件7上，且該槌轉臂13之第-端132利用-連桿s 連接該排播;11之樞轉支點⑴，其第二端133則與該感 測組件2相連接。 -該感測組件2具有一第一感測元件21及一第二感測 凡件22 ’該第一感測元件21及第二感測元件η分別設有 接件211、221，該第一感測元件21之銜接件211的 . γ端係穿過該限位元件12連接該排槽桿u之底端；該第 二感測元件22之銜接件221的一端則連接該樞轉臂13之 第-端133。該第—感測^件21及第二感測元件22較佳 選自可變電阻元件’其二者分別具有—電阻調整件 ❹ 212、222及一控制器213、223 ’該銜接件2n、221之另 一端係個別連接該電阻調整件212、222，該控制器213、 223分別與該電阻調整件212、222電性連接，用以偵測該 電阻調整件212、222的電阻值變化。 該第一驅動組件3及第二驅動組件4係與該第一感測 元件21之控制器213及第二感測元件22之控制器223相 互電性連接，以接收該第一感測元件21及第二感測元件 22所傳送之一換檔訊號。其中，該第一驅動組件3具有二 驅動元件31、32及一第一撥片33,該二驅動元件 較佳選自一電磁閥，且該二驅動元件31、32之間預留有一 201040045 間隙。該第一撥片33係由 -端容置於該間隙内，且另導轉質製成之一長形片體’其 兮唆 且方—端連接該第一連動件5。 該第二驅動組件4 _ 具有二驅動元件41、42及一第二 撥片43 ’該二驅動元件 n JjL T 41 42較佳選自一電磁閥，且該 一驅動兀件31、32之 間預留有—間隙。該第二撥片43係 由導磁材質製成之—長 B H ^ ^ 小月體，其一端容置於該間隙内， 且另-端連接該第二連動件6。 該第一連動件5及箆-$* ” 仙古弟—連動件6較佳選自一鋼索或其 他冋機械強度的索體，哕坌 一换y „ 这第一連動件5之一端係連接該第 兮笛-、* 3端則連接該變速單元8之一排樓機構81 ; ^動件6之—端連接該第二則Μ，另-端則連接 該變速早元8之排檔機構81。 日目f本發明要進行排簡作，本實施_以排入-檔， 勒=爪形的排檔槽14為例，請參照第4至6圖所示， =$ 11沿著該排騎M橫向朝左移動 (如第4圖所 ^於該排制f 11之植轉支點111為翹板構造的支 故該樞轉支點m僅會形成順時針轉動（如第5圖所 =進而帶動該樞轉臂13之第一端132向上位移，同時 =°轉^ 13之第二端133亦向前位移（如第6圖所示）， 此:動該第一感測元件22之銜接件221向前位移。 =°月參照第6及7圖所示，該第二感測元件22之電阻 f整件222受到該銜接件221的帶動，使該第二感測元件 產生電阻值的改變’且該第二感測元件22之控制器223 ^依…、該電阻值的變化送出—預備人檔訊號至該第二驅動 、轉4，該第二购組件4控制該二驅動元件4卜42產生 201040045 該磁力追使轉二撥片43位於糊軸的一端朝 Ζ中一驅動元件41偏轉，以便該第二撥片43的另-端 81 = 一2動件6進一步帶動該變速單元8之排檔機構 Ο201040045 VI. Description of the Invention: [Technical Field] The present invention relates to a variable system, and more particularly to a shifting of a vehicle. [Prior Art] The purpose of the conventional shifting system is to enable the shifting of the shifting system. Action, (4) Transport (4) If the force of the power wire is changed, the moving side of the gear is like the moving side. Therefore, the money (4) first passes through the clutch to separate the power from the input shaft of the shifting unit, and the gear of the shifting unit can be Synchronously meshing the engine wheel into the shaft, as shown in the second figure, conventional _ general: row =! package f?90, clutch 91 and - shifting unit 2, the shifting early 92 is set - wheeled into the shaft 921, group 923 The clutch 91-end output shafts 922 and 4 can be rotated with the engine 90-powered one wheel: she is connected, and the other end of the output shaft 901 is engaged. 兮· gives the station q, 之一 one end connects the The clutch 91 is further coupled to the wheel set 923, and the wheel 924 is engaged with the tooth, and the end of the output shaft 922 is also engaged with the gear set 923. The engine 90 is rotated by driving the output shaft 922. The #921 and gear set 923 are taken from the person-made row-slot. The driver will: drive-synchronize please: the synchronizer 9: the speed is synchronized with the gear 926 to complete the entry. One of the aforementioned conventional vehicle-carrying systems is mainly connected to the synchronizer 925 'through the row of masts 93 through the row of 201040045 ends to make the gear set 923 and other gear gears Engagement causes the shifting unit 92 to be disposed at a position below the discharge rod 93. The position of the shifting unit 92 is thus limited, which causes many troubles and limitations in the design of the powertrain of a general motor vehicle. For the above reasons, the aforementioned conventional shifting system has to be improved. SUMMARY OF THE INVENTION The present invention provides an electric vehicle shifting system, mainly in which a row of Iraqi components are connected via a plurality of interlocking members-shifting units, and the limitation of power configuration is the main object of the invention. In order to achieve the foregoing object, the technical means utilized by