EP3046806A1 - Système et appareil de commande de véhicule intégré - Google Patents

Système et appareil de commande de véhicule intégré

Info

Publication number
EP3046806A1
EP3046806A1 EP14845919.1A EP14845919A EP3046806A1 EP 3046806 A1 EP3046806 A1 EP 3046806A1 EP 14845919 A EP14845919 A EP 14845919A EP 3046806 A1 EP3046806 A1 EP 3046806A1
Authority
EP
European Patent Office
Prior art keywords
actuator
steering wheel
actuators
motor vehicle
controller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP14845919.1A
Other languages
German (de)
English (en)
Other versions
EP3046806A4 (fr
Inventor
Adam Simon Golomb
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Golomb Mercantile Co LLC
Original Assignee
Golomb Mercantile Co LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/030,444 external-priority patent/US9272724B2/en
Application filed by Golomb Mercantile Co LLC filed Critical Golomb Mercantile Co LLC
Publication of EP3046806A1 publication Critical patent/EP3046806A1/fr
Publication of EP3046806A4 publication Critical patent/EP3046806A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
    • B60Q1/34—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating change of drive direction
    • B60Q1/343—Manually actuated switching arrangements therefor
    • B60K35/10—
    • B60K35/25—
    • B60K35/29—
    • B60K35/60—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/04—Hand wheels
    • B62D1/046—Adaptations on rotatable parts of the steering wheel for accommodation of switches
    • B60K2360/128—
    • B60K2360/139—
    • B60K2360/197—
    • B60K2360/48—
    • B60K2360/782—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/02—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments
    • B60Q1/04—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights
    • B60Q1/14—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights having dimming means
    • B60Q1/1446—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights having dimming means controlled by mechanically actuated switches
    • B60Q1/1453—Hand actuated switches
    • B60Q1/1461—Multifunction switches for dimming headlights and controlling additional devices, e.g. for controlling direction indicating lights
    • B60Q1/1484—Multifunction switches for dimming headlights and controlling additional devices, e.g. for controlling direction indicating lights mounted on the steering wheel

Definitions

  • the present invention relates to a vehicle control system and apparatus for operating the vehicle's components that is integrated into the rim of a vehicle's steering wheel in such a way as to be fully operable without a driver of the vehicle being required to remove his/her hands from the steering wheel.
  • Vehicle turn signals while having been in use on commercially available motor vehicles for about 70 years, have changed little since their first application. More recently, vehicles have been equipped with computer-operated functionality which allows the vehicle's driver or operator to control the vehicle's radio, compact disc player, connected devices, cellular telephone and navigation system, and other components through a central controller.
  • a vehicle steering wheel is commonly comprised of a column, central hub and annular ring with various components including a turn signal activation switch or switches.
  • turn signal lights are operated by a "stalk switch" or lever located to one side of the steering wheel.
  • the stalk switch is moved upward to signal a right-hand turn and downward to signal a left-hand turn.
  • the stalk switch is moved up, lights located generally in the front and rear right side fenders begin to blink.
  • the stalk switch is moved down, lights located generally in the front and rear left side fenders begin to blink.
  • the stalk switch includes four positions, two up and two down. The first positions, either up or down, operate the turn signals but the stalk switch returns to the off position, or center, when released. The second of the positions maintains the turn signals on even when the stalk switch is released and shuts off after the steering wheel has been turned a fixed rotation and then returned to an approximately "wheels straight" position.
  • turn signals may be left on with the signal lights "blinking" well after a turn is completed.
  • a common condition is that signal lights turn off prematurely if the steering wheel is momentarily turned even slightly away from the direction of the turn.
  • Another common condition is the failure of a turn signal to engage if the steering wheel is slightly turned in one direction and the driver attempts to signal a turn in the opposite direction.
  • Spoke-mounted turn signal activation switches do not eliminate the requirement that a driver's hand must be repositioned to activate the switch even if the hand remains in contact with the steering wheel.
  • the natural position of the driver's thumb is aligned with the rim of the steering wheel or wrapped partially around the rim of the steering wheel when the wheel is gripped. Therefore, a driver must release his/her grip from the steering wheel in order to re-position the thumb on the spoke mounted switch. This change in position is necessary regardless of the location of the spoke around the internal diameter of the steering wheel.
  • the driver's hand If the driver's hand is located proximal to or in contact with the spoke and above the spoke, the driver must rotate the hand downward to contact the spoke-mounted switch. If the driver's hand is located proximal to or in contact with the spoke and below the spoke, the driver must either rotate the hand downward to contact the spoke-mounted switch or move the hand upward and rotate the thumb downward to make contact with the switch. Such a rotation or movement requires that the driver release his/her grip from the wheel in order to move the hand.
  • this hypothetical device suffers from all of the problems of other earlier devices because it merely relocates the functionality of the turn signal stalk switch to hot buttons on the rim of the steering wheel.
  • Turn signals may be inadvertently turned on by misplacement of the hand or remain on with the signal lights "blinking" well after a turn is completed.
  • Turn signal lights may turn off prematurely if the steering wheel is momentarily turned even slightly away from the direction of the turn.
  • the driver must loosen his or her grip on the steering wheel so that the hand may be rotated in order to put the thumb in position to operate the hot buttons.
  • Eisenstein noted in “Turn signal neglect a real danger, study shows,” citing research by the Society of Automotive Engineers, “drivers either neglect to use their signals when changing lanes— or fail to turn the signals off ⁇ 48% of the time.” http://bottomline.msnbc.msn.com/_news/2012/201701/11486051-turn-signal- neglect-a-real-danger-study-shows?lite. Eisenstein further notes, "when making a turn the failure rate is around 25%.” Id.
  • a driver in many instances must remove one hand from the steering wheel in order to operate a stalk switch-activated turn signal because the stalk switch is typically not located in close enough proximity to the steering wheel. Regardless of the driver's hand position, one hand must always be removed from the steering wheel in order to operate a stalk switch-activated turn signal. Where the turn signal switches are located in the hub of the wheel, the result is essentially the same. Either the driver's hand must be removed from the steering wheel to activate the hub-mounted switch or the hand must be turned so that the thumb of the driver's hand can reach the hub-mounted switch. In turning the hand to stretch the thumb to reach the switch, a driver must release his/her grip on the steering wheel, even if the hand remains in contact with the steering wheel. Similarly, when the turn signal switch is located in a spoke of the steering wheel, the driver must reposition his or her hand in order to operate the spoke- mounted switch.
  • CDI Computer-driver interfaces
  • Such interfaces may be used to control specific equipment components of the motor vehicle such as a radio, compact disc player, connected devices, or wireless communication devices.
  • Interfaces such as the BMW IDRIVE system, AUDI MMI, system, MERCEDES COMMAND system, LEXUS REMOTE TOUCH system, FORD SYNC system and MYFORD TOUCH system, each offer variations on the same type of controls.
  • Such CDIs appear to be mouse/dial/joystick/touch screen combinations with the controls located in the proximate to a gear shift selector.
  • CDIs may be located on stalk levers with buttons and switches attached, or in thumb-operated buttons located on the steering wheel horizontal spoke cross bar directly inwards from the steering wheel annular ring and proximal to the 3 o'clock and 9 o'clock positions on the annular ring.
  • Information from such a computer system which controls the motor vehicle equipment components may be displayed to the motor vehicle operator via a screen in the center of the vehicle dashboard, on a screen in the vehicle operator's instrument cluster, and/or in a heads-up-display also known as a HUD.
  • CDIs typically cannot be operated with the motor vehicle operator maintaining a fully wrapped grip around the annular ring of the steering wheel, and would require repositioning of the hands especially if the hands were originally positioned on the upper half of the steering wheel.
  • Convenience keys allow an operator to designate a specific function (camera, voice recorder, media player, etc.) on the PDA or cellular telephone.
  • Many video game systems such as XBOX game system or PLAYSTATION game system, or personal computers as well as personal music devices such as an IPOD device include a menu which offers a subsection of controller where the operator may deviate from the native default settings of the device and assign specific functions to specific keys on the device.
  • Personalized keys are also known for seat, steering wheel, mirrors and seat belt location settings and are found in many motor vehicles with control buttons usually on the door of the motor vehicle.
  • Such personalized keys are analogous to radio presets and allow a driver to adjust selected elements to a pre-set value with the push of one button. It appears, however, that assignable/reassignable convenience keys are not available as integrated controls in the steering wheel of a motor vehicle.
  • a turn signal activation switch and system which does not require that a driver release his/her hands from the steering wheel in order to operate the switch. It would be an additional advantage to have a switch and system which can be set in an autonomous mode which permits a driver to engage a switch and subsequently remove their thumb from the switch while leaving the switch engaged and corresponding exterior signal light flashing. It would be yet a further advantage to have a turn signal switch and system that self-cancels an autonomously engaged switch and corresponding exterior light after a lane change or turn has been detected.
  • the present invention provides an activation switch and system which is integral to the rim of a steering wheel and may be operated without the need for a driver to change his/her grip on the steering wheel.
  • the present invention more specifically provides a motor vehicle PS system which permits shifting the motor vehicle's transmission while maintaining a two-handed four-fingered grip on the steering wheel during high-risk or complex driving situations.
  • the present invention provides an integrated motor vehicle PS system for use with a motor vehicle steering wheel having an annular ring.
