NO20023929L - Device with switch-equipped steering wheel - Google Patents

Description

The present invention relates to a device for a switch-equipped steering wheel on a vehicle, such as e.g. a car, where at least one function switch is arranged to control an associated vehicle-related or vehicle accessory-related function. More specifically, the invention relates to a device as stated in the preamble of the attached independent claims 1, 8 and 20.

Thus, the present invention relates to the use of one or more types of function switches that are implemented in steering wheels or similar control devices for use in automobiles and other land/water vehicles or in spaces that require a human driver. Thus, when the description and the claims are related to a vehicle in general, it is to be understood that the invention is applicable to any vehicle or craft.

Furthermore, the present invention relates to an interactive system for the use of a switch device, mounted on the steering wheel of a vehicle, for example a car, where the switch device is directly or indirectly designed to control or control vehicle functions and/or additional functions, as stated in the preamble of the attached, independent claims 29 and 30.

As is commonly known in connection with the operation of vehicle functions and/or additional functions, the operating devices for vehicle functions and/or additional functions are located over a large area of the vehicle's instrument panel, and often the operating devices are either not systematically located or well enough marked, or are difficult to find out.

The present invention thus also aims to provide an interactive system of the type mentioned at the outset in which operation of vehicle functions and/or additional functions is greatly simplified and made far more transparent than what is currently possible and otherwise known.

A driver of a modern car has a very large number of functions to deal with, as well as an increasingly dense and more complex traffic picture to keep an eye on. The modern car has gradually become a high-tech unit with advanced instruments that are linked to comfort and safety, and which will eventually have additional functions implemented related to e.g. mobile phones, the Internet, e-mail, TV/video, navigation, map display etc. That is why has also become an ever-increasing focus on the conflict that exists between the desire to use driving time efficiently both for driving and for e.g. telephone calls, and at the same time the consideration of road safety.

Authorities all over the world are becoming increasingly concerned with road safety and especially how mobile phone use affects the driver in traffic. Today there is a so-called "hands-free" system for mobile phone use in the car. This means that the microphone and speaker are permanently mounted in the car with a connection to the mobile phone, which can be fixed or removable in a stand, or can be permanently mounted in the car. A disadvantage of this is that the driver still has to use the keyboard for, for example, calling a subscriber. This means, in addition to often installing such a mobile phone outside the driver's normal field of vision when driving the car, that the driver also has to deal with many buttons for entering numbers, symbols and other data on the phone. Gradually, mobile phones have also become so small that considerable precision is required to be able to hit the right key. This problem has not been solved even though voice-controlled commands can also be used for certain mobile phone types. This latter technology is relatively new and not yet used in connection with driving due to generally too much noise around the driver. In any case, any system must be able to be operated without necessarily using sound, i.e. preferably a mechanical switch system.

The invention described in the present application shows solutions for a mechanical and electronic switch solution for installation in a steering wheel, as well as means for signal transmission in this connection.

Today, some car manufacturers have simple switches fitted into the car's steering wheel, but these switches have so far had a very limited use in that they only have one push function per button. This means, for example, that one switch is designed to control the volume of the car's radio up or down, another to search between stations, another to search between functions, such as radio, CD player and wavelength ranges.

These known switches will, due to the need for a large number to deliver a large volume, and there are therefore limited possibilities of application, as there is simply no room for many switches on an ordinary steering wheel structure, and the invention therefore aims to provide solutions that increase the applicability of steering wheel-mounted switch devices.

The device is based on the use of special multi-function switches that are installed in the steering wheel. The switches are preferably adjustable to satisfy the driver's requirements for ergonomics and use to increase safety. The switches are designed to be able to operate most of a car's normal functions, as well as control additional functions, such as a mobile phone, radio etc. The switches will preferably be designed so that a car driver does not have to let go of the steering wheel to be able to use them, as the location on the steering wheel means that the switches are within a natural distance for steering wheel grip, and given commands can be executed, for example, by using a thumb on the driver's hands. Furthermore, the given commands can be displayed on a screen in the driver's field of vision.

The characteristic features of the inventive device and the interactive system for the invention appear from the patent claims and the associated sub-claims, as well as from the description with reference to the drawing figures.

Usable switch designs can e.g. be one or more of the embodiments described in the applicant's international patent application PCT/NO99/00373, although these embodiments should in no way be perceived as limiting the application of the present invention.

The description of the interactive system with associated figures, fig. 44-109 shows how to effectively control functions in, for example, a vehicle such as a car by using two slide and push switches. In the case shown, but in no way limiting, the switches have four positions in the Y direction, as well as three positions in the X direction. This will result in a total of twelve primary positions with sliding, pressing and tilting movements. In this connection, reference is made to, for example, fig. 10 and 14 and when using such multifunction switches, all information related to manipulation of the switches will be displayed in a display field on the vehicle's instrument panel. Of course, this also makes it ideally unnecessary to have to look at the multi-function switch while manipulating it.

The invention will now be described in more detail with reference to the attached drawings.

Fig. 1 shows a steering wheel with a multifunction switch.

Fig. 2 shows a steering wheel with two multifunction switches.

Fig. 3 shows a steering wheel with two multifunction switches and with alternative adjustment options.

Fig. 4 shows a steering wheel with two multifunction switches and two navigation switches.

Fig. 5 shows a steering wheel with two multifunction switches and two navigation switches.

Fig. 6 shows the multifunction switch horizontally, see fig. 1, 2, 4 and 5.

Fig. 7 shows the multifunction switch seen in vertical view.

Fig. 8 shows the multifunction switch from the underside.

Fig. 9 shows a multifunction switch which is adjustable about an end point, see fig. 3.

Fig. 10 typically illustrates x and y directions.

Fig. 11 shows an alternative construction for adjusting the angle of the multifunction switch.

Fig. 12 shows the multifunction switch in an angled position.

Fig. 13 shows a rotatable navigation switch with four pressure points.

Fig. 14 shows which positions a switch can have in relation to a coordinate system. Fig. 15 shows how to use a multifunction switch, according to the invention, using a thumb.

Fig. 16 shows a schematic representation of the connection of the device.

Fig. 17 schematically shows a steering wheel construction with a multifunction switch and how data is thought to be transferred via the steering column to the car's components and displays. Fig. 18 shows a section through a steering column where a connection for the transmission of data and power is present. Also shown in this figure is a protractor which forms a detector for determining steering wheel travel. Fig. 19 shows a fixed current and data connection between the steering wheel and the steering column using a winding connection, the steering wheel not being shown for the sake of simplicity. Fig. 20 shows a fixed current and data connection between the steering wheel and steering column using tow/slide contacts, where the steering wheel is not shown for clarity. Fig. 21 shows an illustration of the steering wheel and display/instrument panel (display/dashboard), and how the design can be conceived and how this works together with the switches. An additional display above the instrument panel is shown in a tilted state.

Fig. 22 shows vertical section XXII-XXII in fig. 21.

Fig. 23 shows an illustration of a car with the present device implemented.

Fig. 24 shows a modified steering wheel with two multifunction switches.

Fig. 25a and 25b show the steering wheel in fig. 4 rotated 90° to the left and right respectively.

Fig. 26a and fig. 26b illustrates how the steering wheel in the positions shown in fig. 25a and 25b can be rotated through an angle equal to 180°. Fig. 27 shows the steering wheel solution in fig. 24 rotated 180° in relation to the position shown in fig. 24. Fig. 28 shows detail of a switch as indicated in fig. 24, 25 and 27 and fig. 29 shows a purely schematic function marker configuration in fig. 28. Fig. 30 shows an alternative design of the switch with function markers, as fig. 31 shows schematically the construction of such a marker. Fig. 32 illustrates changing the function markers on the switch design according to fig. 30 when the steering wheel is turned through an angle equal to 180° in relation to the steering wheel's normal position. Fig. 33 suggests a mechanism for the desired setting of the switch's operating button in the case of a modified switch which is shown in fig. 32. Fig. 34 shows an even further embodiment of the switch with function marking. Fig. 35 shows somewhat more graphically a practical embodiment of the device, according to the invention. Fig. 36 suggests two typical steering wheel positions where the function switches are about to lose power. Fig. 37 suggests a typical angle range where it may be appropriate to leave the switch function out of action. Fig. 38 shows a switch configuration for the situation where the steering wheel is turned 180° in relation to a neutral position.

Fig. 39 is a simplified block diagram to explain the operation of the device.

Fig. 40 shows another embodiment of the invention.

Fig. 41 shows a closer detail of the embodiment in fig. 40.

Fig. 42 shows a simplified block diagram of the device shown in fig. 41.

Fig. 43 shows a variant of the device shown in fig. 40.

The interactive system is shown and explained in more detail in connection with the attached figs. 44-109.

Fig. 44 shows a steering wheel with two slide, tilt and push multi-function switches.

Fig. 45 shows a solution where the multifunction switch is rotatably mounted in a holder.

Fig. 46 shows an alternative embodiment of a steering wheel with multifunction switches.

Fig. 47 shows a further alternative of a steering wheel with multifunction switches.

Fig. 48 shows an even further embodiment of a steering wheel with multifunction switches.

Fig. 49 shows a modification of the solution shown in fig. 48.

Fig. 50 shows a steering wheel with four slide, rocker and push switches.

Fig. 51 defines a plan for the fields that will be described in connection with the steering wheel-mounted switches. Fig. 52 defines directions indicated by X, Y and Z for steering wheel mounted multi-function switches.

Fig. 53 defines X, Y and Z in this context.

Fig. 54 indicates slide, rocker and push switches which in the selected example have 4Y positions. Fig. 55 partly shows the same as in fig. 11, but with the addition of the option for so-called "toggle" operation at end positions. Fig. 56a, 56b and 56c show a device for repositioning the control element on a slide switch when changing functions in a pair of multifunction switches at a larger steering wheel travel, for example 90° in relation to the steering wheel's normal position. Fig. 57 shows a typical, but for the invention non-limiting example of a display panel with display areas related to respective multi-function switches.

Fig. 58 shows a typical main menu in connection with the system.

Fig. 59 shows a viewer screen that can represent a neutral driving situation. Fig. 60 shows the instrument panel with display screen in connection with the telephone function.

Fig. 61 shows a screen, for example, in connection with selecting a CD player.

Fig. 62 shows the viewer screen in connection with the selection of radio, while fig. 63 shows the possibility of radio channel selection. Fig. 64 shows the instrument panel with display screen when GPS (global positioning system) is selected. Fig. 65 and 66 show, in connection with GPS, groupings of letters in the alphabet, and where fig. 66 shows a further breakdown of the letter group. Fig. 67 shows how the right area of the viewer screen can look when numbers are selected in the left field. Fig. 68 shows the change in the left area and the associated display in the right display area. Fig. 69 shows the result of selection in the left field or area of selection options for climate control.

Fig. 70 relates to setting the steering wheel.

Fig. 71 relates to control of the vehicle's windows.

Fig. 72 relates to control of the vehicle's side mirrors.

Fig. 73 relates to control of the vehicle's roof hatch, if any.

Fig. 74 relates to seat adjustment, and fig. 75 shows adjustment possibilities in connection with, for example, the hardness or softness of the seat.

Fig. 76 relates to seat back adjustment.

Fig. 77 relates to the vehicle's on-board computer for controlling certain of the vehicle's essential functions. Fig. 78 shows how the screen may appear if you choose to enter a sub-menu. Fig. 79 shows how the viewer screen can appear when e-mail is selected, for example.