the present invention and the effects achievable by the technical means include: an electric vehicle shifting system comprising: a detecting component, a sensing component, and a second driving The component and the two linkages have a floor and a pivoting arm, and the shifting lever is connected to the shell member via a pivoting branch, and the points are connected; the sensing component has a first sense The measuring device is connected to the other end of the rotating arm, and the second: sensing element is electrically connected to the other end of the two driving groups, and the other end is connected to a shifting unit. The displacement of the first-sensing element and the second sensing rod is simultaneously utilized by the "Shen-Taiwan" ("P), a moving member, and the two-axis member, so as to switch between the μ and the early field. Therefore, the shifting unit does not need to be placed under the clevis of the 201040045, thereby reducing the number of restrictions on the vehicle (4) or the power configuration, and improving the assembly and configuration convenience. Omit the setting of the clutch, so the number of components of the electric vehicle can be simplified, and the number of components can be simplified. The invention still retains the controllability of the conventional hand-gear transmission, has the advantage of smooth shifting of the gears, and transmits the time difference. (4) Let the occupant not feel the delay of the coffee in the process of switching gears, improve the shifting efficiency, and increase the convenience of the driver's control. s [Embodiment] To make the above and other objects and features of the present invention And the advantages can be more clearly understood. The following is a detailed description of the preferred embodiment of the present invention, and is described in detail with reference to the accompanying drawings. Please refer to the electric vehicle of the preferred embodiment of the present invention as shown in FIGS. 2 and 3. The shifting system is mainly connected to a shifting unit 8 of a motor vehicle, wherein the electric vehicle shifting system comprises a gear shifting group, a sensing component/, a first driving component 3, a second driving component 4, and a first linkage a piece $ and a first-linking member 6. The ritual component is disposed at a position of the motor vehicle auxiliary near the driver's seat. The sump assembly 丨 has a gear lever u, a limiting member 12, and a slewing arm 13 And a row of slots 14 which are provided with a fulcrum point 11 and the gear lever n is rotatably disposed on the casing member 7 of the motor vehicle by the towing fulcrum (1), thereby forming a misalignment The fulcrum (1) is again a her-plate structure of the pivot point, and the top end of the shift lever u is for the driver to hold for the gear shifting operation, and a part of the lever body near the top end of the gear lever u is accommodated in the gear shifting groove 14. Therefore, the gear slot 14 is limited to _ rod n 201040045 & (four) road! 'Minister smuggling; the bottom end of the puddle 11 is connected with the limiting component 12, the button component is 2 to shut down the platoon The displacement of the bottom end of the rod. The pivot arm 13 is preferably selected from an L-shaped crank having Ό σ β Ρ 131, a first The end portion 132 and the second end 133, the pivoting arm: is pivotally mounted on the casing member 7 with the pivoting portion τ as a fulcrum, and the first end 132 of the slewing arm 13 The fulcrum (1) is connected by a connecting rod s; the second end 133 of the pivoting fulcrum (1) is connected to the sensing component 2. The sensing component 2 has a first sensing component 21 and a second The first sensing element 21 and the second sensing element η are respectively provided with connectors 211 and 221, and the γ end of the connecting member 211 of the first sensing element 21 passes through the limit. The element 12 is connected to the bottom end of the grooved rod u; one end of the connecting member 221 of the second sensing element 22 is connected to the first end 133 of the pivoting arm 13. The first sensing element 21 and the second sense The measuring component 22 is preferably selected from the group consisting of a variable resistance element, which respectively have a resistance adjusting member 212, 222 and a controller 213, 223 'the other end of the connecting member 2n, 221 is individually connected to the resistance adjusting member 212. The controllers 213 and 223 are electrically connected to the resistor adjusting members 212 and 222 respectively for detecting changes in the resistance values of the resistor adjusting members 212 and 222. The first driving component 3 and the second driving component 4 are electrically connected to the controller 213 of the first sensing component 21 and the controller 223 of the second sensing component 22 to receive the first sensing component 21 . And one of the shift signals transmitted by the second sensing component 22. The first driving component 3 has two driving components 31, 32 and a first paddle 33. The two driving components are preferably selected from a solenoid valve, and a 201040045 gap is reserved between the two driving components 31, 32. . The first paddle 33 is received by the end into the gap, and is further converted into a long piece body 其 and the square end is connected to the first linking member 5. The second driving component 4_ has two driving components 41, 42 and a second paddle 43'. The two driving components n JjL T 41 42 are preferably selected from a solenoid valve, and between the driving components 31, 32 Reserved - gap. The second pick 43 is made of a magnetically conductive material, a long B H ^ ^ small moon body, one end of which is accommodated in the gap, and the other end is connected to the second linking member 6. The first linkage member 5 and the 箆-$* ” 仙古弟- linkage member 6 are preferably selected from a cable or other mechanical strength cable body, and the first linkage member 5 is connected at one end. The third whistle-, *3 end is connected to one of the terrace units 81 of the shifting unit 8; the end of the moving member 6 is connected to the second cymbal, and the other end is connected to the shifting mechanism 81 of the shifting early element 8. . Japanese Mesh f The present invention is to be simplified, and the present embodiment is exemplified by the discharge-shift, Le = claw-shaped gear shifting groove 14, as shown in Figures 4 to 6, =$11 along the row. Moving laterally to the left (as shown in Fig. 4, the planting pivot point 111 of the row f 11 is a rocker structure. The pivoting fulcrum m only forms a clockwise rotation (as shown in Fig. 5) The first end 132 of the pivoting arm 13 is displaced upward, and the second end 133 of the rotating shaft 13 is also displaced forward (as shown in FIG. 6), and the connecting member 221 of the first sensing element 22 is moved. The first sensing element 22 is driven by the connecting member 221 to cause the second sensing element to change the resistance value. And the controller 223 of the second sensing component 22 sends a change of the resistance value to the second driver, the turn 4, and the second component 4 controls the second drive component 4 Producing 201040045, the magnetic chasing rotary paddle 43 is located at one end of the paste shaft and deflected toward a driving element 41 of the crucible so that the other end 81 of the second paddle 43 = a 2 moving member 6 further drives The transmission unit of the gearshift mechanism Ο 8
