Note: Descriptions are shown in the official language in which they were submitted.
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INTEGRATED 'VEHICLE CONTROL SYSTEM AND APPARATUS
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application claims priority to U.S. Application Serial No.
13/465,468 filed on
May 7, 2012 which is a continuation in part of U.S. Application Serial No.
12/555,477, filed
on September 8, 2009, and is incorporated herein by reference to the extent
allowed by law.
FIELD OF THE INVENTION
[0002] The present invention relates to a vehicle control system and apparatus
for operating
the vehicle's components that is integrated into the rim of a vehicle's
steering wheel in such a
way as to be fully operable without a driver of the vehicle being required to
remove his/her
hands from the steering wheel.
BACKGROUND OF THE INVENTION
[0003] Vehicle turn signals, while having been in use on commercially
available motor
vehicles for about 70 years, have changed little since their first
application. More recently,
vehicles have been equipped with computer-operated functionality which allows
the vehicle's
driver or operator to control the vehicle's radio, compact disc player,
connected devices,
cellular telephone and navigation system, and other components through a
central controller.
[0004] A vehicle steering wheel is commonly comprised of a column, central hub
and
annular ring with various components including a turn signal activation switch
or switches.
Typically turn signal lights are operated by a "stalk switch" or lever located
to one side of the
steering wheel. The stalk switch is moved upward to signal a right-hand turn
and downward
to signal a left-hand turn. When the stalk switch is moved up, lights located
generally in the
front and rear right side fenders begin to blink. Similarly, when the stalk
switch is moved
down, lights located generally in the front and rear left side fenders begin
to blink. More
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typically, the stalk switch includes four positions, two up and two down. The
first positions,
either up or down, operate the turn signals but the stalk switch returns to
the off position, or
center, when released. The second of the positions maintains the turn signals
on even when
the stalk switch is released and shuts off after the steering wheel has been
turned a fixed
rotation and then returned to an approximately "wheels straight" position.
[0005] With the mechanism described above, several well-lcnown problems arise.
For
example, turn signals may be left on with the signal lights "blinking" well
after a turn is
completed. A common condition is that signal lights turn off prematurely if
the steering
wheel is momentarily turned even slightly away from the direction of the turn.
Another
common condition is the failure of a turn signal to engage if the steering
wheel is slightly
turned in one direction and the driver attempts to signal a turn in the
opposite direction. Such
problems have existed since the turn signal was first installed on a motor
vehicle.
[0006] Recent advances have addressed different physical configurations and
different
control mechanisms for improving on the operation of the turn signal. For
example, more
sophisticated in-vehicle computer hardware, such as those systems offered by
RLP
Engineering, Dayton, Ohio, has allowed for the real-time management of turn
signal
operation to address problems such as those described above. In such a system,
vehicle
speed, steering wheel position and other data are monitored in real time to
determine whether
the vehicle is turning and when the turn has been completed. However, even in
such a
computer-based system, the turn signal is activated by moving a stalk switch
up or down to
turn on the switch and the corresponding turn signal light. The turn signal of
this computer-
based system can be manually switched off by a button on the stalk switch. One
disadvantage of this system is that one hand must be removed from the steering
wheel in
order to operate the stalk switch.
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[0007] Other modifications of the turn signal have focused on replacing the
stalk switch with
buttons or paddles located in the hub of the steering wheel, such as the
apparatuses illustrated
in U.S. Patent No. 5,739,491 to Crosson, Jr. and U.S. Patent Application
Publication
2009/01655592 to Sakai et al. However, such modifications do not address the
disadvantages
described above. Specifically, placing the turn signal activation switches in
the hub of the
steering wheel still requires the driver either to remove one hand from the
steering wheel or
to release his grasp on the wheel in order to operate the hub-mounted switch.
Such
modifications also do not address problems arising when the turn signal is
left on after a turn
or when the turn signal prematurely turns off.
[0008] Spoke-mounted turn signal activation switches, such as those envisioned
in U.S.
Patent No. 5,823,666 to Kingsolver, do not eliminate the requirement that a
driver's hand
must be repositioned to activate the switch even if the hand remains in
contact with the
steering wheel. The natural position of the driver's thumb is aligned with the
rim of the
steering wheel or wrapped partially around the rim of the steering wheel when
the wheel is
gripped. Therefore, a driver must release his/her grip from the steering wheel
in order to re-
position the thumb on the spoke mounted switch. This change in position is
necessary
regardless of the location of the spoke around the internal diameter of the
steering wheel. If
the driver's hand is located proximal to or in contact with the spoke and
above the spoke, the
driver must rotate the hand downward to contact the spoke-mounted switch. if
the driver's
band is located proximal to or in contact with the spoke and below the spoke,
the driver must
either rotate the hand downward to contact the spoke-mounted switch or move
the hand
upward and rotate the thumb downward to make contact with the switch. Such a
rotation or
movement requires that the driver release his/her grip from the wheel in order
to move the
hand.
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[0009] Even though the expressed advantage of placing the turn signal switch
in the spoke of
the steering wheel was that it would permit turn signal operation without the
driver needing
to remove his/her hands from the steering wheel, in practice a driver must re-
position his/her
hands to press the spoke-mounted switches. As addressed above, such a design,
like those
placing the turn signal activation switch in the steering wheel hub, permits
the operation of
the switch without removing one hand from the steering wheel in very limited
and still
undesirable positions of the hand relative to the steering wheel.
[0010] In U.S. Patent No. 6,961,644 to Mercier et al., a steering wheel with
hot buttons
placed at the "10 o'clock" and "2 o'clock" positions on the steering wheel rim
was posited.
According to this publication, such a system would allow a driver to activate
the hot buttons,
thus activating a turn signal, by using a thumb. Such a process of activating
a turn signal,
according to this publication, would not require a driver "to even move his or
her hands
much." However, tests conducted demonstrated that the hot buttons of this
hypothetical
device cannot be pressed if the driver maintains a fully-wrapped four finger
grip anywhere on
the top half of the steering wheel. Therefore, this hypothetical device
suffers from all of the
problems of other earlier devices because it merely relocates the
functionality of the turn
signal stalk switch to hot buttons on the rim of the steering wheel. Turn
signals may be
inadvertently turned on by misplacement of the hand or remain on with the
signal lights
"blinking" well after a turn is completed. Turn signal lights may turn off
prematurely if the
steering wheel is momentarily turned even slightly away from. the direction of
the turn.
Furthermore, with this hypothetical device the driver must loosen his or her
grip on the
steering wheel so that the hand may be rotated in order to put the thumb in
position to operate
the hot buttons.
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[0011] According to "Hands-On: A Practical Measure of the Perceived Risk of
the Driving
Context," J.A. Thomas and D. Walton, Transit NZIHT 7th Annual Conference
(2005), most
drivers place both hands somewhere on the top half of the steering wheel when
driving under
higher-risk or complex conditions. It follows then that most drivers feel that
driving with two
5 hands on the top half of the steering wheel, particularly during high-
risk or complex driving
situations, provides more control over the vehicle. As Paul A. Eisenstein
noted in "Turn
signal neglect a real danger, study shows," citing research by the Society of
Automotive
Engineers, "drivers either neglect to use their signals when changing lanes ¨
or fail to turn the
signals off¨ 48% of the time."
http://bottomline.msribc.msn.comLnews/2012/05/01/11486051-turn-signal-neglect-
a-real-
danger-study-shows?lite. Eisenstein further notes, "when making a turn the
failure rate is
around 25%." Id.
[0012] A driver in many instances must remove one hand from the steering wheel
in order to
operate a stalk switch-activated turn signal because the stalk switch is
typically not located in
close enough proximity to the steering wheel. Regardless of the driver's hand
position, one
hand must always be removed from the steering wheel in order to operate a
stalk switch-
activated turn signal. Where the turn signal switches are located in the hub
of the wheel, the
result is essentially the same. Either the driver's hand must be removed from
the steering
wheel to activate the hub-mounted switch or the hand must be turned so that
the thumb of the
driver's hand can reach the hub-mounted switch. In turning the hand to stretch
the thumb to
reach the switch, a driver must release his/her grip on the steering wheel,
even if the hand
remains in contact with the steering wheel. Similarly, when the turn signal
switch is located
in a spoke of the steering wheel, the driver must reposition his or her hand
in order to operate
the spoke-mounted switch.
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[0013] It would therefore be advantageous to have a turn signal activation
switch and system
which does not require that a driver release his/her grip from the steering
wheel in order to
operate the switch. It would be a further advantage to have a turn signal
activation switch
and system which can be operated during high-risk or complex driving
situations while
maintaining a two-handed grip on the steering wheel. It would be an additional
advantage to
have a turn signal activation switch and system that would not prematurely
turn off or remain
on after a turn. It would be yet a further advantage to have a turn signal
activation switch and
system that could not be accidently operated.