  • the integrated motor vehicle PS system includes a left actuator, the left actuator attached to the steering wheel annular ring between the 9 o'clock and 12 o'clock positions on the annular ring; a right actuator, the right actuator attached to the steering wheel annular ring between the 3 o'clock and 12 o'clock positions on the annular ring; and a controller, the controller connected to the left and right actuators, the controller further connected to a system controller which causes the motor vehicle's transmission to shift gears.
  • the left actuator and the right actuator of this embodiment do not overlap.
  • the controller activates the left actuator and the right actuator when the left and the right actuators are depressed simultaneously and held for a pre-set threshold time, thus providing an activated left actuator and an activated right actuator.
  • the transmission is shifted up and down through its gears when one of the left and right actuators is depressed.
  • the integrated motor vehicle PS system of the present invention can cause the transmission to shift into the neutral position when the activated left and right actuators are simultaneously depressed.
  • the integrated motor vehicle PS system can cause the transmission to shift into the park position when the activated left and right actuators are simultaneously depressed and the motor vehicle is not moving.
  • each of the left and right actuators may include an array of switches such that the array of switches may be depressed in multiple locations using multiple positions of the hand.
  • the controller determines when a thumb-sized pattern of switches in a switch array is depressed. If a thumb-sized pattern of switches has been depressed, then the controller will recognize the corresponding actuator as being in the "on" position.
  • an audible signal may be emitted and/or a dash light turned on when an activated actuator is depressed.
  • the present invention also provides an integrated motor vehicle equipment component control system ("ECCS") for use with a motor vehicle steering wheel having an annular ring and a motor vehicle equipment component having a function.
  • the integrated motor vehicle ECCS comprises a left actuator, the left actuator attached to the steering wheel annular ring between the 9 o'clock and 12 o'clock positions on the annular ring; a right actuator, the right actuator attached to the steering wheel annular ring between the 3 o'clock and 12 o'clock positions on the annular ring; and a controller, the controller connected to the left and right actuators, the controller further connected to a motor vehicle component such as radio, compact disc player, connected device, cellular telephone and navigation system, and other components.
  • a motor vehicle component such as radio, compact disc player, connected device, cellular telephone and navigation system, and other components.
  • the left actuator and the right actuator do not overlap and the controller activates the left actuator and the right actuator when the left and the right actuators are depressed simultaneously and held for a pre-set threshold time.
  • the function of the motor vehicle equipment component is activated when an actuator is depressed, the actuator selected from the group consisting of the left actuator and the right actuator.
  • the integrated motor vehicle ECCS of the present invention may further include actuators, the actuators each including a switch array.
  • the present invention also provides an integrated motor vehicle ECCS having a controller that activates left and right actuators when thumb-sized patterns of switches in a switch array located in of each of the left and the right actuators are simultaneously depressed.
  • the present invention still further provides an integrated motor vehicle ECCS for a motor vehicle having a steering wheel and having a left and right actuator such that the left actuator is preferably positioned beginning at the 11 o'clock position on the steering wheel annular ring and preferably extends in a two inch arc towards the 9 o'clock position and such that the right actuator is preferably positioned beginning at the 1 o'clock position on the steering wheel annular ring and preferably extends in a two inch arc towards the 3 o'clock position.
  • the present invention also provides an integrated motor vehicle ECCS having a left and right actuator such that the left and/or right actuators causes the controller to control a motor vehicle equipment component or, optionally, the controller sends a signal to an interface controller which controls a motor vehicle equipment component and wherein the motor vehicle equipment component could be one or more of a sound system, an entertainment system, a radio, a compact disc player, a connected device, a cellular telephone, a navigation system, an internet access system, BLUETOOTH system, and other motor vehicle components.
  • a left and right actuator such that the left and/or right actuators causes the controller to control a motor vehicle equipment component or, optionally, the controller sends a signal to an interface controller which controls a motor vehicle equipment component and wherein the motor vehicle equipment component could be one or more of a sound system, an entertainment system, a radio, a compact disc player, a connected device, a cellular telephone, a navigation system, an internet access system, BLUETOOTH system, and other motor vehicle components.
  • the present invention provides a turn signal activation switch and system ("TSSS") which is integral to the rim of the steering wheel and may be operated with the thumbs and may be further operated without the need of a driver to change his/her grip on the steering wheel.
  • TSSS turn signal activation switch and system
  • the present invention more specifically provides a TSSS which permits a driver to both manually engage and autonomously engage a turn signal actuator and corresponding exterior signal light.
  • the present invention further provides a system which enables a driver to manually disengage an autonomously engaged or manually engaged turn signal actuator and corresponding exterior signal light.
  • the present invention further provides multiple systems for self-canceling or disengaging an autonomously engaged turn signal actuator and corresponding exterior signal light.
  • the multiple systems provided in the present invention provide methods for canceling or disengaging an autonomously engaged turn signal actuator based on information communicated via "Lane Detection" type systems and Steering Wheel Angle and Rotation Sensor type systems among other similar systems that are capable of determining a vehicle's lane position, driving path and steering wheel position.
  • FIG. la is an illustration of a driver's hand gripping a steering wheel in a four-fingered grip.
  • FIG. lb is a further illustration of a driver's hand gripping a steering wheel in a four- fingered grip.
  • FIG. 2 is an illustration of a steering wheel of an embodiment of the present invention.
  • FIG. 3 is an illustration of the clock positions designating locations on a steering wheel.
  • FIG. 4 is an illustration of a steering wheel of an embodiment of the present invention showing a preferred actuator location.
  • FIG. 5 is an illustration of one preferred actuator design of the present invention.
  • FIG. 6 is an illustration of an embodiment of the present invention in which an actuator includes a plurality of switches in a switch array.
  • FIG. 7 is an illustration of a steering wheel of the prior art illustrating the position of the steering wheel-mounted turn signal switches.
  • FIG. 8a is an illustration of a driver gripping the prior art steering wheel of FIG. 7 illustrating the position of the driver's hand relative to steering wheel-mounted turn signal switches.
  • FIG. 8b is a further illustration of a driver gripping the prior art steering wheel of FIG. 7 illustrating the position of the driver's hand relative to steering wheel-mounted turn signal switches.
  • FIG. 8c is yet a further illustration of a driver gripping the prior art steering wheel of FIG. 7 illustrating the position of the driver's hand relative to steering wheel-mounted turn signal switches.
  • FIG. 8d is still a further illustration of a driver gripping the prior art steering wheel of FIG. 7 illustrating the position of the driver's hand relative to steering wheel-mounted turn signal switches.
  • FIG. 9a illustrates a driver gripping the steering wheel of the present invention while maintaining a four-fingered grip and activating the actuator.
  • FIG. 9b illustrates a driver gripping a steering wheel of the present invention in a four- fingered grip.
  • FIG. 9c illustrates another view of a driver gripping the steering wheel of the present invention in a four-fingered grip.
  • FIG. 9d illustrates a driver gripping the steering wheel of the present invention while maintaining a four-fingered grip and activating the actuator.
  • FIG. 10 is a diagram of an embodiment of the system of the present invention showing a steering wheel, controller, stalk switch and actuator circuits.
  • FIG. 11 is a logic diagram illustrating the operation of an embodiment of the present invention.
  • FIGS. 12a and 12b are a logic diagram illustrating the operation of an embodiment of the present invention in which a controller is used to determine when a thumb is pressing on a steering wheel to activate a turn signal.
  • FIG. 13 is a diagram of an embodiment of the system of the present invention showing a steering wheel, controller, and motor vehicle transmission.
  • FIG. 14 is a logic diagram of an embodiment of the system of the present invention showing a steering wheel, controller, interface controller and equipment component.
  • FIG. 15 is a diagram of an embodiment of the system of the present invention showing a steering wheel, controller, interface controller, display screen and equipment component.
  • FIG. 16 is a logic diagram illustrating the operation of an embodiment of the present invention which controls an equipment component.
  • FIGS, la and lb Such a four- fingered grip securely positions the steering wheel in a driver's hands.
  • Embodiments of the present invention are directed towards allowing a driver to maintain a four- fingered grip on the steering wheel while operating the vehicle's turn signals or other mechanical components of the motor vehicle via a computer-driver interface, such components including a radio, a compact disc player, a cellular telephone, a navigation system, an internet access system, BLUETOOTH system, and other motor vehicle components.
  • a computer-driver interface such components including a radio, a compact disc player, a cellular telephone, a navigation system, an internet access system, BLUETOOTH system, and other motor vehicle components.
  • the present invention provides a system which permits the controlled operation of a motor vehicle's turn signals without a driver being required to loosen or remove a fully- wrapped four-fingered grip on the steering wheel.
  • other embodiments provide a CDI which facilitates operation of a motor vehicle's equipment components and mechanical functions and which may be programmed as to which functions are operated.
  • the system of the embodiments of the present invention referring now to FIG. 2, would include switches, sensors or gages, collectively actuators, integrally mounted to a steering wheel 10. As shown in FIG. 2, actuators 40, 50 may be proximal to each other, but actuators 40, 50 do not overlap.
  • the steering wheel 10 of the present embodiment includes an annular ring 15 which may be connected to a hub 30 by one or more spokes 20. Other configurations of a steering wheel will be known to those of ordinary skill in the art.
  • annular ring 15 of steering wheel 10 may be designated by the clock positions from 3 o'clock on the right-hand side of steering wheel 10 through 9 o'clock on the left-hand side of steering wheel 10.
  • actuator 40 may be positioned to cover a portion of steering wheel 10 between the 3 o'clock position and the 12 o'clock position.
  • actuator 50 may be positioned to cover a portion of steering wheel 10 between the 9 o'clock position and the 12 o'clock position. When actuators 40, 50 are so positioned they may abut, but do not overlap.