Fig. 80 shows an alternative for controlling a writing marker on the display screen.

Fig. 81 shows letter input possibilities.

Fig. 82 shows a typical viewer screen in connection with Internet selection.

Fig. 83 shows the viewer panel in connection with the selected function as computer.

Fig. 84 shows the possibility of marker navigation and fig. 85 illustrates the possibility of entering text.

Fig. 86 shows keyboard layouts that can be displayed on the viewer screen.

Fig. 87, 88 and 89 show functions associated with multi-function switches that will operate quick reaction functions. Fig. 90 shows another, alternative screen display to that shown in fig. 87.

Fig. 91 shows how possibly passengers in a vehicle can use the system.

Fig. 92 shows a typical remote control unit for use with, for example, equipment placed in the back of a chair or side wall/door.

Fig. 93 shows a simplified block diagram of a typical system.

Fig. 94-98 show alternative function selection fields in connection with a display panel on a vehicle's instrument panel. Fig. 99 shows alternative function selection fields in connection with a display panel on a vehicle's instrument panel. Fig. 100 shows four-way tiltable, incrementally moving multi-function switches mounted on a vehicle steering wheel.

Fig. 101 shows a multifunction switch as shown in fig. 100 in more detail.

Fig. 102 and 103 show the display screen which is included in the instrument panel for use with a slider as shown in fig. 100 and 101. Fig. 104 and 105 show a switch module with slide switch mounted in an armrest of a vehicle. Fig. 106-109 shows a solution for a slide-type multifunction switch mounted on a vehicle's center console.

In the present invention, the device makes use of a multifunction switch or several multifunction switches. Optionally, these multifunction switches can also be combined with switches known in and of themselves. Fig. 6 and 9 show, as a non-limiting example, such a switch installed in a steering wheel, (see Fig. 1-5) or similar control or steering device for use in automobiles and other vehicles that require a driver, but which allows the driver to control all relevant functions and commands without taking their hands off the steering wheel or moving their eyes away from the field of vision. As a non-limiting example, the present description indicates the use of the device for assembly and use in a car.

Today, some car manufacturers have simple switches that are mounted in the steering wheel. However, what can be controlled using such switches on the steering wheel is very limited. Known functions such as per Today, what is installed in the steering wheel is what is connected to the warning horn, radio Anusik system (including volume, on/off button, selection of the wavelength range for the radio or station selection or a piece of music that is on a cassette or CD). There are also functions for speed control, so-called "cruise control", as well as options for answering/ending mobile phone calls. However, there is no input system in this connection.

The device's switch can e.g. be designed according to the principles described in the previously mentioned international patent application PCT/NO99/00373, although this should not in any way be perceived as limiting the application of the invention.

A switch 1 as shown in fig. 6-14 have 3x and 4y positions, as well as two rocker positions, see in particular what appears in fig. 14. This pattern will also be reflected in the design of the display/instrument panel. A switch button 2 is pushable in the Y direction and depressible and tiltable for the x positions. In addition, it has two additional positions 4 in the Y direction, for functions such as "browsing" and changing menus. Reference is made here to fig. 14. When switch button 2 is released, the switch will return to fixed position, e.g. a middle X2 position and an upper Y4 position. All of the switch's positions are preferably distinct and can possibly also be felt by a finger. This applies both when pressing down, tilting (the X position) and sliding between the Y positions. This is done by the fact that the switch 1, in a known manner, has a built-in notch which, in interaction with springs, in this case gives feedback to the driver when in use. In this way, after a short period of use, switch 1 can be used for simpler functions without having to look at the switch itself. Fig. 15 illustrates methods of use, the reference number 6 indicating Y direction and positions and 7 indicating X positions.

The switch 1 is preferably mounted so that it can be set to best suit the user's needs. This is done by the switch 1 being rotatable to adapt the angle to the driver's hand/thumb that will operate the switches. Fig. 6 and 15, fig. 3 and 9, as well as fig. 11 and 12 show three embodiments of such adaptability, where the solution according to fig. 6 and 15 enable rotatability parallel to a reference plane about a center point, rotatability in the reference plane about an end point, and tiltability in relation to a reference plane. In this connection, the reference plane can refer to a surface plane for the switch. The positions of the switch can be adjusted stepwise or continuously. The switch is held in the selected position, e.g. by means of magnets 10 which are mounted under the switch's housing 3. In this connection, reference is made to fig. 1 la and fig. 12a. For example, two or more such magnets 10 can be used in connection with the holder 3' which is designed to accommodate the switch housing 3. In the bottom of the holder 3, there can advantageously be an opening 3" for the passage of wires that form a connection with switch elements inside in the switch housing. Alternatively, the switch housing itself can have such magnets that act against a holder of ferromagnetic material. Advantageously, the holder 3' for the switch housing 3 is cup-shaped with a circular segment cross-section, where the segment spans an arc greater than 180°, as shown in Fig. 1 lb and Fig. 12b This prevents the switch housing from unintentionally moving out of the holder 3' when turned.

As an alternative to the mentioned magnets, it is conceivable to use e.g. a spring-loaded ball 10' which forms an engagement with an engagement surface 10" on the holder 3', so that the housing 3 finds its desired position.

The setting options shown in fig. 1 la, 12a and 1 lb, 12b enable the selected setting of the switch in relation to the steering wheel to be stable. The degree of setting will of course depend on both the design of the switch itself and its use.

Fig. 15 shows a setting area 11 which covers an angle equal to 90°, but this should not be perceived as limiting the invention in any way.

The switches 9, 9' shown in fig. 13 is primarily for navigation in menus and, for example, on the Internet. In this connection, it can e.g. refer to the embodiments of such switches that appear in international application PCT7NO99/00373, see in particular fig. 98-103; 104-115; 116-123. For this solution, no typical rocker setting is shown in relation to the steering wheel 5 and such a switch is primarily not intended to be used while driving. The switch structure 9 has a rotating function that can be used when navigating on, for example, a display screen. The switch will be particularly useful in connection with large menus, as well as on the Internet. In addition to being able to be rotated 360°, it also has four push-down positions, indicated with the reference number 8 and placed at 90° intervals.

Transmission of energy and signals should be stable. Such transmission can, for example, take place via cable, e.g. via a cable winding 25, as shown in fig. 19 or towing contacts 26, as shown in fig. 20. The winding 25 can be connected to the steering column at a connection point 25' and to the steering wheel at a connection point 25". In Fig. 20, the towing contact elements are shown with the reference numbers 26 and 26'. Transmission of energy can also take place in per se conventional ways.

Transmission of signals from the switch or switches to the car's instrument panel can either take place via said cable 25 or via the towing contacts 26, 26', but it is also possible to imagine transmitting signals wirelessly using light, inductive coupling or radio-based coupling. When using light, it is conceivable to use direct optical coupling, opto-electronic coupling, either by means of laser, infrared light or visible light. It is of course also possible to imagine that lighting can be connected via, for example, a fibre-optic cable.

For example, opto-electronic coupling is indicated schematically with the reference numbers 18 and 19. Transmission of data can take place via a fixed connection, such as via cable 25, while applications that do not directly affect safety functions in a car can advantageously be transmitted wirelessly.

Certain functions should be controlled by breaking the paths through which the switch signals pass in the transition between the steering wheel and the steering column at certain steering wheel positions. The data flow and/or the energy can be coded so that this is interrupted by certain steering wheel movements. This can, for example, be done as indicated in fig. 17 and 18 where there is a circle with contacts 20, referred to as a protractor, which can be coded in a known manner so that it is possible to read the steering angle in degrees at all times. This can be done opto-electronically by logically having an appropriate number of LEDs and sensors which, after decoding, can provide information about the steering wheel. For example, the number of contacts or fields 20 can be counted successively by an opto-electronic device. Reference numbers 18 and 19, as shown in fig. 18 illustrates the possibility of an optical connection between the steering wheel and the steering column. Fig. 18 also indicates the towing contact option that exists with respect to degree reading (steering wheel). .As shown in more detail in fig. 16 and 17, the switch 1 and/or 1' can, for example, transmit data and/or power via the steering wheel 5, the connection 18, 19 and a connection 15 to a microprocessor 17 which is arranged to process and distribute data to a display 16 and to various functional devices 30 and 31 which are located in the vehicle 40. In fig. 16, the power supply (battery or generator) is schematically indicated with the reference number 32. Transmission of switch data can, for example, take place via a microprocessor 17' which is mounted in the steering wheel for converting switch signals to data in a data frame containing a synchronization bit. The synchronization bit works in that in a series of unknown, serial data there is a known number of data that must come in the right order to synchronize the data frame, so that the desired data becomes available. This means that the switch only needs one line in and out in addition to energy supply and energy supply to a possibly mounted microprocessor 17' in the steering wheel. If there is a pure electrical cable connection between the switch unit and the instrument panel's microprocessor 17, the use of microprocessor 17' will not necessarily be required. If, however, the conductor connection between the steering wheel and the steering column is to be simplified, coding of the switch signals and a subsequent decoding of the switch signals in the microprocessor 17 is required. Data for applications that may disturb the driver, for example entering and navigating various directly connected functions, will, according to a proposal, not be available at selected speeds and/or steering wheel positions, but can be present regardless of when the car is completely stationary. This is related to the fact that certain functions will require extra concentration on the part of the driver compared to what is shown on a display screen. When using synchronization bit technology, there are usually limited requirements for the use of advanced electronics in the steering wheel. Thus, there is not always a need for a microprocessor, but, for example, only a cyclic scanner in the steering wheel.

In fig. 18, the protractor 20 is indicated for use in detecting steering wheel deflection. An opto-electronic detector 20' can be arranged to sense the protractor. When, for example, a steering wheel tilt exceeds 15°, a detector unit 20' will detect this and, if it is programmed for the purpose, it can cause the power supply to the steering wheel's switches and possibly the microprocessor 17 to be stopped. Via the data connection 18, 19, driving technical and other applications which cannot disturb the driver will preferably always be activated. In fig. 16, the block 27 indicates functions which are linked to the driving technology of the car and the block 28 may be related to additional applications. Examples of automotive technical functions include gear shifting (involving an automatic gear system), speed control (cruise control), turn signals, driving lights (switching between dipped and main beam), electrically controlled functions, e.g. windows, seats, sunroof etc. Examples of additional applications include mobile phone/directly connected services, navigation (GPS), radio/music/TV/video and trip computer.

The switch or switches can basically operate in two main ways. If the purpose of the switch is only to operate devices that are in direct connection with driving-technical operations, the switch will consequently be active all the time. If the switch is to operate applications such as a mobile phone and/or radio, it will not be able to operate at a pre-determined, exceeded steering wheel angle, and/or above a certain speed for the vehicle (car on the road). It is also appropriate that the switch is completely out of action when reversing the car. It is also possible to be able to select only one switch for all functions, which would require several operating modes, i.e. several code patterns for the respective possible positions of the switch. It is also possible to imagine the use of two switch devices that each control respective main functions.

Seen in relation to fig. 21-23, for example, the switch 1 can be linked to automotive functions, such as the aforementioned gear change, cruise control, turn signals, running lights and electrically controlled functions. The individual functions can be in separate modes that you can switch between during use. This switch will always be in operation while driving, and signals from maneuver button 2 to the car's functions and instrument panel can, as mentioned, be transmitted via cable, sliding contact or wirelessly. For operational security reasons, a wireless connection may possibly be less relevant than a cable connection, but is available as a real alternative. In addition to being manually controlled by switch 1, the turn signal will be connected to a sensor system which can cause the turn signal to be switched off when the steering wheel is returned to a starting point or a zero setting for this.