[0014] Computer-driver interfaces are also known for use on motor vehicles.
Such interfaces
may be used to control specific equipment components of the motor vehicle such
as a radio,
compact disc player, connected devices, or wireless communication devices.
Interfaces such
as the BMW DRIVE, AUDI MMI, MERCEDES COMMAND, LOCUS REMOTE TOUCH
and FORD SYNC and MYFORD TOUCH, each offer variations on the same type of
controls. Such computer-driver interfaces appear to be
mouse/dial/joystick/touch screen
combinations with the controls located in the proximate to a gear shift
selector.
Alternatively, such computer-driver interfaces may be located on stalk levers
with buttons
and switches attached, or in thumb-operated buttons located on the steering
wheel horizontal
spoke cross bar directly inwards from the steering wheel annular ring and
proximal to the 3
o'clock and 9 o'clock positions on the annular ring. Information from such
computer system.
which controls the motor vehicle equipment components may be displayed to the
motor
vehicle operator via a screen in the center of the vehicle dashboard, on a
screen in the vehicle
operator's instrument cluster, and/or in a heads-up-display also known as a
HUD.
[0015] The computer-driver interfaces typically cannot be operated with the
motor vehicle
operator maintaining a fully wrapped grip around the annular ring of the
steering wheel, and
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would require repositioning of the hands especially if the hands were
originally positioned on
the upper half of the steering wheel. Some of the presently commercially
available
computer-driver interfaces have been criticized because their use requires a
driver to look
away from the road in order to locate and operate the interface.
[0016] It would therefore be advantageous to have a computer-driver interface
and system
which does not require that a driver release his/her grip from the steering
wheel in order to
operate the interface. It would be a further advantage to have a computer-
driver interface and
system which can be operated during high-risk or complex driving situations
while
maintaining a two-handed grip on the steering wheel. It would be an additional
advantage to
have a computer-driver interface and system that could not be accidentally
operated.
[0017] Common to many personal digital assistants ("PDA") and cellular
telephones are
assignable keys that may also be referred to as "convenience keys."
Convenience keys allow
an operator to designate a specific function (camera, voice recorder, media
player, etc.) on the
PDA or cellular telephone. Many video game systems such as XBOX or
PLAYSTATION,
or personal computers as well as personal music devices such as IPOD include a
menu which
offers a subsection of controller where the operator may deviate from the
native default
settings of the device and assign specific functions to specific keys on the
device.
Personalized keys are also known for seat, steering wheel, mirrors and seat
belt location
settings and are found in many motor vehicles with control buttons usually on
the door of the
motor vehicle. Such personalized keys are analogous to radio presets and allow
a driver to
adjust selected elements to a pre-set value with the push of one button. It
appears, however,
that assignable/reassignable convenience keys are not available as integrated
controls in the
steering wheel of a motor vehicle.
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[0018] It would therefore be advantageous to have a computer-driver interface
and system
which includes assignableireassignable convenience keys that are integrated
into the annular
ring of a motor vehicle steering wheel so that an operator sitting behind the
steering wheel
would have the ability to assign a function to such convenience keys, and then
have the
option to change that function to a different function at will.
[0019] It appears that the operation of all paddle/thumbshifters on motor
vehicles in the
consumer marketplace require a driver of such motor vehicles to loosen or
alter their fully
wrapped four finger grip on the steering wheel of the motor vehicle. Many such
paddles are
especially used in sporty driving situations. It is reasonable to assume that
the vehicle
driver's underlying desire in those circumstances is to maintain as much
control over the
steering wheel as possible. Paddle shifters can be found dating back to at
least 1912 and
evolved in the consumer market to apparently mimic the Fl paddles which
achieved racing
success in the late 1980's. Today, most automobile manufacturer offers some
variety of
paddle shifters in at least one model of motor vehicle. It appears such paddle
shifters have
been marketed as a compromise, on the one hand, for car buyers who wanted
access to both
manual and automatic shifting of the motor vehicle's transmission's gears,
and, on the other
hand, as a faster shifting improvement over traditional manual transmissions
on automobiles
such as the FERRARI.
[0020] It would therefore be advantageous to have paddle shifters for a motor
vehicle
integrated into the annular ring of the motor vehicle's steering wheel such
that the driver of
the motor vehicle would not have to loosen or alter a fully-wrapped four-
finger grip on the
steering wheel in order to operate the paddle shifters. It would be a further
advantage to
provide an integrated vehicle control system and apparatus which includes a
computer-driver
interface and system having assignable/reassignable convenience keys that are
integrated into
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the annular ring of a motor vehicle steering wheel so that an operator could
assign the paddle-
shifter functionality to the convenience keys at will.
[00211 The advent of "hands free" controls in a vehicle has been primarily in
response to the
desire to keep a driver's hands on the wheel, not necessarily because drivers
want to "speak"
every command to operate the motor vehicle. There are many commands that
drivers would
prefer to keep secret. In the event of a carjacking or kidnapping, providing
the driver with
the ability to covertly send a distress call to 911 while appearing to simply
drive the car with
two hands on the wheel is a feature never before offered in the marketplace.
[0022] It would therefore be an advantage to have an integrated vehicle
control system which
can be operated during high-risk or complex driving situations while
maintaining a two-
handed grip on the steering wheel and facilitates the sending of a distress
call to emergency
personnel. In vehicles equipped with GPS systems, the distress call could also
send
emergency personnel a real-time location and potentially also activate a
hidden camera in the
car capturing a picture or video image. Cab drivers or bus drivers would no
longer have to
risk reaching for the radio or a "bank teller style" hidden button to call for
help if an
integrated vehicle control system were available which did not require a motor
vehicle
operator to remove his or her hands from the motor vehicle's steering wheel in
order to
operate.
[0023] It would also be an advantage to have a computer-driver interface and
system which
does not require that a driver release his/her grip from the steering wheel in
order to operate
the interface and which is further integrated with a motor vehicle's HUD
system. It would be
advantageous for a driver to be able to access a HUD system to obtain
information such as
the motor vehicle's speed, navigation information and location proximity
alerts, or to access a
vehicle's night vision capabilities, while allowing the driver to keep his or
her eyes on the
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road while maintaining a fully-wrapped four-fingered grip on the motor
vehicle's steering
wheel.
SUMMARY OF THE INVENTION
[0024] The present invention provides an activation switch and system which is
integral to
5 the rim of a steering wheel and may be operated without the need for a
driver to change
his/her grip on the steering wheel. The present invention more specifically
provides a motor
vehicle thumb shifter system which permits shifting the motor vehicle's
transmission while
maintaining a two-handed four-fingered grip on the steering wheel during high-
risk or
complex driving situations. In a preferred embodiment, the present invention
provides an
10 integrated motor vehicle thumb shifter system for use with a motor
vehicle steering wheel
having an annular ring. The integrated motor vehicle thumb shifter system
includes a left
actuator, the left actuator attached to the steering wheel annular ring
between the 9 o'clock
and 12 o'clock positions on the annular ring; a right actuator, the right
actuator attached to
the steering wheel annular ring between the 3 o'clock and 12 o'clock positions
on the annular
ring; and a controller, the controller connected to the left and right
actuators, the controller
further connected to a system controller which causes the motor vehicle's
transmission to
shift gears. The left actuator and the right actuator of this embodiment do
not overlap.
Furthermore, the controller activates the left actuator and the right actuator
when the left and
the right actuators are depressed simultaneously and held for a pre-set
threshold time, thus
providing an activated left actuator and an activated right actuator. In
accordance with the
present invention, the transmission is shifted up and down through its gears
when one of the
left and right actuators is depressed. The integrated motor vehicle thumb
shifter system of
can cause the transmission to shift into the neutral position when the
activated left and right
actuators are simultaneously depressed. The integrated motor vehicle thumb
shifter system
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can cause the transmission to shift into the park position when the activated
left and right
actuators are simultaneously depressed and the motor vehicle is not moving.
[0025] In still further embodiments of the present invention, each of the left
and right
actuators may include an array of switches such that the array of switches may
be depressed
in multiple locations using multiple positions of the hand. In one embodiment,
the controller
determines when a thumb-sized pattern of switches in a switch array is
depressed. If a
thumb-sized pattern of switches has been depressed, then the controller will
recognize the
corresponding actuator as being in the "on" position. In still further
embodiments, an audible
signal may be emitted and/or a dash light turned on when an activated actuator
is depressed to
energize the corresponding exterior turn signal light.
