DEVICE AND METHOD FOR SELECTING GEARS IN MOTOR VEHICLES

Abstract

A device and method for selecting gears in motor vehicles has an operating element selecting the respective gear, which operating element is manually pivotable or rotatable with respect to at least one axis of rotation, a haptic feedback for a user being generable by means of an actuator acting upon the operating element, and a control unit generating gear control signals and actuating the actuator depending on the position of the operating element. The device has a simpler design that can be controlled with little complexity. The operating element is designed for manual actuation by the user as well as for automatic shifting by the actuator which is actuated by the control unit.

Claims

1. A device (1) for selecting gear stages in motor vehicles (7), comprising: an operating element (2) which selects the respective gear stage and is configured to be manually pivotable or rotatable with respect to at least one axis of rotation (5, 6); an actuator (8) that acts upon the operating element (2) to produce haptic feedback for a user; and a control system (14) which actuates the actuator (8) and produces gear stage control signals (25) in dependence of position (15) of the operating element (2), wherein the operating element (2) is configured both for manual actuation by the user (12) and also for an automatic shift movement by the actuator (8) actuated by the control system (14).

2. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1, wherein different gear stages are associated with different shifting thresholds (26) of the operating element (2) for shifting into another gear stage.

3. The device (1) for selecting gear stages in motor vehicles (7) according to claim 2, wherein different gear stages are associated with different shift positions (27) of the operating element (2), and wherein shifting thresholds (26) of adjacent shift positions (27) are spaced apart from one another.

4. The device (1) for selecting gear stages in motor vehicles (7) according to claim 3, wherein the shifting thresholds (26) define a gear range (28), which gear range (28) extends around the respective shift position (27) of a gear stage and within which the operating element (2) can be moved without triggering a gear stage control signal (25), and wherein the gear ranges (28) of adjacent shift positions (27) overlap.

5. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1, further comprising at least one position sensor (16) for determining pivot or rotational position of the operating element (2) relative to the at least one axis of rotation (5, 6) and for producing a corresponding position signal (17).

6. The device (1) for selecting gear stages in motor vehicles (7) according to claim 5, wherein the position sensor (16) is disposed directly at or on the axis of rotation (5, 6).

7. The device (1) for selecting gear stages in motor vehicles (7) according to claim 5 wherein the position sensor (16) is disposed on the actuator (8).

8. The device (1) for selecting gear stages in motor vehicles (7) according to claim 5 wherein the control system (14) is configured for determining a shift position of the operating element (2) and also for producing a control signal (18) for the movement and/or haptic feedback of the operating element (2) taking into account the position signal (17) of the position sensor (16).

9. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1 wherein the at least one actuator (8) is configured as an electric motor.

10. The device (1) for selecting gear stages in motor vehicles (7) according to claim 5 wherein the actuator (8) is configured as a BLDC motor (19) and the control system (14) is configured for producing a commutation signal (20) for the BLDC motor (19) taking into account the position signal (17) of the position sensor (16).

11. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1 wherein the operating element (2) is connected at or to the axis of rotation (5, 6).

12. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1 wherein the haptic feedback at least includes feedback selected from the group consisting of: force feedback, vibration (21), at least one virtual limit stop (22), a virtual lateral guide (23), a virtual gate guide (24), an emulated detent, and a combination of one or more of the foregoing.

13. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1 wherein the haptic feedback includes a vibration of the operating element (2) about at least one axis of rotation (5, 6), and wherein, on a contact surface (11) of the operating element (2) provided for the user (12), the amplitude (10) of the vibration has an arc length (13) in a range of, approximately 0.2 mm to approximately 0.5 mm.

14. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1 wherein the haptic feedback includes a vibration of the operating element (2) having a vibration frequency between 5 Hz and 100 Hz.

15. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1, wherein the operating element (2) is configured either as a selector lever (3) and/or as a rotary knob (4).

16. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1 wherein the selector lever (3) is configured to be pivotable or rotatable about two axes of rotation (5, 6), and wherein the axes of rotation (5, 6) extend substantially perpendicular to one another.

17. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1 wherein only one actuator (8, 9) is assigned to each axis of rotation (5, 6).

18. The device (1) for selecting gear stages in motor vehicles (7) according to claim 17, wherein the actuator (8) of the one axis of rotation (6) is controllable in dependence of the position (15) of the operating element (2) with respect to the other axis of rotation (5) and/or the actuator (9) of the other axis of rotation (5) is controllable in dependence of the position (15) of the operating element (2) with respect to the one axis of rotation (6).

19. The device (1) for selecting gear stages in motor vehicles (7) according to claim 4, wherein overlap of the gear ranges (28) of adjacent shift positions (27) is approximately to of the width of a gear range (28).

20. The device (1) for selecting gear stages in motor vehicles (7) according to claim 1, further comprising a sensor (32) connected to the control system (14) that detects a manual intervention by the user (12) and sends a corresponding signal to the control system (14).

21. A method for selecting gear stages in motor vehicles (7) comprising a device (1) according to claim 1, wherein the actuator (8) moves the operating element (2) into a predetermined position (15).

22. The method for selecting gear stages in motor vehicles (7) according to claim 21, wherein the predetermined position (15) corresponds to an automatically engaged or predefined gear stage.

23. The method for selecting gear stages in motor vehicles (7) according to claim 21, wherein the different gear stages are associated with different shifting thresholds (26) of the operating element (2) for shifting into another gear stage, and wherein the control system (14) initiates a gear stage change as soon as a shifting threshold (26) is exceeded in the direction of the shift position (27) assigned to said one of said different gear stages.

24. The method for selecting a gear stage of a motor vehicle (7) according to claim 23, wherein when the operating element (2) is moved manually by a user (12), the actuator (8) produces a variable restoring force (29) which, as force feedback, is opposite to an adjusting force (30) introduced into the operating element (2) by the user (12).

25. The method for selecting gear stages in motor vehicles (7) according to claim 24, wherein the variable restoring force (29) is a function of the position (15) of the operating element (2).

26. The method for selecting gear stages in motor vehicles (7) according to claim 23, wherein the actuator (8) causes a vibration of the operating element (2) about the at least one axis of rotation (5, 6) in dependence of the position (15) of the operating element (2).

Description

DESCRIPTION OF THE DRAWINGS

[0055] The Figures show, in part schematically:

[0056] FIG. 1 a rotary actuator disposed in the interior of a motor vehicle,

[0057] FIG. 2a a selector lever disposed in the interior of the motor vehicle,

[0058] FIG. 2b a shift diagram and a navigation map shown on a display,

[0059] FIG. 3 a detail view of the selector lever, which can be pivoted about a single axis, including the bearing and the drive,

[0060] FIG. 4 a detail view of the selector lever, which can be pivoted about two axes of rotation,

[0061] FIG. 5 a further detail view according to FIG. 4,

[0062] FIG. 6 a further detail view according to FIG. 4,

[0063] FIG. 7 a detail view of a reduction gear having a position sensor and disposed on the actuator,

[0064] FIG. 8 a block diagram of the global control algorithm implemented in the control system,

[0065] FIG. 9 a schematic illustration of a virtual gate guide in the manner of an H-shifter,

[0066] FIG. 10 an illustration of single shift lane of a virtual gate guide,

[0067] FIG. 11 an illustration of an attempt to make a prohibited gear stage change,

[0068] FIG. 12 an illustration of haptic feedback in the form of a vibration of the selector lever and

[0069] FIG. 13 a diagram of some shift positions in dependence of the position of the selector lever.

DETAILED DESCRIPTION

[0070] In the following figures of the drawing, the same or similarly acting components are provided with the same reference signs on the basis of one embodiment in order to improve legibility.

