Vehicle Control System comprising Steering Wheel with Motion Knob

Abstract

A vehicle control system comprising a steering wheel equipped with a motion knob, comprising: a Power Control Unit (PCU) or an Electric Power Control Unit (EPCU) that receives information from various sensors installed in the vehicle; a first motion knob rotatably installed on one side of the steering wheel; a second motion knob rotatably installed on the other side of the steering wheel; a motion knob connecting shaft connecting the first motion knob and the second motion knob; a connecting shaft angle sensor that detects the rotation angle of the motion knob connecting shaft; and a reaction motor that provides a reaction torque to the motion knob connecting shaft. The system includes a reaction force control unit that controls the reaction force motor to provide a reaction force corresponding to the motion knob connecting shaft according to the operating state of the first motion knob or the second motion knob and the driving state of the vehicle; wherein the power control unit or the power control unit is configured to receive a BLS signal output by a brake lamp switch that measures whether the brake pedal is operated and outputs it, an output signal of the connecting shaft angle sensor, the current gear of the transmission, and the speed of the vehicle, and to control the output of the engine or drive motor, the speed of the vehicle, or the degree of regenerative braking, thereby controlling the acceleration of the vehicle by operating the motion knob provided on the steering wheel and controlling the deceleration of the vehicle by the brake pedal on the driver's seat floor, so that the phenomenon of sudden acceleration caused by pedal confusion can be fundamentally eliminated.

Description

Technology Field

[0001] The present invention relates to a vehicle control system comprising a steering wheel equipped with a motion knob, and more specifically, to a vehicle control system comprising a steering wheel equipped with a motion knob that changes the gear of a transmission according to the operation of the motion knob when the brake pedal is pressed while the vehicle is stationary, changes the output of an engine or drive motor or changes the degree of regenerative braking according to the operation of the motion knob when the vehicle is in motion, changes the target speed according to the operation of the motion knob when the cruise button is pressed, displays information regarding the operation state of the motion knob and the driving state of the vehicle on the vehicle's display, and controls the motion knob so that a reaction torque corresponding to the operation of the motion knob is applied to the motion knob. Background Technology

[0003] All vehicles, including internal combustion engine vehicles, hybrid vehicles, plug-in hybrid vehicles, electric vehicles, and fuel cell vehicles, are essentially equipped with an accelerator and a brake to move and stop.

[0004] However, conventional cars are designed to operate both the accelerator and the brake with a single foot, which not only causes severe leg fatigue but also frequently leads to accidents where drivers confuse the two with a momentary mistake and press the accelerator instead of the brake.

[0005] According to a 2015 report, sudden acceleration causes over 16,000 accidents annually in the United States alone, some of which are fatal, resulting in over 100 deaths and 1,000 injuries each year, and pedal confusion is considered the primary cause of sudden acceleration.

[0006] Although various accident prevention technologies such as AEB (Automatic Emergency Braking) have been developed, sudden acceleration caused by pedal confusion is difficult to prevent with these technologies. This is because continuously pressing the accelerator pedal disables technologies such as AEB.

[0007] Even more radical technologies like Tesla's One-Pedal Driving have failed to solve this problem. This is because over 200 cases of sudden acceleration have been reported in Tesla vehicles to date, yet none of them have been identified as vehicle defects. Tesla's case demonstrates that One-Pedal Driving cannot prevent sudden acceleration caused by pedal confusion.

[0008] Accordingly, there is a need for a vehicle control system capable of fundamentally eliminating sudden acceleration caused by pedal confusion. Prior art literature

[0010] Chinese Published Patent Application CN103738389A (Publication Date: April 23, 2014) European Published Patent Application EP3287309A1 (Publication Date: February 28, 2018) Republic of Korea Registered Patent Publication No. 10-2236676 (Publication Date: April 5, 2021) The problem to be solved

[0011] The objective of the present invention, which is to solve the problems described above, is to provide a vehicle control system including a steering wheel equipped with a motion knob that can fundamentally eliminate sudden acceleration caused by pedal confusion by controlling the acceleration of the vehicle through the operation of a motion knob equipped on the steering wheel and controlling the deceleration of the vehicle through a brake pedal on the driver's floor.

[0012] In addition, the invention provides a vehicle control system including a steering wheel equipped with a motion knob that can change the gear of the transmission according to the operation of the motion knob when the brake pedal is pressed while the vehicle is stationary.

[0013] In addition, the present invention provides a vehicle control system comprising a steering wheel equipped with a motion knob, which can change the output of an engine or drive motor or change the degree of regenerative braking according to the operation of the motion knob, the speed increase button, or the speed decrease button when the vehicle is in motion.