[0026] The present invention also provides an integrated motor vehicle
equipment component
control system for use with a motor vehicle steering wheel having an annular
ring and a
motor vehicle equipment component having a function. The integrated motor
vehicle
equipment component control system comprises a left actuator, the left
actuator attached to
the steering wheel annular ring between the 9 o'clock and 12 o'clock positions
on the annular
ring; a right actuator, the right actuator attached to the steering wheel
annular ring between
the 3 o'clock and 12 o'clock positions on the annular ring; and a controller,
the controller
connected to the left and right actuators, the controller further connected to
a motor vehicle
component such as radio, compact disc player, connected device, cellular
telephone and
navigation system, and other components. The left actuator and the right
actuator do not
overlap and the controller activates the left actuator and the right actuator
when the left and
the right actuators are depressed simultaneously and held for a pre-set
threshold time. The
function of the motor vehicle equipment component is activated when an
actuator is
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depressed, the actuator selected from the group consisting of the left
actuator and the right
actuator.
[0027] The integrated motor vehicle equipment component control system of the
present
invention may further include actuators, the actuators each including a switch
array.
[0028] The present invention also provides an integrated motor vehicle
equipment component
control system having a controller that activates left and right actuators
when thumb-sized
patterns of switches in a switch array located in of each of the left and the
right actuators are
simultaneously depressed.
[0029] The present invention still further provides an integrated motor
vehicle equipment
component control system for a motor vehicle having a steering wheel and
having a left and
right actuator such that the left actuator is preferably positioned beginning
at the 11 o'clock
position on the steering wheel annular ring and preferably extends in a two
inch arc towards
the 9 o'clock position and such that the right actuator is preferably
positioned beginning at
the 1 o'clock position on the steering wheel annular ring and preferably
extends in a two inch
arc towards the 3 o'clock position.
[0030] The present invention also provides an integrated motor vehicle
equipment component
control system having a left and right actuator such that the left and/or
right actuators causes
the controller to control a motor vehicle equipment component or, optionally,
the controller
sends a signal to a system controller which controls a motor vehicle equipment
component
and wherein the motor vehicle equipment component could be one or more of a
sound
system, an entertainment system, a radio, a compact disc player, a connected
device, a
cellular telephone, a navigation system, an internet access system, BLUETOOTH
system,
and other motor vehicle components.
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BRIEF DESCRIPTION OF THE DRAWINGS
[0031] FIG. la is an illustration of a driver's hand gripping a steering wheel
in a four-
fingered grip.
[0032] FIG. lb is a further illustration of a driver's hand gripping a
steering wheel in a four-
fingered grip.
[0033] FIG. 2 is an illustration of a steering wheel of an embodiment of the
present invention.
[0034] FIG. 3 is an illustration of the clock positions designating locations
on a steering
wheel.
[0035] FIG. 4 is an illustration of a steering wheel of an embodiment of the
present invention
showing a preferred actuator location.
[0036] FIG. 5 is an illustration of one preferred actuator design of the
present invention.
[0037] FIG. 6 is an illustration of an embodiment of the present invention in
which an
actuator includes a plurality of switches in a switch array.
[0038] FIG. 7 is an illustration of a steering wheel of the prior art
illustrating the position of
the steering wheel-mounted turn signal switches.
[0039] FIG. 8a is an illustration of a driver gripping the prior art steering
wheel of FIG. 7
illustrating the position of the driver's hand relative to steering wheel-
mounted turn signal
switches.
[0040] FIG. 8b is a further illustration of a driver gripping the prior art
steering wheel of FIG.
7 illustrating the position of the driver's hand relative to steering wheel-
mounted turn signal
switches.
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[0041] FIG. 8c is yet a further illustration of a driver gripping the prior
art steering wheel of
FIG. 7 illustrating the position of the driver's hand relative to steering
wheel-mounted turn
signal switches.
[0042] FIG. 8d is still a further illustration of a driver gripping the prior
art steering wheel of
FIG. 7 illustrating the position of the driver's hand relative to steering
wheel-mounted turn
signal switches.
[0043] FIG. 9a illustrates a driver gripping the steering wheel of the present
invention while
maintaining a four-fingered grip and activating the turn signal actuator.
[0044] FIG. 9b illustrates a driver gripping a steering wheel of the present
invention in a four-
fingered grip.
[0045] FIG. 9c illustrates another view of a driver gripping the steering
wheel of the present
invention in a four-fingered grip.
[0046] FIG. 9d illustrates a driver gripping the steering wheel of the present
invention while
maintaining a tour-fingered grip and activating the turn signal actuator.
[0047] FIG. 10 is a diagram of an embodiment of the system of the present
invention
showing a steering wheel, controller, stalk switch and turn signal circuits.
[0048] FIG. 11 is a logic diagram illustrating the operation of an embodiment
of the present
invention.
[0049] FIG. 12a and 12b are a logic diagram illustrating the operation of an
embodiment of
the present invention in which a controller is used to determine when a thumb
is pressing on a
steering wheel to activate a turn signal.
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[0050] FIG. 13 is a diagram of an embodiment of the system of the present
invention
showing a steering wheel, controller, and motor vehicle transmission.
[0051] FIG. 14 is a diagram of an embodiment of the system of the present
invention
showing a steering wheel, controller, interface controller and equipment
component.
5 [0052] FIG. 15 is a diagram of an embodiment of the system of the present
invention
showing a steering wheel, controller, interface controller, display screen and
equipment
component.
[0053] FIG. 16 is a logic diagram illustrating the operation of an embodiment
of the present
invention which controls an equipment component.
10 DETAILED DESCRIPTION OF THE INVENTION
[0054] It is generally desirable, if not advisable, for a driver to grip a
steering wheel of a
motor vehicle in a four-fingered grip with the fingers of the hand wrapped
around the rim of
the steering wheel when driving the motor vehicle. The four-fingered grip is
illustrated in
FIGS. la and lb. Such a four-fingered grip securely positions the steering
wheel in a driver's
15 bands. Embodiments of the present invention are directed towards
allowing a driver to
maintain a four-fingered grip on the steering wheel while operating the
vehicle's turn signals
or other mechanical components of the motor vehicle via a computer-driver
interface, such
components including a radio, a compact disc player, a cellular telephone, a
navigation
system, an Internet access system, BLIJETOOTH system, and other motor vehicle
components.
[0055] In one embodiment, the present invention provides a system which
permits the
controlled operation of a motor vehicle's turn signals without a driver being
required to
loosen or remove a fully-wrapped four-fingered grip on the steering wheel. As
addressed
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more fully below, other embodiments provide a computer-driver interface which
facilitates
operation of a motor vehicle's equipment components and mechanical functions
and which
may be programmed as to which ftmctions are operated. The system of the
embodiments of
the present invention, referring now to FIG. 2, would include switches,
sensors or gages,
collectively actuators, integrally mounted to a steering wheel 10. As shown in
FIG. 2,
actuators 40, 50 may be proximal to each other, but actuators 40, 50 do not
overlap. The
steering wheel 10 of the present embodiment includes an annular ring 15 which
may be
connected to a hub 30 by one or more spokes 20. Other configurations of a
steering wheel
will be known to those of ordinary skill in the art.
[0056] Referring now to FIG. 3, the upper half of annular ring 15 of steering
wheel 10 may
be designated by the clock positions from 3 o'clock on the right-hand side of
steering wheel
10 through 9 o'clock on the left-hand side of steering wheel 10. As also shown
in FIG. 2,
actuator 40 may be positioned to cover a portion of steering wheel 10 between
the 3 o'clock
position and the 12 o'clock position. Similarly, actuator 50 may be positioned
to cover a
portion of steering wheel 10 between the 9 o'clock position and the 12 o'clock
position.
When actuators 40, 50 are so positioned they may abut, but do not overlap.
Accordingly, in
one embodiment the left actuator is positioned proximal to the 9 o'clock
position on the
steering wheel annular ring and the opposite end of the left actuator is
positioned proximal to
the 12 o'clock position on the steering wheel annular ring, such that the left
actuator is sized
to span the distance between the 9 o'clock and 12 o'clock positions. A
standard-sized
steering wheel has a diameter of approximately 15 inches. Therefore the
circumferential
segment of annular ring 15, or the "arc-segment-length," from the 3 o'clock
position to the 12
o'clock position has a length of about 12 inches. Similarly, the arc-segment-
length from the
9 o'clock position to the 12 o'clock position also has a length of about 12
inches.
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[0057] Actuators 40, 50 may be sized to cover the entire arc-segment-length
between the 3
o'clock and 12 o'clock positions and the 9 o'clock and 12 o'clock positions,
respectively, as
described above. Alternatively, actuators 40, 50 may be sized to cover only a
portion of the
arc-segment-length between the 3 o'clock and 12 o'clock positions and the 9
o'clock and 12
o'clock positions, respectively. As shown in FIG. 4, one preferred size and
location for
actuators 40, 50 is an arc-segment-length of 2 inches with actuators 40, 50
covering a portion
of annular ring 15 of steering wheel 10 ending at about the 1 o'clock and 11
o'clock positions
respectively such that actuator 50 extends counterclockwise towards the 9
o'clock position
and actuator 40 extends clockwise towards the 3 o'clock position.
[0058] Actuators 40, 50 of the present invention may be membrane switches of a
type
manufactured by Tapecon, Inc., Tapecon Membrane Switch Division, Rochester,
New York.