[0071] FIG. 1 shows a device 1 for selecting gear stages in motor vehicles 7. In this embodiment, an operating element 2 that selects the respective gear stage is configured as a rotary actuator, in particular as a rotary knob 4, which is rotatably disposed with respect to an axis of rotation 33. In the present case, the rotary knob 4 is located in the center console of the motor vehicle 7 so that it can be easily operated by a user 12. The axis of rotation 33 is aligned approximately parallel to the vertical axis of the motor vehicle 7, so that, in a seated body position with his elbow angled, the user 12 can grip the operating element laterally in such a way that the operating element 2 can be rotated with a simple movement of his hand. However, depending on the operating concept and the arrangement of the operating element 2 in the passenger compartment, it can also be provided that the axis of rotation 33 is inclined.

[0072] In an embodiment according to FIG. 2a, the operating element 2 is disposed in the center console of the motor vehicle 7 as a selector lever 3. In the present case, the selector lever 3 is rotatable or pivotable about the axes of rotation 5, 6. In the passenger compartment of the motor vehicle 7 there is also a display 59, which can show the user 12 specific, predefined or freely selectable information. In connection with the device 1, the display 59 can also display a shift diagram 61, from which the user 12 can see how to move the operating element 2 in order to select specific gear stages. An example of such a shift diagram 61 is shown in FIG. 2b. In addition to the shift diagram 61, the display 59 shows at least one other piece of information, for example a navigation map 60 of the vehicle navigation system.

[0073] According to FIG. 3, it can alternatively be provided that the selector lever 3 is pivotable about only one axis of rotation 6. The axes of rotation 5, 6 can be virtual axes, whereby the selector lever 3 is movably guided by means of a bearing such that it is pivotable around the virtual axis 5, 6. As can be seen in FIG. 3 or FIG. 4, at least one of these axes of rotation 5, 6 can also coincide with a shaft 31, 34 on which the selector lever 3 is pivotably mounted.

[0074] The operating element 2 is mechanically operatively connected to at least one actuator 8, 9, which can be configured as an electric motor, in particular as a BLDC motor 19. In the present example according to FIG. 3, the actuator 8 is connected to the selector lever 3 in a torque-proof manner and engages with its output shaft 35 configured as a gear wheel 56 in a toothed ring gear segment 57. The ring gear segment 57 is stationarily fixed to a holder 58 in the vehicle 7 or inside a housing of the device 1, so that an actuation of the actuator 8 with an associated rotation of its gear wheel 56 causes both the selector lever 3 and the actuator 8 to pivot about the axis of rotation 6. The actuators 8, 9 can also comprise an engine shaft extension 35, 36 of the output shaft for picking up a movement of the engine.

[0075] According to the embodiment of the device 1 according to FIG. 4, the selector lever 3 is caused to pivot about two axes of rotation 5, 6 by two actuators 8, 9. One respective gear wheel 56, which engages in a respective associated toothed ring gear segment 57, is disposed on the output shaft of the actuator 8, 9. This ring gear segment 57 is connected to the operating element 2 via a holder 58. A pivoting or rotating movement of the operating element 2 is thus brought about by actuating and energizing the actuator 8, 9. In this design example according to FIG. 4, one of the actuators 9 remains stationary with respect to the not depicted housing of device 1 or stationary with respect to the motor vehicle 7, whereas the other actuator 8 is pivoted together with the operating element 2.

[0076] In order to determine whether the user 12 is touching the operating element 2, a touch sensor 32 disposed on a contact surface 11 of the operating element 2 can be provided. The contact surface 11 is the part of operating element 2 the user 12 touches, for example with his hand.

[0077] FIG. 4, FIG. 5 and FIG. 6 show that the device 1 comprises bores 42 for fixing the device 1 to the motor vehicle 7 by means of rivets, pins or screws. The actuators 8, 9 are operatively connected to the operating element 2 by means of a mounting bracket 43. The mounting bracket 43 itself is stationarily fixed to the not depicted housing of the device 1 or to the motor vehicle 7. A carrier 62 is mounted on the mounting bracket 43 so as to be rotatable about the first axis of rotation 5. To produce a rotation of the carrier 62 about the first axis of rotation 5, the carrier 62 is in operative connection with the actuator 9 that is stationarily fixed to the mounting bracket 43. The actuator 8, by means of which the selector lever 3 can be pivoted around the axis of rotation 6, is fixed to the carrier 62. The selector lever 3 is held in the carrier 62 so as to be pivotable about the axis of rotation 6 and in a torque-proof manner with respect to the axis of rotation 5. The selector lever 3 can thus pivot inside the carrier 62 about the axis of rotation 6, but can only pivot about the axis of rotation 5 together with the carrier 62 and the actuator 8.