G 釋8至1G圖所示，該職桿11接著再沿著排 3 „動進人1的位置（如第8圖所示），該排 之:接二反向朝後位移’以帶動該第-感測元件21 z 如第9圖所示)。該第-感測元件 感'則:：3 :212文到該銜接件211的帶動，使該第- m麻件21之 控制器213係依照該電阻侑的 -驅動減r㈣ 變出—換槽訊號至該第 ’、’ ~ 一驅動組件3控魏二驅動元件3卜 32產生-磁力，迫使該第—撥片33 單5m—端進—步帶動該第—連動件5連動該變速 單8之排檔機構81完成換播動作。 到該二8:在_機構81同時受 切換的魅以第—連的作動，才能完成檔位 11的1Η發明係藉由該感測組件2伽該排檔桿 的刖後及左右的不同位移，以 :避免駕驶者在換檔時感受到該二=第； ::::=該排檔機構81過程中產生的時二 移動路Γ例如所==14較佳具有縱向及橫向的 檔狀態切入不同槽位時’不同檔位之間的連通路徑需= 201040045 縱向及横向的二段式位移變 該排播㈣進行第，移所示），藉由 動件5再次帶動該排檔機構812^：位f時，該第一連 時間差讓驗者在換藉此產生換權的 位切換二，ΪΖ，者在駕叙過程中車輛的檔 足马順畅，且動力輸出更為靈敏。 偏棘ίΓί發明係透過該第—糾33及第二撥片34的 偏轉角度，來決定該第_連動件 排檔機構81的角度或位移變化，以控制;變逹== 切換的檔位，因此若僅改變其他不 == -連動件5及第二連動件6，進而第 換播動作的簡單改變，仍屬本發明之範^連早兀8進订 時利藉由該感測組件2侧該排檔桿u的位移，同 該第一驅動組件3及第二驅動組件4透過該第一連 動件5及第二連動件6進 8不需直接設置於該排檔桿„下方，進 的空==力配置的設計上的諸多限制，提升組裝及配置上 雖然本發此上賴佳實關心，· =::明，任何熟習此技藝者在不脱離；= 相對上述實施例進行各種更動與修改仍屬本 之=:=r…護_ 201040045 【圖式簡單說明】 第1圖：f域車手輕速縣本_示意圖。 單元之使用示意圖 第2圖：本，明電動車輛變速系統較佳實施例連接變迷 第3圖：本發明電動車輛魏純較佳實關之級合 圖 立 Ο 第4圖：本發明電動車輛變速系統較佳實施例之排槽桿 在排檔槽内向左移動的作動示意圖。 第5圖：本發明電動車辆變速㈣較佳實施例之排構桿 連動樞轉臂的局部前視及作動示意圖。 第6圖.本發明電動車輛變速系統較佳實施例之樞轉臂 連動第一感測元件的局部侧視及作動示意圖。 第7圖·本發明電動車輛變速系統較佳實施例之第二驅 動組件帶動第二連動件的局部侧視及作動示意圖。 第8圖：本發明電動車輛變速系統較佳實施例之排檔桿 在排檔槽内向前切入一檔的作動示意圖。 、第9圖：本發明電動車輛變速系統較佳實施例之排檔桿 連動第-感測元件的局部側視及作動示意圖。 第10圖：本發明電動車輛變速系統較佳實施例之第一 轉組件帶動第—連動件的局侧視及作動示意圖。 【主要元件符號說明】 〔本發明〕 1排檔組件 11排檔桿 111抱轉支點 12限位元件 201040045 13 樞轉臂 131 結合部 132 第一端 133 第二端 14 排檔槽 2 感測組件 21 第一感測元件 211 銜接件 212 電阻調整件 213 控制器 22 第二感測元件 221 銜接件 222 電阻調整件 223 控制器 3 第一驅動組件 31 驅動元件 32 驅動元件 33 第一撥片 4 第二驅動組件 41 驅動元件 42 驅動元件 43 第二撥片 5 第一連動件 6 第二連動件 7 殼件 8 變速單元 81 排檔機構 S 連桿 T 樞轴 〔習知〕 90 引擎 901 動力輸出轴 91 離合器 92 變速單元 921 輸入轴 922輸出轴 923 齒輪組 924 齒輪 925 同步器 925 一槽齒輪 93 排檔桿 —12 —As shown in Fig. 8 to 1G, the job bar 11 is then moved along the row 3 to move the position of the person 1 (as shown in Fig. 8), and the row is followed by the second reverse rearward displacement to drive the The first-sensing element 21 z is as shown in FIG. 9). The first-sensing element senses the following: 3: 212 to the connecting member 211, so that the controller 213 of the first-mesh member 21 According to the resistance 侑 - drive minus r (four) change - change the slot signal to the first ', ' ~ a drive component 3 control Wei two drive component 3 32 to generate - magnetic force, forcing the first pick 33 single 5m - end The step-by-step driving of the first-linking member 5 interlocks the shifting mechanism 81 of the shifting order 8 to complete the re-sorting operation. To the second 8: at the same time, the _mechanism 81 is simultaneously switched by the first-in-one action to complete the gear position 11 The invention is characterized in that the sensing component 2 embodies the different displacements of the rear and left and right sides of the gearshift lever to prevent the driver from feeling the second=the first time during the shifting; ::::= the gearshifting mechanism 81 process In the case of the second moving path, for example, ==14, it is preferable to have the longitudinal and lateral gear states when cutting into different slots. The communication path between different gear positions needs to be = 201040045 longitudinal and horizontal The two-stage displacement is changed (the fourth is performed, and the shift is shown). When the moving member 5 drives the shifting mechanism 812^: bit f again, the first continuous time difference allows the