Membrane switches, as is known in the art, may be manufactured in variety of
configurations
each of which are single pole, single throw switches which are normally open.
Membrane
switch configurations include a standard membrane switch construction, a
tactile plastic
dome construction and a stainless steel dome construction. FIG. 5 illustrates
one type of
membrane switch 41 which includes top overlay 42, adhesive layer 43, top
circuit 44, circuit
spacer 45, bottom circuit 46, bottom overlay 47 and contacts 48. Membrane
switch 41 is
normally open. When top overlay 42 is depressed, top circuit 44 is flexed so
that a circuit is
completed at contacts 48. Depending on the arc-segment-length, as described
above,
actuators 40, 50 may each include one or more membrane switches. Membrane
switch
arrays, which cover a larger area than a single membrane switch, are taught,
for example, in
W01995001302, titled "Curve-conforming Sensor Array Pad." Actuators 40, 50 may
be a
fiber optic pressure sensor, or an array of fiber optic pressure sensors, of
the type
manufactured by Luna innovations, Blacksburg, Virginia. Alternatively,
actuators 40, 50
may be a large-area flexible pressure sensor matrix of the type developed by
the Quantum-
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Phase Electronics Center, School of Engineering, University of Tokyo, Tokyo,
Japan and
described in "A Large-Area, Flexible Pressure Sensor Matrix With Organic Field-
Effect
Transistors For Artificial Skin Applications," T. Someya et al., PNAS, vol.
101, no. 27, July
6, 2004. Furthermore, actuators 40, 50 may be a flexible strain gage of a type
available from
Omega Engineering, Inc., Stamford, Connecticut.
[0059] The actuators 40, 50 may be mechanically bonded to the steering wheel,
such as by
thermal or sonic welding if the materials of construction of the actuators 40,
50 and the
steering wheel 10 are compatible and susceptible to such attachment. The
actuators 40, 50
may be attached to the steering wheel 10 using an adhesive. The actuators 40,
50 when
attached to the steering wheel 10 may be covered by a cover or skin (not
shown) so that the
actuators 40, 50 reside under the skin of the steering wheel 10. Actuators 40,
50 can be
positioned under the skin of the steering wheel 10 so as to make the actuators
40, 50
undetectable by the human eye. The actuators 40, 50 may be molded into the
steering wheel
10 during the process of manufacturing the steering wheel 10. When molded into
the steering
wheel 10, the actuators may be positioned under the surface of the steering
wheel 10 if the
material of construction of the steering wheel 10 is sufficiently deformable
to permit
deforming the steering wheel 10 in a manner that also allows activating the
actuators 40, 50.
[0060] The properties of the material of construction of a steering wheel 10
will be known to
those of ordinary skill in the art such that the permissible methods for
attachment of actuators
40, 50 to the steering wheel 10 will be also be understood. For example, it is
known in the art
that steering wheels may be molded from a pliable cross-linked vinyl chloride
polymer as
taught in U.S. Patent No. 4,567,217 to Yamazaki et al. It is further
understood in the art that
flexible sensors, such as membrane switches, may be encapsulated in a molded
part as taught
in U.S. Patent No. 5,762,853 to Harris et al. Also, insert molded membrane
switches have
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been used as steering wheel hub-mounted horn switches as taught in U.S. Patent
No.
5,198,629 to Hayashi et al.
[0061] To accommodate different hand positions used by a driver during
operation of a
vehicle, actuators 40, 50 may be configured to sense when the thumb of a hand
is pressing
one or both of the actuators 40, 50. FIG. 6 illustrates one design in which
each of actuators
40, 50 are made up of switch arrays 140, 150, respectively, and where the
switch arrays 140,
150 each include a plurality of switches 160. The switch array 140, 150 of
FIG. 6 is merely
illustrative and does not depict a necessary configuration of switches 160.
The switches 160
are normally open (off), closed when depressed or selected (on), and return to
open (off)
when deselected. Each of switches 160 is connected to a controller 60 so that
controller 60
may sense when a switch 160 is in the open position or the closed position.
Switches 160
may be connected to controller 60 via a wiring harness (not shown) for
example, such that
each switch 160 is wired to a terminal block (not shown) and the terminal
block is wired to
the controller 60 via the wiring harness. Those of ordinary skill in the art
will recognize other
connection means for wiring switches 160 to controller 60. The activation
state of each
switch 160 in switch arrays 140, 150, that is to say whether a switch 160 is
on or off, may be
determined by the controller 60. In a typical operation, a switch 160 opens
and closes an
electrical circuit between the switch 160 and the controller 60. If only
switches 160
corresponding to a thumb-sized pattern are depressed, then the actuators 40,
50 will be
recognized as being in the "on" position by the controller 60. However, if
switches 160
corresponding to a pattern larger than a thumb are depressed, then actuators
40, 50 will be
recognized as being in the "off' position.
[0062] In the embodiments of the present invention which incorporate actuators
40, 50 as
illustrated in FIG. 6, the controller 60 is programmed to determine when
switches 160 are
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depressed in a thumb-sized pattern. As used herein, a thumb-sized pattern
means an area that
ranges from about 0.5 square inches to about 2.25 square inches. Thus, if a
full four-fingered
grip is taken of steering wheel 10 a pattern of switches 160 may be depressed,
depending on
where the driver places his or her hand on the steering wheel, which exceeds
the size of the
5 pattern of switches made when a thumb depresses one of actuators 40, 50.
Under this
condition, controller 60 does not activate actuators 40, 50 and controller 60
recognizes
actuators 40, 50 as being in the "off' position. However, if a thumb is then
placed on either
actuator 40 or actuator 50, controller 60 registers that a thumb-sized pattern
of switches has
been depressed and controller 60 recognizes either actuator 40 or actuator 50,
respectively, as
10 being in the "on" position. Once actuators 40, 50 are activated via
controller 60, either
actuator 40 or actuator 50 may be depressed to turn on the corresponding
signal lights (not
shown) or operate the corresponding vehicle equipment component or function,
such as a
radio, compact disc player, cellular telephone or navigation system. (not
shown). Once
activated, simultaneously pressing actuator 40 and actuator 50 will not turn
on the
15 corresponding turn. signal lights. If controller 60 has not activated
actuators 40, 50, then
depressing either actuator 40 or actuator 50 will not turn on the
corresponding turn signal
lights or operate the corresponding vehicle function. It will be understood by
those of
ordinary skill in the art that a motor vehicle equipment component will have
at least one
function, being turned on/off for example, but may also have a plurality of
functions.
20 [0063] In one embodiment, pressing an activated actuator 40 or an
activated actuator 50 will
turn on an audible signal in addition to turning on the corresponding turn
signal lights. The
audible signal may serve to indicate to the driver that the turn signal has
been turned on. The
audible signal may also serve to indicate that the actuators 40, 50 have
become activated. In
one embodiment, the audible signal may emanate from the speaker system of the
motor
vehicle that is used, for example, to signal that a car door is open when the
ignition key
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remains in the ignition switch. In another embodiment, the audible signal may
emanate from
the same sound source used to alert a driver of the motor vehicle that the
stalk-switch-
operated turn signal has been turned on. In another embodiment, the audible
signal may be
wirelessly broadcast using BLUETOOTHg technology such that the audible signal
is
received in an ear piece or headset worn by the driver and the driver thereby
hears the audible
signal. In yet another embodiment, actuators 40, 50 may be connected to
corresponding turn
signal indicator lights located in the dashboard of the motor vehicle such
that pressing an
activated actuator 40 or an activated actuator 50 will light the corresponding
turn signal
indicator lights.
[0064]FIG. 7 illustrates a steering wheel 110 of the prior art and FIGS. 8a ¨
8d illustrate a
driver's hands gripping the steering wheel 110 of FIG. 7. In FIG. 7, hot
buttons 115, 120 are
depicted positioned on the steering wheel 110 as described in the prior art.
As used herein,
the term "hot button" refers to a single on/off switch which is pressed to
turn on and pressed
again to turn off. Thus, hot buttons 115, 120 are placed at the 10 o'clock and
2 o'clock
positions on the steering wheel 110, respectively. Referring to FIG. 8a, it is
clear that the
four-fingered grip of the driver must be loosened, thus not fully gripping
steering 110, in
order to rotate the thumb into position to depress hot button 115. In FIG. 8b,
the driver must
again modify the four-fingered grip to accommodate the spoke 125 in order to
access and
depress hot button 115. In FIG. 8c, it is again clear that the four-fingered
grip of the driver
must be loosened, thus not fully gripping steering 110, in order to rotate the
thumb into
position to depress hot button 120. As was seen in FIG. 8b, FIG 8d illustrates
how the driver
must modify the four-fingered grip to accommodate the spoke 125 in order to
access and
depress hot button 120.