[0078] Because the actuators 8, 9 can be controlled in dependence of the position 15 of the operating element 2 by means of a position signal 17 emitted by a position sensor 16, haptic feedback for the user 12 can be produced. A control system 14 for producing haptic feedback by means of an appropriate actuation of the actuators 8, 9 is provided. Based on the information about the position of the operating element 2 and/or other status information from the motor vehicle 7, haptic feedback can be provided to the user 12 via the operating element 2. Moreover, depending on the position change of the operating element 2 brought about by the user 12, the control system 14 can produce a gear stage control signal 25 that is output to a transmission or a transmission controller or to a gear stage controller to initiate a gear stage change.

[0079] It is also possible to use the control system 14 not only to actuate the actuator(s) 8, 9 for haptic feedback, but also to initiate an automatic shift movement of the operating element 2 on the basis of gear stage control signals 25 input to the control system 14.

[0080] During autonomous driving of the motor vehicle 7, for example, the actuator 8 actuated by the control system 14 can be used to automatically adjust the operating element 2 to the shift position 27 predefined by the autonomous drive control. The shift position 27 is a predetermined position of the operating element 2 that corresponds to a specific gear stage, such as P, R, N, D, 1-8, in the currently valid operating scheme for the operating element 2 or, in the case of monostable shift patterns, corresponds to a specific gear stage increase or decrease, such as +1, 1, +2, 2.

[0081] An automatic shift movement 27, for example, takes place in such a way that, when shifting from the gear stage D, for forward travel, into the gear stage R, for reverse travel, the operating element 2 of an autonomously guided vehicle is moved into the corresponding position without user intervention by an appropriate actuation of the actuator(s) 8, 9. This allows the user 12 in the motor vehicle 7 to infer the current driving status of the motor vehicle 7 from the visible or tactile position of the operating element 2.

[0082] As soon as the automatic shift movement 27 of the operating element 2 is interrupted due to an intervention by the user 12, haptic feedback can instantly be provided to the user 12.

[0083] In the context of the invention, an automatic shift movement 27 also includes a return of the operating element 2 from a different shift position 27 into the shift position 27 corresponding to the current gear stage, if a shift into the gear stage corresponding to the other shift position 27 has not taken place. If, for example in a simulated H-shifter, the user 12 moves the operating element 2 from the shift position 27 for the forward gear 3 gear stage into the shift position 27 for the forward gear 2 gear stage, the control system 14 can control the actuators 8, 9 so that the operating element 2 provides haptic feedback for the duration of the manual user intervention, even if such a gear stage change does not take place due to impending overspeed. As soon as the user 12 unblocks the operating element 2 by releasing it, it becomes active as a result of the automatically executed shift movement and is directed back into the shift position 27 corresponding to the current gear stage, in this example the shift position 27 forward gear 2.

[0084] The control system 14 synchronizes the information about the currently engaged gear stage or shift position 27 with the current existing position 15 of the operating element 2. In the event of a discrepancy, the control system 14 actuates the actuator 8, 9 to move the operating element 2 into the predefined shift position 27.

