JP2017206250A - Integrated vehicle control system and apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a system that integrates motor vehicle component operation into actuators located in the rim of a motor vehicle steering wheel.SOLUTION: Two actuators of a system of the present invention are located in an arc segment of a steering wheel, which is defined by a three o'clock position and a 12 o'clock position for the right-hand actuator and by a nine o'clock position and a 12 o'clock position for the left-hand actuator. The actuators may operate in parallel with a conventional stalk switch or controllers associated with an on-vehicle computer and may operate a motor vehicle component only when activated and subsequently depressed. The integrated vehicle control system and apparatus of the present invention further allow vehicle computer operation which makes it unnecessary for a driver to remove his or her hands from the steering wheel.SELECTED DRAWING: Figure 4

Description

  The present invention operates vehicle components incorporated in the rim of the vehicle steering wheel so that the driver of the vehicle can fully operate without having to remove his hand from the vehicle steering wheel. The present invention relates to a vehicle control system and apparatus.

[Description of related applications]
This application is a priority application of US Patent Application No. 13 / 465,468 filed on May 7, 2012, which is a US patent application filed on September 8, 2009. No. 12 / 555,477, which is a continuation-in-part application, and such US patent application 13 / 465,468 is legally cited by reference, the entire contents of which are incorporated herein.

  Direction indicators (also called “turn signals” or “blinkers”) have been used in commercial vehicles for about 70 years, but have changed little since their first use. In recent years, vehicles have become computer-operated functions that allow a vehicle driver or operator to control the vehicle's radio, compact disc player and connection devices, cell phones, navigation systems and other components via a central controller. It has sex.

  A vehicle steering wheel (handle) is generally comprised of an annular ring with various components including a column, a central hub and one or more turn indicator actuation switches. Typically, turn signals are actuated by “stalk switches” or levers on one side of the steering wheel. Move the stalk switch upward to produce a clockwise signal, and move it downward to produce a counterclockwise signal. When the stalk switch is moved up, generally the lights provided in the right front and right rear fenders start to flash. Similarly, when the stalk switch is moved downward, generally the lights provided in the left front fender and the left rear fender start to flash. More typically, the Stoke switch has four positions: two upper positions and two lower positions. The first position, whether up or down, activates the turn signal, but the stalk switch returns to the off position or center when released. The second of these positions keeps the turn signal on even when the stalk switch is released, and the steering wheel is turned a certain amount of rotation, and then almost “wheel straight After returning to the “N” position, shut off.

  The mechanism described above raises several well-known problems. For example, a turn indicator may remain on in a fairly “flashing” state even after a turn. In a common situation, the turn indicator turns off prematurely if the steering wheel is turned slightly away from it in the direction of turn. In another common situation, if the steering wheel is turned slightly in one direction, the turn indicator stops functioning and the driver tries to signal a reverse direction change. Such a problem has existed since the turn signal was first installed in the automobile.

  Recent technological advances have addressed various physical forms and various control mechanisms for technical improvements related to the operation of direction indicators. For example, more complex and sophisticated in-vehicle computer hardware, such as the in-house computer hardware system provided by RLP Engineering, Inc. of Dayton, Ohio, can Considers real-time management of operations. In such a system, vehicle speed, steering wheel position, and other data are monitored in real time to determine if the vehicle is turning and when the turn is over. However, even in such a computer-based system, the turn indicator is activated by moving the stalk switch up or down to turn on the switch and the corresponding turn indicator light. The direction indicator of this computer-based system can be manually turned off by a button on the stalk switch. One disadvantage of this system is that one hand must be removed from the steering wheel to activate the stalk switch.

  Other modifications of the turn signal are described in US Pat. No. 5,739,491 issued to Crosson, Jr., a button or paddle provided with a stalk switch in the steering hub. The focus is on replacing the device described in US 2009/0165592 in the name of Sakai et al. However, such modifications do not solve the above-mentioned drawbacks. Specifically, in order to place the turn indicator activation switch in the steering wheel hub, the driver can still move one hand away from the steering wheel or unwind his / her grip on the steering wheel to activate the hub mounting switch. You need to do either. Such a modification also does not solve the problem that occurs when the turn signal remains on after turning or the turn signal turns off prematurely.

  For example, the spoke-mounted turn signal actuating switch envisioned in US Pat. No. 5,823,666 to Kingsolver is used when one hand of the driver remains in contact with the steering wheel However, it does not eliminate the requirement that one hand of the driver must be repositioned to activate the switch. The natural position of the driver's thumb is aligned with the steering wheel rim when gripped by the steering wheel or partially along the steering wheel rim. Thus, the driver must unwind his or her hand from the steering wheel to reposition the thumb on the spoke-mounted switch. This change in position is necessary regardless of the arrangement of the spokes around the inner circumference of the steering wheel. If the driver's one hand is placed in contact with the spoke near or above the spoke, the driver must turn the other hand down to contact the spoke-mounted switch. When one hand of the driver is placed in contact with the spoke near or below the spoke, the driver can turn one hand down to contact the spoke-mounted switch or move one hand up and move the thumb down You must either turn to touch the switch. To perform such rotation or movement, the driver needs to unfasten his hand from the steering wheel to move one hand.

  The advantage represented by the placement of the turn signal switch in the spokes of the steering wheel was that it allowed the driver to operate the turn signal without having to remove his hand from the steering wheel. Even so, in practice, the driver must reposition his hand and press the spoke-mounted switch. As described above, the design can be operated without releasing one hand from the steering wheel by the design similar to the design example in which the direction indicator operation switch is arranged in the steering wheel hub. Must be left in a very limited and undesired position.

  In US Pat. No. 6,961,644 issued to Mercier et al., The hot buttons are located at “10 o'clock” and “2 o'clock” positions on the steering wheel rim. A steering wheel was arranged. According to this US patent specification, such a system allows a driver to actuate a hot button, thus actuating a turn indicator with the thumb. In such a process of actuating the turn signal according to this US patent specification, the driver does not need to “move his hand so much”. However, the test results demonstrated show that if the driver keeps his fingers fully gripped somewhere in the upper half of the steering wheel, this virtual I cannot press the hot button on the above device. Therefore, this virtual device has all the problems of other conventional devices. This is because this hypothetical device merely transfers the function of the turn signal stalk switch to a hot button on the rim of the steering wheel. It may be accidentally turned on due to a misplaced hand, or may remain on in a fairly “flashing” state even after the turn indicator has completed a turn. The turn signal lamp may turn off prematurely if the steering wheel is slightly turned away from the direction of turning, and if it turns away from it. Further, with this virtual device, the driver must relax his grip on the steering wheel so that he can turn his hand to place his thumb in the position to operate the hot button.

  JA Thomas and D. Walton, “Hands-On: A Practical Major of the Passed Risk of the Driving Context (Hands-On According to the Transit NZIHT 7th Annual Conference (2005), most drivers are at risk. Or place your hands somewhere on the top half of the steering wheel when driving under complex conditions. In this case, of course, most drivers have greater control over the vehicle by driving with two hands on the top half of the steering wheel, especially in high-risk or complex driving situations. I feel it is being offered. Paul A. Eisenstein said, “The driver either neglected to use his signal when changing lanes—or failed to turn off the signal—48% of the time ”Citing research results by Society of Automotive Engineers,“ The direction indicator ignores the real danger and the research shows the above. ” . http://bottomline.msnbc.msn.com/_news/2012/05/01/11486051-turn-signal-neglect-a-real-danger-stydy-show?lite. Eisenstein is also paying more attention to "the accident rate is about 25% when changing direction" (ibid.).

  Drivers often have to move one hand away from the steering wheel to operate the stalk switch actuated turn signal. This is because the stalk switch is generally not located close enough to the steering wheel. Regardless of the position of the driver's hand, one hand must always be moved away from the steering wheel in order to operate the stalk switch actuated direction indicator. If the turn signal switch is located in the steering wheel hub, the result is essentially the same. The driver's hand must be moved away from the steering wheel to activate the hub-mounted switch or the driver's thumb must be able to reach the hub-mounted switch . When turning his hand to turn his hand and extend his thumb so that it reaches the switch, the driver unwinds his hand against the steering wheel even when the hand remains in contact with the steering wheel. There must be. Similarly, if the turn signal switch is located in the spokes of the steering wheel, the driver must reposition his hand to operate the spoke mounted switch.

  Accordingly, it would be advantageous to provide a turn signal activation switch and system that does not require the driver to lift his or her hand off the steering wheel to operate the switch. It is another advantage to provide a turn signal activation switch and system that can be operated during high-risk or complex driving situations while maintaining both hand grips on the steering wheel. It is another advantage to provide a turn signal activation switch and system that does not turn off prematurely or remains on after a turn. It is yet another advantage to provide a turn signal activation switch and system that cannot be accidentally activated.

  Computer-driver interfaces used in automobiles are also known. Such an interface can be used to control certain equipment components of the vehicle, such as radios, compact disc players, connection devices or wireless communication devices. Interfaces such as BMW IDRIVE, AUDI MMI, MERCEDES COMMAND, LEXUS REMOTE TOUCH, FORD SYNC and MYFORD TOUCH each provide variations on the same type of control. Such a computer-driver interface can be thought of as a mouse / dial / joystick / touchscreen combination with a controller located in close proximity to the gearshift selector. As a variant, such a computer-driver interface is a steering wheel on a stalk lever fitted with buttons and switches or directly inward from the steering wheel annular ring and near the 3 o'clock position and 9 o'clock position on the annular ring. It may be placed in a thumb-operated button provided on the wheel horizontal spoke crossbar. Information from such computer systems that control automotive equipment components is displayed on a screen in the vehicle operator's instrument cluster via a screen provided in the center of the vehicle dashboard and / or also as a HUD. It may be shown to the car operator in the state displayed in the inside.

  Typically, a computer operator cannot operate a computer-driver interface when the vehicle operator maintains a grip that is completely in line with the annular ring of the steering wheel, and such a computer-driver interface is particularly useful when both hands are steering. If it is originally placed on the upper half of the wheel, it requires repositioning of both hands. Some computer-driver interfaces currently on the market are not popular. This is because using these computer-driver interfaces requires the driver to look away from the road in order to locate and manipulate the interface.

  Accordingly, it would be advantageous to provide a computer-driver interface and system that prevents the driver from unscrewing his or her hand from the steering wheel to activate the interface. It is another advantage to provide a computer-driver interface and system that can be operated during high-risk or complex driving situations while maintaining the steering wheel in two hands. It is another advantage to provide a computer-driver interface and system that cannot be accidentally activated.