[0014] In addition, the vehicle control system includes a steering wheel equipped with a motion knob, which allows the vehicle to drive in a coasting mode without regenerative braking when the brake pedal is pressed during power driving and the control unit changes the output of the drive motor to zero and the brake pedal returns to its initial position, thereby allowing the vehicle to conveniently enter the coasting mode, which reduces driver fatigue and can increase the driving distance depending on the situation.

[0015] In addition, the invention provides a vehicle control system including a steering wheel equipped with a motion knob, which can change the target speed according to the operation of the motion knob, the speed increase button, or the speed decrease button after the cruise button is pressed.

[0016] In addition, the present invention provides a vehicle control system including a steering wheel equipped with a motion knob, wherein information regarding the operation state of the motion knob and the driving state of the vehicle is controlled to be displayed on the vehicle's display, so that the driver can immediately ascertain information regarding the operation state of the motion knob and the driving state of the vehicle.

[0017] In addition, the invention provides a vehicle control system including a steering wheel equipped with a motion knob, wherein the reaction torque corresponding to the operation of the motion knob is controlled to be transmitted to the motion knob, thereby enabling the driver to receive appropriate feedback by hand. means of solving the problem

[0019] The present invention, for solving the problems described above, comprises: a Power Control Unit (PCU) or an Electric Power Control Unit (EPCU) that receives information from various sensors installed in a vehicle; a first motion knob rotatably installed on one side of a steering wheel; a second motion knob rotatably installed on the other side of a steering wheel; a motion knob connecting shaft connecting the first motion knob and the second motion knob; a connecting shaft angle sensor that detects the rotation angle of the motion knob connecting shaft; and a reaction motor that provides a reaction torque to the motion knob connecting shaft. The system includes a reaction force control unit that controls the reaction force motor to provide a reaction force corresponding to the motion knob connecting shaft according to the operating state of the first motion knob or the second motion knob and the driving state of the vehicle; wherein the power control unit or the power control unit receives a BLS signal output by a brake lamp switch that measures whether the brake pedal is operated and outputs it, an output signal of the connecting shaft angle sensor, the current gear of the transmission, and the speed of the vehicle, and controls the output of the engine or drive motor, the speed of the vehicle, or the degree of regenerative braking. Effects of the invention

[0021] According to the vehicle control system including a steering wheel equipped with a motion knob according to the present invention, the acceleration of the vehicle is controlled by operating the motion knob equipped on the steering wheel, and the deceleration of the vehicle is controlled by the brake pedal on the driver's floor, thereby obtaining the effect of fundamentally eliminating the phenomenon of sudden acceleration caused by pedal confusion.

[0022] And, when the brake pedal is pressed while the vehicle is stationary, the effect of being able to change the gear of the transmission according to the operation of the motion knob is obtained.

[0023] In addition, when the vehicle is in motion, the output of the engine or drive motor can be changed or the degree of regenerative braking can be changed depending on the operation of the motion knob, the speed increase button, or the speed decrease button.

[0024] In addition, when the brake pedal is pressed during power driving and the control unit changes the output of the drive motor to zero, and the brake pedal returns to its initial position, the vehicle drives in a coasting mode without regenerative braking. This allows for convenient entry into the coasting mode, thereby reducing driver fatigue and increasing the driving range depending on the situation.

[0025] And, after the cruise button is pressed, the effect is achieved that the target speed can be changed by operating the motion knob, the speed increase button, or the speed decrease button.

[0026] In addition, information regarding the operation status of the motion knob and the driving status of the vehicle is controlled to be displayed on the vehicle's display, thereby achieving the effect of enabling the driver to immediately grasp information regarding the operation status of the motion knob and the driving status of the vehicle.

[0027] In addition, the reaction torque corresponding to the operation of the motion knob is controlled to be transmitted to the motion knob, thereby achieving the effect of allowing the driver to receive appropriate feedback by hand. Brief explanation of the drawing

[0029] FIG. 1 is a configuration diagram of a vehicle control system including a steering wheel equipped with a motion knob according to an embodiment of the present invention. FIG. 2 is a configuration diagram of a steering wheel equipped with a motion knob and a motion knob position sensor. FIG. 3 is an example of images displaying information regarding the current gear of the transmission on a display. FIG. 4 is a rotation angle-reaction torque curve of torque feedback provided to the motion knob by the reaction motor during the process of changing gear ratios by rotating the motion knob, FIG. 5 shows the rotation angle-reaction torque curve of the motion knob when the current gear of the transmission is D, and an image of the motion knob operation state displayed on the display. FIG. 6 shows the rotation angle-reaction torque curve of the motion knob when the current gear of the transmission is R, and an image of the motion knob operation state displayed on the display. FIG. 7 is an example image showing the current output level and speed of the engine or drive motor and the current gear of the transmission displayed on the display. FIG. 8 shows the rotation angle-reaction torque curve of the motion knob and the motion knob operation state image displayed on the display when the current gear of the transmission is D and the cruise button is ON. Specific details for implementing the invention

[0030] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms; the embodiments provided are merely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention.

