Motor vehicles – Manually actuated controlling devices – Multiple vehicle functions controllable by single device
Utility Patent
1997-06-17
2001-01-02
Hurley, Kevin (Department: 3619)
Motor vehicles
Manually actuated controlling devices
Multiple vehicle functions controllable by single device
C180S334000
Utility Patent
active
06167981
ABSTRACT:
BACKGROUND AND SUMMARY OF THE INVENTION
This application claims the priority of 196 25 497.3, the disclosure of which is expressly incorporated by reference herein.
The present invention relates to an operating element arrangement for controlling longitudinal and transverse movements of a motor vehicle, and more particularly, to an arrangement with a manually actuatable regulating element which is arranged so as to be stationary in the longitudinal direction of the vehicle such that the longitudinal movement of the vehicle is controlled as a function of the actuating force exerted on the regulating element in the vehicle longitudinal direction.
Conventionally, the steering wheel in an automobile serves as an operating element for controlling the transverse movement and the accelerator and the brake pedal serve as operating elements for controlling the longitudinal movement. As an alternative to the conventional steering wheel, P. Br{umlaut over (a)}nneby et al., “Improved Active and Passive Safety by Using Active Lateral Dynamic Control and an Unconventional Steering Unit”, 13th International Technical Conference on Experimental Safety Vehicles, Nov. 4 to 7 1991, Proceedings Vol. 1, page 224, propose an operating lever which is arranged, for example, on the center console of the vehicle.
Furthermore, a common operating element for controlling the longitudinal and transverse dynamics of a motor vehicle is known, preferably in this known element, the longitudinal movement is controlled by actuating the operating element in the longitudinal direction of the vehicle, and the transverse movement is controlled by actuating the operating element in the transverse direction, in particular as a rotational movement corresponding to the conventional steering wheel. A distinction is made between passive, isometric and active configurations for actuating the operating element.
In the passive configuration, the driving dynamics variable to be controlled is set as a function of the deflection of the operating element in the associated direction of actuation, without any feedback on the actual state of this variable to the operating element. The latter also applies to the isometric system configuration, in which the driving dynamics variable is set as a function of the actuating force exerted on the operating element in the associated direction of actuation, while the operating element remains fixed in this direction of actuation.
In the active system configuration, the driving dynamics variable is set as a function of the deflection of the operating element or of the actuating force exerted on the latter, at the same time the driver receiving a feedback on the actual state of the system controlled by him or her, the feedback being detectable by the driver on the operating element. As a function of the actual state of the system, a reaction force is automatically exerted on the operating element or the operating element is deflected in the associated direction of actuation via a suitable actuator assembly.
U.S. Pat. No. 3,022,850 discloses an operating element of passive configuration for controlling both longitudinal and transverse dynamics in the form of a control stick which is mounted on a frame pivotably about a horizontal transverse axis. The frame itself is rotatable about a horizontal longitudinal axis. H. Bubb, Arbeitsplatz Fahrer—eine ergonomische Studie [Driver's area—an ergonomic study], Automobil-Industrie [Automobile Industry] 3/85, page 265, discloses an operating element which contains two mechanically interconnected plate-like handles which are located next to one another and which are attached to the end of a bar which is guided so as to be longitudinally movable on the vehicle center console. The longitudinal dynamics of the vehicle are controlled by displacing the bar in the longitudinal direction of the vehicle, and the transverse dynamics are influenced by rotating the two plate-like handles in the transverse plane of the vehicle.
German Patent Application 196 00 138.2 describes an operating element arrangement for the control of longitudinal movement. Control is carried out by a manually actuatable regulating element according to an isometric arrangement and, alternatively, also in an active system configuration.
An object of the present invention is to provide an operating element arrangement which enables the vehicle driver to carry out an especially comfortable control of the vehicle longitudinal and transverse movements.
The foregoing object has been achieved in accordance with the present invention by providing an operating element arrangement having a manually actuatable regulating element arranged to be stationary in a longitudinal vehicle direction to control the longitudinal movement of the motor vehicle as a function of force exerted on the regulating element in the longitudinal vehicle direction, and arranged movably in a transverse vehicle direction to control the transverse movement of the vehicle as a function of one of transverse deflection of the regulating element and as a function of the actuating force exerted in the transverse vehicle direction.
In the arrangement of the present invention, the manually actuatable regulating element controls both longitudinal and transverse movement. The regulating element is configured isometrically, i.e. stationary in the vehicle longitudinal direction, with regard to the control of the longitudinal movement and configured movably, i.e. passively or actively, with regard to the control of the transverse movement in the vehicle transverse direction.
This system design for the operating element of the present invention makes it advantageously easier for the driver to decouple the actuating forces for the control of longitudinal movement, on one hand, and the control of transverse movement, on the other hand, because the regulating element now only moves in the transverse direction of the vehicle. This decoupling reliably prevents interference effects between the two actuation directions, so as, for example, to avoid inadvertently additionally triggering a steering action when a braking operation is activated.
Moreover, as regards the longitudinal actuation direction, the isometric configuration of the regulating element avoids the driver having to move not only his or her hand, but the driver's entire lower arm forwards and backwards, as occurs in the case of regulating elements movable in the longitudinal direction. By contrast, the movement of the regulating element in the transverse direction of the vehicle necessitates merely a rotation of the driver's hand or lower arm, while the position of the elbow remains unchanged.
Furthermore, an advantage of this system configuration is that the position of the regulating element in the vehicle transverse direction can be detected comparatively easily by the driver because the movability of the regulating element is restricted to the transverse plane. In a passive configuration of the regulating element transverse movement, the regulating element transverse position gives the driver information on the desired transverse-movement state predetermined by the driver for the vehicle, e.g. for the desired steering-angle value, while, in an active configuration, the transverse position contains information on the actual state of the vehicle transverse movement.
In an operating element arrangement according to the present invention, an active system configuration can be selected, in which the vehicle transverse movement is controlled as a function of the transverse deflection of the regulating element. Feedback on the actual state of the vehicle transverse movement is obtained by subjecting the regulating element to a corresponding reaction force.
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paten
Boehringer Michael
Eckstein Lutz
DiamlerChrysler AG
Evenson, McKeown, Edwards & Lenihan, P.L.L.C.
Fischer Andrew J.
Hurley Kevin
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