Abstract: A vehicle seat may have an angle detection device configured to detect a reclining angle of a seatback, an angle detection reference member configured to serve as a reference for the angle detection device, and a rotation limiting guide unit configured to connect a seat fixing structure to the angle detection reference member and to limit rotation of the angle detection reference member by guiding upward-and-downward and forward-and-rearward movements of the angle detection reference member during tilting of a seat cushion around a hinge structure.

Abstract: A vehicle seat may have an angle detection device configured to detect a reclining angle of a seatback, an angle detection reference member configured to serve as a reference for the angle detection device, and a rotation limiting guide unit configured to connect a seat fixing structure to the angle detection reference member and to limit rotation of the angle detection reference member by guiding upward-and-downward and forward-and-rearward movements of the angle detection reference member during tilting of a seat cushion around a hinge structure.

Abstract: A method for transmitting a shift signal of an electronic shift system, may include transmitting the shift signal generated at the time of operating a shift operation device, wherein the shift operation device is configured so that one shift stage and one shift signal are matched one to one and transmits shift signals which are each individually separated according to the shift stage.

Abstract: A method for transmitting a shift signal of an electronic shift system, may include transmitting the shift signal generated at the time of operating a shift operation device, wherein the shift operation device is configured so that one shift stage and one shift signal are matched one to one and transmits shift signals which are each individually separated according to the shift stage.

Abstract: An integrated control system of a vehicle includes: a power manager that receives power of a vehicle and supplies power to a first sensor, a second sensor, and a third sensor connected to an accelerator pedal, a brake pedal, and a transmission, respectively; a sensor signal receiver that receives an accelerator pedal output signal, a brake pedal output signal, and a transmission output signal from the first sensor, second sensor, and third sensor, respectively; a main controller that is connected to the power manager, monitors information about power supplied to the first sensor, second sensor, and third sensor, and integrally controls accelerating, braking, and shifting of the vehicle in response to the accelerator pedal output signal, brake pedal output signal, and transmission output signal; and a communicator that sends the accelerator pedal output signal, brake pedal output signal, and transmission output signal to a plurality of relevant control units.

Abstract: A shift lever assembly for a vehicle includes a housing having an inner space and an open part. The open part is provided at a lower part of the housing and is open in upward and downward directions. A shift lever is rotatably mounted in the inner space by being inserted into the inner space from a lower side to an upper side of the inner space through the open part. A bracket is assembled with the lower part of the housing to close the open part and allowing the housing to be fixed to a vehicle body.

Abstract: A shift lever assembly for a vehicle includes a housing having an inner space and an open part. The open part is provided at a lower part of the housing and is open in upward and downward directions. A shift lever is rotatably mounted in the inner space by being inserted into the inner space from a lower side to an upper side of the inner space through the open part. A bracket is assembled with the lower part of the housing to close the open part and allowing the housing to be fixed to a vehicle body.

Abstract: A method for transmitting a shift signal of an electronic shift system, may include transmitting the shift signal generated at the time of operating a shift operation device, wherein the shift operation device is configured so that one shift stage and one shift signal are matched one to one and transmits shift signals which are each individually separated according to the shift stage.

Abstract: A shift lever apparatus for a vehicle is an apparatus, in which by integrating P-range switch function into manual switch function, components for the P-range switch are eliminated and thus the configuration is simplified and cost reduction is achieved.

Abstract: A shift lever apparatus for a vehicle is an apparatus, in which by integrating P-range switch function into manual switch function, components for the P-range switch are eliminated and thus the configuration is simplified and cost reduction is achieved.

Abstract: A shift control apparatus configured for an electronic shift system, may include shift dial disposed on a main housing to be able to turn in a first direction or a second direction and having a permanent magnet; a main PCB disposed on the main housing opposite the permanent magnet, and recognizing gear stages and outputting signals for the recognized gear stages to a transmission control unit in accordance with a change in position of the permanent magnet when the shift dial is turned; a shift button being movable upwards and downwards with respect to the shift dial; and a sub PCB coupled to the shift dial and outputting a gear stage signal, which is generated when the shift button is operated, to the transmission control unit.