  An assignable key, sometimes referred to as a “Convenience key”, is commonly found on terminals (“PDAs”) and mobile phones. Convenience keys allow the operator to specify specific functions (camera, voice recorder, media player, etc.) on the PDA or mobile phone. Many video game systems, such as XBOX or PLAYSTATION or personal computers and personal music devices, such as IPOD, provide a sub-selection of controllers that allows operators to deviate from the device's original default settings and assign specific functions to specific keys on the device. Includes menus to provide. Personal keys for settings related to seat (seat), steering wheel, mirror and seat belt arrangements are also known, such personal keys are found in most cars, and usually the operating buttons are on the car door. Is provided. Such personal keys are similar to radio presets, which allow a driver to adjust a selected element to a preset value by pressing one button. However, assignable / reassignable convenience skis cannot be used as an integrated control in the steering wheel of an automobile.

  Accordingly, a computer-driver interface and system including assignable / reassignable convenience skis, wherein such convenience skis are incorporated into the annular ring of an automobile steering wheel and an operator sitting behind the steering wheel functions. It would be advantageous to provide a computer-driver interface and system that has the ability to be assigned to such convenience skies and then has the option of changing its function to another function at will.

  In order to operate all paddle / thum shift levers (thumb shifters) on the car in the consumer market, the car driver loosens or changes his grip with his finger completely against the car's steering wheel. It seems necessary. Many such paddles are used particularly in sporty driving situations. It is reasonable to assume that the desire that car drivers under these circumstances are to maintain as much control over the steering wheel as possible. Paddle shift levers may have been found at least back in the 1912s, and technological advances have been made in the consumer market to mimic the apparent appearance of F1 paddles that have achieved racing success in the late 1980s. Today, most car manufacturers offer several different paddle shift levers for at least one car model. Such paddle shift lever is on the one hand a compromise for car buyers who wished to approach both manual and automatic shifting of the gears of a car transmission, and on the other hand the traditional onboard cars such as FERRARI. It appears to have been put on the market as a quick shift improvement over manual transmissions.

  Accordingly, an automotive paddle shift lever incorporated in an annular ring of a steering wheel of an automobile, wherein the driver of the automobile has four fingers completely along the steering wheel to operate the paddle shift lever. It would be advantageous to provide a paddle shift lever that does not need to loosen or change its grip. Integrated vehicle control system and apparatus including a computer-driver interface and assignable / reassignable convenience skis, where such convenience skis are incorporated into the annular ring of the vehicle steering wheel and the operator can paddle shift at will It would be advantageous to provide an integrated vehicle control system and apparatus so that lever functions can be assigned to such convenience skies.

  The emergence of “hands-free” controls in vehicles primarily keeps the driver's hand on the steering wheel, not necessarily because the driver wants to “talk” all the commands to drive the car. It was in response to the request. There are many directives that the driver wants to remain secret. In the case of car jack or kidnapping, a function that can send a rescue signal to No. 911 in a secret manner to the driver while appearing to simply drive the car with two hands on the steering wheel Doing is a feature that was never offered to the market before.

  Therefore, integrated vehicle control that can be operated during high-risk or complex driving situations while maintaining the grip of the steering wheel with two hands, and facilitates the transmission of emergency signals to emergency personnel It is advantageous to provide a system. In vehicles equipped with a GPS system, rescue signals can be sent to emergency personnel in real time, potentially activating a hidden camera that is installed in the car and captures a photo or video. It is also possible. A taxi driver or bus driver may seek radio or “save” assistance if an integrated vehicle control system is available that prevents the vehicle operator from having to take his hand off the vehicle steering wheel for operation. There is no need to take the risk of trying to reach the “bank teller style” hidden button.

  It would also be advantageous to provide a computer-driver interface and system that does not require the driver to lift his or her hand off the steering wheel to operate the interface and that is further integrated with the automotive HUD system. The driver can access the HUD system to get vehicle speed, navigation information and location proximity alert, or approach the vehicle's night vision function, while the driver has four vehicle steering wheels It is advantageous to be able to keep your eyes on the road while keeping them fully gripped with your fingers.

US Pat. No. 5,739,491 US Patent Application Publication No. 2009/0165592 US Pat. No. 5,823,666 US Pat. No. 6,961,644

JA Thomas and D. Walton, "Hands-On: A Practical Major of the Passed Risk of the Driving Context (Hands-On : A Practical Measure of the Perceived Risk of the Driving Context), Transit NZIHT 7th Annual Conference (2005)

  An object of the present invention is to provide a new system that solves the above problems.

  The present invention provides an activation switch and system that is integral to the rim of the steering wheel and that can be operated without the driver having to change their grip on the steering wheel. More specifically, the present invention provides a vehicle thumb shift lever that enables shifting of a vehicle transmission while maintaining the steering wheel held by four fingers of both hands during high-risk or complex driving situations. Provide a system. In a preferred embodiment, the present invention provides an integrated automobile thumbshift lever system for an automobile steering wheel with an annular ring. The integrated automobile thumbshift lever system includes a left actuator attached to the steering wheel annular ring between the 9 o'clock position and the 12 o'clock position on the steering wheel annular ring, and a 3 o'clock position on the steering wheel annular ring. And a right side actuator mounted on the steering wheel ring between the 12 o'clock position and a controller, the controller being further connected to a system controller that allows the vehicle transmission to shift gears. ing. The left and right actuators of this embodiment do not overlap. Further, the controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset threshold time, thus the activated left actuator. And an activated right actuator. According to the present invention, when one of the left actuator and the right actuator is pushed, the transmission is shifted down through the gear. The integrated automobile thumbshift lever system allows the transmission to shift to the neutral position when the activated left actuator and activated right actuator are pressed simultaneously. The integrated vehicle thumb shift lever system simultaneously presses the activated left and activated actuators to allow the transmission to shift to the parking position when the vehicle is not moving.

  In yet another embodiment of the invention, each of the left and right actuators may have an array of switches so that the array of switches can be pushed in multiple locations using multiple positions in one hand. It has become. In one embodiment, the controller determines when a thumb size pattern of switches in the switch array is pressed. If the switch thumb size pattern is pressed, the controller recognizes that the corresponding actuator is in the “on” position. In yet another embodiment, an audible signal can be generated and / or the instrument light can be turned on when the actuated actuator is pressed to activate the corresponding external directional indicator light.

  The present invention also provides an integrated automotive equipment component control system for an automotive steering wheel having an automotive equipment component with an annular ring and function. The integrated automotive component control system includes a left actuator attached to the steering wheel annular ring between the 9 o'clock position and the 12 o'clock position on the steering wheel annular ring, and a 3 o'clock position on the steering wheel annular ring. And a right side actuator mounted on the steering wheel annular ring between the 12 o'clock position and a controller, the controller being coupled to the left and right side actuators, the controller comprising an automotive component such as a radio, It is further connected to compact disc players, connection devices, mobile phones, navigation systems and other components. The left and right actuators do not overlap, and the controller activates the left and right actuators when the left and right actuators are pressed simultaneously and held for a preset threshold time . The function of the automotive equipment component is activated when the actuator is pressed, and the actuator is selected from the group consisting of a left actuator and a right actuator.

  The integrated automotive equipment component control system of the present invention may further include actuators, each of which has a switch array.

The present invention also includes an integrated automotive component control system that includes a controller that activates the left and right actuators when simultaneously pressing the thumb size pattern of the switches in the switch array provided within each of the left and right actuators. I will provide a.
The present invention further provides an integrated automotive equipment component control system for an automobile having a steering wheel and having left and right actuators, the left actuator preferably starting at the 11 o'clock position on the steering wheel annular ring. And preferably extends in a 2 inch (5.08 cm) arc toward the 9 o'clock position, with the right actuator preferably starting at the 1 o'clock position on the steering wheel annular ring And preferably extends in a 2 inch (5.08 cm) arc toward the 3 o'clock position.

  The present invention also provides an integrated automotive equipment component control system that includes left and right actuators, wherein the left and / or right actuators allow the controller to control automotive equipment components or, optionally, the controller is a vehicle. Signals for controlling the equipment components are sent to the system controller, and the automobile equipment components include acoustic systems, entertainment systems, radios, compact disc players, connection devices, mobile phones, navigation systems, Internet access systems, BLUETOOTH® systems and It may be one or more of the other automotive components.

It is a figure which shows the state which the driver's one hand is holding the Stirling wheel in the state of gripping with four fingers. It is another figure which shows the state which is holding the steering wheel in the state where one hand of the driver is gripping with four fingers. It is a figure of the steering wheel of the embodiment of the present invention. It is a figure of the clock position which instruct | indicates the place on a steering wheel. It is a figure of the steering wheel of an embodiment of the present invention showing a preferred actuator arrangement place. FIG. 3 is a diagram of a preferred actuator design example of the present invention. It is a figure which shows embodiment of this invention which has a some switch in the state in which an actuator is a switch array. 1 is a prior art steering wheel showing the position of a steering wheel mounted direction indicator switch. FIG. FIG. 8 is a diagram showing a state in which the driver is holding the steering wheel of the prior art of FIG. FIG. 8 is another view showing the driver holding the prior art steering wheel of FIG. 7 and showing the position of the driver's hand relative to the steering wheel-mounted turn signal switch. FIG. 8 is yet another view showing the driver gripping the prior art steering wheel of FIG. 7 and showing the position of the driver's hand relative to the steering wheel mounted turn signal switch. FIG. 8 is yet another view showing the driver gripping the prior art steering wheel of FIG. 7 and showing the position of the driver's hand relative to the steering wheel mounted turn signal switch. It is a figure which shows the state which the driver is grasping the steering wheel of this invention in the state which activated the direction indicator actuator while maintaining the grip state by four fingers. It is a figure which shows the state which the driver is grasping the steering wheel of this invention in the state of a grip with four fingers. It is another figure which shows the state in which the driver is holding the steering wheel of this invention in the state of a grip with four fingers. It is a figure which shows the state which the driver is grasping the steering wheel of this invention in the state which activated the direction indicator actuator while maintaining the grip state by four fingers. FIG. 2 is a diagram of an embodiment of the system of the present invention showing a steering wheel, controller, stalk switch and turn signal circuit. It is a logic diagram which shows the effect | action of embodiment of this invention. It is a logic diagram which shows the effect | action of embodiment of this invention which calculates | requires the time when the thumb pushed the steering wheel in order to activate a direction indicator using a controller. It is a logic diagram which shows the effect | action of embodiment of this invention which calculates | requires the time when the thumb pushed the steering wheel in order to activate a direction indicator using a controller. 1 is a diagram of an embodiment of the system of the present invention showing a steering wheel, a controller, and an automobile transmission. 1 is a diagram of an embodiment of the system of the present invention showing a steering wheel, controller, interface controller and equipment components. FIG. 1 is a diagram of an embodiment of the system of the present invention showing a steering wheel, controller, interface controller, display screen and equipment components. FIG. FIG. 6 is a logic diagram illustrating the operation of an embodiment of the present invention for controlling equipment components.

