GB2598584A

GB2598584A - Adjustable user input system

Info

Publication number: GB2598584A
Application number: GB2013788.1A
Authority: GB
Inventors: Lidgard Brian
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2020-09-02
Filing date: 2020-09-02
Publication date: 2022-03-09
Anticipated expiration: 2040-09-02
Also published as: GB2598584B; GB202013788D0

Abstract

An adjustable user input system 2 for operating a vehicle control system of a vehicle. The adjustable user input system comprises: a rail 22 defining a rail axis extending transversely to a longitudinal axis of the vehicle; a control element 24 coupled to the vehicle control system for operating the vehicle control system, wherein the control element includes a tubular hub 28 coaxially and rotationally mounted on the rail 22; and a control input device 26 coupled to, and translatable along, the tubular hub 28, the coupling between the control input device 26 and the tubular hub 28 causes the control element 24 to rotate with the control input device 26, about the rail axis, to operate the vehicle control system. The input system 2 may be positioned adjacent to either of two occupants of the vehicle.

Description

ADJUSTABLE USER INPUT SYSTEM

TECHNICAL FIELD

The present disclosure relates to an adjustable user input system for a vehicle. Aspects of the invention relate to an adjustable user input system and to a vehicle.

BACKGROUND

By convention, vehicles are typically arranged in one of a left-hand-drive arrangement or a right-hand-drive arrangement with control input devices, such as the brake pedal, accelerator pedal and clutch pedal, being arranged on a respective one of the left and right sides of the vehicle to suit driver preferences in different markets.

The control input devices are used to operate one or move vehicle control systems, such as a brake system or a speed control system of the vehicle, that are typically mounted in designated mounting positions within the vehicle, that are not easily changed. For example, it is common to mount a brake system on an opposing side of a bulkhead, or other rigid structure of the vehicle chassis, that separates an occupant compartment of the vehicle from a front end structure of the vehicle, where packaging space is often very limited.

Hence, a left-hand-drive arrangement often requires distinct mechanisms for connection to the vehicle control systems when compared to a right-hand-drive arrangement. Consequently, it is often necessary to redesign a vehicle to accommodate the differences between left-hand-drive and right-hand-drive arrangements, i.e. producing left-hand-drive and right-hand-drive design variants of the same vehicle, which is costly and inefficient.

Furthermore, autonomous driving capabilities are increasing in modern vehicles, which has reduced the responsibility of the driver to control the vehicle and generated a demand for more flexible seating positions and driving arrangements.

It is against this background that the present invention has been devised.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide an adjustable user input system for a vehicle and a vehicle as claimed in the appended claims According to an aspect of the present invention there is provided an adjustable user input system for operating a vehicle control system of a vehicle. The adjustable user input system comprises: a rail defining a rail axis extending transversely to a longitudinal axis of the vehicle; a control element coupleable to the vehicle control system for operating the vehicle control system, wherein the control element includes a tubular hub coaxially and rotationally mounted on the rail; and a control input device coupled to, and translatable along, (a length of) the tubular hub. The coupling between the control input device and the tubular hub causes the control element to rotate with the control input device, about the rail axis, to operate the vehicle control system.

Advantageously, the control input device, which may be a brake, accelerator, clutch pedal for example, may be repositioned across the vehicle to suit a left-hand-drive, righthand-drive, or other arrangement, without changing the mechanism that connects the adjustable user input system to the vehicle control system. In other words, the foot pedal position may be adjusted across the vehicle without having to modify the position of the control element or otherwise change the coupling between the control element and the vehicle control system.

It is therefore envisaged that the present invention will provide more flexible driving arrangements and that the present invention will mitigate the redesign typically required to accommodate left-hand-drive and right-hand-drive arrangements, reducing costs.

In an example, the tubular hub may comprise a non-axisymmetric portion that extends through, and engages, a complementary bore of the control input device, thereby coupling the control input device to the tubular hub. Interfacing surfaces between the non-axisymmetric portion of the tubular hub and the complementary bore of the control input device may therefore form a slidable coupling that allows the control input device to slide along the tubular hub, whilst the interfacing surfaces may engage in rotation about the rail axis to cause the tubular hub to rotate with the control input device.

Optionally, the coupling between the control input device and the tubular hub may comprise a pair of mutually engaging formations (e.g. radial formations), arranged between the control input device and the tubular hub, that extend radially from the rail axis. The pair of mutually engaging formations may extend along the rail axis to form a slidable coupling between the control input device and the tubular hub. Such formations may conveniently allow relative translation, whilst ensuring that the tubular hub rotates with the control input device about the rail axis.

For example, the pair of mutually engaging formations may comprise a pair of mutually engaging spline formations, or mutually engaging teeth and recess formations.

In an example, the control input device may be releasably fastened to the tubular hub to selectively fix the position of the control input device along the tubular hub. In this manner, the control input device may be translated along the tubular hub to a desired position and selectively fastened to the tubular hub to substantially inhibit further translation when the control input device is rotated about the rail axis.

In an example, the control element may include a lever arm that extends (radially) from the tubular hub for operating the vehicle control system. Significantly, the control input device is translatable along the tubular hub relative to the lever arm, which may remain in a fixed position along the rail axis for connection to the vehicle control system.

Optionally, the lever arm may be formed integrally with the tubular hub.

Optionally, the lever arm may be releasably fastened to the tubular hub to selectively fix the position of the lever arm along the tubular hub. In this manner, the lever arm may be translatable along the tubular hub to arrange the lever arm in a suitable position along the rail axis for connection to the vehicle control system. Thereafter, the lever arm may be fastened to the tubular hub to substantially inhibit further translation along the rail axis as the lever arm is used to operate the vehicle control system. The coupling between the lever arm and the tubular hub causes the lever arm to rotate with the tubular hub, about the rail axis, for operating the vehicle control system.

In an example, the adjustable user input system may further comprise retaining means that may be mounted on the rail to fix the position of the control element along the rail axis. In this manner, the control element may be fixed in position, in use, along the rail axis.

In an example, the adjustable user input system may further comprise an actuator for translating the control input device along the tubular hub of the control element. The actuator may be manually actuated, electronically actuated, hydraulically actuated or pneumatically actuated. For example, the adjustable user input system may further comprise a control system configured to operate the actuator to selectively translate the control input device along the tubular hub of the control element.

Optionally, the actuator may include a carriage arranged to move along the rail axis within the tubular hub of the drive control element. The tubular hub may include an axial slot for accommodating a protruding member of the carriage that extends radially through the longitudinal slot to engage, and thereby translate, the control input device. This may provide a compact arrangement for actuating the control input device along the tubular hub. The carriage may include a pair of protruding members that engage opposing ends of the control input device, for example.