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[0065] In one embodiment, actuators 40, 50 are preferably positioned on
annular ring 15 of
steering wheel 10 facing the driver. When positioned in this location,
actuators 40, 50 may
be activated when the driver presses down on the steering wheel using a thumb
of the driver's
left or right hands. FIGS. 9a --- 9d illustrate a driver gripping annular ring
15 of steering
wheel 10 with the driver's thumb position in a full four-fingered grip (
(FIGS. 9b and 9c) and
with the thumb positioned over actuators 40, 50 (FIGS. 9a and 9d). It will be
recognized by
persons of ordinary skill in the art that actuators 40, 50 may be positioned
in locations other
than on the side of annular ring 15 directly facing the driver.
[0066] Referring now to FIG. 10 which illustrates an embodiment of the present
invention,
actuators 40, 50 are connected to controller 60. Controller 60 includes
processor 70.
Processor 70 includes logic circuits 80, timer 90 and memory 100. Controller
60 is
connected to right-side signal circuit 140 and left-side signal circuit 150.
Right-side signal
circuit 140 includes right-side signal lights (not shown) and left-side signal
circuit (150)
includes left-side signal lights (not shown). Turn signal stalk switch (not
shown) may also be
connected to controller 60.
[0067] In an embodiment of the present invention, controller 60 controls the
operation of
actuators 40, 50 such that when actuator 40 is depressed, right side signal
lights (not shown)
of right-side signal circuit 140 are energized and when actuator 50 is
depressed, left-side
signal lights (not shown) of left-side signal circuit 150) are energized. When
energized,
right-side signal lights and/or left-side signal lights (not shown) may
"blink" as is common to
all turn signals.
[0068] FIG. 11 illustrates the circuit logic of one embodiment of the present
invention. In
this embodiment, when actuator 40 is depressed it is in a closed position and
it completes a
circuit to controller 60. Similarly, when actuator 50 is depressed it
completes a circuit to
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controller 60. If both actuator 40 and actuator 50 are depressed, controller
60 via timer 90
(shown in FIG. 10) measures the time each of actuator 40 and actuator 50 is
depressed. If the
measured time exceeds a pre-set threshold time, 1 second for example, then
controller 60
activates actuators 40, 50. If the measured time is less than the pre-set
threshold time,
controller 60 does not activate actuators 40, 50. The pre-set threshold time
can be varied and
programmed into memory 100 shown in FIG. 10 such that logic circuits 80 of
FIG. 10 in
controller 60 activate actuators 40, 50. The pre-set threshold time may range
from about 0.5
seconds to about 5 seconds. It is preferred that the pre-set threshold time be
about 1 second.
When activated, depressing actuator 40 results in the right side signal lights
(not shown) of
right-side signal circuit 140 to be energized and when actuator 50 is
depressed left-side signal
lights (not shown) of left-side signal circuit 150) are energized. When
energized, right-side
signal lamp and/or left-side signal lamp (not shown) may "blink" as is common
to all turn
signals.
[0069] FIG. 12 illustrates the logic circuit of a further embodiment of the
present invention in
which actuators 40, 50 are of the type illustrated in FIG. 6. In this
embodiment, actuator 40
and actuator 50 are each made up of switch arrays 140, 150, respectively,
where each switch
array 140, 150 includes a plurality of switches 160. The switches 160 are
normally open
(off), closed when depressed or selected (on), and return to open (off) when
deselected. Each
of switches 160 is connected to a controller 60 so that controller 60 may
sense when a switch
160 is in the open position or the closed position. In a typical operation, a
switch 160 opens
and closes an electrical circuit between the switch 160 and the controller 60.
If only switches
160 corresponding to a thumb pattern are depressed, then the actuators 40, 50
will be
recognized as being "on" by the controller 60. However, if switches 160
corresponding to a
pattern larger than a thumb-sized pattern are depressed, then actuators 40, 50
will be
recognized as being "off." The controller 60 is programmed to determine when
switches 160
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are depressed in a thumb-sized pattern. Thus, if a full four-fingered grip is
taken of steering
wheel 10 a pattern of switches 160 may be depressed, depending on where the
driver places
his or her hand on the steering wheel, which exceeds the size of the thumb-
sized pattern made
when a thumb depresses actuators 40, 50. Under this condition, controller 60
does not
activate actuators 40, 50 and controller 60 recognizes actuators 40, 50 as
being in the "off'
position. However, if a thumb is then placed on actuators 40, 50, controller
60 registers that a
thumb-sized pattern of switches has been depressed and controller 60 will
activate the
actuators 40, 50 if they are depressed for at least the pre-set threshold
time. When controller
60 activates actuators 40, 50, either one of actuator 40 or actuator 50 may be
depressed to
turn on the corresponding signal lights (not shown). If controller 60 has not
activated
actuators 40, 50, then depressing either of actuator 40 or actuator 50 will
not turn on the
corresponding signal lights.
[0070] To deactivate actuators 40, 50, both actuator 40 and actuator 50 are
depressed
simultaneously and held for a pre-set threshold time. Referring to FIG. 10,
timer 90 of
controller 60 measures the time each of actuator 40 and actuator 50 is
depressed. If the
measured time exceeds a pre-set threshold time, 1 second for example, then
controller 60
deactivates the activated actuators 40, 50. If the measured time is less than
the pre-set
threshold time, controller 60 does not deactivate actuators 40, 50. The pre-
set threshold time
can be varied and programmed into memory 100 shown in FIG. 10 such that logic
circuits 80
of FIG. 10 in controller 60 deactivate activated actuators 40, 50. It is
preferred that the pre-
set threshold time be about 1 second. When actuators 40, 50 are deactivated,
depressing
actuators 40, 50 will not turn on the corresponding turn signal lights.
[0071] When driving a motor vehicle equipped with a steering wheel that
incorporates the
present invention, a driver may use the vehicle's stalk switch to turn on the
vehicle's turn
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signals. Preferably the operation of the stalk switch is not modified by
incorporation of the
present invention into the steering wheel, but modifications may be made
without altering the
concepts encompassed by the descriptions herein. The actuators 40, 50 may be
used to turn
on and turn off the turn signals of the motor vehicle once the controller 60
has activated
5 actuators 40, 50 as provided herein. Thus, in a preferred embodiment, the
actuators 40, 50
operate in parallel with the vehicle's stalk switch and the turn signals turn
on when activated
actuator 40 or activated actuator 50 is depressed and turn off when activated
actuator 40 or,
respectively, activated actuator 50 is released. Unlike the conventional stalk
switch, which
turns off when the steering wheel is rotated away from the direction of the
turn, in the
10 preferred embodiment of the present invention the turn signals only
operate when one of
actuator 40 and actuator 50 is depressed. In a critical or high-stress driving
situation, a driver
need only position his or her thumbs on the actuators 40, 50, depress both of
the actuators 40,
50 and maintain them in an "on" position for a pre-determined amount of time,
and thereafter
operate the turn signals using only one of the actuators 40, 50. With the
system and
15 apparatus of the present invention, a turn signal cannot prematurely or
accidently turn off.
Once the actuators 40, 50 are activated, a turn signal is turned on by
depressing one of
actuators 40, 50 and it is turned off by releasing the depressed actuator.
[0072] In a further embodiment, which employs actuators 40 and 50 of the
present invention
as illustrated in FIG.!!, two activation settings for actuators 40 and 50 are
possible: (1)
20 actuators 40 and 50 require actuator activation upon each start up of
the motor vehicle, or (2)
actuators 40 and 50 are always activated when the engine of the motor vehicle
is turned on
after having once been activated. Controller 60 in this embodiment is a
programmable
controller or, alternatively, a computer-implemented device, which allows for
the
programming of actuators 40 and 50 with respect to their on/off status. Thus,
If both actuator
25 40 and actuator 50 are depressed, controller 60 via timer 90 (shown in
FIG. 10) measures the
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time each of actuator 40 and actuator 50 is depressed. Controller 60 may be
pre-programmed
with two threshold time ranges, for example a first threshold time range and a
second
threshold time range, such that simultaneously depressing actuators 40 and 50
for a time
within the first threshold time range, for example 1 to 2 seconds, activates
actuators 40 and
50 only for the period of time the engine of the motor vehicle is turned on.
It should be noted
that those of ordinary skill in the art will understand that the first
threshold time range may be
as short as a fraction of a second such that actuators 40, 50 are activated
immediately.
Furthermore, those of ordinary skill in the art will understand that any
threshold time range
implemented with respect to embodiments of the present invention may be varied
to suit
specific needs and uses. In such instance, actuators 40 and 50 would need to
be activated as
described each time the motor vehicle is turned on. However, if actuators 40
and 50 are
simultaneously depressed and held through the first threshold time range and
for a duration
within the second threshold time range, 3 to 5 seconds for example, actuators
40 and 50 are
always on in that they are always activated when the engine of the motor
vehicle is turned on.
