A gear seeking shifter including a housing containing a shift lever with a rotatable base and outer tube supporting a depressible inner push rod. A CAM shaft component is driven by a gear seeking motor. An upwardly biased gate pawl located in the inner push rod contacts with any of PRND shifter position gates configured along an opposing underside of the housing. At least one detent cartridge contains a pawl supported within the rotatable base of the shift lever in biasing contact with a detent plate profile configured upon an opposing inside surface of the housing. The CAM shaft component, upon being rotated by the motor, includes each of a first profile for retracting the gate pawl and a second profile for inwardly displacing the detent pawl away from the detent plate profile to permit the CAM component to rotate the shift lever to a desired gear position.

A gear shifting assembly of a transmission, a transmission, and an automobile. The present disclosure aims to address the problem of complicated structure existing in a gear shifting assembly or the like. To this end, the gear shifting assembly of a transmission according to the present disclosure includes a P-gear mechanism and a forward-gear mechanism, wherein the gear shifting assembly further includes a drive mechanism and a shifting mechanism, and the shifting mechanism is configured to be capable of switching the drive mechanism so that the P-gear mechanism or the forward-gear mechanism is in an operational state. By employing the common drive mechanism, the gear-shifting function of forward gears and the function of parking at the P-gear can be realized without interference, and on the basis of function integration, elements are saved so that the gear shifting assembly is made more compact in structure.

A transmission includes a first shaft with two gears adapted for connecting to a motor and a second shaft with two corresponding gears adapted for connecting to a driveshaft; a shift drum selectively controlling torque transfer between the shafts and defining therein two grooves; a shift rod translatable along a rod axis with a driving member fixedly connected thereto and engaging one groove, at least a portion of the groove causing the driving member and the shift rod to translate along the rod axis upon rotation of the shift drum; an engagement dog disposed on the second shaft for selectively engaging the gears of the second shaft; two biasing members disposed around the shift rod; a fork rod supporting a shift fork slidably connected to the fork rod and the shift rod, the shift fork being engaged in another groove of the shift drum.

A first slider and a fifth-speed driving gear are arranged along an axial direction on a driving shaft. A shift fork has an end located in a guide groove of a shift drum, and another end connected to the first slider. In gear-shifting to a fifth speed, the first slider moves on the driving shaft so that a plurality of fifth-speed dog projections and a plurality of fifth-speed dog recesses mesh with each other. At least four of the plurality of fifth-speed dog projections and at least four of the plurality of fifth-speed dog recesses mesh within a range of 90 degrees at one side in the circumferential direction of the fifth-speed driving gear and a range of 90 degrees at another side in the circumferential direction of the fifth-speed driving gear with respect to a reference line.

A transmission control apparatus for controlling a vehicle's transmission. The apparatus includes (i) a control motor mechanically connected to the transmission's selector drum and is actuable to rotate the selector drum, (ii) a torque sensor which senses torque applied to the selector drum by the control motor, (iii) a controller configured to control the control motor based on signals received from the torque sensor to control the engagement/disengagement of the dog clutches; and (iv) a cam indexer connected to the selector drum. The cam indexer includes (i) a cam sprocket having one gear detent corresponding to each of gear engagement position of the selector drum, and one neutral detent corresponding to each neutral position of the selector drum, and (ii) a cam follower that engages with the gear detents and biases the selector drum into either a corresponding gear engagement position or a corresponding neutral position.

A gear shifting apparatus for a multi-speed transmission includes: a shifting unit controlling gear shifting by a torque of an actuator; and a parking unit controlling a parking state by the torque of the actuator. In particular, the actuator includes a control motor transmitting a driving torque to driven gears of the shifting and parking units through a drive gear, and the shifting unit includes: a fork slider slidably mounted on a fork rail; a shift fork integrally formed with the fork slider; a finger drum connected to a first driven gear engaged with the drive gear, and having a finger end; and a shift lug that rotates about a lug shaft and includes two lug ends having a different length from each other. The shift lug interacts with the finger end, and has a coupler end coupled with a pocket portion formed at the fork slider.

A gear shifting assembly of a transmission, a transmission, and an automobile. The present disclosure aims to address the problem of complicated structure existing in a gear shifting assembly or the like. To this end, the gear shifting assembly of a transmission according to the present disclosure includes a P-gear mechanism and a forward-gear mechanism, wherein the gear shifting assembly further includes a drive mechanism and a shifting mechanism, and the shifting mechanism is configured to be capable of switching the drive mechanism so that the P-gear mechanism or the forward-gear mechanism is in an operational state. By employing the common drive mechanism, the gear-shifting function of forward gears and the function of parking at the P-gear can be realized without interference, and on the basis of function integration, elements are saved so that the gear shifting assembly is made more compact in structure.

A gear-shifting mechanism for a transmission has a gear-shifting actuating unit with a gear-shifting actuator that can be moved along a gear-shifting actuating axis, and a selection unit that can be connected to the gear-shifting actuator. The selection unit has a selection element which is designed to adopt different positions in a direction that is non-parallel to the gear-shifting actuating axis, in order to be able to connect to different selector forks in the different positions, for moving transmission components for shifting gears, and a switching actuator having a switching actuator axis that defines a switching movement of the switching actuator for moving the selection element into the different positions. The switching actuator axis and the gear-shifting actuating axis are oriented such that they are parallel to each other.

A transmission 20 includes gears 421 through 426 and 441 through 446, sliders 451 through 453, an electric motor 58, a shift drum 50, shift forks 491 through 493, and a control unit 83. The sliders 451 through 453 are members different from the gears 421 through 426 and 441 through 446. The shift drum 50 includes guide grooves 61 through 63 each including a linear portion 64 and a tilt portion 65. An end of each of the shift forks 491 through 493 is located in a corresponding one of the guide grooves 61 through 63. The control unit 83 controls the electric motor 58 to rotate the shift drum 50 in such a manner that a gear-shift rotation angle is less than 60 degrees. With rotation of the shift drum 50 by the gear-shift rotation angle, the shift forks 491 through 493 move the sliders 451 through 453 in the axial direction of the shaft 21 or 22. In this manner, dog portions of the sliders 451 through 453 mesh with dog portions of the gears 441 through 446 so that rotation of the shaft 21 is transferred to the shaft 22.

Incongruity sense of a driver due to dog clunking noise can be reduced with reduction of dog clunking noise. A fifth-speed driving gear (425) and a sixth-speed driving gear (426) are arranged on a driving shaft (41) along an axial direction. A first slider (451) is disposed to be movable in the axial direction between the fifth-speed driving gear (425) and the sixth-speed driving gear (426). The first slider (451) is not rotatable on the driving shaft (41). In the axial direction, the sum of the widths of the fifth-speed driving gear (425) and the sixth-speed driving gear (426) is smaller than the maximum width of the first slider (451).