Optionally, the rail may be tubular and the carriage may be arranged to move within the rail. The rail may include an axial slot, overlapped by the axial slot of the tubular hub, so that the protruding member of the carriage extends radially through the respective axial slots of the rail and the tubular hub to engage, and thereby translate, the control input device.

The axial slot of the tubular hub may be wider than the protruding member to allow the tubular hub to rotate, relative to the rail, sufficiently for operating the control system. For example, the axial slot may allow the tubular hub to rotate under the influence of the control input device without impacting the protruding member of the carriage.

Optionally, the actuator may include a leadscrew extending along the rail and the carriage may be mounted on the leadscrew by mutually engaging complementary thread formations arranged between the carriage and the leadscrew. The axial slot of the rail may resist rotation of the carriage on the leadscrew, for example as the protruding members may engage, and abut against, the axial slot as the carriage attempts to rotate on the leadscrew.

In an example, the vehicle control system may be a vehicle motion control system comprising at least one of: a brake system control; a vehicle speed control; and a vehicle transmission control for a vehicle powertrain.

In an example, the adjustable user input system may further comprise: another rail that extends above, and parallel to, the rail to define upper and lower respective rails in the vehicle; a steering control device, movably mounted on the upper rail, for controlling a steering control system of the vehicle; and means for moving the steering control device along the upper rail (synchronously) with the movement of the control input device along the lower rail.

Optionally, the means for moving the steering control device along the upper rail (synchronously) with the movement of the control input device along the lower rail may comprise a coupling between the steering control device and the actuator that urges the steering control device along the upper rail as the control input device moves along the lower rail.

According to another aspect of the invention there is provided a vehicle comprising an adjustable user input system as described in a previous aspect of the invention.

In an example, the vehicle may further comprise an occupant compartment arranged to accommodate at least two occupants in laterally spaced designated seating positions. The rail may extend transversely across the occupant compartment sufficient to provide lateral adjustment of the control input device such that the control input device may be positioned adjacent either of the at least two designated positions.

Optionally, the control input device may be translatable along the tubular hub between a stowed and a deployed position. In the deployed position, the control input device may be positioned along the rail to be substantially co-axial with a longitudinally extending centreline of a designated seating position. In the stowed position, the control input device may be positioned along the rail (to be) midway between two adjacent designated seating positions.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a vehicle in accordance with an embodiment of the invention; Figure 2 shows a schematic illustration of the vehicle, shown in Figure 1, arranged in a right-hand-drive arrangement; Figure 3 shows a schematic illustration of the vehicle, shown in Figure 1, arranged in a left-hand-drive arrangement; Figure 4 shows a schematic illustration of the vehicle, shown in Figure 1, arranged in a central arrangement; Figure 5 shows a perspective view of an exemplary adjustable user input system in accordance with an embodiment of the invention; Figure 6 shows a side view of the adjustable user input system, shown in Figure 5; Figure 7 shows an end view of the adjustable user input system, shown in Figure 5; Figure 8 shows an example of a lever arm of the adjustable user input system, shown in Figure 5; Figure 9 shows an example of a control input device of the adjustable user input system, shown in Figure 5; Figures 10 and 11 illustrate successive steps in a method of assembling the adjustable user input system shown in Figure 5; Figure 12 shows a schematic illustration of an alternative arrangement of the vehicle, shown in Figure 1; Figure 13 shows a perspective view of another exemplary adjustable user input system in accordance with an embodiment of the invention; Figure 14 shows a perspective view of a further exemplary adjustable user input system in accordance with an embodiment of the invention; and Figure 15 schematically illustrates another exemplary adjustable user input system, in accordance with an embodiment of the invention, that includes a steering control device.

DETAILED DESCRIPTION

Embodiments of the invention relate to an adjustable user input system for operating a vehicle control system of a vehicle.

The adjustable user input system effectively provides a translatable control input device, such as a brake pedal, that may be arranged in a plurality of transverse positions to suit different driving arrangements. For example, the control input device may be moved to a suitable position for a left-hand-drive arrangement, a right-hand-drive arrangement or even a central arrangement that may conveniently create additional legroom, or space, for a vehicle occupant in an autonomous driving mode or a central seating position.

For this purpose, the adjustable user input system operates like a quill drive mechanism, whereby the control input device is translatable across the vehicle and actuatable about a transverse axis to operate a vehicle control system, such as a brake system, of the vehicle, as shall become clear.

By virtue of this arrangement the control input device may be repositioned across the vehicle to suit a left-hand-drive, right-hand-drive, or other arrangement, without changing the mechanism that connects the adjustable user input system to the vehicle control system. It is therefore envisaged that the present invention will mitigate the redesign typically required to accommodate left-hand-drive and right-hand-drive arrangements, reducing costs and providing more efficient vehicle design, and that the present invention provide for more flexible driving arrangements.

An adjustable user input system in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figures 1 to 13.

Figure 1 schematically illustrates a vehicle 1 in accordance with an embodiment of the present invention.

As shown in Figure 1, the vehicle 1 includes an adjustable user input system 2 and a vehicle control system 4 for controlling one or more operations of the vehicle 1. In this example, the vehicle control system 4 takes the form of a brake system control 4 that is connected to, and actuatable by, the adjustable user input system 2 to apply vehicle brakes (not shown) and decelerate the vehicle 1.

This example is not intended to be limiting though and, in other examples, it shall be appreciated that the vehicle 1 may include one or more vehicle control systems, including the brake system control, a vehicle speed control system, and/or a vehicle transmission control system for a vehicle powertrain, that are connected to, and actuatable by, the adjustable user input system 2.

Figure 2 schematically illustrates a layout of the vehicle 1, in plan view, showing an occupant compartment 6, or cabin, of the vehicle 1 and a front end structure 8 of the vehicle 1 arranged in front of the occupant compartment 6.

It shall be appreciated that references in the following description to left and right, front, rear, forward, or backward, are made with reference to a longitudinal axis of the vehicle 1 and a conventional driving direction of the vehicle 1, as shown in the Figures. However, such references are not intended to be limiting on the scope of the invention.

In this example, the occupant compartment 6 has a conventional arrangement, as shown in Figure 2, accommodating occupants in laterally spaced left and right, front and rear seating positions 7a-d. However, in other examples, the occupant compartment 6 may be highly reconfigurable, for example with seating positions that may be longitudinally, transversely and rotationally adjustable.

The occupant compartment 6 may be separated, or partitioned, from the front end structure 8 by a rigid support structure 10, such as a bulkhead, of the vehicle 1, that may extend transversely across the vehicle 1, from a first side 12 of the vehicle 1 to a second side 14 of the vehicle 1, as shown in Figure 2. The front end structure 8 may house one or more of the vehicle control systems 4 and may provide a suitable crumple zone for protecting the occupant compartment 6 in the event of a collision.