[0031] The terms used herein are for describing the embodiments and are not intended to limit the invention. In this specification, the singular form includes the plural form unless specifically stated otherwise in the text. As used herein, "comprises" and / or "comprising" do not exclude the presence or addition of one or more other components, steps, actions, and / or elements to the mentioned components, steps, actions, and / or elements.

[0032] As used herein, terms such as “examples,” “examples,” “aspects,” “examples,” etc., are not to be interpreted as implying that any described aspect or design is superior or more advantageous than other aspects or designs.

[0033] Furthermore, the term 'or' refers to an inclusive or rather an exclusive or. That is, unless otherwise noted or is clear from the context, the expression 'x uses a or b' refers to any one of the natural inclusive permutations.

[0034] Additionally, singular expressions (“a” or “an”) used in this specification and claims should generally be interpreted to mean “one or more” unless otherwise stated or it is clear from the context that they relate to the singular form.

[0035] Additionally, terms such as "first," "second," etc., as used in this specification and claims may be used to describe various components, but said components should not be limited by said terms. These terms are used solely for the purpose of distinguishing one component from another.

[0036] Unless otherwise defined, all terms used in this specification (including technical and scientific terms) may be used in a meaning commonly understood by those skilled in the art to which the present invention pertains. Additionally, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0037] Meanwhile, in describing the present invention, if it is determined that a detailed description of related known functions or configurations could unnecessarily obscure the essence of the invention, such detailed description will be omitted. Furthermore, the terminology used in this specification is used to appropriately express embodiments of the present invention, and such terminology may vary depending on the intent of the user or operator, or the conventions of the field to which the invention belongs. Accordingly, the definitions of these terms should be based on the content throughout this specification.

[0039] Hereinafter, the configuration of a vehicle control system including a steering wheel equipped with a motion knob according to one embodiment of the present invention will be described.

[0041] A vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention comprises a power control unit (10a) or a power control unit (10b), a first motion knob (21), a second motion knob (22), a motion knob connecting shaft (23), a reaction force motor (25), a connecting shaft angle sensor (31), and a reaction force control unit (40).

[0042] FIG. 1 is a configuration diagram of a vehicle control system including a steering wheel equipped with a motion knob according to one embodiment of the present invention.

[0044] The Power Control Unit (PCU) is the top-level controller of a typical hybrid vehicle and is a component that controls the output and torque of the engine and drive motor based on driving requests provided by the driving information detection unit and the State of Charge (SOC) provided by the Battery Management System (BMS).

[0045] The Electric Power Control Unit (EPCU) is a component that functions to improve efficiency by integrally controlling power in typical electric vehicles, and it is composed of an inverter, a Low Voltage DC-DC Converter (LDC), and a Vehicle Control Unit (VCU).

[0046] These power control units or power control units receive information from various sensors installed in the vehicle and perform the necessary control.

[0047] In the present invention, the power control unit or power control unit receives the BLS signal output by the brake lamp switch (33) measuring whether the brake pedal is operated, the output signal of the connecting shaft angle sensor (31) to be described later, the current gear of the transmission and the speed of the vehicle, and controls the output of the engine or drive motor, the speed of the vehicle or the degree of regenerative braking.

[0049] In the vehicle control system (1) of the present invention, a steer-by-wire type steering wheel (20) equipped with a motion knob is used.

[0050] In a steer-by-wire steering wheel, a much smaller lock-to-lock angle is possible compared to a conventional steering wheel, so the driver can keep at least one hand in the same position in any steering situation.

[0051] It would be preferable for the grip portions on both sides of the steering wheel (20) to be designed to be movable left and right so that the width of the steering wheel (20) can be adjusted.

[0052] In addition to this steering wheel (20), the accelerator pedal is removed from the floor of the driver's seat, and only the brake pedal, which is formed horizontally in the center of the floor, is installed, so that the driver can easily step on the brake pedal with either foot.

[0053] The steering wheel (20) is equipped with a first motion knob (21), a second motion knob (22), a motion knob connecting shaft (23), a reaction force motor (25), a connecting shaft angle sensor (31), etc.

[0054] The first motion knob (21) and the second motion knob (22) are rotary knobs that can be operated by the driver to change the gear of the vehicle, change the output of the engine or drive motor, change the degree of regenerative braking, etc. The first motion knob (21) is rotatably installed on one side (left in this embodiment) of the steering wheel (20), and the second motion knob (22) is rotatably installed on the other side (right in this embodiment) of the steering wheel (20).

[0055] The first motion knob (21) and the second motion knob (22) are connected by a motion knob connecting shaft (23) that is rotatably installed inside the steering wheel (20) and are rotatably installed with respect to the steering wheel (20).