  • the left actuator is positioned proximal to the 9 o'clock position on the steering wheel annular ring and the opposite end of the left actuator is positioned proximal to the 12 o'clock position on the steering wheel annular ring, such that the left actuator is sized to span the distance between the 9 o'clock and 12 o'clock positions.
  • a standard-sized steering wheel has a diameter of approximately 15 inches. Therefore the circumferential segment of annular ring 15, or the "arc- segment-length,” from the 3 o'clock position to the 12 o'clock position has a length of about 12 inches. Similarly, the arc-segment-length from the 9 o'clock position to the 12 o'clock position also has a length of about 12 inches.
  • Actuators 40, 50 may be sized to cover the entire arc-segment-length between the 3 o'clock and 12 o'clock positions and the 9 o'clock and 12 o'clock positions, respectively, as described above. Alternatively, actuators 40, 50 may be sized to cover only a portion of the arc- segment-length between the 3 o'clock and 12 o'clock positions and the 9 o'clock and 12 o'clock positions, respectively. As shown in FIG.
  • one preferred size and location for actuators 40, 50 is an arc-segment-length of 2 inches with actuators 40, 50 covering a portion of annular ring 15 of steering wheel 10 ending at about the 1 o'clock and 11 o'clock positions respectively such that actuator 50 extends counterclockwise towards the 9 o'clock position and actuator 40 extends clockwise towards the 3 o'clock position.
  • Actuators 40, 50 of the present invention may be membrane switches of a type manufactured by Tapecon, Inc., Tapecon Membrane Switch Division, Rochester, N.Y.
  • Membrane switches as is known in the art, may be manufactured in variety of configurations each of which are single pole, single throw switches which are normally open.
  • Membrane switch configurations include a standard membrane switch construction, a tactile plastic dome construction and a stainless steel dome construction.
  • FIG. 5 illustrates one type of membrane switch 41 which includes top overlay 42, adhesive layer 43, top circuit 44, circuit spacer 45, bottom circuit 46, bottom overlay 47 and contacts 48.
  • Membrane switch 41 is normally open. When top overlay 42 is depressed, top circuit 44 is flexed so that a circuit is completed at contacts 48.
  • actuators 40, 50 may each include one or more membrane switches.
  • Membrane switch arrays which cover a larger area than a single membrane switch, are taught, for example, in WOl 995001302, titled “Curve- conforming Sensor Array Pad.”
  • Actuators 40, 50 may be a fiber optic pressure sensor, or an array of fiber optic pressure sensors, of the type manufactured by Luna Innovations, Blacksburg, Va.
  • actuators 40, 50 may be a large-area flexible pressure sensor matrix of the type developed by the Quantum-Phase Electronics Center, School of Engineering, University of Tokyo, Tokyo, Japan and described in "A Large-Area, Flexible Pressure Sensor Matrix With Organic Field-Effect Transistors For Artificial Skin Applications," T. Someya et al., PNAS, vol. 101, no. 27, Jul. 6, 2004.
  • actuators 40, 50 may be a flexible strain gage of a type available from Omega Engineering, Inc., Stamford, Conn.
  • the actuators 40, 50 may be mechanically bonded to the steering wheel, such as by thermal or sonic welding if the materials of construction of the actuators 40, 50 and the steering wheel 10 are compatible and susceptible to such attachment.
  • the actuators 40, 50 may be attached to the steering wheel 10 using an adhesive.
  • the actuators 40, 50 when attached to the steering wheel 10 may be covered by a cover or skin (not shown) so that the actuators 40, 50 reside under the skin of the steering wheel 10.
  • Actuators 40, 50 can be positioned under the skin of the steering wheel 10 so as to make the actuators 40, 50 undetectable by the human eye.
  • the actuators 40, 50 may be molded into the steering wheel 10 during the process of manufacturing the steering wheel 10. When molded into the steering wheel 10, the actuators may be positioned under the surface of the steering wheel 10 if the material of construction of the steering wheel 10 is sufficiently deformable to permit deforming the steering wheel 10 in a manner that also allows activating the actuators 40, 50.
  • a steering wheel 10 The properties of the material of construction of a steering wheel 10 will be known to those of ordinary skill in the art such that the permissible methods for attachment of actuators 40, 50 to the steering wheel 10 will be also be understood.
  • steering wheels may be molded from a pliable cross-linked vinyl chloride polymer as taught in U.S. Pat. No. 4,567,217 to Yamazaki et al.
  • flexible sensors such as membrane switches
  • membrane switches may be encapsulated in a molded part as taught in U.S. Pat. No. 5,762,853 to Harris et al.
  • insert molded membrane switches have been used as steering wheel hub-mounted horn switches as taught in U.S. Pat. No. 5,198,629 to Hayashi et al.
  • actuators 40, 50 may be configured to sense when the thumb of a hand is pressing one or both of the actuators 40, 50.
  • FIG. 6 illustrates one design in which each of actuators 40, 50 are made up of switch arrays 140, 150, respectively, and where the switch arrays 140, 150 each include a plurality of switches 160.
  • the switch array 140, 150 of FIG. 6 is merely illustrative and does not depict a necessary configuration of switches 160.
  • the switches 160 are normally open (off), closed when depressed or selected (on), and return to open (off) when deselected.
  • Each of switches 160 is connected to a controller 60 so that controller 60 may sense when a switch 160 is in the open position or the closed position.
  • Switches 160 may be connected to controller 60 via a wiring harness (not shown) for example, such that each switch 160 is wired to a terminal block (not shown) and the terminal block is wired to the controller 60 via the wiring harness.
  • a wiring harness not shown
  • switches 160 may be connected to controller 60 via a wiring harness (not shown) for example, such that each switch 160 is wired to a terminal block (not shown) and the terminal block is wired to the controller 60 via the wiring harness.
  • the activation state of each switch 160 in switch arrays 140, 150 that is to say whether a switch 160 is on or off, may be determined by the controller 60.
  • a switch 160 opens and closes an electrical circuit between the switch 160 and the controller 60. If only switches 160 corresponding to a thumb-sized pattern are depressed, then the actuators 40, 50 will be recognized as being in the "on" position by the controller 60. However, if switches 160 corresponding to a pattern larger than a thumb are depressed, then actuators 40, 50 will be recognized as being in the "
  • the controller 60 is programmed to determine when switches 160 are depressed in a thumb-sized pattern.
  • a thumb-sized pattern means an area that ranges from about 0.5 square inches to about 2.25 square inches.
  • controller 60 registers that a thumb-sized pattern of switches has been depressed and controller 60 recognizes either actuator 40 or actuator 50, respectively, as being in the "on" position.
  • actuators 40, 50 are activated via controller 60, either actuator 40 or actuator 50 may be depressed to turn on the corresponding signal lights (not shown) or operate the corresponding vehicle equipment component or function, such as a radio, compact disc player, cellular telephone or navigation system (not shown). Once activated, simultaneously pressing actuator 40 and actuator 50 will not turn on the corresponding turn signal lights. If controller 60 has not activated actuators 40, 50, then depressing either actuator 40 or actuator 50 will not turn on the corresponding turn signal lights or operate the corresponding vehicle function. It will be understood by those of ordinary skill in the art that a motor vehicle equipment component will have at least one function, being turned on/off for example, but may also have a plurality of functions.
  • pressing an activated actuator 40 or an activated actuator 50 will turn on an audible signal in addition to turning on the corresponding turn signal lights or equipment component.
  • the audible signal may serve to indicate to the driver that the turn signal has been turned on.
  • the audible signal may also serve to indicate that the actuators 40, 50 have become activated.
  • the audible signal may emanate from the speaker system of the motor vehicle that is used, for example, to signal that a car door is open when the ignition key remains in the ignition switch.
  • the audible signal may emanate from the same sound source used to alert a driver of the motor vehicle that the stalk-switch-operated turn signal has been turned on.
  • the audible signal may be wirelessly broadcast using BLUETOOTH technology such that the audible signal is received in an ear piece or headset worn by the driver and the driver thereby hears the audible signal.
  • actuators 40, 50 may be connected to corresponding turn signal indicator lights located in the dashboard of the motor vehicle such that pressing an activated actuator 40 or an activated actuator 50 will light the corresponding turn signal indicator lights.
  • BLUETOOTH technology or, alternatively BLUETOOTH system refers to a proprietary open wireless technology standard for exchanging data over short distances (using short-wavelength radio transmissions in the ISM band from 2400-2480 MHz) from fixed and mobile devices, creating personal area networks with high levels of security. BLUETOOTH technology and systems are available from Bluetooth Sig, Inc., Lake Washington Boulevard, Kirkland, Wash.
  • FIG. 7 illustrates a steering wheel 1 10 of the prior art and FIGS. 8a-8d illustrate a driver's hands gripping the steering wheel 110 of FIG. 7.
  • hot buttons 1 15, 120 are depicted positioned on the steering wheel 110 as described in the prior art.
  • the term "hot button” refers to a single on/off switch which is pressed to turn on and pressed again to turn off.
  • hot buttons 115, 120 are placed at the 10 o'clock and 2 o'clock positions on the steering wheel 1 10, respectively.
  • FIG. 8a it is clear that the four-fingered grip of the driver must be loosened, thus not fully gripping steering 110, in order to rotate the thumb into position to depress hot button 1 15.
  • FIG. 8b the driver must again modify the four- fingered grip to accommodate the spoke 125 in order to access and depress hot button 115.
  • FIG. 8c it is again clear that the four-fingered grip of the driver must be loosened, thus not fully gripping steering 1 10, in order to rotate the thumb into position to depress hot button 120.