The vehicle control system 4 is typically dense, rigid and relatively heavy and, may be mounted on, or otherwise supported by, the rigid support structure 10, as in a conventional vehicle. In particular, as shown in Figure 2, the vehicle control system 4 may be mounted on a first side 16 of the rigid support structure 10, facing the front end structure 8 of the vehicle 1, and the adjustable user input system 2 may be arranged in the occupant compartment 6, on the other side of the rigid support structure 10. However, this arrangement is not intended to be limiting on the scope of the invention and, in other examples, the vehicle control system 4 may be located inside or outside of the occupant compartment 6 and may be mounted on the rigid support structure 10, although other mounting locations for the control system 4 may also be useful.

The adjustable user input system 2 extends transversely across the vehicle 1, i.e. along an axis that is transverse to longitudinal axis of the vehicle 1, and may extend from the first side 12 to the second side 14 of the vehicle 1, as shown in Figure 2.

As shall become clear, the adjustable user input system 2 may be mounted on, or supported by, the rigid support structure 10, on a second side 18 thereof. Alternatively, or additionally, the adjustable user input system 2 may be mounted to one or more other rigid support structures of the vehicle 1. For example, the adjustable user input system 2 may extend from the first side 12 to the second side 14 of the vehicle 1 and the adjustable user input system 2 may be joined to and extend between the A-pillars of the vehicle 1. Alternatively, the adjustable user input system 2 may extend from the first side 12 to a laterally central region of the vehicle 1 and the adjustable user input system 2 may be joined to and extend between one of the A-pillars and a suitable centrally located structure such as the bulkhead and/or a centre tunnel formed in a floor of the occupant compartment.

The adjustable user input system 2 is mechanically coupled to the vehicle control system 4 and, in response to a user demand, the adjustable user input system 2 is configured to actuate the vehicle control system 4 to control one or more operations of the vehicle 1, such as applying the vehicle brakes.

The vehicle control system 4 is mounted in a fixed position on the rigid support structure 10 and a connection mechanism, such as a coupling element 20 shown in Figure 2, extends through the rigid support structure 10 for connection to the adjustable user input system 2. For example, the coupling element 20 is shown as a rod 20 that extends through an aperture in the rigid support structure 10 and provides a mechanical connection between the vehicle control system 4 and the adjustable user input system 2 that is actuatable by the adjustable user input system 2.

Now considering the adjustable user input system in more detail, the adjustable user input system 2 includes a concentric arrangement of a rail 22, a control element 24 and a control input device 26.

The rail 22 extends across the vehicle 1 defining a rail axis that is transverse to a longitudinal axis of the vehicle 1.

The control element 24 is rotationally mounted on the rail 22 and connectable to the vehicle control system 4, for example via the rod 20, for operating the vehicle control system 4. For this purpose, the control element 24 may include a tubular hub 28 that is rotationally mounted on the rail 22, extending along the rail 22 coaxially with the rail axis, as shown schematically in Figure 2.

The rod 20 may connect directly to the tubular hub 28 or, as may be more convenient, the control element 24 may include a lever arm 30 that extends radially from the tubular hub 28 for connection to the rod 20.

The control input device 26 is coupled to, and translatable along, the control element 24, for example via a slidable coupling between the control input device 26 and the tubular hub 28, and provides a radially extending protrusion from the rail 22 that a user may rotate about the axis of the rail 22 to operate the vehicle control system 4. For example, the control input device 26 may take the form of a pedal member, such as a foot pedal, a lever arm, or any other formation that extends orthogonally to the rail axis for a user to rotate about the rail axis.

In this manner, the coupling between the control input device 26 and the tubular hub 28 is configured to cause the control element 24 to rotate with the control input device 26, about the rail axis, to operate the vehicle control system 4. The coupling also allows the control input device 26 to be selectively moved along the tubular hub 28 to adjust the transverse position of the control input device 26 in the vehicle 1.

Figures 3 and 4 are provided to show how the control input device 26 may be translated along the tubular hub 28 of the control element 24 to suit different arrangements.

For example, the vehicle 1 may be reconfigured from the right-hand-drive arrangement, shown in Figure 2, to a left-hand-drive arrangement, shown in Figure 3, by translating the control input device 26 along the tubular hub 28 towards the first side 12 of the vehicle 1. Thereafter, the vehicle 1 may be reconfigured again to a central arrangement, shown in Figure 4, in which the control input device 26 is moved towards a centre of the vehicle 1. In the central position, the control input device 26 may be arranged in a stowage position, freeing up space in front of the left and right front seating positions 7a, 7b.

As shown in Figures 2 to 4, the connection (provided by the rod 20) between the vehicle control system 4 and the control element 24 remains in a fixed position as the control input device 26 is translated along the tubular hub 28 to suit each arrangement. Hence, the control input device 26 may be repositioned across the vehicle 1 to suit a left-hand-drive, right-hand-drive, or other arrangement and a fixed connection, such as the rod 20, remains between the adjustable user input system 2 and the vehicle control system. Consequently, there is no need to redesign the vehicle 1 to accommodate the different arrangements and the vehicle 1 may be set up in any arrangement to suit driver preferences.

As shall become clear in the following description, in embodiments of the invention the different driving arrangements may be configured at a manufacturing facility or selectively varied by a user.

Examples of the adjustable user input system 2 in accordance with the present invention shall now be described in more detail with reference to Figures 5 to 9.

Figures 5 to 9 schematically illustrate a first example of the adjustable user input system 2, in which the position of the control input device 26 may be selectively controlled by powered means. However, in another example, the position of the control input device 26 of the adjustable user input system 2 may be manually controlled, as shall become clear.

Figures 5 and 6 schematically illustrate the adjustable user input system 2 from a perspective view and a side view respectively. In this example, the adjustable user input system 2 includes: the rail 22, the control element 24, the control input device 26, described previously, an actuator 32 for laterally moving the control input device 26, and a control system 34 for operating the actuator 32.

The rail 22 is a rigid cylindrical member that extends transversely across the vehicle 1 from a first end 23 to a second end 25 and remains in a fixed position in the vehicle 1, during use of the adjustable user input system 2.

For example, the rail 22 may have a length substantially corresponding to a width of the occupant compartment of the vehicle 1, and the first and second ends 23, 25 may be fixed to rigid support structure(s) of the vehicle 1, such as respective A-pillars, at the first and second sides 12, 14 of the vehicle 1.

In this example, the rail 22 is tubular and includes an outer surface 50 that forms a bearing surface for receiving the control element 24 and an inner surface 51 that defines an interior volume for receiving the actuator 32.