  Even if it is not recommended that the driver (driver) hold the steering wheel of the vehicle with four fingers while holding the finger of one hand along the rim of the steering wheel when driving the vehicle Is desirable. The grip state with four fingers is shown in FIGS. 1a and 1b. Such gripping with four fingers ensures that the steering wheel is positioned in the driver's hands. Embodiments of the present invention may operate a vehicle turn indicator or other mechanical components of a vehicle via a computer-driver interface while maintaining the driver holding the steering wheel with four fingers. With respect to the technology that enables it, such components include radios, compact disc players, mobile phones, navigation systems, Internet access systems, BLUETOOTH® systems and other automotive components.

  In one embodiment, the present invention allows for controlled operation of the vehicle's turn signal without having to loosen or release the driver's grip of the steering wheel with four fingers in full alignment. Provide a system to do. As described more fully below, other embodiments provide a programmable computer-driver interface that facilitates the operation of automotive equipment components and mechanical functions and which functions to operate. Referring now to FIG. 2, the system of an embodiment of the present invention includes a switch, sensor or instrument that is integrally attached to the steering wheel (handle) 10, which are collectively referred to as an actuator. As shown in FIG. 2, the actuators 40, 50 may be located close to each other, but the actuators 40, 50 do not overlap each other. The steering wheel 10 of this embodiment has an annular ring 15 that may be connected to the hub 30 by one or more spokes 20. Other forms of steering wheels will be known to those skilled in the art.

  Referring now to FIG. 3, the upper half of the annular ring 15 of the steering wheel 10 is indicated in a clockwise position from the 3 o'clock position on the right side of the steering wheel 10 to the 9 o'clock position on the left side of the steering wheel 10. Is good. Also, as shown in FIG. 2, the actuator 40 may be positioned to cover a portion of the steering wheel 10 between the 3 o'clock position and the 12 o'clock position. Similarly, the actuator 50 may be positioned to cover a portion of the steering wheel 10 between the 9 o'clock position and the 12 o'clock position. When the actuators 40, 50 are positioned in this way, they may abut but do not overlap each other. Thus, in one embodiment, the left actuator is positioned near the 9 o'clock position on the steering wheel annular ring and the opposite end of the left actuator is positioned near the 12 o'clock position on the steering wheel annular ring. As a result, the left actuator is dimensioned to span the distance between the 9 o'clock position and the 12 o'clock position. The diameter of a standard size steering wheel is about 15 inches (38.1 cm). Accordingly, the circumferential segment of the annular ring 15 or the length of the “arc segment” from the 3 o'clock position to the 12 o'clock position is about 12 inches (30.5 cm). Similarly, the arc segment length from the 9 o'clock position to the 12 o'clock position is also about 12 inches.

  Actuators 40 and 50 are dimensioned to cover the entire arc segment length between the 3 o'clock position and the 12 o'clock position and between the 9 o'clock position and the 12 o'clock position, respectively, as described above. Is good. As a variation, the actuators 40 and 50 are sized to cover only a portion of the arc segment length between the 3 o'clock position and the 12 o'clock position and between the 9 o'clock position and the 12 o'clock position, respectively. May be. As shown in FIG. 4, one preferred size and location for the actuators 40, 50 is an arc segment length of 2 inches (5.08 cm), and the actuators 40, 50 are each approximately 1 o'clock. And a portion of the annular ring 15 of the steering wheel 10 that terminates at about the 11 o'clock position, the actuator 50 extends counterclockwise toward the 9 o'clock position, and the actuator 40 is at the 3 o'clock position. Extends clockwise.

  Actuators 40 and 50 of the present invention are membrane switches of the type manufactured by Tapecon Membrane Switch Division of Tapecon, Inc., Rochester, NY. good. Membrane switches can be manufactured in various forms, as is known in the art, each of which is a single pole single throw switch that is normally open. Membrane switch configurations include standard membrane switch structures, tactile plastic dome structures, and stainless steel dome structures. FIG. 5 shows one type of membrane switch 41 that has a top overlay 42, an adhesive layer 43, a top circuit 44, a circuit spacer 45, a bottom circuit 46, a bottom overlay 47 and a contact 48. doing. The membrane switch 41 is normally open. Pushing the top overlay 42 deflects the top circuit 44 and closes the circuit at the contact 48. Depending on the length of the arc segment, each of the actuators 40, 50 may have one or more membrane switches, as described above. A membrane switch array that covers a wider area than a single membrane switch is taught in, for example, WO 1995/001302 (Title: Curve-conforming Sensor Array Pad). The actuators 40, 50 may be fiber optic pressure sensors or an array of fiber optic pressure sensors of the type manufactured by Luna Innovations, Inc., Blacksburg, VA. As a variant, the actuators 40 and 50 were developed by the Quantum-Phase Electronics Center of the School of Engineering at the University of Tokyo in Tokyo, Japan. T. Someya et al., “A Large Area, Flexible Pressure Sensor Matrix with Organic Field-Effect Transistors for Artificial Skin Applications ( A Large-Area, Flexible Pressure Sensor Matrix with Organic Field-Effect Transistors for Artificial Skin Applications), Proceedings of the National Academy of Sciences of United States of America (PNAS), July 004 years, Vol. 101, may be a large area flexible pressure sensor matrix as described in No. 27. Further, the actuators 40, 50 may be flexible strain gauges of the type available from Omega Engineering, Inc., Stamford, Conn.

  The actuators 40, 50 can be mechanically coupled to the steering wheel by, for example, thermal welding or sonic pressure welding, provided that the constituent materials of the actuators 40, 50 and the constituent materials of the steering wheel 10 are compatible with each other and such attachment is possible. On condition that it is possible. The actuators 40 and 50 may be attached to the steering wheel 10 using an adhesive. The actuators 40, 50 may be covered by a cover or skin layer (not shown) so that the actuators 40, 50 are located below the skin layer of the steering wheel 10. The actuators 40 and 50 may be disposed under the skin layer of the steering wheel 10 so that the actuators 40 and 50 are not visible to human eyes. The actuators 40 and 50 may be molded into the steering wheel 10 during the manufacturing process of the steering wheel 10. The actuator, when molded into the steering wheel 10, is sufficient to allow the steering wheel 10 component material to also allow deformation of the steering wheel 10 in a manner that allows the actuators 40, 50 to be activated or actuated. If it is deformable, it may be placed below the surface of the steering wheel 10.

  The characteristics of the construction material of the steering wheel 10 are known to those skilled in the art, and an acceptable method of attaching the actuators 40, 50 to the steering wheel 10 will also be understood. For example, in the art, a steering wheel can be molded from a flexible cross-linked vinyl chloride polymer taught in US Pat. No. 4,567,217 to Yamazaki et al. Are known. Further, as is further understood in the art, a flexible sensor, such as a membrane switch, is taught in US Pat. No. 5,762,853 to Harris et al. It may be enclosed in a molded part. Also, insert molded membrane switches are used as steering hub mounted horn switches as taught in US Pat. No. 5,198,629 to Hayashi et al.

  In order to accommodate different hand positions used by the driver during operation of the vehicle, the actuators 40, 50 are configured to detect when the thumb of the hand is pushing one or both of the actuators 40, 50. It is good to have. FIG. 6 shows a design example in which each of the actuators 40 and 50 is composed of switch arrays 140 and 150, respectively. Each of the switch arrays 140 and 150 includes a plurality of switches 160. The switch arrays 140 and 150 in FIG. 6 are merely examples, and do not show the necessary configuration of the switch 160. The switch 160 is normally open (off), and is closed (on) when pressed or selected, and returns to open (off) when deselected. Each of the switches 160 is connected to the controller 60 so that the controller 60 can detect when the switch 160 is in the open or closed position. The switch 160 is preferably connected to the controller 60 by, for example, a wiring harness (not shown). As a result, each switch 160 is connected to a terminal block (not shown), and the terminal block is connected to the wiring harness. Is connected to the controller 60 via Those skilled in the art will recognize other connection means for connecting switch 160 to controller 60, as will be appreciated. The controller 60 can determine the operating state of each switch 160 in the switch array 140, 150, i.e., whether the switch 160 is on or off. In typical operation, switch 160 opens and closes an electrical circuit between switch 160 and controller 60. If only the switch 160 corresponding to the thumb size pattern is pressed, the actuators 40, 50 will be recognized by the controller 60 as being in the “on” position. However, when the switch 160 corresponding to a pattern larger than the thumb is pressed, the actuators 40 and 50 are recognized as being in the “off” position.

In an embodiment of the invention that includes actuators 40, 50 as shown in FIG. 6, controller 60 is programmed to determine when switch 160 is pressed in a thumb size pattern. As used herein, the term “thumb size pattern” means an area ranging from about 0.5 square inches (3.23 cm ² ) to about 2.25 square inches (14.51 cm ² ). . Thus, when the steering wheel 10 is grasped with all four fingers, the pattern switch 160 may be pressed depending on where the driver places his hand on the steering wheel, which is why the thumb is the actuator 40 , 50 exceeds the size of the switch pattern created when one of the buttons is pressed. Under this condition, the controller 60 recognizes that the actuators 40 and 50 are not activated, and the controller 60 recognizes that the actuators 40 and 50 are in the “off” position. However, if the thumb is placed on either the actuator 40 or the actuator 50, the controller 60 will record that the thumb size pattern of the switch has been pressed and the controller 60 will either the actuator 40 or the actuator 50. Are recognized as being in the “on” position. Once the actuators 40, 50 are activated by the controller 60, either the actuator 40 or the actuator 50 turns on a corresponding turn indicator light (not shown) or a corresponding vehicle equipment component or function, such as a radio It may be pushed to operate a compact disc player, mobile phone or navigation system (not shown). Once activated, even if the actuator 40 and the actuator 50 are pressed simultaneously, the corresponding direction indicator lamp is not turned on. If the controller 60 does not activate the actuators 40, 50, even if either the actuator 40 or the actuator 50 is pressed, the corresponding direction indicator lamp is not turned on or the corresponding vehicle function is not activated. As will be appreciated by those skilled in the art, an automotive equipment component has, for example, at least one function to turn on / off, but such an automotive equipment component may also have multiple functions.

  In one embodiment, pressing the activated actuator 40 or the activated actuator 50 turns on the audible signal in addition to turning on the corresponding turn signal lights. The audible signal can help inform the driver that the turn indicator has been turned on. The audible signal can also serve to indicate that the actuators 40, 50 have been activated. In one embodiment, the audible signal may come out of the car speaker system, which signals that the car door is open, for example when the ignition key remains in the ignition switch. Used to inform. In another embodiment, the audible signal may come from the same sound source that is used to alert the vehicle driver that the Stokes switch actuated turn signal has been turned on. In another embodiment, the audible signal may be broadcast wirelessly using BLUETOOTH® technology so that the audible signal is received by the earphone or headset worn by the driver. The driver will then hear an audible signal. In yet another embodiment, the actuators 40, 50 may be connected to corresponding direction indicators located in the dashboard of the automobile, thereby pushing the activated actuator 40 or the activated actuator 50. Then, the corresponding direction indicator light comes on.