  • FIG. 8d illustrates how the driver must modify the four-fingered grip to accommodate the spoke 125 in order to access and depress hot button 120.
  • actuators 40, 50 are preferably positioned on annular ring 15 of steering wheel 10 facing the driver. When positioned in this location, actuators 40, 50 may be activated when the driver presses down on the steering wheel using a thumb of the driver's left or right hands.
  • FIGS. 9a-9d illustrate a driver gripping annular ring 15 of steering wheel 10 with the driver's thumb position in a full four-fingered grip (FIGS. 9b and 9c) and with the thumb positioned over actuators 40, 50 (FIGS. 9a and 9d). It will be recognized by persons of ordinary skill in the art that actuators 40, 50 may be positioned in locations other than on the side of annular ring 15 directly facing the driver,
  • controller 60 includes processor 70.
  • Processor 70 includes logic circuits 80, timer 90 and memory 100.
  • Controller 60 is connected to right-side signal circuit 145 and left-side signal circuit 155.
  • Right-side signal circuit 145 includes right-side signal lights (not shown)
  • left-side signal circuit (155) includes left-side signal lights (not shown).
  • Turn signal stalk switch (not shown) may also be connected to controller 60.
  • actuators 40, 50 and controller 60 may be used with other motor vehicle equipment or systems to operate an equipment component or to allow actuators 40, 50 to function as thumb shifters.
  • controller 60 controls the operation of actuators 40, 50 such that when actuator 40 is depressed, right side signal lights (not shown) of right-side signal circuit 145 are energized and when actuator 50 is depressed, left-side signal lights (not shown) of left-side signal circuit 155) are energized.
  • right-side signal lights and/or left-side signal lights may "blink" as is common to all turn signals.
  • FIG. 1 1 illustrates the circuit logic of one embodiment of the present invention.
  • actuator 40 when actuator 40 is depressed it is in a closed position and it completes a circuit to controller 60.
  • actuator 50 is depressed it completes a circuit to controller 60.
  • controller 60 via timer 90 (shown in FIG. 10) measures the time each of actuator 40 and actuator 50 is depressed. If the measured time exceeds a pre-set threshold time, 1 second for example, then controller 60 activates actuators 40, 50. If the measured time is less than the pre-set threshold time, controller 60 does not activate actuators 40, 50.
  • the pre-set threshold time can be varied and programmed into memory 100 shown in FIG. 10 such that logic circuits 80 of FIG.
  • the pre-set threshold time may range from about 0.5 seconds to about 5 seconds. It is preferred that the pre-set threshold time be about 1 second.
  • depressing actuator 40 results in the right side signal lights (not shown) of right-side signal circuit 145 to be energized and when actuator 50 is depressed left-side signal lights (not shown) of left-side signal circuit 155) are energized.
  • right-side signal lamp and/or left-side signal lamp may "blink" as is common to all turn signals.
  • FIG. 12 illustrates the logic circuit of a further embodiment of the present invention in which actuators 40, 50 are of the type illustrated in FIG. 6.
  • actuator 40 and actuator 50 are each made up of switch arrays 140, 150, respectively, where each switch array 140, 150 includes a plurality of switches 160.
  • the switches 160 are normally open (off), closed when depressed or selected (on), and return to open (off) when deselected.
  • Each of switches 160 is connected to a controller 60 so that controller 60 may sense when a switch 160 is in the open position or the closed position. In a typical operation, a switch 160 opens and closes an electrical circuit between the switch 160 and the controller 60.
  • switches 160 corresponding to a thumb pattern are depressed, then the actuators 40, 50 will be recognized as being “on” by the controller 60. However, if switches 160 corresponding to a pattern larger than a thumb-sized pattern are depressed, then actuators 40, 50 will be recognized as being “off.”
  • the controller 60 is programmed to determine when switches 160 are depressed in a thumb-sized pattern. Thus, if a full four-fingered grip is taken of steering wheel 10 a pattern of switches 160 may be depressed, depending on where the driver places his or her hand on the steering wheel, which exceeds the size of the thumb-sized pattern made when a thumb depresses actuators 40, 50.
  • controller 60 does not activate actuators 40, 50 and controller 60 recognizes actuators 40, 50 as being in the "off' position. However, if a thumb is then placed on actuators 40, 50, controller 60 registers that a thumb-sized pattern of switches has been depressed and controller 60 will activate the actuators 40, 50 if they are depressed for at least the pre-set threshold time.
  • controller 60 activates actuators 40, 50, either one of actuator 40 or actuator 50 may be depressed to turn on the corresponding signal lights (not shown), or to operate a motor vehicle equipment component, as described herein below, or to operate as a thumb shifter, as also described herein below.
  • controller 60 If controller 60 has not activated actuators 40, 50, then depressing either of actuator 40 or actuator 50 will not turn on the corresponding signal lights, operate as an equipment component, or act as a thumb shifter. [0072] To deactivate actuators 40, 50, both actuator 40 and actuator 50 are depressed simultaneously and held for a pre-set threshold time. Referring to FIG. 10, timer 90 of controller 60 measures the time each of actuator 40 and actuator 50 is depressed. If the measured time exceeds a pre-set threshold time, 1 second for example, then controller 60 deactivates the activated actuators 40, 50. If the measured time is less than the pre-set threshold time, controller 60 does not deactivate actuators 40, 50.
  • the pre-set threshold time can be varied and programmed into memory 100 shown in FIG.
  • controller 60 deactivate activated actuators 40, 50. It is preferred that the pre-set threshold time be about 1 second. When actuators 40, 50 are deactivated, depressing actuators 40, 50 will not turn on the corresponding turn signal lights, equipment component or function as paddle shifters.
  • a driver may use the vehicle's stalk switch to turn on the vehicle's turn signals.
  • the operation of the stalk switch is not modified by incorporation of the present invention into the steering wheel, but modifications may be made without altering the concepts encompassed by the descriptions herein.
  • the actuators 40, 50 may be used to turn on and turn off the turn signals of the motor vehicle once the controller 60 has activated actuators 40, 50 as provided herein.
  • the actuators 40, 50 operate in parallel with the vehicle's stalk switch and the turn signals turn on when activated actuator 40 or activated actuator 50 is depressed and turn off when activated actuator 40 or, respectively, activated actuator 50 is released.
  • the turn signals only operate when one of actuator 40 and actuator 50 is depressed.
  • a driver need only position his or her thumbs on the actuators 40, 50, depress both of the actuators 40, 50 and maintain them in an "on" position for a pre-determined amount of time, and thereafter operate the turn signals using only one of the actuators 40, 50.
  • a turn signal cannot prematurely or accidently turn off.
  • actuators 40 and 50 of the present invention employs actuators 40 and 50 of the present invention as illustrated in FIG. 1
  • two activation settings for actuators 40 and 50 are possible: (1) actuators 40 and 50 require actuator activation upon each start up of the motor vehicle, or (2) actuators 40 and 50 are always activated when the engine of the motor vehicle is turned on after having once been activated.
  • Controller 60 in this embodiment is a programmable controller or, alternatively, a computer-implemented device, which allows for the programming of actuators 40 and 50 with respect to their on/off status. Thus, if both actuator 40 and actuator 50 are depressed, controller 60 via timer 90 (shown in FIG. 10) measures the time each of actuator 40 and actuator 50 is depressed.
  • Controller 60 may be pre-programmed with two threshold time ranges, for example a first threshold time range and a second threshold time range, such that simultaneously depressing actuators 40 and 50 for a time within the first threshold time range, for example 1 to 2 seconds, activates actuators 40 and 50 only for the period of time the engine of the motor vehicle is turned on.
  • first threshold time range may be as short as a fraction of a second such that actuators 40, 50 are activated rapidly.
  • any threshold time range implemented with respect to embodiments of the present invention may be varied to suit specific needs and uses. In such instance, actuators 40 and 50 would need to be activated as described each time the motor vehicle is turned on.
  • actuators 40 and 50 are simultaneously depressed and held through the first threshold time range and for a duration within the second threshold time range, 3 to 5 seconds for example, actuators 40 and 50 are always on in that they are always activated when the engine of the motor vehicle is turned on. If the measured time is within either the first or second threshold time range, then controller 60 activates actuators 40, 50. If the measured time is less than the first threshold time range, controller 60 does not activate actuators 40, 50.
  • the pre-set threshold time ranges can be varied and programmed into memory 100 shown in FIG. 10 such that logic circuits 80 of FIG. 10 in controller 60 activate actuators 40, 50.
  • the pre-set threshold time ranges may range from about 0.5 seconds to about 5 seconds.
  • first pre-set threshold time range be about 1 to 2 seconds and that the second pre-set threshold time range be about 3 to 5 seconds.
  • depressing actuator 40 results in the right side signal lights (not shown) of right-side signal circuit 145 to be energized and when actuator 50 is depressed left-side signal lights (not shown) of left-side signal circuit 155) are energized.
  • right-side signal lamp and/or left-side signal lamp may "blink" as is common to all turn signals.
  • actuators 40, 50 are activated, at least two engaged settings of actuators 40, 50 are possible: (1) autonomous engagement, and (2) manual engagement.
  • the controller 60 in this embodiment is a programmable controller which allows for the programming of actuators with respect to this engagement status.
  • an autonomous engaged setting is achieved when an actuator 40, 50 is depressed and released within a short preset duration.
  • this preset duration should be no longer than what is approximately required for a driver to press a thumb on the steering wheel actuator 40, 50 and release. This duration may be approximately 0.5 seconds, or another duration programmed by a driver to their preference to achieve this objective.