Furthermore, to accommodate the actuator 32, the rail 22 may include an axial slot 40, extending from the first end 23 to the second end 25 of the rail 22, as shown in Figure 5.

The rail 22 may therefore take the form of a rigid tube, having a C-shaped cross-section.

As shall become clear, the axial slot 40 is provided to allow the actuator 32 to engage, and thereby move, the control input device 26 laterally along the rail 22.

The control element 26 features the tubular hub 28 and the lever arm 30, which extends radially from the tubular hub 28 for connection to the vehicle control system 4.

The tubular hub 28 is elongate and extends from a first end 46 to a second end 48. The length of the tubular hub 28 is not properly represented in Figures 5 and 6, but it shall be appreciated that the tubular hub 28 may extend along a suitable length of the rail 22 for adjusting the position of the control input device 26 between a left-hand-drive arrangement and a right-hand-drive arrangement. Hence, the tubular hub 28 may extend along a major portion of the rail 22 and may extend across the full width of the vehicle 1.

An interior surface 44 of the tubular hub 28 is cylindrical and complementary to the outer surface 50 of the rail 22, forming a sleeve around the rail 22 that allows the tubular hub 28 to rotate about the rail axis.

An outer surface 45 of the tubular hub 28 is configured to receive the control input device 26 and may extend through an opening 47 of the control input device 26 that defines a complementary mounting surface 49.

This arrangement is best shown in Figure 7, which shows a cross-sectional view of the adjustable user input system 2.

Notably, the outer surface 45 of the tubular hub 28 is configured to interface with the mounting surface 49 of the control input device 26 so as to form a coupling between the tubular hub 28 and the control input device 26 that allows the control input device 26 to translate along, and rotate with, the tubular hub 28.

By way of example, the tubular hub 28 may take the form a generally cylindrical channel, as shown in Figures 5 to 7, having a flattened portion 53 on its outer surface 45 that extends along the length of the tubular hub 28. The mounting surface 49 of the control input device 26 may be shaped in a complementary manner to the outer surface 45 of the tubular hub 28 and may include a corresponding flattened portion 54.

As best shown in Figure 7, the interfacing surfaces 45, 49 between the tubular hub 28 and the control input device 26 are non-axisymmetric due to the corresponding flattened portions 53, 54 and, consequently, the interfacing surfaces 45, 49 form a torque transferring slidable coupling between the tubular hub 28 and the control input device 26.

The control input device 26 is slidable along the outer surface 45 of the tubular hub 28 for adjusting the transverse position of the control input device 26 and the interfacing surfaces 45, 49 engage in rotation about the rail axis, so as to cause the control element 24 to rotate with the control input device 26 about the rail axis.

In other examples, it shall be appreciated that such a torque-transferring slidable coupling may be achieved by various complementary interfacing surfaces arrangements between the tubular hub 28 and the control input device 26. For example, the tubular hub 28 may take a range of shapes defining an outer surface with one or more flattened, receding, or protruding transverse formations that engage complementary formations on a mounting surface of the control input device 26 to allow the control input device 26 to translate along, and rotate with, the tubular hub 28. For example, the tubular hub 28 and the control input device 26 may include mutually engaging spline formations arranged on the outer surface 45 of the tubular hub 28 and the mounting surface 49 of the control input device 26.

As shown in Figures 5 and 6, the tubular hub 28 may also include an axial slot 42, which extends along the length of the tubular hub 28, from the first end 46 to the second end 48, overlapping the axial slot 40 of the rail 22. As shall become clear, the axial slot 42 is provided to accommodate the actuator 32.

The lateral position of the tubular hub 28 is fixed along the length of the rail 22 and may, for example, be secured by retaining means (not shown), such as a pair of end stops, or spacer elements, that may be attached to the rail 22 to retain the tubular hub 28 therebetween. In this manner, the tubular hub 28 may be able to rotate about the rail axis, but the lateral position of the tubular hub 28 is fixed.

In another example, the retaining means may take the form of a bayonet joint arranged between the tubular hub 28 and the rail 22. For example, the rail 22 may include a radially protruding pin and the tubular hub 28 may include a complementary groove at the first and/or second ends 46, 48 of the tubular hub 28 defining a tortuous path configured to receive the protruding pin. Once engaged, the tortuous path of the groove may substantially inhibit lateral movement of the tubular hub 28 whilst permitting rotation of the tubular hub 28, relative to the rail 22, for actuating the vehicle control system 4.

The lever arm 30 extends radially from the tubular hub 28 and is suitable for connection to the vehicle control system 4, for example via connection to the rod 20. As will be appreciated, the vehicle control system 4 connected to the lever arm 30 may be located at any suitable location relative to the rail 22, for example the vehicle control system 4 may be a vehicle brake actuator or vehicle motion controller mounted to the rigid support structure 10 that separates the occupant compartment 6 of the vehicle from the front end structure 8 of the vehicle 1 and the vehicle control system 4 may be located inside or outside of the occupant compartment 6 on that rigid support structure 10. Other mounting locations for the control system 4 may also be useful.

The lever arm 30 is fixed in rotation relative to the tubular hub 28 and configured to rotate with the tubular hub 28 to operate the vehicle control system 4. The lateral position of the tubular hub 28 is also fixed along the length of the tubular hub 28 so as to maintain the connection to the vehicle control system 4, as the position of the control input device 26 is varied. The lever arm 30 may extend at any suitable angle of inclination for connection to the vehicle control system 4 and may extend above the rail 22, as shown in the example, or below the rail 22, so as to pivot away from, or towards, the rigid support structure 10 respectively when the control input device 26 is operated.

It shall be appreciated that the lever arm 30 may take various suitable forms providing a suitable user operable lever, or pedal member, by which a user may operate the vehicle control system 4. The lever arm 30 may be formed integrally with the tubular hub 28 or, as shown in this example, the lever arm 30 may be a separate component that is releasably fastened to the tubular hub 28 and therefore selectively translatable along the tubular hub 28.

Figure 8 shows an example of the lever arm 30. In this example, the lever arm 30 includes a sleeve portion 33 received on the tubular hub 28 and a radially extending arm 31. The radially extending arm 31 connects to the vehicle control system 4 and the sleeve portion 33 includes an opening 35 that is complementary to the outer surface 45 of the tubular hub 28, so that the lever arm 30 rotates with the tubular hub 28 about the rail axis.

In assembly, the sleeve portion 33 may be slid along the tubular hub 28 to arrange the lever arm 30 in alignment with the rod 20 and connected thereby to the vehicle control system 4. Thereafter, the sleeve portion 33 may be releasably fastened, or otherwise joined, to the tubular hub 28 to fix the position of the lever arm 30 along the length of the tubular hub 28. Hence, the control input device 26 may be moved along the tubular hub 28, relative to the lever arm 30, to adjust the transverse position of the control input device 26 within the vehicle 1.