If the measured time is within either the first or second threshold time
range, then controller
60 activates actuators 40, 50. If the measured time is less than the first
threshold time range,
controller 60 does not activate actuators 40, 50. The pre-set threshold time
ranges can be
varied and programmed into memory 100 shown in FIG. 10 such that logic
circuits 80 of
FIG. 10 in controller 60 activate actuators 40, 50. The pre-set threshold time
ranges may
range from about 0.5 seconds to about 5 seconds. It is preferred that the
first pre-set
threshold time range be about 1 to 2 seconds and that the second pre-set
threshold time range
be about 3 to 5 seconds. When activated, depressing actuator 40 results in the
right side
signal lights (not shown) of right-side signal circuit 140 to be energized and
when actuator 50
is depressed left-side signal lights (not shown) of left-side signal circuit
150) are energized.
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When energized, right-side signal lamp and/or left-side signal lamp (not
shown) may "blink"
as is common to all turn signals.
[0073] In yet a further embodiment, upon initial activation of actuators 40
and 50, a display
screen (not shown), such as a liquid crystal display ("LCD") mounted in the
motor vehicle
could display a selectable option for "always on. The use of LCD's in motor
vehicles is well
known. Such motor vehicle LCD are driven by computers on board the motor
vehicle. In the
present embodiment, controller 60 could interface with the on board computer
or,
alternatively, controller 60 could be a component of the on board computer
either as a
hardwired component, a programmed component such that the on board computer is
programmed to perform the function of controller 60, or a combination of the
two
configurations. If a motor vehicle operator enters "YES," for example, in
response to being
queried to elect or decline the "always on" option, the selection of the
"always on" option is
stored in the on board computer's electronic memory or in a digital memory
device attached
to the on board computer, such that actuators 40 and 50 are activated upon all
subsequent
start ups of the motor vehicle until the setting is changed.
[0074] In other embodiments, the systems and apparatus of the present
invention may be used
to control equipment components of the motor vehicle other than the turn
signals. Such
embodiments of the present invention are directed towards allowing a driver to
maintain a
four-fingered grip on the steering wheel while operating the vehicle's
components. Such
components may include, but are not limited to, climate control, accessing and
controlling the
motor vehicle's audio system or a connected device, accessing and using the
motor vehicle's
navigation system, accessing and using the motor vehicle's cellular telephone,
turning on and
off the motor vehicle's BLUETOOTH system, accessing the Internet, and
shifting the motor
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vehicle's transmission. Other components which may be controlled by the
control system
apparatus of the present invention will be recognized by those of ordinary
skill in the art.
[0075] In one embodiment, with reference to FIG. 13, actuators 40 and 50
function as a
computer-driver interface with processor 70 of controller 60, which are
collectively used to
permit paddle shifting or thumb shifting of a motor vehicle's transmission
250. The present
embodiment thus provides an integrated motor vehicle thumb shifter system. For
actuators
40 and 50 to be used for thumb shifting, controller 60 would send an
electrical signal to
system controller 260 which in turn would cause transmission 250 to change
gears. System
controller 260 may be electromechanical or hydro-mechanical and is of the type
well known
in the art for operating paddle shifted transmissions. One such system is
described in U.S.
Patent No. 7,892,143 (the '143 Patent"). The '143 Patent also describes a
complete paddle
shift system including controller, transmission and clutch which may be
adapted for use with
the present invention. System controller 260 would operate those ancillary
systems necessary
to shifting transmission gears, as well understood by those of ordinary skill
in the art,
including the transmission itself and the clutch (not shown). The clutch may
be one of many
different types of clutch known in the art including an electric clutch.
[0076]A non-limiting example of bow controller 60 could be programmed to
permit use of
actuators 40 and 50 as thumb shifters is presented. The thumb shifting
function could be
engaged when the motor vehicle's transmission is in the drive position and
both actuators 40
and 50 are simultaneously depressed for a pre-set duration. Right actuator 40
would control
shifting up through the gears, that is to say shiftin.g from a lower gear such
as first gear to a
higher gear such as second gear and the left actuator 50 would control
shifting down through
the gears from a higher gear to a lower gear. Pressing both actuators 40 and
50
simultaneously for a pre-set duration of time would cause controller 60 to
change the
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transmission to the neutral gear position. In a further embodiment, pressing
both actuators 40
and 50 simultaneously while also pressing the motor vehicle's brake pedal
would put the
transmission in the neutral position. Selecting a transmission gear and
exiting from the
neutral position by either shifting up or shifting down would be determined by
the vehicle's
RPM and/or speed as calculated by an onboard computer so that the gear
selection would not
damage the motor vehicle's engine and would be in a gear that corresponds to
optimized
power band based on engine revolutions per minute, as will be understood by
those of
ordinary skill in the art. The actuators 40 and 50 would be deactivated by
simultaneous
depression for a pre-set time that is significantly longer than the duration
which causes the
transmission to be shifted to the neutral position. Once actuators 40 and 50
are deactivated as
thumb shifters, the control of the transmission would revert back to the
native automatic
transmission state.
[0077] FIG. 14 illustrates the circuit logic of one embodiment of the present
invention in
which actuators 40 and 50 provide thumb-shifting functionality to a motor
vehicle. In this
embodiment, when actuator 40 is depressed it is in a closed position and it
completes a circuit
to controller 60. Similarly, when actuator 50 is depressed it completes a
circuit to controller
60. If both actuator 40 and actuator 50 are depressed, controller 60 via timer
90 (shown in
FIG. 13) measures the time each of actuator 40 and actuator 50 is depressed.
If the measured
time is within a pre-set activation threshold time range, then controller 60
activates actuators
40, 50. If the measured time is outside of the pre-set activation threshold
time range,
controller 60 does not activate actuators 40, 50. The pre-set activation
threshold time range
can be varied and programmed into memory 100 shown in FIG. 13 such that logic
circuits 80
of FIG. 13 in controller 60 activate actuators 40, 50. Once activated,
actuators 40 and 50 may
then be used as thumb shifters and controller 60 via timer 90 (shown in FIG.
13) measures the
time each of actuator 40 and actuator 50 is depressed. There will be, in this
example, two
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pre-set threshold time ranges: a first pre-set threshold time range described
above which
determines whether or not actuators 40, 50 are to be activated and a pre-set
neutral time
range. The pre-set threshold time ranges will vary based on the function which
the actuators
and 50 are to perform. For example, to activate actuators 40 and 50 as thumb
shifters
5 actuators 40 and 50 would be depressed for a preferred 1 to 2 second
duration, although this
duration may range from about 0.1 second to I second or 0.5 seconds to about 5
seconds.
When actuators 40 and 50 are simultaneously depressed after having been
activated and
released and then depressed again for a duration within a time range of, for
example, about
0.1 to about 1 seconds, actuators 40 and 50 signal controller 60 that system
controller 260 is
10 to put transmission 250 into the neutral position. When actuator 40 is
activated in this
example of the present embodiment, depressing actuator 40 alone results in
controller 60
sending a signal to system controller 260 to operate the motor vehicle's
clutch and shift the
transmission to a higher gear. When actuator 50 is activated in this example
of the present
embodiment, depressing actuator 50 alone results in controller 60 sending a
signal to system
15 controller 260 to operate the motor vehicle's clutch and shift the
transmission to a lower gear.
[0078] The embodiments of the present invention which utilize actuators 40, 50
as thumb
shifters as illustrated in FIG. 13 may be further adapted such that actuators
40, 50 may be
used to perform various functions of a conventional shifter as will be
understood by those of
ordinary skill in the art. The following non-limiting examples are presented
to further
20 illustrate such adaptations.
[0079] Activating Actuators 40. 50. When a motor vehicle that has been
modified to include
the system and apparatus of the present invention, actuators 40, 50 may be
activated when the
motor vehicle's ignition (not shown) is turned on and the transmission 250 of
the motor
vehicle is in the neutral or park position. An operator of the motor vehicle
may then activate
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actuators 40 and 50 by simultaneously depressing actuators 40 and 50 for a
time that is within
a pre-set threshold time range and further described herein above.
Alternatively, when the
motor vehicle's ignition is turned on and the motor vehicle is stopped
(transmission 250 is in
the drive position and the motor vehicle operator has engaged the motor
vehicle's brake),
simultaneously pressing actuators 40 and 50 immediately activates actuators 40
and 50. As
further described herein above, once actuators 40 and 50 are activated,
depressing actuator 40
will cause transmission 250 to be up shifted into gear, from park to first
gear for example,
and depressing 50 will cause transmission 250 to be downshifted, from park to
reverse for
example. In yet a further adaptation of the present invention, simultaneously
pressing
actuators 40 and 50 while the motor vehicle is in motion will immediately
activate actuators
40, 50 in the corresponding gear at which transmission 250 in when actuators
40, 50 are
activated.