  • an actuator 40, 50 is pressed and released within this duration the actuator 40, 50 will remain autonomously engaged and the corresponding exterior signal light will continue to flash. If an actuator 40, 50 is pressed for a duration exceeding the preset duration, the actuator 40, 50 becomes manually engaged, and will remain on while being pressed by the driver, and will go off when released by the driver.
  • an actuator 40 if for example an actuator 40 has been autonomously engaged, it will be disengaged if the opposite actuator 50 is pressed for any length of time. In a further embodiment, if an actuator 40, 50 has been autonomously engaged, it will be disengaged if the same actuator is pressed and released within a short preset duration. Such a short preset duration may be the same preset duration required to autonomously engage the actuator, or another duration programmed by the driver to achieve this objective.
  • Lane Position Detection and Warning Systems are known for use on motor vehicles and are often used to detect a vehicle's relative position within a lane and path on a roadway. Such systems may use video sensors, laser sensors and infrared sensors among other sensors, to assess the roadway and, depending on the road condition, lane position, or perceived hazard, may alert a driver with audio, visual or tactile stimuli such as seat or steering wheel vibrations, to awaken a drowsy driver, correct driving path, or justify the vehicle within the lines of a lane.
  • LPDWS Lane Position Detection and Warning Systems
  • One such system is Ford Motor Company's "Lane Keeping System” which uses a forward-facing digital camera mounted behind the windshield inside the rearview mirror to detect unintended lane departures.
  • This system presents three levels of assistance; “Lane Keeping Alert”, “Lane Keeping Aid” and “Driver Alert”, which are activated based on driver preference, behavior, and the degree of the lane departure.
  • a yellow lane marker alert displays on the dash and the steering wheel vibrates.
  • the yellow lane marker alert turns red and the system provides steering torque to rotate the steering wheel and the vehicle back toward the center of the lane.
  • the "Driver Alert” monitors the vehicle's movements within the lane markings and will sound alerts if a driving pattern detected is consistent with a drowsy driver.
  • Ford's rearview mirror assembly for use with its Lane Keeping System is produced by GENTEX Corporation with technology developed by MOBILEYE N.V, of Amstelveen, Netherlands.
  • MOBILEYE N.V of Amstelveen, Netherlands.
  • Some of Mobileye's lane departure and warning systems use vision-based forward- looking technology and algorithms to interpret video images to estimate vehicle roadway lane alignment.
  • Denso Corporation of Japan and Toyota have developed a "Lane Keeping Assist System” which uses a forward-facing stereo camera to detect the shapes and positions of lane markers.
  • This system transmits data from the vision sensor to a steering assist electronic control unit (“ECU") which determines if the vehicle is straying from its lane. If an unintended lane deviation is detected, the ECU alerts the driver with visual and auditory alerts.
  • the ECU may also send a steering torque signal to the electric power steering (“EPS”) controller to apply a slight counter-steering torque to realign the vehicle within the lane.
  • EPS electric power steering
  • BOSCH of Germany has developed a Multi Purpose Camera ("MPC") for use in video- based driver assistance systems such as LPDWS.
  • MPC Multi Purpose Camera
  • Bosch's MPC is an integrated unit which contains its own microprocessor and does not require a separate control unit.
  • this Turn Signal Safety System uses the lane position information obtained from such a lane position detection type system (“LPDS”) to self- cancel an autonomously engaged turn signal actuator 40, 50 and corresponding exterior signal light after a lane change has been detected.
  • the LPDS is interfaced with this TSSS so that the two systems my communicate information.
  • the controller 60 will "disengage” an autonomously engaged turn signal when the LPDS has detected that the vehicle has fully exited one lane and fully entered a "new" lane and is driving approximately justified within that lane.
  • the system may determine that a vehicle is driving justified within the lines of a new lane if the vehicle maintains a driving path within the lines of a new lane for a minimum preset duration of time.
  • duration may be approximately 1-2 seconds, or a few seconds, or another programmable duration of time sufficient to determine that the vehicle has entered the desired new lane and the desired lane change has been completed.
  • the controller 60 will not disengage an autonomously engaged turn signal if the LPDS detects that the vehicle is continuing to turn in the same direction as the autonomously engaged actuator 40, 50.
  • Such an autonomously engaged actuator 40, 50 will disengage when the system has determined that the vehicle has entered a new lane and is driving approximately justified within the lane for a preset duration as described.
  • PSS Power Steering Systems
  • EPAS Electric Power-Assisted Steering
  • Ford's EPAS system provides greater or reduced steering wheel rotation assistance to a driver based on vehicle speed, road conditions and the degree of angle rotation of the steering wheel. This system generally provides more assistance at lower speed and less assistance at higher speed. This makes parking more effortless and highway driving more controllable.
  • Such systems generally include a controller among other components.
  • AUDI and BMW provide similar systems which alter the steering ratio based on the speed of the vehicle in the following manner: at a low speed, such as parking, a slight turn of the wheel creates a greater degree of driving wheel directional change. At a higher speed, a comparable degree of steering wheel turn creates a lesser degree of driving wheel directional change to provide maximum control over the vehicle.
  • SWAS Steering Wheel Angle Sensors
  • SCS on-board stability-control systems
  • DSC Dynamic Stability Control System
  • Such systems generally include a controller among other components.
  • BMW Dynamic Stability system is a type of Electronic Stability Control system ("ESC") which is now mandatory on new cars in the United States and many countries worldwide.
  • ESC Electronic Stability Control system
  • the system estimates the direction of the skid and then applies breaking to individual wheels to counter the skid and bring the vehicle back in line with the driver's intended path.
  • ESC system determines a driver's intended path by assessing data received from a steering wheel angle sensor, which constantly monitors the steering wheel position and outputs the information to the ESC electronic control unit. ("ECU").
  • the ESC determines a vehicle's actual direction by data output received to its ECU from multiple sensors and systems which include the anti-lock breaking system ("ABS"), individual wheel speed sensors, lateral acceleration sensors and vehicle rotation sensors (YAW).
  • ABS anti-lock breaking system
  • YAW vehicle rotation sensors
  • the ESC is connected with these various sensors and systems via a Controller Area Network ("CAN" bus) interface which permits their communication.
  • CAN Controller Area Network
  • the ESC may send commands to connected systems such as the ABS to apply breaking to individual wheels to correct the vehicle path.
  • Some ESC systems are also capable of reducing engine throttle amounts until vehicle control is regained. In many vehicles, an ESC system will inform the driver if it has intervened with a dashboard light and/or tone.
  • Various steering wheel rotation and angle detection systems are often comprised of sensors and components specifically designed to assess steering wheel torque, rotation and angle.
  • One such sensor for use in automobiles has been developed by Bourns, Inc. of Riverside, California, which manufactures a combined steering torque and angle sensor for use with Electric Power Assisted Steering applications and ESC.
  • Bourns' combined sensor may be used in both steering column and steering rack mounted EPAS and provides CAN steering sensor output.
  • Another such steering wheel position sensor for use in automobiles has been developed by Bosch of Germany.
  • the Bosch model LWS6 Steering-Angle Sensor uses Hall Effect technology to detect magnetic field changes in a multi-pole magnet affixed to the steering column. This sensor translates magnetic field changes into square-wave signals which are transmitted to the control unit to derive the position, rotation direction, and rotation speed of the steering wheel.
  • this Steering Wheel TSSS may be interfaced with a steering wheel rotation and angle detection sensor or system such as those described and others with similar capabilities, so that an autonomously engaged turn signal actuator 40, 50 may be disengaged when certain steering wheel rotation and/or steering wheel angle changes or patterns are detected.
  • an actuator 40, 50 may be autonomously engaged by a driver at any degree of steering wheel 10 rotation and subsequently disengaged in various ways.
  • an actuator 40, 50 may be autonomously engaged by a driver when the steering wheel 10 is turned Left, Center or Right.
  • An actuator 40, 50 is autonomously engaged providing an autonomously energized exterior signal light.
  • the steering wheel rotation and angle sensor system determines the rotation and angle of the steering wheel 10 at the moment the actuator 40, 50 is engaged.
  • the signal will disengage after the steering wheel 10 is turned to a minimum preset degree of angle in the same direction of the engaged actuator 40, 50 and then returned to approximate center.
  • a minimum preset degree of angle may be approximately 45 degrees.
  • the signal will disengage when the steering wheel 10 reaches the center position.
  • the steering wheel 10 is rotated to a minimum preset degree of angle to the left when the left actuator 50 is engaged, the autonomously engaged actuator 50 will disengage when the steering wheel 10 is rotated to approximately center.
  • Such minimum preset degree of angle may be approximately 45 degrees.
  • the signal will disengage when the steering wheel 10 has been rotated to a preset minimum degree of angle in the direction of the actuator 40, 50 past center and subsequently returned to center.
  • a minimum preset degree of angle may be approximately 45 degrees.
  • an approximately center position provides a range including a specific center location and locations offset from center.
  • an approximately center range may provide a range from 350 to 10 degrees, or 355 to 5 degrees, or may include a range that is a specific fixed point such as 360 and 0 degrees, or another range.
  • the minimum preset angle of rotation described could be approximately 45 degrees, or another degree of angle which is sufficient to differentiate such an angle from an approximately center position.
  • the minimum preset angle of steering wheel rotation sufficient to differentiate such an angle from an approximately center position, for the purposes of registering that a turn has occurred may be varied based on the speed of the vehicle.