Figure 9 shows an example of the control input device 26. In this example, the control input device 26 includes a sleeve portion 55 and a foot pedal member 56 that extends radially from the sleeve portion 55 to define a user operable lever.

The sleeve portion 55 is tubular and cylindrical and extends from a first end 57 to a second end 58. The opening 47 extends through the sleeve portion 55, from the first end 57 to the second end 58, to define the mounting surface 49, which is received on, and complementary, to the tubular hub 28, as described previously. In this manner, the sleeve portion 55 may be slid over one of the first and second ends 46, 48 of the tubular hub 28 to suitably mount the control input device 26 on the tubular hub 28.

Returning to Figure 5, the actuator 32 is selectively operable by the control system 34 to urge the control input device 26 along the tubular hub 28 and, as shall be appreciated by the skilled person, the actuator 32 may take various suitable forms for this purpose, as shall become clear.

In this example, the actuator 32 is arranged concentrically with the rail 22 and includes a carriage 36 that is movable within the rail 22 to adjust the position of the control input device 26 along the rail axis. This produces a particularly space efficient mechanism for adjusting the position of the control input device 26, but it shall be appreciated that this arrangement is not intended to be limiting and, in other examples, the actuator 32 may be arranged externally to the rail 22, for example in parallel with the rail 22.

To move the control input device 26 along the rail 22, the carriage 36 includes a pair of protruding members 38a,b, in this example, that extend orthogonally to the rail axis, through the overlapping axial slots 40, 42 of the rail 22 and the tubular hub 28 of the control element 24, to engage, and thereby move, the control input device 26.

Hence, it shall be appreciated that the axial slot 40 of the rail 22 is configured to accommodate the protruding members 38a, 38b moving therealong. The axial slot 40 may therefore define a gap large enough to allow the protruding members 38a, 38b to slide between the first and second ends 23, 25, whilst substantially inhibiting rotation of the carriage 36 about the rail axis. In this manner, the carriage 36 may be rotationally constrained within the rail 22.

In contrast to the rail 22 which, is fixed in position, the control element 24 is configured to rotate about the rail axis in use. Hence, the axial slot 42 of the tubular hub 28 defines a gap that is wider than, and overlaps, the axial slot 40 of the rail 22 so that the protruding members 38a, 38b do not inhibit the rotation of the control element 24, as the control element 24 is rotated to operate the vehicle control system 4.

It shall be appreciated that the gap defined by the axial slot 42 of the tubular hub 28 may therefore extend circumferentially through an angle corresponding to the travel of the control input device 26. For example, to operate the vehicle control system 4, the control input device 26 may be rotated through an angle of 120 degrees and so the axial slot of the tubular hub 28 may define a gap that extends through the same angle.

In this example, the control input device 26 is received between, and engaged by, the protruding members 38a,b, so that the protruding members 38a, 38b urge the control input device 26 along the tubular hub 28, as the carriage 36 is actuated along the rail axis.

In this manner, when the carriage 36 is moves in either direction, along the rail axis, one of the protruding members 38a, 38b engages a respective end 57, 58 of the sleeve portion 55 of the control input device 26 and thereby urges the control input device 26 along the tubular hub 28 with the carriage 36.

However, it shall be appreciated that, in other examples, the carriage 36 may include a single protruding member that extends through a complementary recess of the control input device 26, thereby engaging respective ends of the recess to urge the control input device 26 along the rail 22 with the carriage 36.

In this example, the actuator 32 may comprise a leadscrew 37 that extends along, and within, the rail 22. The carriage 36 may be mounted on the leadscrew 37 by mutually engaging complementary thread formations arranged between the carriage 36 and the leadscrew 37. Since the carriage 36 is rotationally constrained by the axial slot 40 of the rail 22, the carriage 36 may be translated, back and forth, along the rail axis when the leadscrew 37 is rotated in a clockwise or anti-clockwise direction respectively.

For this purpose, the actuator 32 may also include a motor 60, controlled by the control system 34, configured to selectively cause the leadscrew 37 to rotate. In this manner, the motor 60 may be operated to control the position of the carriage 36 along the rail 22 and thereby to selectively control the position of the control input device 26 along the tubular hub 28. However, in other examples, the leadscrew 37 may be manually turned to adjust the position of the control input device 26, as shall become clear.

A method of assembling the adjustable user input system shall now be described with additional reference to Figures 10 and 11.

As shown in Figure 10, initially the control input device 26 may be passed over an end of the leadscrew 37 and mounted on the carriage 36 of the actuator 32. In particular, the sleeve portion 55 of the control input device 26 may be passed over, and arranged between, the protruding members 38a, 38b, of the carriage 36.

Thereafter, the rail 22 may be added to the assembly by passing the rail 22 over the end of the leadscrew 37, aligning the axial slot 40 with the protruding members 38a,b of the carriage 36 and sliding the rail 22 along the length of the leadscrew 37 between the carriage 36 and the control input device 26, as show in Figure 11.

In a similar manner, the tubular hub 28 may be added to the assembly by passing the tubular hub 28 over the end of the leadscrew 37, orienting the tubular hub 28 so as to align the outer surface 45 of the tubular hub 28 with the mounting surface 49 of the control input device 26. In this manner, the corresponding flattened portions 53, 54 of the control input device 26 and the tubular hub 28 will interface, aligning the axial slot 42 of the tubular hub 28 with the axial slot 40 of the rail 22 and the protruding members 38a, 38b of the carriage 36. The tubular hub 28 can then be slid along length of the rail 22 and secured in a transverse position.

Lastly, the lever arm 30 may be passed over one of the ends 46, 48 of the tubular hub 28 and connected to the vehicle control system 4, via the rod 20. The lever arm 30 may then be secured to the tubular hub 28 to produce the complete assembly, shown in Figure 5.

A method of operating the adjustable user input system 2 shall now be described.

Returning to Figure 2, in an initial configuration, the vehicle 1 may be set up in a righthand-drive arrangement, with the control input device 26 being disposed towards the second side 16 of the vehicle 1, proximal to the second end 48 of the tubular hub 28, in a suitable position for a user to operate the vehicle control system 4 from the front-right seating position 7a.

Thereafter, a user may wish to change the configuration of the vehicle 1 to a left-hand-drive arrangement, for example to transfer the control of the vehicle control system 4 to the front-left seating position 7b.

Hence, a user may provide an input, for example via a switch, to the control system 34 to operate the actuator 32 to adjust the transverse position of the control input device 26 within the vehicle 1.