When, for example, turn signals are to be used, the device is used which is activated in a driving mode during normal driving. To indicate, for example, a lane change, a switch button tilts to the right or left, depending on which way you are going, e.g. to the left when changing lanes to the left. By returning the steering wheel to the starting point, the turn signal will then go off. This happens because sensors, such as sensor 20', detect positive and negative degrees. In the event of a negative reading (the steering wheel is moved back), coding will cause the turn signal to be switched off. The turn signal can of course be switched off manually using a switch 1.

The switch on the right, as indicated by reference number 1, relates to the additional applications. The individual functions are here in separate modes that you switch between when in use. Not all of this switch's 1' functions will be available at the selected steering angle and at selected high speeds. When this switch is to be available to the driver, it can optionally be set (programmed) according to the driver's age, experience, profession, as well as the laws and regulations that apply to the country where the car is used. Access to use of the switch can also, for example, be set according to weather and road conditions, as well as city or country driving.

The switches 9, 9' are used together with navigation in menus for directly connected functions, and that it will be possible to assign one of the switches, e.g. the switch 9' for audio control of the radio. By being able to implement all, or almost all, functions in the car for steering from the steering wheel, the number of switches that are normally required in connection with a steering wheel and instrument panel can be significantly reduced, thereby saving a lot in terms of space, cables, switches and switch connections .

At speeds above, for example, 10 km/h, a steering wheel angle that exceeds, for example, 15° to one side or the other can mean that entering numbers on a screen linked to the mobile phone is not possible or that text messages/emails cannot is written. In fig. 18 shows a steering column with a protractor 20 which can be read optically by means of an opto-electronic device 20', possibly by using a tow contact.

As will be apparent from what is shown in fig. 21, the most used functions associated with the device will be available on a display screen 16 which is placed on the car's instrument panel 21, or somewhere near the instrument panel, but preferably in the driver's field of vision. All driving technical functions and data will, as for the familiar systems of today, be located at the front of the instrument panel. For secondary functions, it will be possible to present a menu from which it can be easily selected by selecting groups of functions. All movements connected to the switches 1, 1' and 9, 9' will be able to be followed in the same pattern on the display 16, so that the driver does not need to look at the switch's physical movement by looking at the switch. Functions that are not used all the time, such as e.g. telephone or Internet, can be displayed on an additional display 22 (see fig. 21 and 22), which will be able to be folded up or moved up from the instrument panel to get into the driver's field of vision. The display 22 can be designed so that it does not cover a vital field of vision. It is also possible to link to this display 22 functions that are not used when driving, or to add these to a center console 29, as shown in fig. 23. The display 22 can optionally be made partially transparent, so that it does not significantly impede the driver's ability to see ahead in the direction of travel.

It is also, according to per se known technology, possible to project the information into a direct field of vision of the driver, e.g. onto the windscreen as a transparent image. It is also possible to imagine that special glasses can be obtained to be able to see better while driving (e.g. with the additional option of infrared filter/night vision), and with today's technology it is possible to put such information into the glasses, so that the information is projected directly onto the driver's retina. However, solutions that may be suitable for use in connection with driving have not yet been developed.

The multi switch, such as the switch 1,1', can work as mentioned for example in a 3X; 4Y system, and this design is purely schematically indicated in fig. 14. This design as shown in fig. 14 will also appear on the displays, such as displays 16 and 22. Thus, it is possible in a simple way to find the right functions in the menu and, in addition, not have to observe the switch, or look for the switch before use.

With the outlined device, it will be possible to control, for example, one or more functions in a vehicle:

Mobile phone, including menu system, input of numbers/letters etc.

Direct connection (possibly via mobile phone) to the Internet and/or e-mail.

TV and/or video.

Radio/music system.

Trip computer.

GPS/navigation.

Electric applications, including electric windows, electric mirrors, electric sunroof, electrically adjustable seats, electric heating in the windscreen and/or rear window and/or side windows. Speed control (cruise).

Gear steering.

Level regulation where this can be controlled manually.

4-wheel drive where this can be controlled manually.

Fan.

Temperature setting/air conditioning.

Warning lamp in connection with an accident.

Horn.

Lights, including light horns and especially switching between low and high beams.

Turn signals, where the switch can be in interaction with turning the steering wheel and information for turn signal activation can be interrupted by turning the steering wheel back to the neutral position. Information can be sent via laser or via opto-electronics.

Windshield wiper.

By implementing all the above-mentioned functions in switches on the steering wheel, it is possible to achieve that there will be a significantly smaller number of switches in the car in total, that no switches or levers protrude from the steering column, which significantly reduces mechanical transmissions, and that the number of couplings and cables connected to conventional switches are significantly reduced in number.

The purpose of mounting function switches on a steering wheel is, as previously indicated, that they should be in the immediate vicinity of the driver's hands. If the switches are permanently mounted in the steering wheel, they will necessarily follow the steering wheel and the driver's hands when turning the steering wheel, until the driver has to change grip when turning or rotating the steering wheel a lot. When driving that requires large steering wheel movements, such as in hatch parking or similar situations, it can easily happen that the steering wheel is not left in a normal position, but for example in 180° in relation to the normal position, i.e. up/down. This will necessarily confuse the driver during use, so that he has to think backwards and up/down in order to operate the switches, as these are then suddenly on the opposite side of the steering wheel. Alternatively, wait until the steering wheel is in a normal situation. Another aspect of extreme steering will be that the driver is so busy driving the car that, in terms of safety, he should not be doing other things at the same time. When driving at low speed, such as in small streets with many sudden intersections, when finding a parking space, as well as when reversing and hatch parking, it may however be appropriate if one can use the switches. With fixed switches that appear more and more common today, the driver can easily get confused when the steering wheel is up/down and the switches have apparently thus changed "place". Thus, the functions will in reality also be turned upside down. It is also very common that you should not cross your arms when driving. Furthermore, the switches should also be able to be operated without having to be looked at all the time.

In the present invention, it has been proposed to have two permanently installed sliding and pressure switches, as these often have an associated rocker function.

In fig. 24, the switches are indicated schematically with the reference numbers 51 and 52, respectively, in connection with a modified steering wheel 50. The switches are, as indicated, mounted close to the ring body of the steering wheel, so that the switches can be easily operated, while the driver is holding the steering wheel. In the present invention, however, it is intended that when the driver changes his grip on the steering wheel during large steering wheel movements, the switches should be able to switch functions in between, i.e. when, for example, the switch 51 takes the place of the switch 52 and vice versa when the steering wheel is turned 180°, as shown in fig. 27. Marking of the switch's functions is shown schematically in fig. 24 and 27 with respectively the reference numbers 51a, 51b for switch 51 and 52a, 52b for switch 52. When the steering wheel is turned around 90° from the normal position, switches 51 and 52 will normally switch functions, switch 51 switching functions with switch 52 and vice versa. Thus, what was previously a left switch will now operate as a right switch and vice versa. By using switches with a slide and push function, possibly also with a tilt function, the switches will function as if they were in the normal position, even if a replacement takes place. This can be done because this type of switch does not require any mechanical changes in functionality by actually being turned upside down. This means in reality that it does not matter which way the switch actually stands, but that the functions of the switches must necessarily change when the two switches 51 and 52 switch positions when the steering wheel is turned.

From fig. 26, it will be seen that when the steering wheel passes 90°, the driver will normally change grip on the steering wheel. Above this point, as also indicated in fig. 25, it would be appropriate to let the switches 51 and 52 switch functions, so that the driver gets a "normal" switch situation even with the steering wheel up/down as shown in fig. 27.1 In this connection, it is essential to ensure that the marking of the switches is correct.

Marking of the switches' functions can be done in various ways based on technology known per se. Fig. 28 shows, as a first example, markings 51a, 51b, where the markings for respective areas are layered, where for marking 51a it is indicated with the top layer as 53 and the bottom layer as 54 and correspondingly for 51b with the top layer indicated with the reference number 55 and the bottom layer indicated with the reference number 56. When using optics and stencil technology, it will be possible to alternately display the desired symbols in respective layers, as light will change between lighting either into the top layer 53;55 or the bottom layer 54 ; 56 when switching between light sources LI and L2. Fig. 30 shows a variant, where the markings lie side by side. A variant of the switches 51 and 52 with regard to markings is thus present here, although the switching functions in the switch may otherwise be identical. The switch is indicated here with the reference number 57. The markings are indicated here with the references 57a and 57b and in more detail with the reference numbers 58 and 59. By once again using optics and template technology and introducing light on the underside of the markings 58, 59 by with the help of light LI, the markings 58, 59 will become visible. When, on the other hand, the steering wheel is turned for example 180°, the switch 57 will instead make the markings 60, 61 visible by the fact that light L2 is instead activated and passes through the markings 60, 61, as indicated in fig. 31 and otherwise shown in fig. 32.

However, it is also possible to imagine that a further modified switch could be used as indicated in fig. 34 with the reference number 62. It is imagined here to use two indicator fields 62a and 62b, for example of the LCD type, as these are programmable to move the marking from field 62a to field 62b and vice versa when the switch 62 is turned up/down at, for example, 180° turning the steering wheel, at the same time that the display in the individual field is also turned upside down to be legible.

As shown in fig. 33 and as indicated in fig. 28, it could be appropriate to let, for example, the maneuvering button 51' go to an initial position 51", indicated by a dashed line by, for example, 180° rotation of the steering wheel. As indicated in Fig. 33, this can be done, for example, electromagnetically at positive or negative pole Sl, S2 which will attract the magnet-equipped operating button, here for simplicity indicated with the letter M. By giving Sl and S2 a coil structure, it is possible to switch between positive or negative attraction force, by means of which the switch can be controlled, with the help of techniques known per se in the desired direction to have the correct starting position when the steering wheel is turned.

For example, the switch can be in a top position and when the steering wheel is turned so that it is up/down, the switches will thus normally come to a bottom position, but will due to the solution which is outlined schematically in fig. 33 could be drawn to the top position. When the switch is in the "correct position" in this way, the force field in Sl and S2 can be removed.

Marking around the switches is important and it is of course important that the functions to which a switch is linked both in terms of position on the steering wheel and otherwise are also marked when the switch changes position when the steering wheel is turned.

A visualization of what has now been described appears in more detail from a study of fig. 35-38 and in and of itself does not need any particularly detailed explanation in view of what is particularly described in connection with fig. 24-27, but also fig. 28-34.