  • the TSSS controller may be programmed to require a greater angle of steering wheel 10 rotation at lower speed, where many vehicles may be required to turn around corners of city blocks, and a lesser angle of steering wheel 10 rotation at higher speeds where such an angle may not be required for highway lane changes or for safe turns.
  • the objective of such a configuration is to reduce instances in which an autonomously engaged turn signal fails to cancel after a turn or lane change has been completed.
  • SBW Steer-By-Wire
  • NISSAN'S SBW system uses a steering force sensor connected to the steering wheel to determine the driver's steering angle, and adjusts the wheels accordingly to steer the car in the desired direction.
  • this Steering Wheel TSSS may be interfaced with a SBW system and more specifically may be interfaced with the SBW controller or electronic control unit so that steering wheel angle and rotation data collected by the SBW system may be communicated to this Steering Wheel TSSS so that an autonomously engaged turn signal actuator may be disengaged when certain steering wheel rotation and/or steering wheel angle changes or patterns are detected.
  • An actuator 40, 50 is autonomously engaged providing an autonomously energized exterior signal light.
  • a SBW system determines the rotation and angle of the steering wheel 10 at the moment the actuator 40, 50 is engaged.
  • the signal will disengage after the steering wheel 10 is turned to a minimum preset degree of angle in the same direction of the engaged actuator 40, 50 and then returned to approximate center.
  • a minimum preset degree of angle may be approximately 45 degrees.
  • the signal will disengage when the steering wheel 10 reaches the center position.
  • the steering wheel 10 is rotated to a minimum preset degree of angle to the left when the left actuator 50 is engaged, the autonomously engaged actuator 50 will disengage when the steering wheel 10 is rotated to approximately center.
  • Such minimum preset degree of angle may be approximately 45 degrees.
  • the signal will disengage when the steering wheel 10 has been rotated to a preset minimum degree of angle in the direction of the actuator 40, 50 past center and subsequently returned to center.
  • the autonomously engaged actuator 50 will disengage when the steering wheel 10 is first turned to a minimum degree of angle to the left and subsequently rotated to center.
  • Such minimum preset degree of angle may be approximately 45 degrees.
  • the minimum preset angle of rotation described could be approximately 45 degrees, or another degree of angle which is sufficient to differentiate such an angle from an approximately center position.
  • Embodiments of the present invention provide an interface between the turn signal systems of the present invention and lane detection systems to disengage an autonomously engaged turn signal in turns which do not result in a lane change.
  • Many turning situations which require a driver to signal an intended turn do not always result in a lane change, for instance, exiting a highway.
  • Highway exits and entrances, among other situations in which a driver executes a turn without changing a lane, are also frequently situations in which the degree of steering wheel angle rotation required for the turn is insufficient to cancel an engaged turn signal lever once the steering wheel is returned to center.
  • Many roadway exits and entrances follow a gradual corkscrew, semi-corkscrew, curved, or diagonal type path designed with a very slight turning angle so as to provide a driver with the safest and least abrupt transition from one roadway to the next.
  • a LPD type system which is capable of determining whether a roadway is straight or curved, is interfaced with this turn signal system so that the two systems may communicate information.
  • the controller 60 will disengage an autonomously engaged turn signal when the LPD system has detected that the vehicle has completed a turn even if no lane change has occurred.
  • a turn signal is autonomously engaged when the LPD system has determined that the vehicle is driving approximately straight
  • the system will disengage an autonomously engaged turn signal after the LPD system detects that the vehicle has turned in the same direction of the turn signal to a certain degree and subsequently returned to a straight course for a preset duration.
  • Embodiments of the present invention provide an interface between turn signal systems of the present invention and LPD and lane departure warning systems ("LDWS").
  • LPD and LDWS are often used to detect a vehicle's relative position within a lane or path on a roadway, and are further used to alert a driver if an unintended deviation from a lane is detected.
  • One apparently common characteristic of such systems is that a lane deviation is deemed “unintended” or “intended” depending upon whether a driver has engaged a turn signal in advance of, or in some instances during, a turn.
  • LDWS enter a dormant state which persists until the turn signal is disengaged. In such a state the LDWS does not provide any warnings, alerts or corrective measures to the driver.
  • the embodiments described herein offer non-limiting examples of how the turn signal system of the present invention may be interfaced with a LPD and LDWS to disengage an autonomously engaged turn signal of the present invention after a turn or lane change has been completed to provide a re-activated LDWS which is not subject to the inexactitude of the traditional turn signal lever.
  • the turn signal systems of the present invention are simultaneously interfaced with the LPD system and a steering wheel angle and rotation sensor system to disengage an autonomously engaged turn signal with the steering wheel angle and rotation sensor system if the LPD system fails to detect a lane change or turn.
  • an advantage of LPD systems and LDWS is to provide safety benefits and means for detecting a vehicle's position on the roadway.
  • LPD and LDWS typically determine a vehicle's lane position based on road markings.
  • Road markings such as painted lane markings may vary to such a degree that, at times, such visual-based systems cannot accurately determine the boundaries of a lane. For example, a car could exit a lane with clear markings and enter a lane with vague markings possibly preventing the LPD system from accurately determining if a lane change has been executed.
  • Such systems may also misread the roadway if confronted with various types of weather conditions, including, for example, sunlight directed into the system's cameras.
  • a lane position detection-type system is interfaced with the TSSS of the present invention, and further used to disengage an autonomously engaged turn signal by detecting when a lane change or turn has been completed as illustrated by embodiments herein described, it would therefore be advantageous to combine such a system with a SWARS system to detect when a turn has been completed in the event that the LPD system fails to accurately determine if a lane change or turn has been executed.
  • the LDP system determines that it is not obtaining requisite information to assess a vehicle's position within a lane, the lines of a lane, a turn, or a vehicle's overall driving path, the determination to disengage an autonomously engaged turn signal will be deferred to the SWARS system.
  • the relationship between the control components may be configured so as to permit the SWARS system to disengage an autonomously engaged turn signal if it determines that a turn has been made and the steering wheel 10 has been returned to approximately center for a preset duration of time sufficient to typically permit the LPD system to assess a vehicle's driving path with wheels straight, but has failed to do so.
  • the SWARS system will control because the SWARS have detected a turn and subsequently detected that the steering wheel 10 has been returned to approximately center, yet the LPD system has failed to disengage the autonomously engaged turn signal.
  • the SWARS system it is therefore possible for the SWARS system to disengage an autonomously engaged turn signal even in a scenario when the LPD system has not indicated that it has insufficient roadway information, but may nonetheless have insufficient information to accurately assess the roadway. For example, if a LPD System is typically capable of determining if a vehicle has successfully entered a new lane after exiting a lane within 5 seconds, yet fails to do so within 5 seconds, and the SWARS System determines that the turn has been completed and the steering wheel 10 has been rotated to approximately center for a lapsed time of 10 seconds, the SWARS System will disengage the autonomously engaged turn signal. This type of configuration would therefore put a 10 second time limit after any turn has been completed, as assessed by the SWARS system, before the SWARS system disengages an autonomously engaged turn signal.
  • LPD systems and SWARS systems may be configured to disengage an autonomously engaged turn signal, and additional examples of how each system may be given priority to do so.
  • a SWARS system is generally understood to be a type of system which is capable of assessing the changes in turning position of a Steering Wheel and outputting that data to other components including this TSSS.
  • a LPD system is generally understood to be a type of system which is capable of assessing a vehicle's path on a roadway and position within a lane and outputting data to other components.
  • TSSS determinations to disengage an autonomously engaged turn signal actuator based on outputs received from an interfaced LPD system and a SWARS which are cooperatively configured.
  • Table 3 represents a configuration in which the TSSS will give preference to output from the LPD system over a SWARS upon condition that the LPD system has requisite information to make the necessary roadway determinations.
  • Table 3 further represents a configuration in which an autonomously engaged turn signal actuator may be capable of disengagement by the SWARS output at all times.
  • a LDWS is generally understood to be a system which may alert a driver via auditory, visual and tactile stimuli if an unsafe driving behavior, or an unintended lane change, is detected via outputs from an interfaced LPD System.
  • a display screen (not shown), such as a liquid crystal display (“LCD”) mounted in the motor vehicle could display a selectable option for always on.
  • LCD liquid crystal display
  • controller 60 could interface with the on board computer or, alternatively, controller 60 could be a component of the on board computer either as a hardwired component, a programmed component such that the on board computer is programmed to perform the function of controller 60, or a combination of the two configurations.
  • the selection of the "always on” option is stored in the on board computer's electronic memory or in a digital memory device attached to the on board computer, such that actuators 40 and 50 are activated upon all subsequent start ups of the motor vehicle until the setting is changed.
  • the systems and apparatus of the present invention may be used to control equipment components of the motor vehicle other than the turn signals.
  • Such embodiments of the present invention are directed towards allowing a driver to maintain a four- fingered grip on the steering wheel while operating the vehicle's components.
  • Such components may include, but are not limited to, climate control, accessing and controlling the motor vehicle's audio system or a connected device, accessing and using the motor vehicle's navigation system, accessing and using the motor vehicle's cellular telephone, turning on and off the motor vehicle's BLUETOOTH system, accessing the Internet, and shifting the motor vehicle's transmission.
  • Other components which may be controlled by the control system apparatus of the present invention will be recognized by those of ordinary skill in the art.
  • actuators 40 and 50 function as a computer-driver interface with processor 70 of controller 60, which are collectively used to permit paddle shifting or thumb shifting of a motor vehicle's transmission 250.
  • controller 60 would send an electrical signal to system controller 260 which in turn would cause transmission 250 to change gears.