In response to the input, the control system 34 may operate the motor 60 to turn the leadscrew 37 of the actuator 32. As the leadscrew 37 rotates, the rail 22 resists the rotation of the carriage 36 and the rotation of the leadscrew 37 at the threaded interface causes the carriage 36 to translate along the rail 22 towards first side 12 of the vehicle 1. As the carriage 36 moves, the protruding members 38a, 38b move along the axial slot 40 of the rail 22 and urge the control input device 26 to slide along the tubular hub 28.

The carriage 36 may be moved along the rail 22 to a position corresponding to the user input and may move the control input device 26 to the position shown in Figure 4.

Once the control input device 26 has been moved to a desired transverse position in the vehicle 1, the control system 32 may control the motor 60 so as to stop rotating the leadscrew 37. Without further input, the position of the carriage 36 along the leadscrew 37 is effectively fixed and the control input device 26 is retained in position during subsequent use of the control input device 26 to control one or more operations of the vehicle control system 4.

In particular, the user in the left-front seating position may operate the control input device 26 by applying a force to rotate the control input device 26 about the rail axis. The interfacing surfaces 45, 49 between the control input device 26 and the tubular hub 28 engage during such rotation to cause the control element 24 to rotate with the control input device 26 on the rail 22 about the rail axis. As the control element 24 rotates, the lever arm 30 is displaced and actuates the rod 20. In this manner, the control element 24 actuates the vehicle control system 4 and, in response, the vehicle control system 4 is configured to perform one or more corresponding vehicle operations, such as applying the brakes to decelerate the vehicle 1.

It shall be appreciated that the position of the control input device 26 is therefore continuously variable to any position along a transverse axis of the vehicle 1, whilst the vehicle control system 4 is mounted to the rigid support structure 10 of the vehicle in a fixed position. In this manner, the vehicle 1 can be reconfigured between a left-hand-drive and a right-hand-drive arrangement, or any arrangement in between, without redesigning the vehicle 1 or the front end structure 10 to accommodate such changes.

In an example, it shall be appreciated that actuator 32 may only be operated at a manufacturing site to configure the vehicle 1 in one of a left-hand-drive or a right-hand-drive arrangement to suits user preferences. In such an example, it shall be appreciated that the motor 60 may be attached to the leadscrew 37 at a manufacturing facility, to adjust the position of the control input device 26 and, thereafter the motor 60 may be disconnected from the leadscrew 37 and reused to configure the adjustable user input system 2 of another vehicle 1.

In another example, shown in Figure 12, the vehicle control system 4 may be mounted to the rigid support structure 10 on a longitudinal axis of the vehicle 1 so as to be midway between two adjacent seating positions 7a, 7b.

In order to switch between left-hand-drive and right-hand-drive arrangements (translating the control input device 26 from one side of the lever arm 30 to the other side) the adjustable user input system 2 may therefore be modified as shown in Figure 13.

The adjustable user input system 2 may be substantially as described previously, however it shall be appreciated that the control input device 26 and the lever arm 30 may extend around non-overlapping circumferential portions of the tubular hub 28.

In particular, the control input device 26 may be received on a first circumferential portion of the tubular hub 28 and the lever arm 30 may extend around a second, non-overlapping, circumferential portion of the tubular hub 28. In this manner, the control input device 26 may translate along the tubular hub 28 from one side of the lever arm 30 to the other without contacting one another.

By way of example, such an arrangement is shown in Figure 13. As shown, the control input device 26 and the lever arm 30 may each extend around obtuse segments of the tubular hub 28 and include transverse formations that engage complementary formations on the tubular hub 28 for retention thereon. For example, the control input device 26 and the lever arm 30 may each include a pair of radially extending lipped edges 61, as shown in this example, that engage complementary recessed formations on the tubular hub 28, such as the axial slot 42 and a recessed groove (not shown), to form slidable couplings to the tubular hub 28.

In another example, the lever arm 30 may take the form of a protruding rod from the tubular hub 28 and the sleeve portion 55 of the control input device 26, described in the previous examples, may include a longitudinal slot that defines a (circumferential) gap corresponding to the lever arm 30. In this manner, the lever arm 30 may pass through the gap defined by the longitudinal slot of the sleeve portion 55 as the control input device 26 translates along the tubular hub 28 from one side of the lever arm 30 to the other.

In other examples, the adjustable user input system 2 may be manually adjustable.

For example, in another example, the adjustable user input system 2 may not include the motor 60 and control system 34 for selectively rotating the leadscrew 37 to adjust the position of the control input device 26.

Instead, a user may engage an end of the leadscrew 37 with a tool, such as a wrench, and the user may manually turn the leadscrew 37 using said tool to move the carriage 36 along the rail 22 and thereby translate the control input device 26 to a desired transverse position within the vehicle 1, as described previously. Thereafter the leadscrew 37 may be secured against further rotation so as to maintain the control input device 26 in position whilst operating the vehicle control system 4.

Such an arrangement may therefore be suitable for adjusting the position of the control input device 26 at a manufacturing facility or service centre, for example.

To access the leadscrew 37, the vehicle 1 may include an opening in the structure that supports the rail 22 and the leadscrew 37. Such an opening may provide access to the leadscrew 37 from the occupant compartment 6 or the exterior of the vehicle 1 and the opening may be sealed in general use by a removable bung. For example, one of the A-pillars of the vehicle may include such an opening that is ordinarily sealed by a bung or other removable cap.

Figure 14 shows another example of a manual embodiment of the adjustable user input system 2.

In this example, the adjustable user input system 2 may be substantially as described in the previous examples. However, in this example, the control input device 26 is releasably fastened to the tubular hub 28 and the adjustable user input system may not include the actuator 32, which provided the means for adjusting and securing the position of the control input device 26 along the length of the tubular hub 28 in the

previous examples.

By way of example, in Figure 14, the control input device 26 may be releasably fastened to the tubular hub 28 by a bolt 70 that extends through a hole 72 in the sleeve portion 55 of the control input device 26 to engage a respective hole 74 in the tubular hub 28.

Once engaged, the bolt 70 may substantially inhibit lateral movement of the control input device 26 along the tubular hub 28.

As shown in Figure 14, the tubular hub 28 may include a series of such holes 74, arranged along its length, so that the control input device 26 may be selectively translated along the tubular hub 28 by disengaging the bolt 70 and manually sliding the control input device 26 along the tubular hub 28.