  FIG. 7 shows a prior art steering wheel 110, and FIGS. 8a to 8d show a state in which the driver's hand holds the steering wheel of FIG. In FIG. 7, the hot buttons 115, 120 are shown as being disposed on the steering wheel 110 as described in the prior art. As used herein, the term “hot button” refers to a single on / off switch that is pressed to turn on or pressed again to turn off. Thus, the hot buttons 115 and 120 are arranged at the 10 o'clock position and the 2 o'clock position on the steering wheel 110, respectively. Referring to FIG. 8a, the driver's grip with four fingers must be relaxed, and thus the steering wheel 110 is not fully grasped to turn the thumb in place to push the hot button 115. Is clear. In FIG. 8b, the driver must again change the grip with four fingers to correspond to the spoke 125 in order to approach and press the hot button 115. In FIG. 8c, again, the driver's four-finger grip must be relaxed, thus fully grasping the steering wheel 110 to turn the thumb in place to press the hot button 120. Clearly not. As shown in FIG. 8b, FIG. 8d shows how the grip on the four fingers must be changed to accommodate the spoke 125 in order for the driver to connect to and press the hot button 120. ing.

  In one embodiment, the actuators 40, 50 are preferably positioned on the annular ring 15 of the steering wheel 10 facing the driver. When positioned in this location, the actuators 40, 50 can be activated when the driver applies downward pressure on the steering wheel using the driver's left or right thumb. FIGS. 9a to 9d show the state where the thumb position of the driver is in the grip of all four fingers (FIGS. 9b and 9c) and the thumb is positioned on the actuators 40 and 50 (FIGS. 9a and 9d). A state where the driver holds the annular ring 15 of the steering wheel 10 is shown. As will be appreciated by those skilled in the art, the actuators 40, 50 may be located at locations other than on the side of the annular ring 15 facing directly to the driver.

  Next, referring to FIG. 10 showing an embodiment of the present invention, the actuators 40 and 50 are connected to a controller 60. The controller 60 has a processor 70. The processor 70 includes a logic circuit 80, a timer 90, and a memory 100. The controller 60 is connected to the right signal circuit 140 and the left signal circuit 150. The right signal circuit 140 includes a right direction indicator lamp (not shown), and the left signal circuit 150 includes a left direction indicator lamp (not shown). A turn indicator stalk switch (not shown) may also be connected to the controller 60.

  In the embodiment of the present invention, when the controller 60 pushes the actuator 40, the right direction indicator lamp (not shown) of the right signal circuit 140 is energized, and when the actuator 50 is pushed, the left side of the left signal circuit 150. The operation of the actuators 40 and 50 is controlled so that a direction indicator lamp (not shown) is energized. When activated, the right and / or left turn indicator lights (not shown) can “flash” as seen in common with all turn indicators.

  FIG. 11 shows a logic circuit according to an embodiment of the present invention. In this embodiment, when the actuator 40 is pressed, the actuator is in the closed position, and the actuator 40 closes the circuit to the controller 60. Similarly, when the actuator 50 is pressed, the actuator closes the circuit to the controller 60. When both actuator 40 and actuator 50 are depressed, controller 60 measures the time that each of actuator 40 and actuator 50 is depressed via timer 90 (shown in FIG. 10). When the measured time exceeds a preset threshold time, for example, 1 second, the controller 60 activates the actuators 40 and 50. When the measurement time is less than the preset threshold time, the controller 60 does not activate the actuators 40 and 50. The preset threshold time may be changed so that the logic circuit 80 of FIG. 10 in the controller 60 activates the actuators 40 and 50 and programmed into the memory 100 shown in FIG. The preset threshold time may be in the range of about 0.5 seconds to about 5 seconds. The preset threshold time is preferably about 1 second. When activated, pressing the actuator 40 results in activation of the right direction indicator lamp (not shown) of the right signal circuit 140, and when the actuator 50 is pressed, the left direction instruction of the left signal circuit 150 is activated. A light (not shown) is energized. When activated, the right and / or left turn indicator lights (not shown) can “flash” as seen in common with all turn indicators.

  FIG. 12 shows a logic circuit of another embodiment of the present invention in which the actuators 40, 50 are of the type shown in FIG. In this embodiment, each of the actuator 40 and the actuator 50 is configured by switch arrays 140 and 150, and each switch array 140 and 150 includes a plurality of switches 160. The switch 160 is normally open (off), and is closed (on) when pressed or selected, and returns to open (off) when deselected. Each of the switches 160 is connected to the controller 60 so that the controller 60 can detect when the switch 160 is in the open or closed position. In typical operation, switch 160 opens and closes an electrical circuit between switch 160 and controller 60. If only the switch 160 corresponding to the thumb size pattern is pressed, the actuators 40, 50 will be recognized by the controller 60 as being in the “on” position. However, when the switch 160 corresponding to a pattern larger than the thumb is pressed, the actuators 40 and 50 are recognized as being in the “off” position. Controller 60 is programmed to determine when switch 160 is pressed in the thumb size pattern. Thus, when the steering wheel 10 is grasped by all four fingers, the pattern switch 160 may be pressed depending on where the driver places his hand on the steering wheel, which is why the thumb is the actuator 40 , 50 exceeds the size of the switch pattern created when one of the buttons is pressed. Under this condition, the controller 60 recognizes that the actuators 40 and 50 are not activated, and the controller 60 recognizes that the actuators 40 and 50 are in the “off” position. However, if the thumb is then placed on the actuators 40, 50, the controller 60 will record that the thumb size pattern of the switch has been pressed, and the controller 60 will at least pre-set the actuators 40, 50. The actuators 40 and 50 are activated when pressed for a predetermined time. When the controller 60 activates the actuators 40, 50, either the actuator 40 or the actuator 50 may be pushed to turn on a corresponding turn indicator light (not shown). When the controller 60 does not activate the actuators 40 and 50, even if either the actuator 40 or the actuator 50 is pressed, the corresponding direction indicator lamp is not turned on.

  In order to deactivate or deactivate the actuators 40, 50, both actuators 40 and 50 are pressed simultaneously and held for a preset threshold time. Referring to FIG. 10, the timer 90 of the controller 60 measures the time that each of the actuator 40 and the actuator 50 is pressed. When the measured time exceeds a preset threshold time, for example, 1 second, the controller 60 releases the activation of the actuators 40 and 50. When the measurement time is less than the preset threshold time, the controller 60 does not cancel the activation of the actuators 40 and 50. The preset threshold time may be changed so that the logic circuit 80 of FIG. 10 in the controller 60 deactivates the actuators 40, 50 and programmed into the memory 100 shown in FIG. The preset threshold time is preferably about 1 second. When the actuators 40 and 50 are deactivated, even if the actuators 40 and 50 are pressed, the corresponding direction indicator lamps are not turned on.

  When driving an automobile equipped with a steering wheel incorporating the present invention, the driver can turn on the vehicle direction indicator using the vehicle's stalk switch. Preferably, the operation of the stalk switch is not altered by incorporating the present invention into the steering wheel, and modifications can be made without changing the technical concepts contained in the description herein. Once the controller 60 activates the actuators 40, 50 as described herein, the actuators 40, 50 can be used to turn on or turn off the vehicle turn signal. Thus, in a preferred embodiment, the actuators 40, 50 operate in parallel with the automotive stalk switch, and the direction indicator turns on when the activated actuator 40 or activated actuator 50 is pressed, and the activated actuator 40. Alternatively, when the activated actuator 50 is released, the actuator is turned off. Unlike conventional stalk switches that turn off when the steering wheel is turned away from the direction of turn, in a preferred embodiment of the present invention, the direction indicator only operates when one of actuator 40 or actuator 50 is pressed. To do. In severe or stressful driving situations, the driver needs to rest on his thumb actuators 40, 50 and push both actuators 40, 50 and keep them in the “on” position for a period of time. After that, only one of the actuators 40 and 50 is used to operate the direction indicator. In the system and apparatus of the present invention, the turn signal does not turn off prematurely or accidentally. Once the actuators 40, 50 are activated, the turn indicator is turned on by pushing one of the actuators 40, 50 and turned off by releasing the pushed actuator.

  In another embodiment employing the actuators 40, 50 of the present invention shown in FIG. 11, two activation settings for the actuators 40, 50 are possible: (1) the actuators 40, 50 are Actuator activation is required at each start of the vehicle or (2) the actuators 40, 50 are activated once and then always activated when the vehicle engine is turned on. The controller 60 is a programmable controller in this embodiment, or alternatively, a computer-based device that allows programming of the actuators 40, 50 for the on / off states of the actuators 40, 50. is there. Thus, when both actuator 40 and actuator 50 are pressed, controller 60 measures the time during which each of actuator 40 and actuator 50 is pressed via timer 90 (shown in FIG. 10). The controller 60 may be pre-programmed with two threshold time ranges, for example, a first threshold time range and a second threshold time range, so that the actuators 40 and 50 are first programmed. Pressing simultaneously for a time within the threshold time range, for example 1-2 seconds, will cause the actuators 40, 50 to be activated during the period when the vehicle engine is turned on. It should be noted that, as will be appreciated by those skilled in the art, the first threshold time range is a fraction of the second threshold time range so that the actuators 40, 50 are activated immediately. It is good that it is short. Further, as will be appreciated by those skilled in the art, any threshold time range embodied with respect to embodiments of the present invention can be varied to suit particular needs and uses. In such a case, the actuators 40 and 50 need to be activated as described each time the vehicle is turned on. However, if the actuators 40, 50 are simultaneously pressed and held through the first threshold time range for a duration within the second threshold time range, eg, 3-5 seconds, the actuators 40, 50 are When the engine is turned on, these actuators are always on so that they are always activated. When the measurement time is within either the first threshold time range or the second threshold time range, the controller 60 activates the actuators 40 and 50. If the measurement time does not reach the first threshold time range, the controller 60 does not activate the actuators 40 and 50. The preset threshold time range can be changed and programmed into the memory 100 shown in FIG. 10 so that the logic circuit 80 of FIG. , 50 is started. The preset threshold time range may be from about 0.5 seconds to about 5 seconds. Preferably, the first preset threshold time range is about 1-2 seconds, and the second preset threshold time range is about 3-5 seconds. When the actuator 40 is activated, when the actuator 40 is pushed, a right direction indicator lamp (not shown) of the right signal circuit 140 is energized as a result, and when the actuator 50 is pushed, a left direction indicator lamp (see FIG. (Not shown) is activated. When energized, a right turn indicator light and / or a left turn indicator light (not shown) can “flash” as seen in common with all turn indicators.