As indicated in fig. 35-38 the switches 51, 52 are also indicated with respective references FS#1 and FS#2, which is related to the table below. It will be seen in particular that, for example, the switch 51 can be related to certain control functions, for example in connection with the control of certain operating functions in the vehicle, control of the map system or control of, for example, a music system. The switch 52 can be particularly suitable for controlling, for example, telephone functions. However, these examples should in no way be understood as limiting the present invention. The invention will now be further explained with reference to fig. 39 where the two switches are indicated by FS#1 and FS#2 respectively. A and B for each of these denote the markings that are present when respectively the steering wheel is in a first range of motion and in a second range of motion, for example in an area around the normal position and in an area 180° from the normal position. In the area around the normal position, switch FS#1 will thus have its markings A activated, while switch FS#2 will have its markings B activated. Thus, when the steering wheel is turned through an angle, so that the switches pass through an angle greater than 90°, switch FS#1 will thus receive the function of switch FS#2 and switch FS#2 will receive the function of switch FS#1, as that the switch FS#1 thus gets the markings B activated, while the switch FS#2 gets the markings A activated. According to the invention, a switching device 63 is provided which communicates with the switches and which is controlled by a position sensor 64 which registers the turning of the steering wheel. This position sensor or rotation sensor can be of an in and of itself conventional type, but can also be thought of as being derived from the sensors or sensors that are described in connection with fig. 17, 18. Consequently, the switching device 63 which communicates with the microprocessor 17' (which may be of a type similar to that previously described) will ensure that the signals sent to the microprocessor with regard to the functions of the switches will always be the correct ones related to the position of the switches on the steering wheel within the defined functional areas for the switches during the turning of the steering wheel. However, it will immediately be understood that it can be unfortunate to have these function switches in operation in cases where the vehicle driver is in the process of changing the hand position on the steering wheel, for example during a turning manoeuvre, so that the steering wheel has, for example, a position as shown in fig. 25A or 25B.

Below is a table indicating that within a certain angle range, such as the angle a in fig. 37, there is an exchange between the switches so that they change function, while the switches within this angle range are also disabled. This is indicated in the table below, where the switch FS#1 is indicated with its illuminated function marking fields A, B and correspondingly for the switch FS#2. The number "1" indicates that the function is active for the switch in question, while "0" indicates that the function is inactive for the switch.

Thus, it will be seen from the table that in the range 0-60°, i.e. whether the steering wheel is turned to the right or left, switch FS#1 will take care of function A, while switch FS#2 will take care of function B. 1 the range 60°-120° none of the switches will have any function, while in the range 120°-240°, switch FS#1 will have taken over the function of switch FS#2 and is thus active for function B, while the reverse applies to switch FS#2. Also in the range 240°-300° both switches can be disabled. In the range 300°-360°, the same applies in and of itself as for the range 0-60°.

It will be understood that if the vehicle is almost stationary, for example during maneuvering in a car park, it will not necessarily be required to put the switches out of function in the said two intervals. If a certain minimum speed for the vehicle is exceeded, it may be advantageous to disable the switches. It may also be conceivable, for example, to disable the switches when reversing or reversing at a speed above a certain limit.

It must now in connection with fig. 40-42 describes a further variant of the present invention which is particularly linked to retrofitting in vehicles that are not equipped with steering wheel-mounted switches, or where such installation would otherwise be very expensive.

In fig. 40 shows a steering wheel 70 where at least one function switch 71 is mounted on the steering wheel, and in the case shown a clamp 72 is used to clamp the switch 71 to the ring body 70' of the steering wheel 70. A somewhat more detailed indication of the switch 71 with the clamping clamp 72 is indicated, although somewhat modified in fig. 1. In addition to a switch SW of the slide/push/tilt type, the switch 71 also contains a transmitter TX and an encoder INC which interprets the signals coming from the switch SW and conveys these in coded form to the transmitter TS for transmission from there . The transmitter TX can, for example, be a so-called "blue tooth"

(bluetooth) transmitter that communicates with a central unit 73 using this wireless transmission technology. The central unit 73 can further feed a projector 74, for example of the LCD type and also, for example, control a mobile phone 75. In this way, the driver can of the switch 71 could, for example, control the mobile phone 75 without having to take your hands off the steering wheel and with appropriate placement of the display 74,

for example in the vicinity of the field of vision ahead, the driver of the vehicle 74 will be distracted as little as possible while driving the vehicle, here indicated by the reference number 76.

A closer visualization is shown in fig. 43, but here with, for example, two switches which are mounted on the connecting piece which connects the ring body 70' of the steering wheel with the steering column. This area is indicated by the reference number 77. The area 77 often consists of a plate or strong branches out to the ratchet ring 70', and where it is often very appropriate to retrofit such switches, according to the invention. In fig. 43 two such switches are shown, indicated respectively with the reference numbers 78 and 79. It will be seen that both of these communicate with the central unit 73 and that a display 74 is provided in the same way as the mobile phone 75. The switch 79 can, for example, control mobile phone functions, while the switch 78 for for example, can control the car's music system. However, these examples of functions for the switches 78 and 79 are in no way to be considered limiting for the present invention.

Fig. 44 shows a steering wheel 81 with two slide, tilt and push multifunction switches 82, 83. Fig. 45a, b and c show a solution where the switch 82; 83 is mounted rotatably in a holder 84. It will be seen that the multi-function switch 82; 83 is mounted eccentrically in the holder 84. This means that by turning the holder 84, the distance of the multifunction switch to the steering column or the center of the steering wheel 80 can be adjusted, while turning the multifunction switch itself 82; 83 will be able to adjust its setting angle. This can be clearly seen from fig. 45b and fig. 45c. Fig. 46 shows an alternative embodiment where the operations that will be described in the following can be carried out with the help of steering wheel-mounted touch pads 85, 86. Alternatively, these touch pads 85, 86 can be constituted by a foil keyboard or the like and thus form a replacement for the multifunction switch solution which is shown in fig. 44 and 45. It is also possible to imagine that the mentioned touch pads 85, 86 can be replaced by touch screens (so-called "touch screens"). Such screens can possibly is thought to be able to display an image corresponding to that displayed on the instrument panel's display screen. However, the same interactive system may be present in connection with the instrument panel for displaying functions. Fig. 47 shows multi-function switches 87, 88 in the form of a key block with a plurality of switch keys which, when depressed, are arranged to influence a respective switch function. Fig. 48 shows multi-function switches 89, 90 which are mounted on the ring body of the steering wheel and where each of these switches consists of a rotary switch with stepwise rotatable, sideways tiltable, as well as depressible control element, where the control element's tilting position and/or depression is designed to affect the respective switch function, and where the setting of the control element is detectable. As shown in fig. 49, corresponding rotary switches 91, 92 can be used which are, for example, placed on the spokes 93, 94 of the steering wheel.

In fig. 50 shows the use of slide switches with a corresponding function as shown and described in connection with fig. 44 and 45. These sliders are designated with the reference numbers 95, 96 and these are particularly intended for vehicle functions and/or additional functions, while the multi-function switches indicated with the reference numbers 97 and 98 are primarily intended for typical quick-action functions in the vehicle.

Fig. 51 defines, as previously mentioned, the plan for the fields or areas that will be

described later in connection with the steering wheel switches. Here, a coordinate-related switch movement is planned for activating coordinates related to X-coordinates XI, X2 or X3 and Y-coordinates Yl, Y2, Y3 or Y4. Fig. 52 defines directions with respect to X, Y and Z for steering wheel mounted multi-function switch based on a sliding control element 99.

Fig. 53 defines X, Y and Z directions.

As indicated in fig. 51 and 52, a multifunction switch in the selected example will have 4 Y positions and will also be related to the three X positions. However, this should not be taken as something limiting for the invention, but only as an example of what can in reality be provided using only these positions. The reference N in fig. 54 and 55 thus generally denote the number of incremental positions that exist in the Y direction. This number can of course be adapted in relation to the number of functions that are desired to be performed using a multi-function switch according to the invention.

Fig. 55 shows a solution where the control element 99 on the slide switch in at least one of the end positions is movable, against spring action, a step fraction M (so-called "toggle" operation) past this end position for initiation of a further function. M thus represents non-fixed positions which come in addition to the Y positions which are the incremental positions. By acting on the control element 99, this can be moved to position M. When the control element 99 is released, it will return to one of the fixed positions designated by the letter N.

As can be seen from the patent applications mentioned at the outset, certain functions will be able to be deactivated at certain speeds. Certain functions will also not be available to a vehicle driver with large steering wheel movements. This can happen because there are sensors mounted between the steering wheel and the vehicle's instrument panel that detect steering wheel movements. The functions that you want to be available when driving and which should work even when the steering wheel is turned to a large extent will, for example, switch places in the two multifunction switches when the steering wheel is turned more than 90° in relation to the normal position. This means in reality that the first switch takes over the function of the second switch and vice versa when the steering wheel is turned from the normal position through a significant angle, for example in the range 60°-120°, preferably 80°-90°. Even if the steering wheel is thus in reality turned upside down, i.e. turned through an angle equal to 180°, the driver of the vehicle will always be able to operate respectively the right and left functions with the fingers of the right and left hand respectively.

In this context, it will be understood that if one switch should fail or otherwise break, the remaining switch will be able to take over its functions, while at the same time taking care of its own functions. This can be done by causing one switch to switch between right mode and left mode. This can be controlled by sensors that give feedback to the system's computer program that controls the switches with regard to where the switches are located, as well as if one of the switches should fail. In order to be able, for example, to switch between right-hand mode and left-hand mode, one could imagine using, for example, a switch as shown in fig. 55 where the so-called "toggle" mechanism could cause switching between right and left mode.

In connection with the use of, for example, slide switches, as shown in fig. 44, 45, 50, 52, 54 and 55, it may be desirable to bring the control element 99 either to a neutral position or to a position that control element 99 had when it was last serviced.

In fig. 56a, the control element is generally indicated by the reference number 99 and associated with this is a rack 100 which can interact with a gear wheel 101 connected to an electric motor 102 via a gear or a transmission 103. The motor receives control signals from a microprocessor 104 via wire connection 105, so that the motor can be brought into rotation one way or the other. The microprocessor which here forms a control unit can be connected to rotation sensors located on or in the steering wheel. When the steering wheel, for example, is turned through an angle equal to 90° in relation to what is shown, for example, in fig. 50, the switches 95, 96 will in reality become out of function and are in reality not suitable for the driver of the vehicle to move. In this inactive period of the multifunction switches, the microprocessor 104 can cause the motor to come into operation, whereby the gear 101 is brought into engagement with the rack 100, as shown in fig. 56b. When the intervention is present, the motor will then, by signal from the microprocessor 104, be able to control the position of the control element 99 to a predetermined position.

As previously mentioned, the interactive system can be used both to control vehicle functions and/or additional functions. Within the scope of this is also the fact that not only vehicle functions can be controlled, but also controlled via the vehicle's on-board computer.

Said main functions can be selected from the group consisting of:

- Constant speed setting (Cruise control)

Air and/or temperature setting

- Sunroof maneuvering

Adjustment of mirrors, seat, steering wheel or on-board computer.

The aforementioned additional functions can be selected from the group consisting of, for example, telephone calls, radio operation, use of a CD player, use of GPS, use of the Internet, use of e-mail, or use of document processing.

However, there are certain quick action functions that are not readily suitable for searching through a menu and manipulation, and where the moment of time is quite important for security reasons. This applies to quick action functions, for example selected from the group consisting of: use of light, switching between dipped beam and high beam, use of turn signal, use of light horn, use of windscreen wiper, use of windscreen washer, use of warning horn, use of warning flasher or emergency flasher, as well as possibly control of gear changes or switching from normal driving pattern to winter mode or sports mode in, for example, an automatic gearbox.

Although it would initially be desirable to have two multifunction switches mounted on the steering wheel, as shown in fig. 44, 46, 48 and 49, it may also be desirable to use several switches, as shown in fig. 50 where, for example, the switches 97 and 98 operate the typical quick action functions as mentioned above.

There is a constant and very rapid development of advanced technology which it would be desirable to implement in vehicles, such as cars and in other vehicles and means of transport. Although the present invention is basically shown and described in connection with use in a vehicle such as a car, it should be understood that a vehicle is also considered equivalent to any other vehicle or means of transport intended for steering.