[0085] According to FIG. 7, the position sensor 16 is disposed on the actuator 8 to evaluate the movement produced by said actuator. Within the context of the invention, it is conceivable that such a position sensor 16 is also disposed on the other actuator 9. A reduction gear is provided to improve the accuracy of the measurement, whereby, in the present case, a reduction gear 38 meshes with a pinion 37 disposed on the engine shaft extension 35 of the actuator 9. The sensor 39 is disposed on the shaft of the reduction gear 38 and, in the present case, is configured as a Hall sensor which evaluates the rotation of a permanent magnet 40 connected to the engine shaft extension 35. The sensor 39 and the reduction gear are respectively mounted in a housing 41. Instead of being a Hall sensor, the sensor 39 can also work on the basis of other measuring principles. In particular other magnetic measurement methods, optical, acoustic, mechanical or capacitive measurement methods, which record the rotation of the engine shaft extension 35 within the context of a relative or absolute measurement, are conceivable as well. Due to the mechanical operative connection between the engine output shaft and the operating element 2 and the underlying kinematics, the position of the operating element 2 can be determined by calculation in the control system 14.

[0086] When using a sensor 35 according to the principle of an absolute measurement method, the measurable angle of rotation can be limited, for example to exactly one revolution. The reduction ratio between the pinion 37 and the reduction gear 38 can then be selected such that the reduction gear 38 rotates about itself no more than once or less than once between the opposite end positions of the operating element 2.

[0087] When using a sensor 35 according to the principle of a relative, incremental measurement method in which only individual measuring steps are counted, the transmission ratio between the pinion 37 and the reduction gear 38 can also be implemented as a multiplication in order to increase the resolution of the measurement.

[0088] FIG. 8 schematically shows the global control algorithm 44 implemented in the control system 14 in interaction with the other components of device 1. As shown on the right side in FIG. 8, the control system 14 is connected within the device with the engine power electronics 54 as well as with a position sensor 16, for example with the sensor 39. Also provided in the control system 14 is a software and/or hardware-implemented module 45, which sends gear stage control signals 25 to a higher-level controller of the motor vehicle 7 or to the transmission or receives gear stage control signals 25 from said controller or transmission.

[0089] The engine power electronics 54 are connected to the actuator(s) 8, 9. In the present design example, both actuators 8, 9 are designed as a BLDC motor 19 and connected to the operating element 2. A gearing 55, which in this example is configured as a gear wheel 56 and an internally toothed ring gear 57, can provide a reduction or a multiplication of the movement of the actuator as shown in FIGS. 2 to 7. The position of the operating element 2 is detected by the position sensor 16, which emits a position signal 17 associated with the position. The position signal 17 is entered into the control system 14 and is converted there, in a software and/or hardware-implemented module 53, to an actual position. As can be seen from the connecting lines in FIG. 8, the determined actual position is sent to module 45 in order to produce the gear stage control signal 25.

[0090] At the same time, the actual position 53 is sent to a lower-level control algorithm 47 for the control of the haptics. The control algorithm 47 includes three software and/or hardware-implemented modules 49, 50, 51, for example, which are used to produce target value components for the return, vibration and detent of the operating element 2.

[0091] Module 49 produces a target value component for the position of the operating element 2 that is required to effect a return of the operating element 2 to a predefined position. This serves to replicate a mechanical return spring, for example, or to produce a force feedback effect, for example having an increasing adjusting force. Module 49 can also be used to realize a virtual gate or longitudinal guide, for example to hold a selector lever 3 within a simulated shift lane by means of laterally sharply increasing restoring forces.

[0092] Module 50 produces a target value component for the position of the operating element 2 that is required to effect a vibration of the operating element 2. This serves to produce perceptible haptic feedback to signal a not foreseen user action, for example, or a suggestion to shift at a rpm limit of the vehicle engine.

[0093] Module 51 produces a target value component for the position of the operating element 2 that is required to produce a virtual detent.

[0094] The target value components produced by modules 49, 50 and 51 are used in a higher-level software and/or hardware-implemented module 48 to calculate a target value specification. In a higher-level software and/or hardware-implemented module 52, the target value specification is compared with the actual position and, taking into account control parameters, used to calculate a control variable in the form of a control signal 18. The actual position detected by the position sensor 16 is thus used multiple times.

[0095] In a not depicted simple variant of the invention, in which the actuators 8, 9 are not configured as BLDCs but rather as brushed motors, the control signal 18 is sent directly to the engine power electronics 54 to control the actuators 8, 9.