  In yet another embodiment, upon first activation of the actuators 40, 50, a display screen (not shown) provided in the vehicle, such as a liquid crystal display (“LCD”), is a selectable option for “always on”. May be displayed. The use of LCDs in automobiles is well known. Such an automobile LCD is driven by a computer mounted on the automobile. In this embodiment, the controller 60 can interface with an in-vehicle computer, or alternatively, the controller 60 can be programmed so that a hardwired component or in-vehicle computer performs the functions of the controller 60. It may be a component of the in-vehicle computer as either a plugged component or a combination of the two forms. If the vehicle operator enters “yes” in response to being asked to select or reject the “always on” option, for example, the selection of the “always on” option may be the electronic memory or in-vehicle component of the in-vehicle computer. Is stored in a digital storage device, so that the actuators 40, 50 are activated at every subsequent start-up of the vehicle until the setpoint is changed.

  In other embodiments, the system and apparatus of the present invention can be used to control automotive equipment components rather than turn signals. Such an embodiment of the present invention relates to a technique that allows a driver to maintain a four finger grip on a steering wheel while operating a component of an automobile. Such components include air conditioning, access and control of the car audio system or coupling device, access and use of the car navigation system, access and use of the car mobile phone, This includes, but is not limited to, turning the BLUETOOTH® system on and off, accessing the Internet, and shifting the vehicle transmission. Other components that can be controlled by the control system or apparatus of the present invention will be recognized by those skilled in the art.

  In one embodiment, referring to FIG. 13, the actuators 40, 50 function as a computer-driver interface for the controller 60, which are grouped to allow paddle shift or thumb shift of the vehicle transmission 250. Used. Thus, this embodiment provides an integrated automobile thumbshift lever system. In order to use the actuators 40, 50 for thumb shift, the controller 60 sends an electrical signal to the system controller 260 that causes the transmission 250 to change gears. The system controller 260 may be electromechanical or hydraulic mechanical, and such a shift controller is of the type well known in the art for operating a paddle shift transmission. One such system is described in US Pat. No. 7,892,143 (hereinafter “the '143 patent”). The '143 patent also describes a complete paddle shift system including a controller, transmission and clutch that can be configured for use with the present invention. The system controller 260 activates auxiliary systems necessary for shifting the transmission gear, as is well understood by those skilled in the art, such as the transmission itself and a clutch (not shown). It is done. The clutch may be one of a wide variety of types of clutches known in the art, including an electric clutch.

  A non-limiting example is given of how the controller 60 may be programmed to allow the actuators 40, 50 to be used as thumb shift levers. The thumb shift function is exhibited when the vehicle transmission is in the drive position and both actuators 40, 50 are pressed simultaneously for a preset duration. The right actuator 40 controls the shift up through the gear, that is, the shift from the low speed gear, for example, the first gear to the high speed gear, for example, the second gear, and the left actuator 50 is through the gear from the high speed gear to the low speed gear. Control shift down. When both actuators 40, 50 are pressed simultaneously for a preset duration, the controller 60 changes the transmission to the neutral gear position. In another embodiment, the transmission is moved to the neutral position by simultaneously pushing both actuators 40, 50 while pushing the brake pedal of the automobile. Selection of the transmission gear and exiting from the neutral position by either upshifting or downshifting is determined by the vehicle's RPM and / or speed calculated by the onboard computer, so that the gear selection is Without damaging the engine, the selection of such a gear is in the state of the gear corresponding to an output band optimized based on the engine revolutions per minute, as will be appreciated by those skilled in the art. The actuators 40, 50 are deactivated by simultaneous pressing for a preset time that is significantly longer than the duration of shifting the transmission to the neutral position. Once the actuators 40 and 50 as the thumb shift levers are brought into the non-activated state, the control unit of the transmission returns to the original automobile shift state.

  FIG. 14 illustrates the circuit logic of one embodiment of the present invention in which the actuators 40, 50 provide thumb shift functionality to the vehicle. In this embodiment, pressing the actuator 40 causes the actuator 40 to be in the closed position, which closes the circuit to the controller 60. Similarly, pressing the actuator 50 causes the actuator 50 to close the circuit to the controller 60. When both actuator 40 and actuator 50 are depressed, controller 60 measures the time that each of actuator 40 and actuator 50 is depressed via timer 90 (shown in FIG. 13). When the measured time is within the preset threshold time range, the controller 60 activates the actuators 40 and 50. When the measurement time is out of the preset threshold time range, the controller 60 does not activate the actuators 40 and 50. The preset threshold time may be changed so that the logic circuit 80 of FIG. 13 in the controller 60 activates the actuators 40 and 50 and programmed into the memory 100 shown in FIG. Once the actuators 40, 50 are activated, they can be used as thumb shift levers, and the controller 60 presses each of the actuators 40 and 50 via a timer 90 (shown in FIG. 13). Measure time. In this embodiment, two pre-set threshold time ranges, i.e., the first pre-set threshold time range described above for determining whether the actuators 40, 50 are activated and a pre-set neutral range. A time range exists. The preset threshold time range will vary based on the function that the actuators 40, 50 are to perform. For example, to activate the actuators 40, 50 as thumb shift levers, the actuators 40, 50 are preferably pushed for a duration of 1-2 seconds, provided that this duration is from about 0.1 seconds to 1 second or 0. May range from 5 seconds to about 5 seconds. When the actuators 40, 50 are pressed and released at the same time after activation and then pressed again for a duration in a time range of, for example, about 0.1 to about 1 second, the actuators 40, 50 are controlled by the system controller 260. A signal is sent to the controller 60 that the transmission 250 has been moved to the neutral position. When the actuator 40 is activated in this example of the present embodiment, when only the actuator 40 is pushed, as a result, the controller 60 sends a signal to the system controller 260 to actuate the clutch of the vehicle and activate the transmission. Shift to high speed gear. When the actuator 50 is activated in this example of the present embodiment, when only the actuator 50 is pressed, as a result, the controller 60 sends a signal to the system controller 260 to actuate the clutch of the vehicle and activate the transmission. Shift to low gear.

  The embodiment of the present invention utilizing actuators 40, 50 as thumb shift levers as shown in FIG. Further modifications can be made to perform the function. The following non-limiting examples are given to further illustrate such modifications.

Actuator 40, 50 activation : In a vehicle modified to include the system and apparatus of the present invention, when the vehicle ignition device (not shown) is turned on and the vehicle transmission 250 is in the neutral or parked position, the actuator 40 and 50 should be activated. The vehicle operator may then activate the actuators 40, 50 by simultaneously pressing the actuators 40, 50 within the preset threshold time range and simultaneously during the time described further herein. As a variant, when the vehicle ignition device is turned on to stop the vehicle (the transmission 250 is in the driving position and the vehicle operator has applied the vehicle brake), by simultaneously pressing the actuators 40, 50, The actuators 40 and 50 are activated immediately. As further described herein above, once the actuators 40, 50 are activated, pressing the actuator 40 shifts the transmission 250 from, for example, a parking position to a first gear and pressing the actuator 50 causes the transmission to shift. For example, 250 is shifted down from the parking position to the reverse gear. In yet another modification of the present invention, the actuators 40, 50 are immediately engaged with the corresponding gears where the transmission 250 is located when the actuators 40, 50 are activated by simultaneously pressing the actuators 40, 50 during movement of the vehicle. Will be launched.

Actuator 40, 50 Operation : In a motor vehicle modified to include the system and apparatus of the present invention, the following embodiment activates the actuators 40, 50 and is then used as a thumb shift lever. Is shown. In this modification example,
1) Shifting the transmission 250 by pushing the actuator 40 (for example, from the first gear to the second gear)
2) Shifting down the transmission 250 by pressing the actuator 50 (eg, from 2nd gear to 1st gear)
3) Shifting the transmission 250 to the neutral position by pressing both actuators 40, 50 for a first preset threshold duration or time range; and 4) both actuators 40, 50 are Actuators 40, 50 are turned off by pressing for a second preset threshold duration that is longer than one preset threshold duration.

Operation of Actuators 40, 50—Another Modification : In a vehicle modified to include the system and apparatus of the present invention, the following example turns on the ignition device (not shown) of the vehicle and actuators 40, 50 , And then used as a thumbshift lever to move the vehicle transmission 250 to a neutral or parking position. In this modification example,
1) Shifting the transmission 250 to the neutral position by simultaneously pressing both actuators 40, 50 for a first preset threshold time range or duration;
2) The transmission device 250 is moved to the parking position by continuously pressing the actuators 40, 50 simultaneously for a second preset threshold duration longer than the first preset threshold duration (shifting). The parking position of the device 250 cannot be accessed at all times if the car is not completely stopped)
3) In an automobile brought to the parking position as described in step 2) above, both actuators 40 and 50 are disclosed and then simultaneously activated for the first preset threshold duration. Pressing to shift transmission 250 to the neutral position, and 4) a third preset that is longer than both the first preset threshold duration and the second preset threshold duration. By simultaneously depressing the actuators 40, 50 for the set threshold duration, the actuators 40, 50 are deactivated or turned off.

Use of actuators 40, 50 to move the vehicle forward : In a vehicle modified to include the system and apparatus of the present invention, the following embodiment turns on the ignition device (not shown) of the vehicle and actuator 40 , 50, and then used as a thumb shift lever to move the vehicle transmission 250 from the parking position or the neutral position to the forward gear. In this modification example,
1) Pushing the actuator 40 puts the transmission 250 in the first gear, the vehicle will move forward, and
2) In the modified embodiment of this modification, by simultaneously pressing the actuator 40 while pressing the brake pedal of the automobile, the transmission 250 is brought into the first gear state, and the automobile moves forward until the brake pedal is released. Does not move.

Use of Actuators 40, 50 to Move the Vehicle Backward : In a vehicle modified to include the system and apparatus of the present invention, the following embodiment turns on the ignition device (not shown) of the vehicle and actuator 40 , 50, and then used as a thumb shift lever to move the vehicle transmission 250 from the parking position or the neutral position to the reverse gear. In this modification example,
1) When the transmission 250 is in either the neutral position or the parking position by pushing the actuator 50, it should be immediately put into the reverse position of the transmission 250;
2) In another embodiment of this modification, the transmission 250 when the vehicle is stopped in either the neutral position or the parking position with the brake pedal of the vehicle being pressed by pressing the actuator 50. The retreat position of can be entered immediately.