  • System controller 260 may be electromechanical or hydro-mechanical and is of the type well known in the art for operating paddle shifted transmissions. One such system is described in U.S. Pat. No. 7,892,143 (the ⁇ 43 Patent").
  • the ⁇ 43 Patent also describes a complete paddle shift system including controller, transmission and clutch which may be adapted for use with the present invention.
  • System controller 260 would operate those ancillary systems necessary to shifting transmission gears, as well understood by those of ordinary skill in the art, including the transmission itself and the clutch (not shown).
  • the clutch may be one of many different types of clutch known in the art including an electric clutch.
  • controller 60 could be programmed to permit use of actuators 40 and 50 as thumb shifters.
  • the thumb shifting function could be engaged when the motor vehicle's transmission is in the drive position and both actuators 40 and 50 are simultaneously depressed for a pre-set duration.
  • Right actuator 40 would control shifting up through the gears, that is to say shifting from a lower gear such as first gear to a higher gear such as second gear and the left actuator 50 would control shifting down through the gears from a higher gear to a lower gear. Pressing both actuators 40 and 50 simultaneously for a pre-set duration of time would cause controller 60 to change the transmission to the neutral gear position.
  • pressing both actuators 40 and 50 simultaneously while also pressing the motor vehicle's brake pedal would put the transmission in the neutral position. Selecting a transmission gear and exiting from the neutral position by either shifting up or shifting down would be determined by the vehicle's engine's RPM (revolutions per minute) and/or the motor vehicle's speed as calculated by an onboard computer so that the gear selection would not damage the motor vehicle's engine and would be in a gear that corresponds to optimized power band based on engine revolutions per minute, as will be understood by those of ordinary skill in the art.
  • the actuators 40 and 50 would be deactivated by simultaneous depression for a pre-set time that is significantly longer than the duration which causes the transmission to be shifted to the neutral position. Once actuators 40 and 50 are deactivated as thumb shifters, the control of the transmission would revert back to the native automatic transmission state.
  • FIG. 14 illustrates the circuit logic of one embodiment of the present invention in which actuators 40 and 50 provide thumb-shifting functionality to a motor vehicle.
  • actuator 40 when actuator 40 is depressed it is in a closed position and it completes a circuit to controller 60.
  • actuator 50 is depressed it completes a circuit to controller 60.
  • controller 60 via timer 90 (shown in FIG. 13) measures the time each of actuator 40 and actuator 50 is depressed. If the measured time is within a pre-set activation threshold time range, then controller 60 activates actuators 40, 50. If the measured time is outside of the pre-set activation threshold time range, controller 60 does not activate actuators 40, 50.
  • the pre-set activation threshold time range can be varied and programmed into memory 100 shown in FIG. 13 such that logic circuits 80 of FIG. 13 in controller 60 activate actuators 40, 50. Once activated, actuators 40 and 50 may then be used as thumb shifters and controller 60 via timer 90 (shown in FIG. 13) measures the time each of actuator 40 and actuator 50 is depressed.
  • timer 90 shown in FIG. 13
  • the pre-set threshold time ranges will vary based on the function which the actuators 40 and 50 are to perform.
  • actuators 40 and 50 For example, to activate actuators 40 and 50 as thumb shifters actuators 40 and 50 would be depressed for a preferred 1 to 2 second duration, although this duration may range from about 0.1 second to 1 second or 0.5 seconds to about 5 seconds.
  • actuators 40 and 50 When actuators 40 and 50 are simultaneously depressed after having been activated and released and then depressed again for a duration within a time range of, for example, about 0.1 to about 1 seconds, actuators 40 and 50 signal controller 60 that system controller 260 is to put transmission 250 into the neutral position.
  • depressing actuator 40 alone results in controller 60 sending a signal to system controller 260 to operate the motor vehicle's transmission and shift the transmission to a higher gear.
  • depressing actuator 50 alone results in controller 60 sending a signal to system controller 260 to operate the motor vehicle's clutch and shift the transmission to a lower gear.
  • actuators 40, 50 as thumb shifters as illustrated in FIG. 13 may be further adapted such that actuators 40, 50 may be used to perform various functions of a conventional shifter as will be understood by those of ordinary skill in the art.
  • the following non-limiting examples (Examples 1-6) are presented to further illustrate such adaptations.
  • actuators 40, 50 may be activated when the motor vehicle's ignition (not shown) is turned on and the transmission 250 of the motor vehicle is in the neutral or park position. An operator of the motor vehicle may then activate actuators 40 and 50 by simultaneously depressing actuators 40 and 50 for a time that is within a pre-set threshold time range and further described herein above. Alternatively, when the motor vehicle's ignition is turned on and the motor vehicle is stopped (transmission 250 is in the drive position and the motor vehicle operator has engaged the motor vehicle's brake), simultaneously pressing actuators 40 and 50 immediately activates actuators 40 and 50.
  • actuators 40 and 50 As further described herein, once actuators 40 and 50 are activated, depressing actuator 40 will cause transmission 250 to be up shifted into gear, from park to first gear for example, and depressing 50 will cause transmission 250 to be downshifted, from park to reverse for example.
  • simultaneously pressing actuators 40 and 50 while the motor vehicle is in motion will immediately activate actuators 40, 50 in the corresponding gear at which transmission 250 in when actuators 40, 50 are activated.
  • depressing actuator 40 will cause transmission 250 to be placed in first gear and the car will move forward; and [00151] 2) in an alternative embodiment of the present adaptation, depressing actuator 40 simultaneously while depressing the motor vehicle's brake pedal will cause transmission 250 to be placed in first gear and the motor vehicle will not move forward until the brake pedal is released.
  • the reverse position of transmission 250 can be immediately engaged when the motor vehicle is stopped and transmission 250 is either in the neutral position or in the park position by depressing actuator 50;
  • the reverse position of transmission 250 can be immediately engaged when the motor vehicle is stopped in either the neutral or park positions with the motor vehicle's brake pedal depressed by depressing actuator 50.
  • depressing actuators 40, 50 While the motor vehicle's transmission is in the reverse position and the motor vehicle is moving backwards, depressing actuators 40, 50 simultaneously will immediately engage the neutral position of transmission 250; and [00157] 2) while motor vehicle's transmission is in reverse and the motor vehicle is stopped, depressing actuators 40, 50 simultaneously will engage the transmission neutral position if actuators 40 and 50 are depressed for a first pre-set threshold duration as described herein or, alternatively, depressing actuators 40, 50 simultaneously for second pre-set threshold duration that is longer than the first pre-set threshold duration will cause transmission 250 to be placed in the park position; and
  • controller 60 is connected to interface controller 360 which is native to the vehicle and controls the selection of available equipment components 340 on the motor vehicle and the equipment component functions and provides an integrated motor vehicle equipment component control system.
  • the interface controller 360 could be a computer-driver interface such as a BMW IDRIVE system.
  • the IDRIVE system illustrated by equipment component 340 in FIG. 15, and similar systems offered in some form by most automakers, provide the operator with the ability to control the setting and operation of various equipment components in the motor vehicle such as a climate control system, an audio system, a navigation system, a cellular phone, a BLUETOOTH device, a system for accessing the internet, and the motor vehicle's turn signals.
  • interface controller 360 would be programmed to allow the operator to assign a specific function to either actuator 40 or 50 (including a motor vehicle's turn signals) and function selection would be performed by using a system selector native to the vehicle, such as a dial, mouse, joystick, or touch-screen capability incorporated into display screen 380.
  • interface controller 360 would be programmed to allow the operator to assign a specific function to either actuator 40 or 50 and such program would be stored in memory (100 in FIG. 15) and would control which equipment component or function the operation actuators 40 and 50 function affected once the actuators 40 and 50 were activated according to the methods of the present invention. Selection of an equipment component's function would be performed by using a system selector native to the vehicle, such as a dial, mouse, joystick, or touch-screen capability incorporated into display screen 380.
  • a system selector native to the vehicle such as a dial, mouse, joystick, or touch-screen capability incorporated into display screen 380.
  • controller 60 could be programmed to perform the functions of interface controller 360 as described above.
  • the motor vehicle operator Upon starting the motor vehicle, either by starting the engine by turning the vehicle's electrical power on without starting the engine the motor vehicle operator depresses both actuator 40 and 50 simultaneously for a pre-set duration, a first interval, providing an activated actuator 40, 50. Without releasing actuators 40 and 50, the motor vehicle operator continues to depress both actuators 40 and 50 for an additional pre-set duration, a second interval, which is longer than the first interval.
  • an audible signal can be caused to emanate from an audio speaker in the motor vehicle to signal to the motor vehicle operator that the actuators 40 and 50 have been depressed for the appropriate pre-set durations.
  • a signal is sent via controller (60) to interface controller 360 causing interface controller 360 to enter a mode for assigning which equipment components and functions actuators 40 and 50 will be assigned to operate. That interface controller 360 has entered the mode for assigning which equipment components and functions actuators 40 and 50 will be assigned to operate could be accompanied by an audible signal and/or a display on display screen 380.
  • the motor vehicle operator could then toggle or scroll through the vehicle's available equipment components and functions with a selector native to the vehicle connected to the controller 360, and, optionally controller 60. The steps of the process of selecting the motor vehicle's equipment components and functions may be displayed on display screen 380.
  • the motor vehicle operator Upon the motor vehicle operator selecting a desired equipment component or function, by for example causing the selection to be highlighted on display screen 380 and then entering the selection at display screen 380, the motor vehicle operator would then depress one of actuator 40, 50 for a pre-set duration which assign that corresponding actuator to the highlighted function.