Once in a suitable position, the hole 72 through the sleeve portion 55 of the control input device 26 may be aligned with a suitable hole 74 in the tubular hub 28 and the bolt 70 may be inserted therebetween to secure the connection between the control input device 26 and the tubular hub 28. The bolt 70 may take the form of a threaded fastener arranged to engage with corresponding threaded formations on the inside of the hole 72. Alternatively, the bolt 70 may take the form of a resiliently biased captive pin, whose biasing urges the pin downwards relative to the sleeve portion 55 and into a corresponding hole 74 once the pin 70 and the hole 74 are aligned. In this arrangement, the pin 70 requires the use of a tool to lift it up out of engagement with the hole 74 before the input device 26 may be repositioned. Once the tool is removed, the pin 70, under the force of the resilient biasing, will be urged downward again, so as to provide a detent means to lock into the hole 74 positioned below it.

By virtue of such connection, the control input device 26 may be fixed in position along the tubular hub 28 and the control input device 26 may be rotated about the rail axis 22 so as to cause the control element 24 to rotate on the rail 22 and actuate the vehicle control system 4.

In this manner, the position of the control input device 26 may be selectively adjusted either during the manufacture of the vehicle 1 or thereafter.

It shall be appreciated that the lever arm 30 may be releasably fastened to the tubular hub 28, in substantially the same manner, to selectively fix the position of the lever arm 30 along the tubular hub 28. For example, in the manual or powered examples of the adjustable user input system 2, the lever arm 30 may be releasably fastened to the tubular hub 28 to ensure suitable connection to the vehicle control system 4, which may take different positions in different vehicles.

It shall also be appreciated that there is no need for the axial slots 40, 42 of the rail 22 and the tubular element 28 in the manual example, described in Figure 14, and the rail 22 may be tubular or a solid cylindrical rod.

In other examples, it shall be appreciated that the releasable fastening may take various suitable forms including a clamping arrangement, for example.

In another example, the adjustable user input system 2 may include a by-wire system for operating the vehicle control system 4. In particular, the control input device 26 may be rotatable about the rail axis through a first travel portion for operating a by-wire connection to the vehicle control system 4 and, as the control input device 26 rotates beyond the first travel portion, the control element 24 may mechanically engage the vehicle control system 4 to provide fail-safe mechanical operation of the vehicle control system 4.

For example, rotation of the control input device 26 from a first position towards a second position may generate an electronic signal for electronically operating the vehicle control system 4. However, when the control input device 26 reaches the second position, the control element 24 may mechanically engage the vehicle control system 4, for example engaging the rod 20, so that further rotation of the control input device 26, beyond the second position, causes the control element 24 to actuate the vehicle control system 4 in the manner described in the examples above. In this manner, if the by-wire system fails, for example in an emergency situation, the adjustable user input system 2 can provide fail-safe mechanical operation of the vehicle control system 4.

It shall be appreciated that by-wire systems are well-known in the art and are not described in detail to avoid obscuring the invention. Nonetheless, it shall be appreciated that the adjustable user input system 2 may further include a position sensor and/or a torque sensor coupled to the control input device 26 to generate electrical inputs for controlling a by-wire vehicle control system.

In other examples, it shall be appreciated that the vehicle 1 may include a plurality of vehicle control systems, including the brake system control, a vehicle speed control system, and/or a vehicle transmission control system for a vehicle powertrain, that are connected to, and actuatable by, the adjustable user input system 2.

For this purpose, in an example, the adjustable user input system 2 may include one or more by-wire control input devices that may be mounted on the rail 22 and operable to control respective vehicle control systems. Each by-wire control input device may be mounted on the rail 22 in a manner that substantially inhibits rotation of the by-wire control input device about the rail axis. For example, the by-wire control input device may be mounted to the protruding members 38a,b of the actuator 32, which are rotationally constrained by the axial slot 42. The by-wire control input device may also be mounted to the tubular hub 28 by a slip coupling so that the control input device 26 and the control element 24 may rotate about the rail axis independently of the by-wire control input device. In this manner, the by-wire control input device and the control input device 26 can be independently operable to control respective vehicle control systems. The by-wire control input device may, for example, be pivotable about an axis parallel to the rail axis to operate a respective vehicle control system. For example, a lever or pedal of the by-wire control input device may be pivotable relative to a structure of by-wire control input device that mounts the by-wire control input device to the rail 22.

In another example, the adjustable user input system 2 may include a plurality of control input devices 26 and respective control elements 24 that are mounted on the rail 22 for operating respective vehicle control systems. For example, the tubular hub 28 of each control element 24 may extend along a relatively short portion of the rail 22 and each control element 24 may be translatable along the rail axis to suit different driving arrangements. Once arranged in suitable positions along the rail 22, the control elements 24 may be fixed by respective retaining means that substantially inhibit translation of the control elements 24 along the rail 22. Thereafter, the control input devices 26 may be independently translatable along the respective tubular hubs 28 to vary the positions of the control input devices 26 relative to the respective lever arms 30 that connect to the respective vehicle control systems. In this manner, each control input device 26 may be independently operable to actuate a respective vehicle control system; the transverse positions of the control elements 24 may be adjusted to connect to different vehicle control systems; and the transverse positions of the control input devices 26 may be adjusted along each tubular hub 28 to suit driver preferences.

In another example, the adjustable user input system 2 may further include another rail 102 and a steering control device 104, mounted on that rail 102, that moves with the control input device 26, as shall now be described with reference to Figure 15.

As shown in Figure 15, the adjustable user input system 2 may be substantially as described in any of the previous examples. However, the adjustable user input system 2 may further include the additional rail 102, which may extend parallel to, and offset from, the rail 22 so as to define upper and lower respective rails 102, 22. For example, the upper rail 102 may be arranged in an underside of a dashboard of the vehicle 1. The upper rail 102 supports the steering control device 104 and the lower rail 22 supports the control input device 26, as described previously.

The upper rail 102 may be a similarly rigid structural member and may have a length substantially corresponding to a width of the occupant compartment Sot the vehicle 1. Accordingly, the upper rail 102 may be similarly fixed at respective ends to rigid support structure(s) of the vehicle 1, such as the A-pillars, at the first and second sides 12, 14 of the vehicle 1. In this manner, the upper and lower rails 102, 22 may provide cross-car beams that act to increase the transverse and torsional stiffness of the vehicle 1.

The steering control device 104 is movably mounted to the upper rail 102, for example by a slidable coupling that allows the steering control device 104 to translate along the upper rail 102.

The steering control device 104 also connects to a steering control system 106 of the vehicle 1 for controlling a driving direction of the vehicle 1. The steering control system 106 may be mounted to the vehicle 1 in a fixed position (e.g. supported from the rigid support structure 10) and the steering control device 104 may be connected to the steering control system 106 by a flexible connection (illustrated by a dashed line in Figure 15) that allows the steering control device 104 to move relative to the steering control system 106, whilst maintaining a connection thereto.