Use of actuators 40, 50 while the vehicle is in a reverse state : In a vehicle modified to include the system and apparatus of the present invention, the following example turns on the ignition device (not shown) of the vehicle and the actuator 40 and 50 are activated, and then the transmission 250 of the automobile is moved from the reverse gear position to the parking position, neutral position or forward gear position using the thumb shift lever. In this modification example,
1) Neutral position of transmission 250 is immediately entered by simultaneously pressing actuators 40, 50 while the transmission of the vehicle is in the retracted position and the vehicle is moving backward, and 2) The transmission of the vehicle By simultaneously pressing the actuators 40, 50 while the vehicle is in the retracted position and the vehicle is stopped, the actuators 40, 50 are for a first preset threshold duration as described herein above. If depressed, the transmission neutral position is entered, or, as a variant, the actuators 40, 50 have a second preset threshold duration longer than the first preset threshold duration. Simultaneously, the transmission 250 is brought to the parking position, and 3) the transmission 250 is in the retracted position and While the car is stopped, by pressing the actuator 40, the transmission 250 to the first speed gear state.

  In another embodiment, such as that shown in FIG. 15, the controller 60 controls the available equipment components 340 and equipment component functions originally installed in the vehicle and provided in the automobile, and integrated. It is connected to an interface controller 360 that provides an automotive component control system. For example, the interface controller 360 may be a computer-driver interface, such as BMW IDRIVE. This IDRIVE, indicated by equipment component 340 in FIG. 15 and a similar system provided in some form by many automobile manufacturers, provides the operator with various equipment components in the automobile, such as air conditioning systems, audio systems, navigation systems, etc. Provides the ability to control the settings and operation of mobile phones, BLUETOOTH® devices and Internet access systems. The available equipment components and their functions are located either through a display screen 380 often located in the center of the dashboard of the car facing the front seat passenger or between the speedometer and tachometer. In many cases, it is made visible through either a small screen provided in the driver's instrument panel for the driver, a HUD projected on the windshield in front of the driver, or a combination of these readouts. . In this embodiment, the interface controller 360 allows the operator to assign a specific function to either the actuator 40 or the actuator 50, and the function selection is a system selector, such as a dial, originally attached to the vehicle. This is done by using a mouse, a joystick or a touch screen function built into this display screen 380. Such system selector functions are widely used in commercial vehicles including passenger cars and are therefore understood by those skilled in the art.

  As an example of the embodiment of the present invention shown in FIG. 15, the interface controller 360 is programmed so that an operator can assign a specific function to either the actuator 40 or the actuator 50, such a program being , Stored in memory (denoted by reference numeral 100 in FIG. 15) and once the actuators 40, 50 are activated in accordance with the method of the present invention, which equipment component or function that the actuating actuators 40, 50 will affect. Control whether there is. Selection of the function of the equipment component is performed by using a system selector, such as a dial, a mouse, a joystick or a touch screen function built into the display screen 380, which is inherent to the vehicle. As a variant, the controller 60 may be programmed to perform the functions of the interface controller 360 as described above. At vehicle start-up, the vehicle operator turns both the actuator 40 and the actuator 50 on for a preset duration, i.e., the first time, without starting the engine by turning on the vehicle power. Are simultaneously pressed during this interval, thereby resulting in activated actuators 40,50. Without releasing the actuators 40, 50, the vehicle operator continues to push the actuators 40, 50 for an additional preset duration longer than the first interval, i.e., the second interval. For convenience, during the first and second intervals, a signal indicating that the actuators 40, 50 are being pressed for an appropriate preset duration is provided such that an audible signal exits an audio speaker in the vehicle. It should be sent to the operator. After pressing the actuators 40, 50 for a preset second time period, the signal is sent to the interface controller 360 via the controller (60), whereby the interface controller 360 causes the actuators 40, 50 to A mode is entered that assigns which equipment components and functions are assigned to operate. As the interface controller 360 enters a mode that assigns which equipment components and functions it is assigned to operate the actuators 40, 50, an audible signal and / or a display on the display screen 380 is obtained. . The vehicle operator can then switch or scroll through the available equipment components and functions of the vehicle by means of the controller 360 and optionally a selector originally attached to the vehicle connected to the controller 60. Process steps for selecting automotive equipment components and functions may be displayed on display screen 380. When the vehicle operator selects a desired key component or function, for example by highlighting the selection on the display screen 380 and then entering the selection at the display screen 380, the vehicle operator then selects the corresponding actuator. Press one of the actuators 40, 50 assigned to the highlighted function for a preset duration. With the assignment of actuator 40 or actuator 50, an audible signal and / or a display on display screen 380 is obtained that indicates to the vehicle operator that the assignment was successful. It should be noted that the assignment of equipment components or functions to the actuators 40, 50 can be performed by the interface controller 360 and the display screen 380 even when the actuators 40, 50 are not activated. In such a modification of the invention, the selection result is stored in the in-vehicle computer memory of the automobile until, for example, the actuators 40, 50 are activated. In another embodiment, the interface controller 360, display screen 380, or other input / output device used in the vehicle's in-vehicle computer can be used to activate / deactivate the actuators 40,50.

  In another embodiment of the present invention, the duration that the actuators 40, 50 are pressed either simultaneously or individually depends on which type of equipment component and function is assigned to the actuator. It can be said that it corresponds to different functionality. For example, if the actuators 40, 50 are assigned to control a car audio system, various functions such as pause, next track, previous track, rewind (Rewind) or fast forward means that the actuator 40 and / or the actuator 50 is short duration, many short durations, long durations, or any combination of these durations. It can be said that it corresponds to pushing during. Such control functionality is known to be used for IPOD headphones, such as remote IPOD connected to the right ear wire of the headphones, as will be readily understood by those skilled in the art.

  In another embodiment employing the actuators 40, 50 of the present invention as shown in FIG. 16, two activation settings for the actuators 40, 50 are possible: (1) Actuators 40, 50 Requires actuator activation at each start of the vehicle, or (2) the actuators 40, 50 are activated once and then always activated when the vehicle engine is turned on. The controller 60 is a programmable controller in this embodiment, or alternatively, a computer-based device that allows programming of the actuators 40, 50 for the on / off states of the actuators 40, 50. is there. Thus, when both actuator 40 and actuator 50 are pressed, controller 60 measures the time that each of actuator 40 and actuator 50 is pressed via timer 90 (shown in FIG. 15). The controller 60 may be pre-programmed with two threshold time ranges, for example, a first threshold time range and a second threshold time range, so that the actuators 40 and 50 are first programmed. Pressing simultaneously for a time within the threshold time range, for example 1-2 seconds, will cause the actuators 40, 50 to be activated during the period when the vehicle engine is turned on. However, if the actuators 40, 50 are simultaneously pressed and held through the first threshold time range for a duration within the second threshold time range, eg, 3-5 seconds, the actuators 40, 50 are When the engine is turned on, these actuators are always activated so that they are always on. When the measurement time is within either the first threshold time range or the second threshold time range, the controller 60 activates the actuators 40 and 50. If the measurement time does not reach the first threshold time range, the controller 60 does not activate the actuators 40 and 50. The preset threshold time range can be changed and programmed into the memory 100 shown in FIG. 15, so that the logic circuit 80 of FIG. , 50 is started. The preset threshold time range may be from about 0.5 seconds to about 5 seconds. The first preset threshold time range may be about 0.1 to 2 seconds, and the second preset threshold time range is the first preset threshold time range. Longer than that is preferred. When activated, pressing the actuator 40 causes the interface controller 360 to initiate the function of the instrument component 340, while pressing the functioning actuator 50 causes the interface controller 360 to switch to another component of the instrument component 340. Start the function. For example, the system and apparatus of the present invention can now be understood by those skilled in the art by pressing the actuator 40 so that the controller 60 sends a signal to the interface controller 360, thereby turning on the compact disc player of the automobile, In contrast, pressing the actuator 50 can be programmed to cause the controller 60 to send a signal to the interface controller 360 to turn off the compact disc player of the automobile. Other variations and substitutions of this embodiment can be conceived by those skilled in the art. Process steps for selecting automotive equipment components and functions can be displayed on display screen 380. When the vehicle operator selects a desired key component or function, for example by highlighting the selection on the display screen 380 and then entering the selection at the display screen 380, the vehicle operator then selects the corresponding actuator. Press one of the actuators 40, 50 assigned to the highlighted function for a preset duration. With the assignment of actuator 40 or actuator 50, an audible signal and / or a display on display screen 380 is obtained that indicates to the vehicle operator that the assignment was successful.

  In yet another embodiment, the logic diagram shown in FIG. 12 shows that the functions of the automotive equipment component (not shown) are the “Left Direction Indicator On” and “Right Direction Indicator On” functions shown in FIG. Can be modified for the operation of automotive equipment components (not shown). Referring to FIG. 12, the actuator 40 and the actuator 50 that are suitable for the purpose of this embodiment are respectively composed of switch arrays 140 and 150, and each switch array 140 and 150 includes a plurality of switches 160. . The switch 160 is normally open (off), and is closed (on) when pressed or selected, and returns to open (off) when deselected. Each of the switches 160 is connected to the controller 60 so that the controller 60 can detect when the switch 160 is in the open or closed position. In typical operation, switch 160 opens and closes an electrical circuit between switch 160 and controller 60. If only the switch 160 corresponding to the thumb pattern is pressed, the actuators 40, 50 will be recognized as “on” by the controller 60. However, if the switch 160 corresponding to a pattern larger than the thumb size pattern is pressed, the actuators 40, 50 will be recognized as “off”. Controller 60 is programmed to determine when switch 60 is pressed with a thumb size pattern. Thus, if all four fingers of the steering wheel 10 are gripped, the thumb created when the thumb presses the actuators 40, 50 depending on where the driver places his hand on the steering wheel. It is preferable that the pattern of the switch 160 exceeding the size of the size pattern is pressed. Under this condition, the controller 60 does not activate the actuators 40, 50, and the controller 60 recognizes that the actuators 40, 50 are in the “off” position. However, if the thumb is placed on the actuators 40, 50, the controller 60 will record that the switch thumb size pattern has been pressed, and the controller 60 will have at least a preset threshold for the actuators 40, 50. Actuators 40 and 50 are activated when pressed for a period of time. When the controller 60 activates the actuators 40, 50, either the actuator 40 or the actuator 50 can be pushed to initiate the corresponding function of the vehicle equipment component (not shown). If the controller 60 does not activate the actuators 40, 50, pressing either one of the actuators 40 or 50 will not initiate the corresponding function of the automotive equipment component (not shown).

  The emergence of “hands-free” controls in vehicles was mainly in response to the desire to keep the driver's hand on the steering wheel. There are many directives that the driver wants to remain secret. In another embodiment of the present invention, the actuator 40 and / or the actuator 50 is used by the driver to send a rescue signal to 911 in a tranquil manner while appearing to simply drive the car with two hands. Yes, in this case, controller 60 is programmed to send a rescue signal to No. 911 when actuator 40 and / or actuator 50 are pressed in a pre-programmed sequence. In vehicles equipped with a GPS system, the rescue signal also sends a real-time location to the police and is potentially also provided in the vehicle to activate a hidden camera that captures a photo or video of the offender.