However, for the sake of simplicity and for the understanding of the invention itself, the starting point will be the application of the invention in connection with a passenger car. However, this should not in any way be perceived as limiting the present invention.

In fig. 57 shows a section of an instrument panel 106 which will be visible to the driver

through the steering wheel openings during natural driving. The steering wheel with multi-function switches is shown in dashed lines and the left steering wheel switch, here designated by the reference numeral 82, will control main functions as shown in the left field or area 107 of the instrument panel 106. The right function switch 83 will control sub-functions as shown in the right field or area 108 based on selection made from the left area 107.

Fig. 58 shows a main menu on the instrument panel's display screen 106. The system's functionality and the symbols used will of course only be shown here as examples for the understanding of the system's countless applications and should in no way be perceived as limiting in any way, not even with regard to the symbols' graphic design. The left area is, as in fig. 57, denoted by the reference number 107. This area 107 corresponds to the multifunction switch which is located to the left of the steering wheel, i.e. the switch 82 as shown in fig. 44 and 57, but also a correspondingly placed switch as shown, for example, in fig. 46, 47, 48, 49 and 50. This means that the switch 82 is to the left of the driver if the multi-function switches are made so that they can change functionality by turning the steering wheel, as described earlier. In this main menu, as shown in the present example, CD player 108, telephone 109, radio 110, sunroof control 111, GPS 112, trip computer 113, window lifts 114, climate setting 115, steering wheel setting 116, mirror adjustment 117, submenu 118 and seat setting 119 are set up. the right area, here indicated with the reference number 108', will change in terms of content, depending on the choices the driver makes regarding the options in the left area 107.

At the top of the display screen of the instrument panel, a gear selection area 120 is shown. The entire instrument panel can in reality be made up of a digital screen or a PC-type screen, possibly as a liquid crystal screen. It is also possible to imagine a combination with analogue instruments, such as instruments 121, 122 and 123 for respectively

rpm display, speed display and fuel level. However, it will be understood that the display of rpm, speed and fuel level, all or only some may be displayed on the display screen 106 as a digital display. For reasons of normal vehicle safety, it may make sense to have, for example at the bottom of the instrument panel, a field 124 which numerically indicates the current speed. Furthermore, for example, a field can be provided at the bottom which in a conventional way notifies the activation of high beams 125, braking function via ABS 126, charging function 127, windscreen washer fluid 128, brake warning 129, brake lining 130, lubrication condition 131 and engine control 132. The left area and the right the area, 108 or 108' will be digital, and that there is also a middle field or area 133 in the middle of the instrument panel. This can be done so that in most operations the area will not cover the speedometer. For functions that may require more space, however, the screen will occupy the entire display area. However, this will only be available for functions that cannot be used while driving. As mentioned it is

for safety reasons it is often desirable to have a lowermost display field 134 where high beams, ABS brakes, charging etc. are represented with the usual warning symbols. In addition, for example, the current time can also be shown, as indicated by the reference number 135. The functions that are indicated in the bottom area 134 are normally functions that only

appear as warning lights if deviations from normal status occur. This warning field 134 can of course also be placed in other places of the instrument panel, for example at the top of it, or removed at its specified location and implemented in, for example, the main menu field 108. However, it must be said to be advantageous in terms of safety that warning functions are completely functionally independent of the other functions that is described here. At the same time, you will see that electronics and software are developing rapidly, and that "secure" systems will eventually take over traditional systems that use light bulbs for warning.

Fig. 59 shows a screenshot of what may represent a natural, neutral driving situation. Here, in normal driving mode, speed setting (constant speed setting) will be relevant and will be displayed in the right field, here indicated with the reference number 108a and the desired setting can be made by operating the right-located multifunction switch, such as switch 83. When moving of the right switch 83 to position Y3 and tilt/press at position X3, the speed is selected to 80 km/h. The car's steering system will be programmed to be able to accelerate the car naturally. By, for example, using a double click in position Y3, X3, or possibly a long click, the driver can program the car to accelerate quickly up to the selected speed with a so-called "kick down" function. By using the arrow keys as shown in the field or area 108a, the speed will be fine-tuned manually.

By moving the left multifunction switch, for example switch 82 all the way up, upper field Y4 will be highlighted. By middle pressing in position X2, the telephone function 109 will be activated.

Fig. 60 shows the instrument panel with telephone function. In telephone mode, the left area 107a at position Y4 will split the telephone function, so that the driver has three choices at the left multifunction switch in this mode, namely for XI call, for X2 delete or return, and for X3 hang up/hang up/disconnect. The right-hand area is here indicated by the reference numeral 108b and will show the number selected when using the high multifunction switch, such as, for example, switch 83. The result of the entry is displayed in a field or area 136 which can appear, for example, on a middle, upper part of the instrument panel's display screen 106. This area 136 will only be visible during active use of the multifunction switch for operations of a telephonic nature. During a call, i.e. when a connection is established, the field or area 136 will, for example, automatically disappear. This can be advantageous so that the driver does not have to take all his focus away from the driving technical information that is on the display panel while driving. The driver can get the image back himself by moving one of the switches. If the driver is listening to the radio or music and the phone rings, the sound on the CD/radio will be muted or switched off completely, as is otherwise normal technology. If the driver does not wish to accept such a call, press the switch at position Y4, X3, and any sound will then return. This will also happen when the call ends.

In this context, it should be mentioned that the system used for this type of switch in telephony is partly described in connection with the applicant's previous international patent application PCT/NO00/00412. Fig. 61 shows the selection of the CD player by selecting position Y4, XI in connection with the main menu 107. The CD player can be used by means of the right multifunction switch and by selecting the desired selection position in the right display area 108c. Fig. 62 shows how the area 107 looks when selecting the radio at position Y4, X3 by manipulating the left multifunction switch, such as the switch 82. Yl on the right area 108d shows two direction arrows in addition to the usual symbols for radio use. By entering Y1, XI, it will be possible to change the channel selection in field Y2 in area 108e, see fig. 63.

In fig. 64 is the instrument panel's display screen used in connection with the selection of GPS (global positioning system). This system consists, as is known, of a computer-like device that has software with data for road maps over a predetermined area. It will be possible to look at maps of certain areas and to choose a destination. The system sends out signals via an antenna on the vehicle to at least one satellite which is part of the GPS system and which in this case detects the car's position. Based on this, the computer will calculate the fastest route on the basis of the map material it has stored and can guide the driver to the predetermined destination using directional arrows on the screen and/or sound (voice commands). Known methods for inputting and processing a GPS system that is available today (often a combination of many push switches which, together with arrow functions and perhaps a form of rotary switch can make selections) for use in a car are very cumbersome and illogical to use in practice .

Fig. 64-66 shows the use of the GPS system in practice. However, what is shown here should only serve as an example to be able to understand the possibilities that the system actually provides.

The figures show how, by using two slide, rocker and push switches, preferably mounted on the car's steering wheel, the system can be easily used interactively. In fig. 64, the multifunction switch is moved to position Y3 (see, for example, fig. 58). Press in position Y3, X2 will activate GPS and display screen 137, see fig. 64, which may consist of maps. The right area 108f shows the options that are possible for navigation in the map, where it is possible to zoom in and out, as well as to navigate right, left, up and down over the map in the screen image. The screen now has a main menu appearance as shown in fig. 57 and indicated with the reference number 107b. It appears here that the left area in position Y3 when pressed down at point Y3, X2 as indicated above, will cause the Y3 field of area 107 to change character to that shown with the reference number 107b, as the field is split into three, where the left Y3, XI provide numeric input options using the right multifunction switch, the middle position provides clear functions, while the right selection will provide letter input options using the right multifunction switch. The screen shown in fig. 60 shows how the left area can change again after a selection has been made, here selected Y3, X3 for letter input, write. This mode can be used to load, for example, a destination. The right area 108g in fig. 65 shows the alphabet in groupings of three and three letters. Selection of ABC by depressing the right function switch in position Y4, XI will further split the letter group, as can be seen from fig. 66, and it will thus be possible by means of the function switch in position Y4 to select the relevant letter for input into a display field 138, as shown in fig. 65. The left area of the viewer screen is designated in fig. 65 with reference number 107c. It will be seen here that the field for Y3 has changed character in relation to the corresponding field Y3 for area 107b. Fig. 67 shows how the right area 108h can look when selecting Y3, XI for numbers in the left area indicated here with the reference number 107d. The right area 108h has arrows (position Yl) for selecting additional symbols and functions. When using these arrows, the fields Y2-Y4 will change and show additional choices (not shown in the figure). This system will be able to be programmed as desired and in reality it is only the imagination that sets a limit to what will be possible here. This may concern the management of all the applications that can be imagined implemented in a car or other driver-controlled vehicle or vessel and means of transport. Fig. 68 shows how in the left area the main menu's field Y3 has changed, so that the area, denoted here with the reference number 107c, has the same appearance as shown in fig. 65. By selecting Y3, X3 in the right-hand area 107, the destination that has been fed into the system indicated in field 138 can be confirmed. A new field 139 will appear on the display screen which can direct the driver to the destination using text and arrows . This can also be assisted by sound or voice direction. In the case of an arrow selected in the right area, which here has the reference number 108f and otherwise has the same appearance as shown in fig. 64, symbols can be entered for switching to, for example, showing maps with route information. However, this is not shown in the drawings. Fig. 69 shows a main menu 107 in the left area and by selecting in the left area of the field Y2, X2, options are provided for adjustments of air and temperature. In the right-hand area, here indicated with the reference number 108i, the field Y3, X2 has been selected in the example shown, where a larger figure can possibly be displayed separately on the screen, and where a dark arrow indicates hot air below and a light arrow fresh air above. The screen image will, if desired, be able to disappear after a short time, but will be able to be called up again by moving the right multifunction switch, such as the switch 83. It will also be immediately understood that by selecting other fields in the area 108i, other climate controls can be achieved represented by symbols that are widely accepted within e.g. the automotive industry. Fig. 70 shows choices in the main menu represented by the left area 107, where the field Y2, X3 is selected with the help of the left multifunction switch and concerns the setting of the car's steering wheel in relation to the car driver. When selecting this function, options for electric steering wheel adjustment will appear in the right area 108j in fig. 70 in the form of arrow options, where Y4, X2 brings the steering wheel up, Y3, XI brings the steering wheel in, Y3, X2 brings the steering wheel down, and Y3, X3 brings the steering wheel out. Fig. 71 again shows the main menu in the left area 107 and in the example shown, the field Y2, XI for window control is selected in the area 107. The right area, here indicated with the reference number 108k shows with Yl rear window right, Y2 rear window left, Y3 front window right, Y4 front window left. Arrows in position XI regulate lowering or opening the window, while arrows in position X3 regulate raising or closing the window. Advantageously, an image of the vehicle can simultaneously appear on the screen 106, as represented by the vehicle 140. There, the selected window, here the front, left window, will be highlighted. It is conceivable here that by using color you can switch between, for example, red for an open window and green for a closed window. The image of car 140 may disappear after a short time. By activating the right multifunction switch, however, the image will be able to return. However, it is essential that there are no further displays on the screen 106 which can distract and which the driver is not currently using either.

In connection with, for example, window control, sounds can also be added to the functions that are performed to notify the user or the driver of what is happening and of any consequences by performing such functions. For example, one could imagine that in the design example shown in fig. 71 is notified to the driver if it is raining outside and the driver is about to open the windows. In such a case, there must be a rainfall warning, but such are known in connection with the control of, for example, window cleaners. In other cases, it may be appropriate to notify the user that, for example, it is raining outside when the user is about to open the sunroof by mistake.