examiner to change the right. The position switch is two, oh, the vehicle's gear is smooth and the power output is more sensitive during the driving process. The invention is based on the deflection angle of the first correction 33 and the second pick 34. Determining the angle or displacement change of the _ linkage moving gear mechanism 81 to control; changing 逹 == switching gear position, so if only changing other non-=-linking member 5 and second linking member 6, and then switching The simple change of the action is still in the form of the present invention. The displacement of the shift lever u on the side of the sensing component 2 is transmitted through the first driving component 3 and the second driving component 4. The first linkage member 5 and the second linkage member 6 into the 8 need not be directly disposed under the gearshift lever „, the space of the air== force arrangement design has many limitations, and the assembly and configuration are improved. ,· =:: Ming, anyone who is familiar with this skill does not leave; = each of the above embodiments The kind of change and modification is still the same ===r...护_201040045 [Simple description of the picture] Figure 1: f domain driver light speed county _ schematic. Schematic diagram of the use of the unit Fig. 2: Ben, the preferred embodiment of the electric vehicle shifting system is connected to the fascination. Fig. 3: The gradation diagram of the preferred embodiment of the electric vehicle of the present invention, Wei Chun, Fig. 4: The electric vehicle of the present invention A schematic diagram of the actuation of the slotted rod of the preferred embodiment of the shifting system to the left in the gear shifting slot. Fig. 5 is a partial front view and an operation diagram of a shifting arm of a preferred embodiment of the present invention. Figure 6 is a partial side elevational view and actuation of the first sensing element of the pivoting arm of the preferred embodiment of the electric vehicle shifting system of the present invention. Figure 7 is a partial side elevational view and actuation of the second linkage member of the second embodiment of the preferred embodiment of the electric vehicle shifting system of the present invention. Figure 8 is a schematic view showing the operation of the shift lever of the preferred embodiment of the electric vehicle shifting system of the present invention in the forward shifting of a gear in the gear shifting groove. Figure 9 is a partial side view and actuation diagram of the shifting lever of the preferred embodiment of the electric vehicle shifting system of the present invention. Fig. 10 is a view showing the side view and actuation of the first-rotating member of the preferred embodiment of the preferred embodiment of the electric vehicle shifting system of the present invention. [Main component symbol description] [Invention] 1 gear assembly 11 gear shift lever 111 wrap pivot point 12 limit member 201040045 13 pivot arm 131 joint portion 132 first end 133 second end 14 gear slot 2 sensing assembly 21 first Sense element 211 Adapter 212 Resistance adjustment 213 Controller 22 Second sensing element 221 Adapter 222 Resistance adjustment 223 Controller 3 First drive assembly 31 Drive element 32 Drive element 33 First pick 4 Second drive assembly 41 drive element 42 drive element 43 second paddle 5 first linkage 6 second linkage 7 case 8 gear unit 81 gear mechanism S link T pivot [conventional] 90 engine 901 power output shaft 91 clutch 92 shifting Unit 921 Input shaft 922 Output shaft 923 Gear set 924 Gear 925 Synchronizer 925 One slot gear 93 Gear lever — 12 —