[0096] In the present example with BLDC motors 19, the engine power electronics 54 are not controlled directly with the control signal 18 but rather with a commutation signal 20 produced from said control signal. This is because the coils disposed on the stator in a BLDC motor are controlled in a specific sequence and with a specific cycle to actuate the motor. The cycle and the sequence are directly dependent on the rotational position of the rotor that is provided with a permanent magnet. Therefore, to produce the commutation signal 20, both the control signal 18 and the actual position of the operating element 2 determined in module 53 are used in the software and/or hardware-implemented module 46, because the latter is directly and firmly kinematically related to the rotor position. This means that, in the present design example, the position signal 17 of the position sensor 16 is used three times, namely to evaluate and produce the gear stage control signal 25, to produce the haptics and to produce the commutation signal 20.

[0097] FIG. 9 shows a virtual gate guide 24. In the design example selected here, which is in the manner of an H-shifter, a total of five shift positions 27 in virtual shift lanes are provided. Each of these shift positions 27 involves a different shifting threshold 26 of the operating element 2 for shifting into a different gear stage or shift position 27. The shifting thresholds 26 define a gear range 28, which extends around the respective shift position 27 of a gear stage and within which the operating element 2 can be moved without triggering a gear stage control signal 25.

[0098] In the present example according to FIG. 9, the operating element 2 is in the upper left position, which, in a conventional H-shifter, corresponds to the shift position 63 forward gear 1. In the event of a gear stage change, the operating element 2 has to be moved from its assigned shift position 63 forward gear 1 over the shifting threshold 26 illustrated by the solid line and beyond the dashed line. When crossing the shifting threshold 26 illustrated by the dashed line, the adjacent shift position 64 neutral is assigned to the operating element 2 and a corresponding gear stage control signal 25 is emitted. In the opposite direction, however, the operating element 2 has to be moved across the shifting threshold 26 illustrated as a solid line in the direction of the shift position 63, in order to achieve a reassignment of the shift position 63. The gear ranges 28 of the shift positions 63 and 64 therefore overlap and each shift position 27 has a different shifting threshold 26.

[0099] As an example, the different shift positions 27 in FIG. 10 are identified with the letters P, R, N, D and are guided in a single shift lane of a virtual gate guide 24. There is one shifting threshold 26 for each gear stage change, whereby the shifting thresholds 26 illustrated with the solid line apply for shifting in the direction of the shift position P. The shifting thresholds 26 respectively illustrated with a dashed line apply for shifting the shift positions 27 in the direction of the shift position D. The overlap of the gear ranges 28 is shown in FIG. 10 as an example.

[0100] FIG. 11 schematically shows the attempt to make a prohibited gear stage change from the neutral position into the reverse gear. If an engagement of the reverse gear is not permitted while the vehicle is moving forward, the device 1 simulates a virtual limit stop 22 which prevents the user 12 from reaching the shift position R. Since the operating element 2 cannot move sideways due to the presence of virtual lateral guides 23 and the virtual limit stop 22 restricts the possible movement of the operating element 2 as well, the user 12 can only move the operating element 2 back into the shift position N. At the same time, the user can be notified of the prohibited gear stage change by means of haptic feedback in the form of a vibration 21.

[0101] FIG. 12 shows the operating element 2 configured as a selector lever 3, which provides haptic feedback to the hand of the user 12 by carrying out a vibrational movement about the axis of rotation 5. In doing so, the selector lever 3 pivots around the axis of rotation 5 with a frequency that is clearly felt by the human hand. The vibration frequency can be between 5 Hz and 100 Hz, preferably between 20 Hz and 30 Hz. The amplitude 10 of the vibration 21 at the contact surface 11 of the operating element 2 covers a predetermined arc length 13, which is within the range from approximately 0.2 mm to approximately 0.5 mm. The vibration 21 can simultaneously or alternatively also take place around the axis of rotation 6.