Fig. 72 shows the area 107 with the main menu and where the selection this time is setting the exterior mirrors. This happens by selecting the field Yl, XI which applies to exterior mirrors. With this choice, the right-hand area in the left-hand area will have an appearance as shown, for example, with the reference number 1081 in fig. 72. The right area shows setting options for the left mirror when using fields Y3, Y4 and when using the arrowed fields. The car's right field can be set using fields Yl, Y2. At the same time, it can be advantageous to produce an image of the vehicle 141 on the screen, where the selected mirror will be marked. The image of car 141 can be made to disappear from the screen after a short time. However, by activating the right multifunction switch, the image can be brought back. It will thus be understood that by manipulating a multifunction switch as shown and described earlier, adjustment of, among other things, exterior mirrors can be done simply and easily. Fig. 73 shows the main menu in the left area 107 and where in the selected example the field Y3, XI is marked, i.e. the car's possible sunroof. This field can possibly also be used where the car has an electrically functioning removable or fold-down roof (convertible). The right area, here marked with the reference number 108m, shows the options that may be available. At the same time, it will also be possible to produce an image of the vehicle, here marked with the reference number 141 on the display screen 106. The roof hatch here marked with the reference number 141' can be marked, for example, by using a color change between, for example, red for an open roof and green for a closed roof. However, the image of car 141 will normally disappear after a short time, but by activating the right multifunction switch, the image can be brought back on the screen. In field XI, the sunroof can be opened, while in field X3, the sunroof can be closed. If the sunroof is possibly to be tilted, field Y2 must be used. Fig. 74 shows in the left area 107 the modified main menu that appears when the main menu according to area 107 is selected with the field Yl, XI selected. A split field Yl appears here, where the field Yl, XI is related to the headrest, Yl, X2 is related to the back, and Yl, X3 is related to the seat. In the example shown in fig. 74 is the seat setting selected, i.e. fields Yl, X3. With this choice, adjustment possibilities arise as shown in the right area 108n and likewise in fig. 75. When using arrows in the field Yl, X3 in the right area 108n, it will be possible to switch between several functions.

If the field Y1, X2 is selected in the area 107e as shown in fig. 76, the seat back can be adjusted. In this case, a right-hand area 108o will appear on the screen 106 which gives the possibility to adjust the back forwards or backwards and likewise to adjust degrees of hardness if this is desired. As shown and explained in connection with, for example, fig. 71-73, enlarged images of the part of the seat to be adjusted can also be provided here, as indicated by the reference numbers 142 and 143 respectively in fig. 74 and 76. It will be marked which part of the seat can be adjusted and the figure will also be able to move in accordance with the adjustments. However, the images with reference numbers 142 or 143 will disappear automatically shortly after completion of adjustment.

If adjustment of the headrest is desired, the field Yl, XI must be activated in area 107e.

Fig. 77 relates to the use of the car's on-board computer. The area 107 has here been marked at Y3, X3, whereby a right-hand area 108p appears which divides the various elements in the car's on-board computer. This will be possible here by selecting the respective field i

the area 108p to provide information with regard to, for example, petrol consumption, oil level, coolant level, washer fluid level, electrical system, charging, tire pressure etc. The field Y4 shows the general condition at Y4, XI, while Y4, X2 can show consumption, and where Y4, X3, for example, can represent the presetting of the engine heater. By clicking on the respective fields, more detailed information about the condition of the car can possibly be displayed on the screen 106, for example if one of the fields shows a different color marking, for example red, compared to what is normal.

It will also be seen that most of the messages that can be read in the area 108p also appear in the lower field 135, as the information is essential. Field 135 will, however, be a field that only provides information if an abnormality occurs, but the multifunction switches as such will have no effect on this field 135.

If in the main menu, such as menu 107, the field Yl, X2 is selected, it will be possible to use a PC state from the steering wheel when operating the multifunction switches, such as switches 82 and 83. PCs in cars have started to become commonplace, and especially with consideration of use in connection with the Internet and e-mail. The drivers of the car can use these applications directly by using their multi-function switches mounted on the steering wheel. However, the functions should not be able to be used while driving, but only when the car is parked at rest. However, in larger craft or vessels such as boats and planes, these systems can be active at all times.

Fig. 78 shows how the left area, here indicated with the reference number 107f, can look like if you choose to enter a sub-menu Yl, XI in the main menu which is represented by area 107. The menu you are currently in will be displayed at the top of left in the area. The same also applies to the right area's unordered features that will appear.

In fig. 78 shows a submenu consisting of e-mail 144, computer 145, Internet 146, film viewing 147, for example for viewing in the back of the car. It is also possible to imagine this function to be linked to reversing if visibility to the rear is poor from the driver's seat. Optionally, this function can also be programmed so that it automatically appears on the display when backing up. The reference number 148 represents the display of TV and the reference number 149 indicates, for example, the display of feature films (for example VHS/DVD) and the reference number 150 indicates games. In reality, it is only the imagination that will set limits on which applications can be entered in this menu selection area 107f. In this mode, no function selection is shown for the left area 108q, since no function selection will appear here until a sub-function in the left area 107f has been selected. However, it will be understood that the last used function for the right area 108q will be displayed until another is selected. Fig. 79 shows how the screen image will appear if one selects in the menu area 107f in fig. 78 chooses, for example, e-mail 104 when activating the field Y4,X1. Fig. 79 shows how the screen 106 is displayed with this choice. In area 107g, which is the left function area, the main functions are listed which will, for example, apply to an e-mail program that has been added as a direct selection when using the aforementioned left multifunction switch. In the right-hand area 108r, the alphabet is shown, which is laid out in groups of three letters for quick selection and input of text (as previously described). Field Yl in area 108r shows arrows for use in retrieving additional letters, numbers, symbols, etc. Fig. 80 shows an alternative for controlling a writing cursor on the screen. This is particularly valuable for using the multifunction switches for selecting functions and icons directly on the screen, such as for example in Windows or MAC programs.

However, it must also be pointed out that the slide, rocker and push switches described here can be easily made so that they can be programmed to act as a cursor controller in the modes in which this would be appropriate. In this connection, particular reference is made to what is shown and described in the applicant's Norwegian patent application 20003974, where such a solution is shown. In such a case, it will not be necessary to have the navigation options indicated by arrows in fig. 80. The screen image between the right area and the left area will then have the appearance of a normal computer screen, all depending on which program is actually used.

Fig. 81 shows a functional area for entering text.

Fig. 82 is related to the selection of the Internet in that the field 146 in the area 107f in fig. 78 is selected, i.e. the field Y4, X3. Here it will be necessary to be able to control a pointer 151 on the screen. This is necessary to be able to make the pointer selections that are common during so-called "surfing" on the Internet. The left area, here marked with the reference number 107h, shows arrows (Y3; Y4, X2) for controlling the cursor with, for example, slide, rocker and push switches, such as, for example, switches 82 and 83. Of course, it is possible to replace these types of switches with switches that also have options for stepless control. This means that the switch in a certain mode and/or position will be able to act as a marker controller for controlling the marker 151. The right area 108s will be ready for entering text. However, this area 108s may of course have other, underlying functions. Fig. 83 shows the selection of computer 148 in the area 107s in fig. 78, that is, the field Y4, X2. Navigation with arrows can, for example, be made possible by selecting, for example, the field Y3, XI in the computer menu 107g, whereby a sub-menu 107h appears as shown in fig. 84. Here it will be seen that in the fields Y3; Y4, X2 there are arrows to be able to move a marker 152 on the display screen 106 in the field 153. Input of text related to, for example, the menu area 108t can be done as described in connection with the previous figures, for example fig. 65 and 66. Control of the marker 152 can possibly also take place by implementing marker control in the multifunction switches, as described above. Use of programs will then be possible by using a pointer function. By placing a keyboard on the screen, as shown in fig. 85, letters and characters can also be selected by using the pointer or marker 152 and activating this for the individual characters or letters. A solution that seems to be within the scope of the invention is that text can be entered by placing a keyboard design on the screen itself (e.g. in a part between the left and right areas, as indicated in Fig. 83 and with additional illustration on Fig. 85). By using navigation arrows as shown in fig. 84, it is possible to move a highlighted field over the keyboard covering, for example, three and three selections, as indicated in fig. 86. By then pressing to the right, to the left or in the middle of a multifunction switch, such as, for example, a switch shown in fig. 44 or 50 and 51, the letters, numbers and symbols that may be desired can be easily selected. Main functions, such as, for example, Shift, Enter, etc., can act on the entire switch button.

What is shown in fig. 87-89 as well as partly fig. 90 relates to what is shown in fig.

50. Fig. 87-90 show function where a steering wheel has a second switch set, such as the switch set 97, 98 as shown in fig. 50. These switches will work in the same way as the other multifunction switches. In the following example, the switches have five fixed Y positions plus a so-called "toggle" function in the Y direction (Y6). The switches will control main functions such as, for example, turn signals, horns, windscreen wipers, gear selection, hazard warning lights, low and high beams. By left clicking on the left function switch 97, a direction signal to the left can be given. Right-click on the right function switch 98 will be able to give a direction signal to the right. This could apply to all Y positions in position XI on the left switch and position X3 on the right switch. Middle click on the left function switch 97 will be able to sound the warning horn, while a long press for both switches in all Y positions will in position X2 sound a horn signal. This will be the case even if the right switch has gear select in all Y positions of X2.

The gears can be selected by pushing the switch's control element 99 to the correct position by selecting and pressing the field Y5, S2 in the right area 153. By selecting and pressing the area 153 in field Y5, S2 (S = sports gear) a new selection will be provided in Y1-Y4, X2 see figure 89. Left-clicking Y4 or Y5 makes it easy to shift up or down.

By selecting Y5, X3 in the left area 154 it will be possible to determine, for example, windscreen wiper functions. Y3, XI represent, for example, headlight washers. Y3, X3 will represent stepless setting of the windscreen wipers. Splitting the function for selection and setting will be made possible by a menu as shown in fig. 88.

By, for example, moving the left multifunction switch to field Y6 (will return to Y5 without external influence), you will be able to switch between high and low beam. By moving the right multifunction switch to field Y6, you will be able to activate/deactivate warning lights (Hazard).

In fig. 90 shows an example where the first described fields 107 and 108 (with variants thereof) have changed places with the so-called quick action functions. It can be imagined that the car driver will be able to set this himself by, for example, entering this as a setting under the secondary menu Yl, X2. In this way, the driver can possibly remove the selections on the screen itself once the function has been learned and incorporated. It is also possible to imagine that one can get by with only positions Y5 and Y6 forward at all times, and that the rest can be accessed by active operation of the switches.

It is also possible to imagine that a car with simple functions only uses primary function switches from the steering wheel (as described in connection with fig. 87-90 and in connection with fig. 50).

It is also within the scope of the invention to imagine that passengers in a car will be able to use applications of the system, such as comfort (temperature/seat adjustment), windows, computer, e-mail, Internet, telephone, TV, video/DVD , games etc.

As shown in fig. 91 are display screens for rear seat passengers in a manner known per se embedded in the seat backs. As shown, the front seat passenger can possibly look at a screen in the car's center console, or have such a screen mounted directly opposite a recessed part of the instrument panel.