[0080] Operating actuators 40, 50. When a motor vehicle that has been modified
to include
the system and apparatus of the present invention, the following example
illustrate
adaptations of the present invention in which actuators 40 and 50 are
activated and are
subsequently being used as thumb shifters. In the present adaptation:
1) depressing actuator 40 will cause transmission 250 to be upshifted (from
first gear to
second gear for example);
2) depressing actuator 50 will cause transmission 250 to be downshifted (from
second
gear to first gear for example);
3) depressing both actuators 40 and 50 for a first pre-set threshold duration
or time range
will cause transmission 250 to be shifted into the neutral position; and
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4) depressing both actuators 40 and 50 for a second pre-set threshold duration
that is
longer than the first pre-set threshold duration will turn off actuators 40
and 50.
[0081] Operating actuators 40, 50¨ further adaptations. When a motor vehicle
that has been
modified to include the system and apparatus of the present invention, the
following
examples illustrate adaptations of the present invention in which the motor
vehicle's ignition
(not shown) is turned on, and actuators 40 and 50 are activated and are
subsequently being
used as thumb shifters to place the motor vehicle's transmission 250 into the
neutral or park
position. In the present adaptation:
1) depressing both actuators 40 and 50, simultaneously, for a first pre-set
threshold time
range or duration will cause transmission 250 to be placed in the neutral
position;
2) continuing to depress actuators 40, 50, simultaneously for a second pre-set
threshold
duration that is longer than the first pre-set threshold duration will cause
transmission
250 to be placed in the park position (the park position of transmission 250
cannot be
accessed at any time the motor vehicle is not at a complete stop);
3) with the motor vehicle having been placed in the park position as described
in step 2)
above, releasing both actuators 40, 50 and then simultaneously depressing them
for
the first pre-set threshold duration will cause transmission 250 to be shifted
into the
neutral position; and
4) continuing to simultaneously depress actuators 40 and 50 for a third pre-
set threshold
duration, which is longer than both the first pre-set threshold duration and
the second
pre-set threshold duration will deactivate or turn off actuators 40, 50.
[0082] Using actuators 40, 50 to move the motor vehicle forward. When a motor
vehicle that
has been modified to include the system and apparatus of the present
invention, the following
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examples illustrate adaptations of the present invention in which the motor
vehicle's ignition
(not shown) is turned on, and actuators 40 and 50 are activated and are
subsequently being
used as thumb shifters to move the motor vehicle's transmission 250 from
either the park or
the neutral position into a forward gear. In the present adaptation:
1) depressing actuator 40 will cause transmission 250 to be placed in first
gear and the
car will move forward; and
2) in an alternative embodiment of the present adaptation, depressing actuator
40
simultaneously while depressing the motor vehicle's brake pedal will cause
transmission 250 to be placed in first gear and the motor vehicle will not
move
forward until the brake pedal is released.
[0083] Using actuators 40, 50 to move the motor vehicle in reverse. When a
motor vehicle
that has been modified to include the system and apparatus of the present
invention, the
following examples illustrate adaptations of the present invention in which
the motor
vehicle's ignition (not shown) is turned on, and actuators 40 and 50 are
activated and are
subsequently being used as thumb shifters to move the motor vehicle's
transmission 250 from
either the park or the neutral position into the reverse gear. In the present
adaptation:
1) the reverse position of transmission 250 can be immediately engaged when
the
motor vehicle is stopped and transmission 250 is either in the neutral
position or in
the park position by depressing actuator 50; and
2) in another embodiment of the present adaptation, the reverse position of
transmission 250 can be immediately engaged when the motor vehicle is stopped
in either the neutral or park positions with the motor vehicle's brake pedal
depressed by depressing actuator 50.
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[0084] Using actuators 40, 50 while the motor vehicle is in reverse. When a
motor vehicle
that has been modified to include the system and apparatus of the present
invention, the
following examples illustrate adaptations of the present invention in which
the motor
vehicle's ignition (not shown) is turned on, and actuators 40 and 50 are
activated and are
subsequently being used as thumb shifters to move the motor vehicle's
transmission 250 into
either the park, neutral, or a forward gear position from the reverse gear
position. In the
present adaptation:
1) while the motor vehicle's transmission is in the reverse position and the
motor vehicle
is moving backwards, depressing actuators 40, 50 simultaneously will
immediately
I 0 engage the neutral position of transmission 250; and
2) while motor vehicle's transmission is in reverse and the motor vehicle is
stopped,
depressing actuators 40, 50 simultaneously will engage the transmission
neutral
position if actuators 40 and 50 are depressed for a first pre-set threshold
duration as
described herein above or, alternatively, depressing actuators 40, 50
simultaneously
for second pre-set threshold duration that is longer than the first pre-set
threshold
duration will cause transmission 250 to be placed in the park position; and
3) while transmission 250 is in the reverse position and the motor vehicle is
stopped,
depressing actuator 40 will cause transmission 250 to be placed into first
gear.
[0085] In a further embodiment, as illustrated in FIG. 15, controller 60 is
connected to
interface controller 360 which is native to the vehicle and controls the
selection of available
equipment components 340 on the motor vehicle and the equipment component
functions and
provides an integrated motor vehicle equipment component control system. For
example, the
interface controller 360 could be a computer-driver interface such as a BMW
'DRIVE. The
IDRIVE, illustrated by equipment component 340 in FIG. 15, and similar systems
offered in
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some form by most automakers, provide the operator with the ability to control
the setting
and operation of various equipment components in the motor vehicle such as a
climate
control system, an audio system, a navigation system, a cellular phone, a
bluetooth device,
and a system for accessing the intemet. The available equipment components and
their
5 functions are made viewable either via a display screen 380 often located
in the center of the
dash of the motor vehicle facing the front seat passengers, or a small screen
located in the
driver's instrument panel often between the speedometer and tachometer facing
the driver, or
a HUD projected on the windshield in front of the driver, or a combination of
these readouts.
In this embodiment, interface controller 360 would be programmed to allow the
operator to
10 assign a specific function to either actuator 40 or 50 and function
selection would be
performed by using a system selector native to the vehicle, such as a dial,
mouse, joystick, or
touch-screen capability incorporated into display screen 380. Such system
selector
functionality is widely used on commercially available motor vehicles,
including passenger
automobiles, and is therefore understood by persons of ordinary skill in the
art.
15 [0086] As an example of the embodiment of the present invention
illustrated in FIG. 15,
interface controller 360 would be programmed to allow the operator to assign a
specific
function to either actuator 40 or 50 and such program would be stored in
memory (100 in
FIG. 15) and would control which equipment component or function the operation
actuators
and 50 function affected once the actuators 40 and 50 were activated according
to the
20 methods of the present invention. Selection of an equipment component's
function would be
performed by using a system selector native to the vehicle, such as a dial,
mouse, joystick, or
touch-screen capability incorporated into display screen 380. Alternatively,
controller 60
could be programmed to perform the functions of interface controller 360 as
described above.
Upon starting the motor vehicle, either by starting the engine by turning the
vehicle's
25 electrical power on without starting the engine the motor vehicle
operator depresses both
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actuator 40 and 50 simultaneously for a pre-set duration, a first interval,
providing an
activated actuator 40, 50. Without releasing actuators 40 and 50, the motor
vehicle operator
continues to depress both actuators 40 and 50 for an additional pre-set
duration, a second
interval, which is longer than the first interval. For convenience, the during
the first and
second intervals an audible signal can be caused to emanate from an audio
speaker in the
motor vehicle to signal to the motor vehicle operator that the actuators 40
and 50 have been
depressed for the appropriate pre-set durations. After actuators 40 and 50
have been
depressed for the pre-set second interval, a signal is sent via controller
(60) to interface
controller 360 causing interface controller 360 to enter a mode fur assigning
which
equipment components and functions actuators 40 and 50 will be assigned to
operate. That
interface controller 360 has entered the mode for assigning which equipment
components and
functions actuators 40 and 50 will be assigned to operate could be accompanied
by an audible
signal and/or a display on display screen 380. The motor vehicle operator
could then toggle
or scroll through the vehicle's available equipment components and functions
with a selector
native to the vehicle connected to the controller 360, and, optionally
controller 60. The steps
of the process of selecting the motor vehicle's equipment components and
functions may be
displayed on display screen 380. Upon the motor vehicle operator selecting a
desired
equipment component or function, by for example causing the selection to be
highlighted on
display screen 380 and then entering the selection at display screen 380, the
motor vehicle
operator would then depress one of actuator 40, 50 for a pre-set duration
which assign that
corresponding actuator to the highlighted function. The assignment of the
actuator 40 or 50
could be accompanied by an audible signal and/or a display on display screen
380 indicating
to the motor vehicle operator that the assignment has been successful. it
should be noted that
the assignment of an equipment component or function to actuators 40, 50 may
be performed
via interface controller 360 and display screen 380 even if actuators 40, 50
are not activated.