[0102] FIG. 13 schematically shows a diagram of the progression of the adjusting force 30 and the opposite restoring force 29, whereby the pivot angle of the operating element 2 is plotted on the X-axis and the restoring force 29 applied by the device 1 is plotted on the Y-axis. FIG. 13 shows the force progression, the shift positions 27 and the shifting thresholds 26 for a monostable operating element 2, which can be deflected from its stable center position X in two directions to the shift positions 27. An increment or decrement by one gear stage is assigned to a deflection to the shift positions A1 or B1, and an increment or decrement by two gear stages is assigned to the shift positions A2 or B2. The force progression of the restoring force 29 on the operating element 2 simulates a detent and a restoring spring coupled to the operating element 2. The function of the restoring spring can be identified by the generally identifiable linear progression with a negative gradient, as a result of which the restoring force is positive for negative angles of rotation and negative for positive angles of rotation. This is overlaid with a jagged force progression which simulates moving over a virtual detent. The force progression is also subject to a hysteresis, as a result of which, when the operating element 2 is manually deflected by the user 12, the restoring force 29 follows the curve that is higher in accordance with the amount in Y-direction. In the opposite direction, the restoring force is reduced and follows the curve that is lower in accordance with the amount in Y-direction. This ensures a smoother return movement of the operating element 2 to the stable starting position X.

[0103] To detect the selection of an increment, for example according to shift position 27 A1, starting from the rest position X, the operating element 2 is moved in the direction of the shift position A1 and passes over a first maximum 65 in the force progression, which signals to the user 12 that the shift position 27 A1 will be reached soon. Shortly before reaching the shift position 27 A1, the operating element 2 moves over the shifting threshold 26 at position 66. Since the shift position 27 X was previously assigned to the operating element 2, the assignment is now changed to shift position 27 A1. The operating element 2 can now be moved into the gear range 28 between positions 67 and 68, and the shifting thresholds 26 assigned to these positions, without changing the assignment from A1 to X or from A1 to A2. However, when the shifting thresholds 26 at positions 67 and 68 are reached, the assignment is shifted to X or A2.

[0104] As a result of the restoring force 29 increasing in positive and negative X direction and the overlaid virtual detent, the user 12 receives haptic feedback about the position of the operating element 2 and the associated shift position 27.

[0105] The present invention is not restricted in terms of its configuration to the embodiments presented here. Rather, several variants are conceivable which make use of the solution presented here, even in the case of other types of configurations. It will be appreciated by those skilled in the art that changes could be made to the embodiments described above without departing from the broad inventive concept thereof. It is understood, therefore, that this disclosure is not limited to the particular embodiments disclosed, but it is intended to cover modifications within the spirit and scope of the present disclosure as defined by the appended claims.

LIST OF REFERENCE SIGNS

[0106]

TABLE-US-00001 1 Gear stage selection device for a motor vehicle 2 Operating element 3 Selector lever 4 Rotary knob 5 Axis of rotation 6 Axis of rotation 7 Motor vehicle 8 Actuator 9 Actuator 10 Amplitude 11 Contact surface 12 User 13 Arc length 14 Control system 15 Position of the operating element 16 Position sensor 17 Position signal 18 Control signal 19 BLDC motor 20 Commutation signal 21 Vibration 22 Virtual limit stop 23 Virtual lateral guide 24 Virtual gate guide 25 Gear stage control signal 26 Shifting threshold 27 Shift position 28 Gear range 29 Restoring force 30 Adjusting force 31 Shaft 32 Touch sensor 33 Axis of rotation 34 Shaft 35 Engine shaft extension 36 Engine shaft extension 37 Pinion 38 Reduction gear 39 Sensor (Hall sensor) 40 Permanent magnet 41 Sensor housing 42 Bore 43 Mounting bracket 44 Control algorithm shifter 45 Module 46 Module 47 Control algorithm haptics 48 Module 49 Module 50 Module 51 Module 52 Module 53 Module 54 Engine power electronics 55 Gearing 56 Gear wheel 57 Ring gear segment 58 Holder 59 Display 60 Navigation map 61 Shift diagram 62 Carrier 63 Shift position forward gear 1 64 Shift position neutral 65 Maximum 66 Position 67 Position 68 Position