Multifunction switches for such a system could be of the same type as those mounted in a steering wheel. It is possible to imagine that such a switch is mounted in an apparatus that is placed in a console in the back of the chair or side wall/door and will be able to be removed and used wirelessly to control such applications, see for example the multifunction unit 155, shown in fig. 92, where the multifunction switch's control element is indicated with the reference number 156. A switch for use of the system could be of the same type as those mounted in the steering wheel.

The viewer screens in fig. 91 is indicated with reference numbers 157, 158 for rear seat passengers and with reference number 159 for front seat passengers or driver. Although the present description has been particularly related to multi-function switches of the construction which i.a. appears from fig. 44, it will, however, be understood that all the other switch designs can also be used just as easily. The switch construction shown in fig. 48 and 49 are, as mentioned, rotatable, tiltable and impressionable. The switches will be able to be mounted around the steering wheel ring, around the "spokes of the steering wheel" 93, 94 or next to these in a suitable place for the driver. This type of so-called rotary switch is particularly suitable for navigating a cursor over a screen. The switch can easily be implemented in a steering wheel together with slide, rocker and push switches and so that these switch types can complement each other in the use of the various functions for driving as well as additional applications and quick-action functions. A more detailed description of such a rotary switch can be found in, among other things, the applicant's Norwegian patent applications no. 20004770 and 20004771.

In fig. 93 a simplified block diagram is shown to illustrate the coherence between multi-function switches, displays and control of different functions. In the chosen example, the steering wheel with multi-function switches shown in fig. 50. However, it should be understood that what is shown in fig. 93 could just as well have been used in connection with what appears, for example, from the multi-function switch constellations that appear in fig. 44-49.

The switch devices 95-98, possibly only 95 and 96, or only 97 and 98, communicate via respective connections 95', 96', 97' and 98' with a processor 160 via an interface unit 161 which causes the transmission of switch signals to the processor 160. I connected to the interface 161, a steering wheel rotation detector 162 can be provided which also supplies signals to the processor 160 via the interface 161. Transmission of signals to the processor can take place either by wire connection as indicated by the reference number 163 or wirelessly as indicated by the reference number 164, for example by means of "blue tooth" technology, optical or otherwise. A viewer is indicated by the reference number 106, as in the preceding drawings. The processor 160 further communicates with interface equipment 85 in order to use signals from the processor 160 to control, for example, vehicle functions indicated generally with the reference number 166. As a supplement, the interface 165 can also receive, for example, state signals related to the car's various functions and here for simplicity represented by the reference number 167. signals that come in via the interface 165 will be able to go back to the processor 160 which decides whether to display on the display 106 using the transmission path 168. Alternatively, the interface 165 can transmit displays directly to the display screen 106 via the transmission path 169.

The embodiments specified in the drawings shown, in the description and in the claims will naturally be subject to countless variations without thereby deviating from the idea of the invention as it appears.

As previously described, by means of sliders mounted on a vehicle steering wheel, many possibilities for function control are provided. The following shall show as a further example a simple system for use in a vehicle, such as a car, and in connection with very simple functions.

As shown in the previous figs. 2-5, 21, 23-27, 35-38, 43-50 and 57, a switch on the left and a switch on the right can be mounted on a steering wheel. The switches work in conjunction with the respective left and right fields on the instrument panel.

With reference to, for example, fig. 2, the left switch 1 can preferably have a sliding function with four steps. The right switch 1' can preferably have four sliding positions, and selection can be made by right or left click/tilt. By pushing the left switch 1 to the selected position, the selection can be made immediately, and it is not immediately necessary to press the switch. This will apply in principle to all choices shown in fig. 94-97, as well as 99, however with the exception of what is shown in fig. 98. The right switch 1' will be able to control the main options selected with the left switch 1. It is also possible to imagine that the system could be such that selections from the main menu, such as, for example, the main menu 171 in fig. 94 using the left switch 1, only happens by having pushed the switch 1 to the selected position, possibly with the addition of pressing the switch in. Fig. 94 shows said left main menu field 171 in connection with an instrument panel 170 in case of "cruise control" selection. The right field, indicated by the reference number 172, shows the options. 90 km/h can be selected by moving the right switch 1' to position Y2 and pressing down on the left side of the switch. Positions and choices will thus be highlighted. To mark the various choices and positions in the fields, it is possible to use, for example, different colors and markings in combination with text and symbols. A middle field 173 can optionally provide further information regarding the various functions that are selected. Fig. 95 shows the selection of radio function 174 in connection with the main menu 171, and fig. 96 shows the selection of a CD player, indicated by the reference number 175 in connection with the main menu 171. Fig. 97 shows the selection of "info" indicated by the reference number 176, i.e. a trip computer which contains various data directly related to the vehicle and the operation hence. As mentioned, this source of information is controlled by a computer (not shown). The middle field 173 shows an example of what information it is possible to obtain, e.g. when choosing "fuel"

(fuel), as indicated by reference number 177.

Fig. 98 shows an instrument panel where the "telephone" function is not normally shown in the main menu. If there is an incoming call, the left field 178 will show the main options. To answer a call, click on switch 1 to the left and when ending a call or rejecting a call, click on the right side of the switch. It will be understood that this rocking movement of the switch 1 will apply in all sliding positions for the switch 1, as all sliding position steps have the same option. After the call has been accepted, it will be possible with the right switch 1' to control the volume, as indicated by reference number 179 for the incoming call. If one wishes to make the system quite simple and elementary, it is of course possible to exclude the volume adjustment function, i.e. to effect that in this mode the left and right fields 178, 179 are equal, i.e. like the left field in fig. 98. If the radio or CD is on at high volume when a telephone call is coming in, the sound associated with the radio or CD will automatically be muted and taken over by the sound associated with the telephone call, as is commonly known. As is also commonly known, the sound related to the radio or CD will return after the end of the call.

It will be understood that the appearance of the instrument panel as shown in the drawings is not limiting for the system in any way, the essential being of course a reproduction of the use of switches and the provision of logical communication with the vehicle's driver.

In the alternative shown in fig. 99, the menu in and of itself is presented in the same way as shown and described in connection with fig. 98, but the vehicle's driver will only see one of the four possible choices in the left and right field respectively, i.e. in connection with an incoming call. The fields, as in fig. 99 is indicated by the reference numbers 180 and 181 will successively show the various choices by pushing the respective switches 1; 1' up or down.

Although the previous figures show the use of a slider that has three pressure positions for each step setting, it will be possible to use, for example, a four-point slider in a vehicle, such as the placement of switches 182 and 183. The screen image on the instrument panel can in this example be as shown in fig. 102 and fig. 103, indicated by the reference number 184. However, it will be understood that the indicated selection fields 185, 186 in fig. 102 and 185, 187 on fig. 103 may contain other than what is shown here in the form of an example.

Fig. 101 clearly shows a slide switch 188 with control element 109 which has four depression positions 190, 191, 192 and 193 for each of the possible step positions Y1, Y2, Y3, Y4 for the shown slide switch. In fig. 102, in the selection field 185, the option for control of the mirror is selected, and thus the options for control of the mirror that appear in the selection field 106 are provided. towards one side or the other. In the second alternative as shown in fig. 183 the selection field 105 has selected CD player and in the selection field 187 the position for playing CD tracks has been selected. The other options in field 187 are in and of themselves standard options related to, for example, CD players. In fig. 104 and 105a-105d, an alternative solution is shown when mounting a slide switch in connection with the center console or the armrests for the vehicle's driver. It is also possible to imagine such a switch solution mounted next to passengers for controlling functions that are not directly driving-technical, such as e.g. telephone, TV, windows, chair etc. The switch, here indicated with the reference number 108, can be mounted in a module that can be pulled forward and up from the armrest, as shown step by step in fig. 105a-105d. The idea in this case is that the vehicle driver should be able to use this multifunction switch in a natural and comfortable working position. The switch will cooperate with a display screen that is naturally located in or in the immediate vicinity of the vehicle's instrument panel. It is also conceivable to be able to use the system for projecting information onto the vehicle's windscreen. The switch module will be designed to be able to communicate with the display screen and the desired functions via a fixed current-carrying connection, possibly via a wireless connection, e.g. by using infrared radiation or radio/blue tooth technology. As an alternative to being extendable from the armrest 109, the switch module 108 can possibly be tiltable from the armrest.

In fig. 106-109 is a multi-function switch shown with the reference numeral 110 and mounted in a per se conventional manner in the center console to replace a conventional automatic transmission lever. The multifunction switch 110 has a control element 111 which is stepwise movable, such as the first steps Yl, Y2, Y3, Y4 and Y5. Positions Yl - and Y5+ are so-called "kick" functions for quickly shifting down or up with the switch. The gear selections will be able to be displayed on a display 112 on the instrument panel of the vehicle, as shown in fig. 106. By using such a multifunction switch of the slider type, it is possible not only to provide the various traditional switch positions known in connection with automatic transmissions, but also to enable selection for manual shifting by means of the shifting and tilting options available with such a multifunction switch . It is of course also possible to imagine that such a multi-function switch can be implemented in connection with an automatic transmission lever.

Claims (43)