  Embodiments of the present invention activate a turn indicator, control the high beam light function of the headlights, control fog lights, activate automotive sound and / or entertainment systems, activate automotive mobile phone operations. Activating the BLUETOOTH® system, activating the car navigation system, activating the rear seat DVD player in the car, activating the IPOD connected to the car entertainment system, activating the window / sunroof control, The parking assistance camera may be activated and used in a vehicle to access and activate the vehicle night vision system. Embodiments of the present invention may also be adapted for use on military vehicles such as HUMVEE, JEEP and trucks. With the system and apparatus described herein of incorporating the actuator into the vehicle steering wheel, the military vehicle operator activates the radio, sends a rescue signal, activates the vehicle navigation system, activates the vehicle lights. Or the vehicle weapon system can be activated. A single military vehicle operator can, for example, rotate the turret gun using the actuator 50 or fire it using the actuator 40, keeping everything firmly in the car's steering wheel Can be done. Embodiments of the present invention can also be used in industrial or agricultural vehicles, ships, fire engines, ambulances, armored cars, police cars, ATVs and golf carts.

  Thus, in accordance with the present invention, there is provided a turn signal activation switch and system and vehicle control system and apparatus for actuating a vehicle component integral with a steering wheel rim that fully satisfies the objects, intents and advantages described above. Is clear.

  Although the present invention has been described in connection with specific embodiments thereof, it is evident that many changes, modifications and variations will occur to those skilled in the art in light of the above description. Accordingly, the scope of the present invention is not limited by the above description. On the contrary, the invention includes all such modifications, modifications and variations that fall within the spirit and scope of the invention as defined by the appended claims.

Preferred embodiments of the present invention are as follows.
[Aspect 1]
An integrated automotive equipment component control system for an automotive steering wheel having an automotive equipment component with an annular ring and function, the integrated automotive equipment component control system comprising:
A left actuator, wherein the left actuator is attached to the steering wheel annular ring between a 9 o'clock position and a 12 o'clock position on the steering wheel annular ring;
Including a right actuator, the right actuator being attached to the steering wheel annular ring between a 3 o'clock position and a 12 o'clock position on the steering wheel annular ring;
A controller, the controller being coupled to the left and right actuators, the controller being further connected to the automotive equipment component;
The left actuator and the right actuator do not overlap,
The controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset threshold time, and thus the activated left actuator and An activated right actuator is provided,
The function of the automotive equipment component is activated when an actuator is pressed, and the actuator is selected from the group consisting of the left actuator and the right actuator.
[Aspect 2]
The integrated automotive component control system according to aspect 1, wherein each of the right actuator and the left actuator includes a switch array.
[Aspect 3]
The integrated automotive component of claim 2, wherein the controller activates the left and right actuators when a switch thumb size pattern in the switch array of each of the left and right actuators is pressed simultaneously. Control system.
[Aspect 4]
The integrated vehicle of aspect 1, wherein the automotive component is selected from the group consisting of a sound system, an entertainment system, a radio, a compact disc player, a connection device, a mobile phone, a navigation system, an Internet access system and a BLUETOOTH® system. Shaped automotive equipment component control system.
[Aspect 5]
The integrated automotive component of claim 5, wherein the controller activates the left and right actuators when a switch thumb size pattern in the switch array of each of the left and right actuators is pressed simultaneously. Control system.
[Aspect 6]
The end of the left actuator is positioned near the 9 o'clock position on the steering wheel annular ring, and the opposite end of the left actuator is positioned near the 12 o'clock position on the steering wheel annular ring. The integrated automotive component control system of aspect 1, wherein the left actuator is dimensioned to span a distance between a 9 o'clock position and a 12 o'clock position.
[Aspect 7]
The end of the left actuator is positioned near the 3 o'clock position on the steering wheel annular ring, and the opposite end of the left actuator is positioned near the 12 o'clock position on the steering wheel annular ring. The integrated automotive component control system of aspect 1, wherein the left actuator is dimensioned to span a distance between a 3 o'clock position and a 12 o'clock position.
[Aspect 8]
The integrated automotive component control system of claim 1, further comprising means for generating an audible signal, wherein the audible signal sounds when either the left actuator or the right actuator is pressed.
[Aspect 9]
An integrated automotive equipment component control system for an automotive steering wheel having an annular ring with a skin layer and an automotive equipment component, the automotive equipment component having a plurality of functions, the integrated automotive equipment component control system Is
Including a left actuator, the left actuator being attached to the steering wheel annular ring between a 9 o'clock position and a 12 o'clock position on the steering wheel annular ring, the left actuator being covered by the skin layer ,
A right actuator, wherein the right actuator is attached to the steering wheel annular ring between a 3 o'clock position and a 12 o'clock position on the steering wheel annular ring, the right actuator being covered by the skin layer. ,
A controller, the controller is connected to the left and right actuators, the controller is further connected to a system controller, and the system controller has at least a first function and a second function. It is supposed to start
The left actuator and the right actuator do not overlap,
The controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset threshold time, and thus the activated left actuator and An activated right actuator is provided,
The first function is activated when the left actuator in the activated state is pressed,
The second function is an integrated automotive equipment component control system that is activated when the activated right actuator is pressed.
[Aspect 10]
The integrated automotive component control system of aspect 13, wherein each of the right actuator and the left actuator comprises a switch array.
[Aspect 11]
The integrated automotive component of claim 14, wherein the controller activates the left and right actuators when a switch thumb size pattern in the switch array of each of the left and right actuators is pressed simultaneously. Control system.
[Aspect 12]
The integrated vehicle of aspect 16, wherein the automotive component is selected from the group consisting of a sound system, an entertainment system, a radio, a compact disc player, a connecting device, a mobile phone, a navigation system, an Internet access system and a BLUETOOTH® system. Shaped automotive equipment component control system.
[Aspect 13]
The integrated automotive component control system of aspect 16, wherein each of the right actuator and the left actuator comprises a switch array.
[Aspect 14]
19. The integrated automotive component of claim 18, wherein the controller activates the left and right actuators when a thumb size pattern of switches in the switch array of each of the left and right actuators is pressed simultaneously. Control system.
[Aspect 15]
The integrated automotive component control system according to aspect 13, wherein the left actuator and the right actuator are molded in the annular ring of the steering wheel.
[Aspect 16]
The integrated automotive equipment component control system is mounted on a motor vehicle selected from the group consisting of automobiles, HUMVEE, JEEP, trucks, electric agricultural machines, military vehicles, ships, all-terrain vehicles and golf carts. The integrated automotive equipment component control system according to aspect 13.
[Aspect 17]
An integrated automotive thumb shift lever system for an automotive steering wheel having an annular ring and an automotive transmission, the integrated automotive thumb shift lever system comprising:
A left actuator, wherein the left actuator is attached to the steering wheel annular ring between a 9 o'clock position and a 12 o'clock position on the steering wheel annular ring;
Including a right actuator, the right actuator being attached to the steering wheel annular ring between a 3 o'clock position and a 12 o'clock position on the steering wheel annular ring;
A controller, wherein the controller is coupled to the left and right actuators, the controller is further connected to the automotive component, and the system controller is adapted to operate the transmission. And
The left actuator and the right actuator do not overlap,
The controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset threshold time, and thus the activated left actuator and An activated right actuator is provided,
The system controller is activated when an actuator is pressed, the actuator is selected from the group consisting of the left actuator and the right actuator, and the system controller is configured to press one of the right actuator and the left actuator. An integrated automobile thumbshift lever system that shifts up the transmission and downshifts the transmission when the other of the right and left actuators is pressed.
[Aspect 18]
18. The integrated automobile thumb shift lever system according to aspect 17, wherein the system controller shifts the transmission to a neutral position when the activated left actuator and the activated right actuator are simultaneously pressed.
[Aspect 19]
The integrated vehicle thumb according to aspect 17, wherein the system controller shifts the transmission to a parking position when the left actuator in the activated state and the right actuator in the activated state are simultaneously pressed and the vehicle is not moving. Shift lever system.
[Aspect 20]
18. The integrated automotive thumbshift lever system of aspect 17, wherein each of the right actuator and the left actuator has a switch array.

Claims (51)