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In such an adaptation of the present invention the selection will be stored in
the motor
vehicle's onboard computer memory until such time as actuators 40, 50 are
activated. In a
further embodiment, interface controller 360 and display screen 380, or other
input/output
devices used with a motor vehicle's onboard computer, may be used to
activate/deactivate
actuators 40, 50.
[0087] In further embodiments of the present invention, the duration actuators
40 and 50 are
depressed, either simultaneously or individually, could correspond to
different functionalities
depending on what type of equipment component and function is assigned to the
actuator.
For example, when actuators 40 and 50 are assigned to control a motor
vehicle's audio
system, different commands such as pause, next track, previous track, rewind,
or fast
forward, could correspond to depressing actuators 40 and/or 50 for a short
duration, multiple
short durations, a long duration, or a combination of any of these durations.
Such control
functionality is known to be used with IPOD headphones, fur example, with the
IPOD remote
connected to the headphone's right ear wire, as will be readily understood of
those of
ordinary skill in the art.
[0088] In a further embodiment, which employs actuators 40 and 50 of the
present invention
as illustrated in FIG. 16, two activation settings for actuators 40 and 50 are
possible: (1)
actuators 40 and 50 require actuator activation upon each start up of the
motor vehicle, or (2)
actuators 40 and 50 are always activated when the engine of the motor vehicle
is turned on
after having once been activated. Controller 60 in this embodiment is a
programmable
controller or, alternatively, a computer-implemented device, which allows for
the
programming of actuators 40 and 50 with respect to their on/off status. Thus,
If both actuator
40 and actuator 50 are depressed, controller 60 via timer 90 (shown in FIG.
15) measures the
time each of actuator 40 and actuator 50 is depressed. Controller 60 may be
pre-programmed
with two threshold time ranges, for example a first threshold time range and a
second
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threshold time range, such that simultaneously depressing actuators 40 and 50
for a time
within the first threshold time range, for example 1 to 2 seconds, activates
actuators 40 and
50 only for the period of time the engine of the motor vehicle is turned on.
In such instance,
actuators 40 and 50 would need to be activated as described each time the
motor vehicle is
turned on. However, if actuators 40 and 50 are simultaneously depressed and
held through
the first threshold time range and for a duration within or greater than the
second threshold
time range, 3 to 5 seconds for example, actuators 40 and 50 are always on in
that they are
always activated when the engine of the motor vehicle is turned on. If the
measured time is
within either the first or second threshold time range, then controller 60
activates actuators
40, 50. If the measured time is less than the first threshold time range,
controller 60 does not
activate actuators 40, 50. The pre-set threshold time ranges can be varied and
programmed
into memory 100 shown in FIG. 15 such that logic circuits 80 of FIG. 15 in
controller 60
activate actuators 40, 50. The pre-set threshold time ranges may range from
about 0.1
seconds to about 5 seconds. It is preferred that the first pre-set threshold
time range be about
0.1 to 2 seconds and that the second pre-set threshold time range be greater
than the first pre-
set threshold time range. When activated, depressing actuator 40 causes the
interface
controller 360 to initiate a function of equipment component 340, while
depressing activated
actuator 50 causes interface controller 360 to initiate a different function
of equipment
component 340. For example, the system and apparatus of the present invention
may be
programmed, as will now be understandable to those of ordinary skill in the
art, such that
depressing actuator 40 will cause controller 60 to send a signal to interface
controller 360
which turns on the motor vehicle's compact disc player, whereas depressing
actuator 50 will
cause controller 60 to send a signal to interface controller 360 which turns
off the motor
vehicles compact disc player. Other variations and permutations of this
embodiment will be
adaptable by those of ordinary skill in the art. The steps of the process of
selecting the motor
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vehicle's equipment components and functions may be displayed on display
screen 380.
Upon the motor vehicle operator selecting a desired equipment component or
function, by for
example causing the selection to be highlighted on display screen 380 and then
entering the
selection at display screen 380, the motor vehicle operator would then depress
one of actuator
40, 50 for a pre-set duration which assign that corresponding actuator to the
highlighted
function. The assignment of the actuator 40 or 50 could be accompanied by an
audible signal
and/or a display on display screen 380 indicating to the motor vehicle
operator that the
assignment has been successful.
[0089] In yet a further embodiment, the logic diagram illustrated in FIG. 12
may be adapted
fur the operation of a motor vehicle equipment component (not shown), such
that functions of
the motor vehicle component replace the "left signal lamp on" and "right
signal lamp on"
functions shown in FIG. 12. With reference to FIG. 12, actuator 40 and
actuator 50 for
purposes of this embodiment are each made up of switch arrays 140, 150,
respectively, where
each switch array 140, 150 includes a plurality of switches 160. The switches
160 are
normally open (off, closed when depressed or selected (on), and return to open
(oM when
deselected. Each of switches 160 is connected to a controller 60 so that
controller 60 may
sense when a switch 160 is in the open position or the closed position. In a
typical operation,
a switch 160 opens and closes an electrical circuit between the switch 160 and
th.e controller
60. If only switches 160 corresponding to a thumb pattern are depressed, then
the actuators
40, 50 will be recognized as being "on" by the controller 60. However, if
switches 160
corresponding to a pattern larger than a thumb-sized pattern are depressed,
then actuators 40,
50 will be recognized as being "oft" The controller 60 is programmed to
determine when
switches 160 are depressed in a thumb-sized pattern. Thus, if a full four-
fingered grip is
taken of steering wheel 10 a pattern of switches 160 may be depressed,
depending on where
the driver places his or her hand on the steering wheel, which exceeds the
size of the thumb-
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sized pattern made when a thumb depresses actuators 40, 50. Under this
condition, controller
60 does not activate actuators 40, 50 and controller 60 recognizes actuators
40, 50 as being in
the "off" position. However, if a thumb is then placed on actuators 40, 50,
controller 60
registers that a thumb-sized pattern of switches has been depressed and
controller 60 will
5 activate the actuators 40, 50 if they are depressed for at least the pre-
set threshold time.
When controller 60 activates actuators 40, 50, either one of actuator 40 or
actuator 50 may
be depressed to initiate the corresponding function of the motor vehicle
equipment
component (not shown). If controller 60 has not activated actuators 40, 50,
then depressing
either of actuator 40 or actuator 50 will not initiate the corresponding
function of the motor
10 vehicle equipment component (not shown).
[0090] The advent of "hands-free" controls in a motor vehicle has been
primarily in response
to the desire to keep a motor vehicle operator's hands on the wheel. There may
be many
commands that a motor vehicle operator would prefer to keep secret. In a
further
embodiment of the present invention, actuators 40 and/or 50 may be used by a
motor vehicle
15 operator to covertly send a distress call to 911 while appearing to
simply drive the car with
two hands where controller 60 is programmed to send a distress call to 911
upon actuators 40
and/or 50 being depressed in a pre-programmed sequence. In vehicles equipped
with GPS
systems, the distress call could also send police a real-time location and
potentially also
activate a hidden camera in the car capturing a picture or video image of the
perpetrator.
20 [0091] Embodiments of the present invention may be adapted for use in
automobiles to
operate turn signals, control the high beam light functionality of headlights,
control fog lights,
operate the automobile's sound and/or entertainment system, operate the
automobile's
cellular telephone operations, operate a BLUETOOTH6 system, operate
automobile's
navigation system, operate the automobile's rear seat dvd player, operat an
IPOD connected
25 to the automobile's entertainment system, operate window/sunroof
controls, operate parking
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assist cameras and access and operate an automobile's night vision.
Embodiments of the
present invention may also be adapted for use in military vehicles such as
HUMVEES,
JEEPS and trucks. The systems and apparatus herein of integrating actuators
into the steering
wheel of a vehicle could enable a military vehicle operator to operate a
radio, send a distress
call, operate the vehicle's navigation system, operate the vehicle's lights,
or operate the
vehicle's weapons systems. A lone military vehicle operator could, for
example, use actuator
50 to rotate a turret gun and actuator 40 to fire it, all the while
maintaining a secure grip on
the vehicle's steering wheel. Embodiments of the present invention can also be
adapted for
use on industrial or fanning vehicles, marine vessels, fire engines,
ambulances, armored cars,
police cars, .ATVs and golf carts.
[0092] Thus, it is apparent that there has been provided, in accordance with
the present
invention, a turn signal activation switch and system and vehicle control
system and
apparatus for operating the vehicle's components which are, respectively,
integral to the rim
of a steering wheel that fully satisfies the objects, aims and advantages set
forth above.
[0093] While the invention has been described in conjunction with specific
embodiments
thereof, it is evident that many alternatives, modifications and variations
will be apparent to
those skilled in the art in light of the foregoin.g description. Accordingly,
it is intended that
the present invention is not limited by the foregoing description. Rather, it
includes all such
alternatives, modifications and variations as set forth within the spirit and
scope of the
appended claims.