Abstract: Disclosed herein is a method of controlling a system for neutral range parking of a vehicle. The power of the vehicle is turned off based on operation of a start button when a shift range of a vehicle transmission is a P-range. It is determined whether a brake pedal is operated after the power is turned off and, when the brake pedal is determined to be operated after the power is turned off, an automatic lever solenoid valve of the transmission is operated to allow the transmission to shift from the P-range to another shift range by releasing engagement between the automatic lever solenoid valve and an engaging lever.

Abstract: A shift lock structure of a shift lever, includes: an engaging lever provided at a lower end portion of the shift lever and rotated when the shift lever is rotated; a solenoid valve having a plunger extending in a direction intersecting a direction in which the engaging lever is rotated and configured to allow the plunger to be retracted or extracted depending on a shift stage; and a lock lever located in a rotation direction in which the engaging lever is rotated from a P-stage to another stage, and coupled with the plunger such that, when the shift stage is the P-stage, when the plunger is extracted and moved in an axial direction thereof, the lock lever blocks rotation of the engaging lever, implementing the shift lock.

Abstract: A shift lever assembly for an automatic transmission vehicle is provided. A moderate feeling experienced by a driver is provided by using magnetic forces of a bullet magnet and a groove magnet when moving a shift lever in a shift direction and in a select direction. Since the bullet magnet and the groove magnet are spaced apart from each other by a predetermined distance to avoid coming into contact with each other within a range affected by magnetic forces thereof, damage due to wear is prevented and operating noise is reduced significantly.

Abstract: A method for transmitting a shift signal of an electronic shift system, may include transmitting the shift signal generated at the time of operating a shift operation device, wherein the shift operation device is configured so that one shift stage and one shift signal are matched one to one and transmits shift signals which are each individually separated according to the shift stage.

Abstract: A shift control apparatus configured for an electronic shift system, may include shift dial disposed on a main housing to be able to turn in a first direction or a second direction and having a permanent magnet; a main PCB disposed on the main housing opposite the permanent magnet, and recognizing gear stages and outputting signals for the recognized gear stages to a transmission control unit in accordance with a change in position of the permanent magnet when the shift dial is turned; a shift button being movable upwards and downwards with respect to the shift dial; and a sub PCB coupled to the shift dial and outputting a gear stage signal, which is generated when the shift button is operated, to the transmission control unit.

Abstract: A shift lock structure of a shift lever, includes: an engaging lever provided at a lower end portion of the shift lever and rotated when the shift lever is rotated; a solenoid valve having a plunger extending in a direction intersecting a direction in which the engaging lever is rotated and configured to allow the plunger to be retracted or extracted depending on a shift stage; and a lock lever located in a rotation direction in which the engaging lever is rotated from a P-stage to another stage, and coupled with the plunger such that, when the shift stage is the P-stage, when the plunger is extracted and moved in an axial direction thereof, the lock lever blocks rotation of the engaging lever, implementing the shift lock.

Abstract: A shift lever assembly for an automatic transmission vehicle is provided. A moderate feeling experienced by a driver is provided by using magnetic forces of a bullet magnet and a groove magnet when moving a shift lever in a shift direction and in a select direction. Since the bullet magnet and the groove magnet are spaced apart from each other by a predetermined distance to avoid coming into contact with each other within a range affected by magnetic forces thereof, damage due to wear is prevented and operating noise is reduced significantly.

Abstract: Disclosed herein is a method of controlling a system for neutral range parking of a vehicle. The power of the vehicle is turned off based on operation of a start button when a shift range of a vehicle transmission is a P-range. It is determined whether a brake pedal is operated after the power is turned off and, when the brake pedal is determined to be operated after the power is turned off, an automatic lever solenoid valve of the transmission is operated to allow the transmission to shift from the P-range to another shift range by releasing engagement between the automatic lever solenoid valve and an engaging lever.

Abstract: A shift lever housing for a manual transmission may include a shift cable base portion sealed to not have a hole that is open downward to a bottom located between a shift cable through-hole and a shift cable connector; and a select cable base portion positioned at one side of the shift cable base portion and having a base hole that is open downward to a bottom located between a selector lever installation hole and a select cable connector.