An integrated automotive equipment component control system,
Including an automobile steering wheel with an annular ring,
Including a left actuator, the left actuator being attached to the steering wheel annular ring between a 9 o'clock position and a 12 o'clock position on the annular ring;
Including a right actuator, the right actuator being attached to the steering wheel annular ring between a 3 o'clock position and a 12 o'clock position on the annular ring;
A controller, wherein the controller is coupled to the left and right actuators;
An interface controller, wherein the interface controller is connected to the controller;
An automotive equipment component, the automotive equipment component having a function and connected to the controller;
The left actuator and the right actuator do not overlap,
The controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset first threshold time, thus A left actuator and an activated right actuator are provided,
The actuator can be pushed while maintaining a state in which the steering wheel is completely wrapped and gripped by four fingers,
Starting state of the actuator is pressed, the component is changed the operation of the automotive component and Ru, optionally activated state der after actuator activation state is released,
The left and right actuators can operate at least one function or multiple functions of different selectable automotive function components ;
Components and functions that the interface controller is assigned to operate on the activated actuator when the left actuator and the right actuator are pressed simultaneously and held for a preset second threshold time Enter the mode for assigning,
Integrated automotive component control system.   The integrated automotive equipment component control system of claim 1, wherein the component is a video system.   The integrated automotive equipment component control system according to claim 2, wherein the video system is a camera system.   The integrated automotive equipment component control system of claim 1, wherein the component is an entertainment system.   The integrated automotive equipment component control system of claim 1, wherein the component is a navigation system.   The integrated automotive equipment component control system of claim 1, wherein the component is a global positioning system.   The integrated automotive equipment component control system of claim 1, wherein the component is a transmission system.   The integrated automotive equipment component control system of claim 1, wherein the component is a lighting system.   The integrated automotive equipment component control system of claim 1, wherein the component is a communication system.   The integrated automotive equipment component control system of claim 9, wherein the communication system is a short-range wireless system.   The integrated automotive equipment component control system of claim 9, wherein the communication system is an Internet access system.   The integrated automotive component control system of claim 1, wherein the component is a computer-driver interface.   The computer-driver interface includes BMW® iDrive system, Audi® MMI system, Mercedes® Command system, Lexus® Remote Touch system, Ford® Sync system, and MyFord The integrated automotive component control system of claim 12, wherein the integrated automotive component control system is at least one member of the group consisting of Touch® systems.   The integrated automotive equipment component control system according to claim 1, wherein when the activated actuator is pressed, the operation of the automotive equipment component is changed by the controller in accordance with a program. The annular ring further includes a skin,
The left actuator is covered by the skin;
The integrated automotive component control system of claim 1, wherein the right actuator is covered by the skin.   The integrated vehicle component control system is a vehicle selected from the group of automobiles, four-wheel drive vehicles, trucks, agricultural vehicles, military vehicles, ships, all-terrain vehicles, and golf carts. An integrated automotive equipment component control system as described. The left actuator is attached to the steering wheel annular ring with one end of the left actuator oriented toward the 9 o'clock position and the other end of the left actuator oriented toward the 12 o'clock position,
The right actuator is attached to the steering wheel annular ring with one end of the right actuator oriented toward the 3 o'clock position and the other end of the right actuator oriented toward the 12 o'clock position. The integrated automotive equipment component control system of claim 1. The left actuator further comprises a switch array,
The right actuator further comprises a switch array;
The integrated vehicle of claim 1, wherein the controller activates the left actuator and the right actuator when a thumb size pattern of switches in the switch array of each of the left and right actuators is pressed simultaneously. Equipment component control system. A system controller connected to the controller;
The integrated automotive component control system of claim 1, wherein the system controller is adapted to change operation of the automotive component.   The integrated automotive equipment component control system according to claim 1, wherein the operation includes activation of the component.   The integrated automotive component control system of claim 1, wherein the operation includes stopping the component. An integrated automotive equipment component control system for an automotive steering wheel having an annular ring with a skin layer and an automotive equipment component, the automotive equipment component comprising: a sound system, an entertainment system, a radio, a compact disc player, a connection device, Selected from the group consisting of a mobile phone, a navigation system, an Internet access system, and a short-range wireless system, the automotive equipment component has a plurality of functions, and the integrated automotive equipment component control system comprises:
Including a left actuator, the left actuator being attached to the steering wheel annular ring between a 9 o'clock position and a 12 o'clock position on the steering wheel annular ring, the left actuator being covered by the skin layer ,
A right actuator, wherein the right actuator is attached to the steering wheel annular ring between a 3 o'clock position and a 12 o'clock position on the steering wheel annular ring, the right actuator being covered by the skin layer. ,
A controller, the controller is connected to the left and right actuators, the controller is further connected to a system controller, and the system controller has at least a first function and a second function. It is supposed to start
The left actuator and the right actuator do not overlap,
The controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset threshold time, and thus the activated left actuator and An activated right actuator is provided,
The actuator can be pushed while maintaining a state in which the steering wheel is completely wrapped and gripped by four fingers,
The first function is activated when the activated left actuator is pressed, and the second function is activated when the activated right actuator is depressed,
The component is optionally in an activated state after the activated actuator is released;
The integrated left and right actuators are capable of operating at least one function or a plurality of functions of different selectable vehicle function components.   24. The integrated automotive component control system of claim 22, wherein each of the right actuator and the left actuator comprises a switch array.   24. The integrated automotive device of claim 23, wherein the controller activates the left and right actuators when a thumb size pattern of switches in the switch array of each of the left and right actuators is pressed simultaneously. Component control system.   23. The integrated automotive component control system of claim 22, wherein the left actuator and the right actuator are molded in the annular ring of the steering wheel.   The integrated automotive equipment component control system is applied to a motor vehicle selected from the group consisting of an automobile, a small and robust four-wheel drive automobile, a truck, an electric agricultural machine, a military vehicle, a ship, an all-terrain vehicle, and a golf cart. 24. The integrated automotive equipment component control system of claim 22 installed. An integrated automotive thumb shift lever system for an automotive steering wheel having an annular ring and an automotive transmission, the integrated automotive thumb shift lever system comprising:
A left actuator, wherein the left actuator is attached to the steering wheel annular ring between a 9 o'clock position and a 12 o'clock position on the steering wheel annular ring;
Including a right actuator, the right actuator being attached to the steering wheel annular ring between a 3 o'clock position and a 12 o'clock position on the steering wheel annular ring;
A controller, wherein the controller is coupled to the left and right actuators, the controller is further connected to a system controller, and the system controller is adapted to operate the transmission. ,
The left actuator and the right actuator do not overlap,
The controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset threshold time, and thus the activated left actuator and An activated right actuator is provided,
The actuator can be pushed while maintaining a state in which the steering wheel is completely wrapped and gripped by four fingers,
The system controller is activated when an activated actuator is pressed, and the activated actuator is selected from the group consisting of the activated left actuator and the activated right actuator, and the system controller includes: When one of the right actuator in the activated state and the left actuator in the activated state is pressed, the transmission is shifted up, and the other of the right actuator in the activated state and the left actuator in the activated state is pressed; Downshift the transmission ,
An integrated automobile thumbshift lever system in which the transmission remains in the shifted gear after the activated actuator is released .   28. The integrated vehicle thumb shift lever system of claim 27, wherein the system controller shifts the transmission to a neutral position when the activated left actuator and the activated right actuator are pressed simultaneously.   28. The integrated vehicle according to claim 27, wherein the system controller shifts the transmission to a parking position when the activated left actuator and the activated right actuator are pressed simultaneously and the vehicle is not moving. Thumb shift lever system.   28. The integrated automotive thumbshift lever system of claim 27, wherein each of the right actuator and the left actuator comprises a switch array.   The monolithic structure of claim 1, wherein the left actuator has an arc segment length of about 2 inches (5.08 cm) and the right actuator has an arc segment length of about 2 inches (5.08 cm). Automotive equipment component control system.   The left actuator ends at 11 o'clock and covers a portion of the annular ring extending in a counterclockwise direction toward the 9 o'clock position, and the right actuator terminates at 1 o'clock and 3 o'clock 32. The integrated automotive component control system of claim 31, covering a portion of the annular ring extending in a clockwise direction toward the position.   The component has a plurality of functions, and the controller activates the first function when the activated left actuator is pressed, and the controller activates the second function when the activated right actuator is depressed. The integrated automotive equipment component control system of claim 1, wherein the system is configured to activate the system.   The component has a plurality of functions, and the controller activates the first function when the activated left actuator is pressed, and the controller activates the second function when the activated right actuator is depressed. The integrated automotive equipment component control system of claim 18, wherein the integrated automotive equipment component control system is configured to activate.   23. The monolithic one of claim 22, wherein the left actuator has an arc segment length of about 2 inches (5.08 cm) and the right actuator has an arc segment length of about 2 inches (5.08 cm). Automotive equipment component control system.   The left actuator ends at 11 o'clock and covers a portion of the annular ring extending in a counterclockwise direction toward the 9 o'clock position, and the right actuator terminates at 1 o'clock and 3 o'clock 36. The integrated automotive component control system of claim 35, covering a portion of the annular ring extending in a clockwise direction toward the position.   The controller is configured to activate a first function when the activated left actuator is pressed and activate a second function when the activated right actuator is depressed. 23. The integrated automotive equipment component control system according to 22.   The controller is configured to activate a first function when the activated left actuator is pressed and activate a second function when the activated right actuator is depressed. 25. The integrated automotive equipment component control system according to 24.   28. The single piece of claim 27, wherein the left actuator has an arc segment length of about 2 inches (5.08 cm) and the right actuator has an arc segment length of about 2 inches (5.08 cm). Automotive equipment component control system.   The left actuator ends at 11 o'clock and covers a portion of the annular ring extending in a counterclockwise direction toward the 9 o'clock position, and the right actuator terminates at 1 o'clock and 3 o'clock 40. The integrated automotive component control system of claim 39, covering a portion of the annular ring extending in a clockwise direction toward the position.   31. The integrated automotive device of claim 30, wherein the controller activates the left and right actuators when a thumb size pattern of switches in the switch array of each of the left and right actuators is pressed simultaneously. Component control system.   The component has a plurality of functions, one of the left actuator and the right actuator has a plurality of switches, and the controller activates a first activation of the left actuator and the right actuator. When the actuator in the state is pressed, one of the plurality of functions is activated, and when the actuator in the second activation state among the left actuator and the right actuator is pressed, The integrated automotive equipment component control system of claim 1, wherein the system is configured to activate one of the two.   The controller activates a first function of the plurality of functions when an actuator in a first activation state of the left actuator and the right actuator is pressed, and the controller activates the first function of the left actuator and the right actuator. 43. The integrated automotive equipment component control system according to claim 42, wherein the system is configured to activate a second function of the plurality of functions when an actuator in a second activated state is pressed.   One of the left actuator and the right actuator has a plurality of switches, and the controller, when the first activated actuator of the left actuator and the right actuator is pressed, One of the functions is activated, and one of the plurality of functions is activated when a second activated actuator of the left actuator and the right actuator is pressed. 24. The integrated automotive equipment component control system of claim 22.   The controller activates a first function of the plurality of functions when an actuator in a first activation state of the left actuator and the right actuator is pressed, and the controller activates the first function of the left actuator and the right actuator. 45. The integrated automotive equipment component control system according to claim 44, wherein the system is configured to activate a second function of the plurality of functions when an actuator in a second activated state is pressed.   The controller activates the function when a first thumb size pattern of one of the activated left actuator and the activated right actuator is pressed, and activates the activated left actuator and The integrated automotive component control system of claim 1, configured to activate the function when a second thumb size pattern of the one of the activated right actuators is pressed.   The function includes a plurality of functions, and the controller controls the plurality of the plurality of functions when a first thumb size pattern of one switch of the activated left actuator and the activated right actuator is pressed. When the first function of the functions is activated and a second thumb size pattern of the one switch of the activated left actuator and the activated right actuator is pressed, the plurality of functions are activated. The integrated automotive component control system of claim 1, wherein the integrated automotive component control system is configured to activate a second function.   The controller activates a first function of the plurality of functions when a first thumb size pattern of one switch of the activated left actuator and the activated right actuator is pressed. When the second thumb size pattern of the one of the activated left actuator and the activated right actuator is pressed, the first function of the plurality of functions is activated. 25. The integrated automotive equipment component control system of claim 24, configured as follows.   The controller activates a first function of the plurality of functions when a first thumb size pattern of one switch of the activated left actuator and the activated right actuator is pressed. When the second thumb size pattern of the one of the activated left actuator and the activated right actuator is pressed, the second function of the plurality of functions is activated. 25. The integrated automotive equipment component control system of claim 24, wherein the integrated automotive equipment component control system is configured.   The component has a plurality of functions, and the controller is configured to cause the interface controller to start the function of the equipment component when the activated left actuator is pressed, and the activated right actuator The integrated automotive equipment component control system of claim 1, wherein when the is pressed, the interface controller is configured to initiate different functions of the equipment component. Components and functions assigned to the controller to operate the activated actuator when the left actuator and the right actuator are simultaneously pressed and held for a preset second threshold time. 23. The integrated automotive equipment component control system of claim 22 that enters a mode for assignment.

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