  • the assignment of the actuator 40 or 50 could be accompanied by an audible signal and/or a display on display screen 380 indicating to the motor vehicle operator that the assignment has been successful. It should be noted that the assignment of an equipment component or function to actuators 40, 50 may be performed via interface controller 360 and display screen 380 even if actuators 40, 50 are not activated.
  • the selection will be stored in the motor vehicle's onboard computer memory until such time as actuators 40, 50 are activated.
  • interface controller 360 and display screen 380, or other input/output devices used with a motor vehicle's onboard computer, may be used to activate/deactivate actuators 40, 50.
  • the duration actuators 40 and 50 are depressed, either simultaneously or individually, could correspond to different functionalities depending on what type of equipment component and function is assigned to the actuator. For example, when actuators 40 and 50 are assigned to control a motor vehicle's audio system, different commands such as pause, next track, previous track, rewind, or fast forward, could correspond to depressing actuators 40 and/or 50 for a short duration, multiple short durations, a long duration, or a combination of any of these durations.
  • Such control functionality is known to be used with IPOD headphones, for example, with the IPOD remote connected to the headphone's right ear wire, as will be readily understood of those of ordinary skill in the art.
  • actuators 40 and 50 of the present invention employs actuators 40 and 50 of the present invention as illustrated in FIG. 16
  • two activation settings for actuators 40 and 50 are possible: (I) actuators 40 and 50 require actuator activation upon each startup of the motor vehicle, or (2) actuators 40 and 50 are always activated when the engine of the motor vehicle is turned on after having once been activated.
  • Controller 60 in this embodiment is a programmable controller or, alternatively, a computer-implemented device, which allows for the programming of actuators 40 and 50 with respect to their on/off status. Thus, if both actuator 40 and actuator 50 are depressed, controller 60 via timer 90 (shown in FIG. 15) measures the time each of actuator 40 and actuator 50 is depressed.
  • Controller 60 may be pre-programmed with two threshold time ranges, for example a first threshold time range and a second threshold time range, such that simultaneously depressing actuators 40 and 50 for a time within the first threshold time range, for example 1 to 2 seconds, activates actuators 40 and 50 only for the period of time the engine of the motor vehicle is turned on. In such instance, actuators 40 and 50 would need to be activated as described each time the motor vehicle is turned on. However, if actuators 40 and 50 are simultaneously depressed and held through the first threshold time range and for a duration within or greater than the second threshold time range, 3 to 5 seconds for example, actuators 40 and 50 are always on in that they are always activated when the engine of the motor vehicle is turned on.
  • two threshold time ranges for example a first threshold time range and a second threshold time range
  • controller 60 activates actuators 40, 50. If the measured time is less than the first threshold time range, controller 60 does not activate actuators 40, 50.
  • the pre-set threshold time ranges can be varied and programmed into memory 100 shown in FIG. 15 such that logic circuits 80 of FIG. 15 in controller 60 activate actuators 40, 50.
  • the pre-set threshold time ranges may range from about 0.1 seconds to about 5 seconds. 1 1 is preferred that the first pre-set threshold time range be about 0.1 to 2 seconds and that the second pre-set threshold time range be greater than the first pre-set threshold time range.
  • depressing actuator 40 When activated, depressing actuator 40 causes the interface controller 360 to initiate a function of equipment component 340, while depressing activated actuator 50 causes interface controller 360 to initiate a different function of equipment component 340.
  • the system and apparatus of the present invention may be programmed, as will now be understandable to those of ordinary skill in the art, such that depressing actuator 40 will cause controller 60 to send a signal to interface controller 360 which turns on the motor vehicle's compact disc player, whereas depressing actuator 50 will cause controller 60 to send a signal to interface controller 360 which turns off the motor vehicles compact disc player.
  • Other variations and permutations of this embodiment will be adaptable by those of ordinary skill in the art.
  • the steps of the process of selecting the motor vehicle's equipment components and functions may be displayed on display screen 380.
  • the motor vehicle operator Upon the motor vehicle operator selecting a desired equipment component or function, by for example causing the selection to be highlighted on display screen 380 and then entering the selection at display screen 380, the motor vehicle operator would then depress one of actuator 40, 50 for a pre-set duration which assign that corresponding actuator to the highlighted function.
  • the assignment of the actuator 40 or 50 could be accompanied by an audible signal and/or a display on display screen 380 indicating to the motor vehicle operator that the assignment has been successful.
  • FIG. 12 the logic diagram illustrated in FIG. 12 (FIGS. 12a and 12b inclusive) may be adapted for the operation of a motor vehicle equipment component (not shown), such that functions of the motor vehicle component replace the "left signal lamp on” and "right signal lamp on” functions shown in FIG. 12.
  • actuator 40 and actuator 50 for purposes of this embodiment are each made up of switch arrays 140, 150, respectively, where each switch array 140, 150 includes a plurality of switches 160.
  • the switches 160 are normally open (off), closed when depressed or selected (on), and return to open (off) when deselected.
  • Each of switches 160 is connected to a controller 60 so that controller 60 may sense when a switch 160 is in the open position or the closed position.
  • a switch 160 opens and closes an electrical circuit between the switch 160 and the controller 60. If only switches 160 corresponding to a thumb pattern are depressed, then the actuators 40, 50 will be recognized as being “on” by the controller 60. However, if switches 160 corresponding to a pattern larger than a thumb-sized pattern are depressed, then actuators 40, 50 will be recognized as being “off.”
  • the controller 60 is programmed to determine when switches 160 are depressed in a thumb-sized pattern. Thus, if a full four-fingered grip is taken of steering wheel 10 a pattern of switches 160 may be depressed, depending on where the driver places his or her hand on the steering wheel, which exceeds the size of the thumb-sized pattern made when a thumb depresses actuators 40, 50.
  • controller 60 does not activate actuators 40, 50 and controller 60 recognizes actuators 40, 50 as being in the "off' position. However, if a thumb is then placed on actuators 40, 50, controller 60 registers that a thumb-sized pattern of switches has been depressed and controller 60 will activate the actuators 40, 50 if they are depressed for at least the pre-set threshold time. When controller 60 activates actuators 40, 50, either one of actuator 40 or actuator 50 may be depressed to initiate the corresponding function of the motor vehicle equipment component (not shown). If controller 60 has not activated actuators 40, 50, then depressing either of actuator 40 or actuator 50 will not initiate the corresponding function of the motor vehicle equipment component (not shown).
  • actuators 40 and/or 50 may be used by a motor vehicle operator to covertly send a distress call to 91 1 while appearing to simply drive the car with two hands where controller 60 is programmed to send a distress call to 911 upon actuators 40 and/or 50 being depressed in a preprogrammed sequence.
  • the distress call could also send police a real-time location and potentially also activate a hidden camera in the car capturing a picture or video image of the perpetrator.
  • Embodiments of the present invention may be adapted for use in automobiles to operate turn signals, control the high beam light functionality of headlights, control fog lights, operate the automobile's sound and/or entertainment system, operate the automobile's cellular telephone operations, operate a BLUETOOTH system, operate automobile's navigation system, operate the automobile's rear seat DVD player, operate an IPOD connected to the automobile's entertainment system, operate window/sunroof controls, operate parking assist cameras and access and operate an automobile's night vision.
  • Embodiments of the present invention may also be adapted for use in military vehicles such as HUMVEES, JEEPS and trucks.
  • the systems and apparatus herein of integrating actuators into the steering wheel of a vehicle could enable a military vehicle operator to operate a radio, send a distress call, operate the vehicle's navigation system, operate the vehicle's lights, or operate the vehicle's weapons systems.
  • a lone military vehicle operator could, for example, use actuator 50 to rotate a turret gun and actuator 40 to fire it, all the while maintaining a secure grip on the vehicle's steering wheel.
  • Embodiments of the present invention can also be adapted for use on industrial or farming vehicles, marine vessels, fire engines, ambulances, armored cars, police cars, all-terrain vehicles and golf carts.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Steering Controls (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)

Abstract

La présente invention porte sur un système qui intègre une opération de pièces de véhicule à moteur dans des actionneurs disposés dans la bordure d'un volant de direction de véhicule à moteur. Les deux actionneurs du système selon la présente invention sont disposés dans un segment d'arc du volant de direction défini par les positions à 3 heures et à 12 heures pour l'actionneur droit et les positions à 9 heures et à 12 heures pour l'actionneur gauche. Les actionneurs peuvent fonctionner en parallèle avec un commutateur à levier classique ou des commandes associées à un ordinateur embarqué, et ne faire fonctionner une pièce de véhicule à moteur que quand ils sont activés puis enfoncés.
EP14845919.1A 2013-09-18 2014-09-05 Système et appareil de commande de véhicule intégré Withdrawn EP3046806A4 (fr)

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US14/030,444 US9272724B2 (en) 2009-09-08 2013-09-18 Integrated vehicle control system and apparatus
PCT/US2014/054204 WO2015041864A1 (fr) 2013-09-18 2014-09-05 Système et appareil de commande de véhicule intégré

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JP (1) JP2016535701A (fr)
KR (1) KR20160058111A (fr)
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EP3046806A4 (fr) 2017-05-17
CA2923130A1 (fr) 2015-03-26
KR20160058111A (ko) 2016-05-24
CN105555609A (zh) 2016-05-04
HK1218281A1 (zh) 2017-02-10
WO2015041864A1 (fr) 2015-03-26
JP2016535701A (ja) 2016-11-17

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