To give an example, the adjustable user input system 2 may include a steer-by-wire connection between the steering control device 104 and the steering control system 106. Hence, a user may operate the steering control device 104 to generate electronic signals that cause the steering control system 106 to control a driving direction of the vehicle 1. Such an arrangement is not described in detail to avoid obscuring the invention, however it shall be appreciated that such electronic connection may allow the steering control device 104 to be moved to any transverse position along the upper rail 102 and to control the steering control system 106 from such position.

In another example, the steering control device 104 may be mechanically coupled to the steering control system 106, for example by a central steering pinion and a pivotally connected telescopic steering column that may collapse, or expand, as necessary to accommodate the relative movement of the steering control device 104 along the upper rail 102. In this manner, a mechanical connection between the steering control device 104 and the steering control system 106 may be maintained as the steering control device 104 moves along the upper rail 102.

In each example, the steering control device 104 may be moved along the upper rail 102 to suit a left-hand-drive, a right-hand-drive or a central arrangement, as described previously, and the steering control device 104 may be operated, in any of these arrangements, to control the steering control system 106.

In an example, the adjustable user input system 2 may further include means for moving the steering control device 104 along the upper rail 102 synchronously with the movement of the control input device 26 along the lower rail 22.

For example, as shown in Figure 15, the steering control device 104 may be coupled to the carriage 36 of the actuator 32 so as to translate with the control input device 26 across the vehicle 1. For example, the steering control device 104 may be conveniently connected to one, or both, of the protruding members 38a,b of the carriage 36 by means of a linkage 108 that urges the steering control device 104 along the upper rail, as the carriage 36 moves along the lower rail 22. Such a linkage 108 may take various suitable forms for this purpose that are not described in detail here to avoid obscuring the invention.

In another example, the adjustable user input system 2 may additionally, or alternatively, include a further actuator (not shown) that may be controlled by the control system 34, or another control system (not shown), to translate the steering control device 104 along the upper rail 102 synchronously with the movement of the control input device 26 along the lower rail 22.

In this manner, the steering control device and the control input device 26 may be conveniently repositioned within the vehicle 1 to suit different driving arrangements.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

CLAIMS1. An adjustable user input system for operating a vehicle control system of a vehicle, the adjustable user input system comprising: a rail defining a rail axis extending transversely to a longitudinal axis of the vehicle; a control element coupleable to the vehicle control system for operating the vehicle control system, wherein the control element includes a tubular hub coaxially and rotationally mounted on the rail; and a control input device coupled to, and translatable along, the tubular hub; wherein the coupling between the control input device and the tubular hub causes the control element to rotate with the control input device, about the rail axis, to operate the vehicle control system.
An adjustable user input system according to claim 1, wherein the tubular hub comprises a non-axisymmetric portion that extends through, and engages, a complementary bore of the control input device, thereby coupling the control input device to the tubular hub.
An adjustable user input system according to claim 1 or claim 2, wherein the coupling between the control input device and the tubular hub comprises a pair of mutually engaging formations, arranged between the control input device and the tubular hub, that extend radially from the rail axis.
An adjustable user input system according to claim 3, wherein the pair of mutually engaging formations extend along the rail axis to form a slidable coupling between the control input device and the tubular hub.
An adjustable user input system according to claim 4, wherein the pair of mutually engaging formations comprises a pair of mutually engaging spline formations.
An adjustable user input system according to any preceding claim, wherein the control input device is releasably fastened to the tubular hub to selectively fix the position of the control input device along the tubular hub. 2. 3. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
An adjustable user input system according to any preceding claim, wherein the control element includes a lever arm that extends from the tubular hub for operating the vehicle control system.
An adjustable user input system according to claim 7, wherein the lever arm is formed integrally with the tubular hub.
An adjustable user input system according to claim 7, wherein the lever arm is releasably fastened to the tubular hub to selectively fix the position of the lever arm along the tubular hub.
An adjustable user input system according to any preceding claim, further comprising retaining means that may be mounted on the rail to fix the position of the control element along the rail axis.
An adjustable user input system according to any preceding claim, comprising an actuator for translating the control input device along the tubular hub of the control element.
An adjustable user input system according to claim 11, comprising a control system configured to operate the actuator to selectively translate the control input device along the tubular hub of the control element..
An adjustable user input system according to claim 11 or claim 12, wherein the actuator includes a carriage arranged to move along the rail axis within the tubular hub of the drive control element; wherein the tubular hub includes an axial slot for accommodating a protruding member of the carriage that extends radially through the longitudinal slot to engage, and thereby translate, the control input device.
An adjustable user input system according to claim 13, wherein the rail is tubular and the carriage is arranged to move within the rail; wherein the rail includes a axial slot, overlapped by the axial slot of the tubular hub, so that the protruding member of the carriage extends radially through the respective axial slots of the rail and the tubular hub to engage, and thereby translate, the control input device.
15. An adjustable user input system according to claim 14, wherein the axial slot of the tubular hub is wider than the protruding member to allow the tubular hub to rotate, relative to the rail, sufficiently for operating the control system.
16. An adjustable user input system according to claim 15, wherein the actuator includes a leadscrew extending along the rail and the carriage is mounted on the leadscrew by mutually engaging complementary thread formations arranged between the carriage and the leadscrew.
17. An adjustable user input system according to any preceding claim, wherein the vehicle control system is a vehicle motion control system comprising at least one of: a brake system control; a vehicle speed control; and a vehicle transmission control for a vehicle powertrain.
18. An adjustable user input system according to any preceding claim, further comprising: another rail that extends above, and parallel to, the rail to define upper and lower respective rails in the vehicle; a steering control device, movably mounted on the upper rail, for controlling a steering control system of the vehicle; and means for moving the steering control device along the upper rail with the movement of the control input device along the lower rail.
19. An adjustable user input system according to claim 18, when dependent on claim 11, wherein the means for moving the steering control device along the upper rail with the movement of the control input device along the lower rail comprises a coupling between the steering control device and the actuator that urges the steering control device along the upper rail as the control input device moves along the lower rail.
20. A vehicle comprising an adjustable user input system according to any of the preceding claims.
21. A vehicle according to claim 20, further comprising an occupant compartment arranged to accommodate at least two occupants in laterally spaced designated seating positions, and wherein the rail extends transversely across the occupant compartment sufficient to provide lateral adjustment of the control input device such that the control input device may be positioned adjacent either of the at least two designated positions.
22. A vehicle according to claim 21, wherein the control input device is translatable along the tubular hub between a stowed and a deployed position, wherein in the deployed position, the control input device may be positioned along the rail to be substantially co-axial with a longitudinally extending centreline of a designated seating position, and wherein in the stowed position, the control input device may be positioned along the rail to be midway between two adjacent designated seating positions.