1. Device at a switch-equipped steering wheel of a vehicle, such as e.g. a car, where at least one function switch is arranged to control an associated vehicle-related or vehicle accessory-related function, characterized by • that the switch is a multi-function switch that is designed to perform at least three separate switch functions, the multi-function switch being selected from the group consisting of: a slide switch equipped with an incrementally movable, tiltable and depressible control element, where a tilting and/or a depression of the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position for the control element, said step position for the control element being detectable, a rotatable switch equipped with an incrementally rotatable, tiltable and/or depressible control element, where a tilting and/or a depression of the control element at each rotational step position of the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position of the control element , as said control element's step position is detectable, a touch pad or touch screen having a plurality of touch-sensitive fields which when touched or depressed are adapted to activate a respective switch function, wherein the touch pad or screen along one dimension provides at each of discrete steps at least three selectable fields adapted to activate a respective switch function, as said step position for the control element is detectable, • that at least one display device belongs to said multifunction switch, said display device being selected from the group consisting of: an instrument panel mounted display and a display on a vehicle's windscreen in the driver's field of vision, • that the switch is connected to equipment to code or scan the different switch positions or switch position combinations of the switch to emit related signals from the equipment, • that the equipment is provided in the vehicle for decoding or analyzing said signals and transforming them into predetermined functions in the vehicle, and • that a common transmission path is provided for transmitting the signals between the steering wheel and the vehicle's steering column or the vehicle's instrument panel. 2. Device as stated in claim 1, characterized in that the switch's housing is designed so that it can be turned in a holder in the steering wheel in a reference plane which is substantially parallel to a surface on the switch and/or at an angle in relation to the reference plane. 3. Device as specified in claim 2, characterized in that the holder is cup-shaped with a circular segment cross-section, where the segment spans an arc greater than 180°. 4. Device as specified in claim 3, characterized in that the housing or holder is made of a ferromagnetic material or has parts thereof such material, that the holder is cup-shaped with a circular segment cross-section, and that at least one magnet is placed in the holder's cup surface or in the housing for retention of the switch housing in the desired position. 5. Device as specified in claim 1, characterized in that the transmission path is only active within certain angular positions in relation to the steering wheel's neutral position. 6. Device as specified in claim 1, characterized in that the transmission path is active only for certain functions within certain angular projections in relative to the steering wheel's neutral position, but active for other functions both within and outside the range of such angular displacement. 7. Device as stated in claim 1, 5 or 6, characterized by that at least certain of said signals are not transferable via the transmission path when the vehicle's speed exceeds a set limit, or when the vehicle reverses its normal direction of forward movement. 8. Device at a switch-equipped steering wheel of a vehicle, such as e.g. an automobile, wherein at least one function switch on each side of the steering wheel is arranged to control an associated vehicle-related or vehicle accessory-related function, and wherein a first switch on one side of the steering wheel is dedicated to a first set of functions, while a second switch on the other side of the steering wheel is dedicated to a second set of functions, characterized by a switching device which switches the first switch to be assigned to the second set of functions and the second switch to be assigned to the first set of functions when the steering wheel is turned in one direction or the other outside a normal range for the steering wheel, so that the steering wheel comes into a rearranged job area, which is approx. 90°-270° shifted in relation to the steering wheel's normal position. 9. Device as stated in claim 8, characterized in that each switch is provided with a first and a second function marker set of a light-emitting or illuminated type, that the first marker set is assigned to the first function set and the second marker set is assigned to the second function set, that the first switch has the first marker set and the second switch has the second marker set activated when the steering wheel is in said normal range or part thereof, and that the switching device is arranged to cause the second marker set to be activated on the first switch and the first marker set to be activated on the other switch when the steering wheel is in the adjusted position range or part thereof. 10. Device as stated in claim 9, characterized in that the first and second marker sets are arranged in layers on top of each other. 11. Device as stated in claim 9, characterized in that the first and second marker sets are placed next to each other. 12. Device as stated in claim 9, characterized in that the first and second marker sets are provided via LCD displays on the switch body. 13. Device as specified in one or more of the preceding claims 8-12, characterized in that the switch's maneuvering button is arranged to assume a normal position or last used functional position when the steering wheel is turned into the adjusted area. 14. Device as stated in claim 13, characterized in that the switch's maneuvering or function button is electromagnetically influenced to assume the said position in the adjusted area. 15. Device as stated in one or more of the preceding claims 8-14, characterized in that the switches are located essentially diametrically in relation to the central axis of the steering wheel. 16. Device as stated in one or more of the preceding claims 8-15, characterized in that the switches are of a combined sliding and pressing type or a combined sliding, tilting and pressing type, said switches each being equipped with a stepwise movable, tiltable and depressible control element, where tilting and/or depressing the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position of the control element, said step position of the control element being detectable. 17. Device as specified in one or more of the preceding claims 8-16, characterized in that the switch functions are displayed on a display on the vehicle's instrument panel, and that the switching device causes an indication on the display of switch switching caused by an adjusted range when the steering wheel is outside its normal operating range. 18. Device as stated in one or more of the preceding claims 8-17, characterized in that the switches are inactive in the steering wheel travel ranges +/- 60M200 and +/- 240°-300°. 19. Device as specified in claim 18, characterized in that the switches are inactive in said steering wheel reach areas when the vehicle's speed exceeds a certain minimum speed. 20. Device for a switch-equipped steering wheel on a vehicle, such as for example on a car, where at least one function switch is arranged to control a vehicle-related or vehicle accessory-related function, characterized by • that the switch is a multi-function switch that is designed to perform at least three separate switch functions, the multi-function switch being selected from the group consisting of: a slide switch equipped with an incrementally movable, tiltable and depressible control element, where a tilting and/or a depression of the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position of the control element, said step position of the control element being detectable, a rotatable switch equipped with stepwise rotatable, tiltable and/or depressible control element, where a tilting and/or a depression of the control element at each rotational step position of the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position of the control element , as said step position of the control element is detectable, a touch pad or touch screen having a plurality of touch-sensitive fields which, when touched or depressed, are adapted to activate a respective switch function, the touch pad or screen along one dimension providing at each of discrete steps at least three selectable fields adapted to activate a respective switch function, as said step position of the control element is detectable, • that at least one display device belongs to the aforementioned multifunction switch, the said display device being selected from the group consisting of: an instrument panel mounted display and a display on a vehicle's windscreen in the driver's field of vision, and • that the switch has at least one switch housing that can be attached to an annular body of the steering wheel or to a connection between the annular body and the central area of the steering wheel. 21. Device as stated in claim 20, characterized in that in the switch housing there is also a wireless transmitter which causes the transmission of switch signals to a central unit situated at a distance from the steering wheel. 22. Device as stated in claim 21, characterized in that the wireless transmitter is based on "blue tooth radio transmission". 23. Device as specified in claim 20, 21 or 22, characterized in that the transmitter has equipment for coding or scanning the switch's various switch positions or switch position combinations in order to transmit related signals to the central unit. 24. Device as specified in one or more of claims 20-22, characterized in that the switch's housing is designed in such a way that it has a holder in which the switch is rotatable in a reference plane which is essentially parallel to a surface of the switch and/or at an angle in relative to the reference plane. 25. Device as stated in any of the previous claims 20-23, characterized in that at least one magnet is placed in the housing for holding the switch body in the desired position. 26. Device as specified in one or more of the preceding claims 20-25, characterized in that the transmission path between the switch's transmitter and the central unit is only active within certain angular positions in relation to the steering wheel's neutral position. 27. Device as stated in one or more of the preceding claims 20-26, characterized in that the central unit is particularly arranged to form a connection between the transmitter in the switch and a mobile phone which is mounted in the vehicle. 28. Device as stated in claims 20-26, characterized in that the central unit communicates with a display placed on the vehicle's instrument panel, for example of the LCD type. 29. Interactive system for using a switch device, mounted on the steering wheel of a vehicle, for example a car, where the switch device is directly or indirectly designed to control or control vehicle functions and/or additional functions, characterized by - that the switch device consists of at least two multi-function switches which are mounted on opposite sides of the steering wheel in relation to its centre, with at least one of the multi-function switches being selected from the group consisting of: a slide switch equipped with an incrementally movable, tiltable and depressible control element, whereby a tilting and/or a depression of the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position of the control element, the said step position of the control element being detectable, a rotatable switch equipped with an incrementally rotatable, tiltable and/or depressible control element, whereby a tilting and/or a depression of the control element at each rotational step position for the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position of the control element, as said step position of the control element is detectable, a touch pad or touch screen having a plurality of touch-sensitive fields which, when touched or depressed, are adapted to activate a respective switch function, the touch pad or screen along one dimension providing at each of discrete steps at least three selectable fields adapted to activate a respective switch function, as said step position of the control element is detectable, - that the processor communicates with interface equipment to carry out the aforementioned control of vehicle functions and/or additional functions, - that the vehicle has a display device, preferably on the vehicle's instrument panel, which a) in a first area thereof is arranged to display available main functions and any sub-functions thereof, and where a first one of the multi-function switches is arranged to effect the selection of a main function by manipulation thereof and/or subfunction; and b) in a second area thereof is designed to display available control operation options or function control functions, and any sub-functions thereof, and where another of the multi-function switches is arranged to, by manipulation thereof, effect the implementation of the selected control operation or function control, and/or subordinate control operation thereof, and - that manipulation of the switches is reproduced by corresponding instructions or markings on said first and second areas, respectively, so that a person can operate the switches by interactively viewing said areas on the display device. 30. Interactive system for using a switch device, mounted in a vehicle, e.g. an automobile, at a location selected from the group consisting of: vehicle steering wheel, vehicle armrest, vehicle center console, passenger section of the vehicle, where the switch device is directly or indirectly arranged to operate or control associated functions related to vehicle operation or vehicle accessories, characterized in that the switch device consists of a mounted multi-function switch selected from the group consisting of: a slide switch equipped with an incrementally movable, tiltable and depressible control element, where a tilting and/or a downward pressure of the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position for the control element, said step position for the control element being detectable, a rotatable switch equipped with an incrementally rotatable, tiltable and/or depressible control element, where a tilting and/or a depression of the control element at each rotational step position of the control element is adapted to activate a respective switch function of at least three available, separate switch functions at each step position of the control element , as said control element's step position is detectable, a touch pad or touch screen that has a plurality of touch-sensitive fields which, when touched or depressed, are adapted to activate a respective switch function, the touch pad or the screen along one dimension providing at each discrete step at least three selectable fields which are adapted to activate a respective switch function, the said control element's step position being detectable, that the switch device communicates with a processor that transforms switch manipulations into function selection and function management of related functions, that the processor communicates with interface equipment to perform said control of said related functions, that the vehicle has a display device, where a location for this is selected from: vehicle instrument panel and rear side of the backrest of a vehicle seat, said display device on an area thereof being designed to display available functions, the multifunction switch being arranged to select a function by manipulation thereof, and that manipulation of the switches is represented by corresponding indication or markings on said area, to enable a system user to operate the switch by interactively observing said area on the display device. 31. Interactive system as stated in claim 29 or 30, characterized in that the switch device is designed to control typical quick-action functions in the vehicle. 32. Interactive system as stated in claim 29, characterized by - that the switch device consists of at least three multi-function switches, where at least one of these is designed to control typical quick-action functions in the vehicle. 33. Interactive system as stated in claim 29, 31 or 32, characterized by - that the display device has at least one further area where selection of such a quick action function is indicated or marked. 34. Interactive system as stated in claim 29 or 30, characterized by - that said main functions have been selected with one or more from the group consisting of: constant speed setting (cruise control), air and/or temperature setting, cope with weekly maneuvers, mirror setting, seat adjustment, steering wheel setting, trip computer setting. 35. Interactive system as specified in claim 29 or 30, characterized by d - that said additional functions are selected with one or more from the group consisting of: phone call, radio control, use of CD player, use of GPS, use of the internet, use of email, use of document processing. 36. Interactive system as stated in claim 29, 30, 31 or 32, characterized by - that said quick action functions have been selected with one or more from the group consisting of: use of light, switching between low beam and high beam, use of turn signals, use of light horns, use of windshield wipers, use of window washers, use of warning horns, use of hazard lights or emergency lights, gear shift control. 37. Interactive system as stated in claim 29, where a slider is used, characterized by - that the slide switch can be mounted eccentrically in a holder on the steering wheel, and - that the slide switch is rotatable and fixable in relation to the holder, and - that the holder is rotatable and fixable in relation to the steering wheel. 38. Interactive system as stated in claim 29 or 30, where a slider is used, characterized by - that the control element in at least one of the end positions is movable, against spring action, a fraction of a step (so-called "toggle operation") beyond this position to initiate a further function. 39. Interactive system as stated in one or more of the preceding claims 33-41, characterized by - means for allowing said at least two multifunction switches mounted on opposite sides of the steering wheel relative to its center to switch functions, so that the first switch takes over the functions of the second switch and vice versa when the steering wheel is turned from a normal position through an angle which is in the range 60° - 120°, preferably 80° - 90°. 40. Interactive system as specified in claim 29 or 39, characterized by - means for putting said first and second multi-function switches out of function either when the steering wheel relative to its normal position moves through an angular range of 60° - 120°, preferably 70°- 110° or 80° -100°, or when the vehicle moves above a fixed speed limit, for example chosen in the range 20 - 60 km/h. 41. Interactive system as stated in claim 29, characterized by - that at least one of the multifunction switches is slideable and positionable along the ring body of the steering wheel or along the spokes of the steering wheel. 42. Interactive system as stated in claim 29, characterized by - means to let one of the multifunction switches also take over the functions of another of the multifunction switches if the latter is exposed to a malfunction. 43. Interactive system as stated in claim 29, where a slider is used, characterized by - means for moving the slider's control element to a previous position or a specific position when said first and second multi-function switches change function.