[0056] It is preferable that each of the first motion knob (21) and the second motion knob (22) be formed in the shape of a truncated cone with a rounded corner where the top surface and the side surface meet.

[0057] Additionally, it is preferable that the first motion knob (21) is slidably coupled to one end (left in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), and the second motion knob (22) is slidably coupled to the other end (right in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23).

[0058] A reaction motor (25) that provides reaction torque to the motion knob connecting shaft (23) is connected to the motion knob connecting shaft (23) through a power transmission means such as a gear.

[0059] And, a connecting shaft angle sensor (31) and a connecting shaft torque sensor (32) are installed on the motion knob connecting shaft (23).

[0060] The connecting shaft angle sensor (31) detects the angle at which the motion knob connecting shaft (23) is rotated from its initial state, and the connecting shaft torque sensor (32) measures the degree of twisting of the motion knob connecting shaft (23) to measure how much rotational resistance torque is applied to the motion knob connecting shaft (23), thereby detecting whether the driver is applying rotational torque to the motion knob (whether the driver is holding the motion knob with their fingers).

[0062] The reaction force control unit (40) is a component that controls the reaction force motor (25) to provide a reaction force torque corresponding to the motion knob connecting shaft (23) according to the operating state of the first motion knob (21) or the second motion knob (22) and the driving state of the vehicle.

[0063] That is, the reaction force control unit (40) controls the reaction force motor (25) to provide an appropriate reaction force torque to the motion knob connecting shaft (23) according to the situation, thereby enabling the driver to receive feedback on what operation is currently being performed solely by the reaction force torque felt at the first motion knob (21) or the second motion knob (22).

[0064] For this reaction motor (25), it is preferable to use a geared motor capable of generating a large torque by being equipped with gears so as to provide sufficient torque to the motion knob connecting shaft (23), and the reaction motor (25) needs to be equipped with a heat sink (26) for discharging the generated heat.

[0065] Although FIG. 1 shows a reaction motor (25) connected to a bevel gear coupled to a motion knob connecting shaft (23) and installed on the lower side of the steering wheel (20), the present invention is not necessarily limited thereto, and the reaction motor (25) may be installed embedded within the steering column.

[0067] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention may further comprise a first motion knob position sensor (35), a second motion knob position sensor (36), a control unit (50), and a display control unit (60).

[0068] Figure 2 is a configuration diagram of a steering wheel equipped with a motion knob and a motion knob position sensor.

[0070] The first motion knob position sensor (35) is a component that detects whether the first motion knob (21) has been moved to the other side of the steering wheel (20), and the second motion knob position sensor (36) is a component that detects whether the second motion knob (22) has been moved to one side of the steering wheel (20).

[0071] As described above, the first motion knob (21) is slidably coupled to one end (left in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), and the first motion knob position sensor (35) detects whether the first motion knob (21) has been moved to the other side (right in this embodiment) of the steering wheel (20).

[0072] To this end, the first motion knob position sensor (35) may be implemented as a switch that is pressed by contacting the inner surface of the first motion knob (21) as shown in FIG. 2, or as a sensor that detects the position where the first motion knob (21) has moved to one side or the other.

[0073] And, the second motion knob (22) is slidably coupled to the other end (right side in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), and the second motion knob position sensor (36) detects whether the second motion knob (22) has been moved to one side (left side in this embodiment) of the steering wheel (20).

[0074] To this end, the second motion knob position sensor (36) may be implemented as a switch that is pressed by contacting the inner surface of the second motion knob (22) as shown in FIG. 2, or as a sensor that detects the position where the second motion knob (22) has moved to one side or the other.

[0076] The control unit (50) is a central component that performs the function of controlling, such as changing the gear of the vehicle, changing the output of the engine or drive motor, changing the degree of regenerative braking, and executing and stopping the cruise mode, in accordance with the operation of the driver's motion knob, brake pedal, input button, etc., in a vehicle control system (1) including a steering wheel equipped with a motion knob according to the present invention.

[0077] This control unit (50) receives the BLS signal output by the brake lamp switch (33) measuring whether the brake pedal is operated, the output signal of the connecting shaft angle sensor (31) to be described later, the current gear of the transmission and the speed of the vehicle, and performs various control functions to be described later.

[0078] In this specification, the power control unit (10a), the power control unit (10b), and the control unit (50) will be described as separate components, but in an actual vehicle, the control unit (50) may be formed integrally with the power control unit (10a) or the power control unit (10b).

[0080] In a vehicle, a display is installed within the instrument cluster to visually convey information necessary for the driver. In particular, when a flat-panel display is used in the instrument cluster, a display control unit (60) that controls the display to display appropriate information is installed as a modular unit together with the display.

[0081] In the present invention, the display control unit (60) receives a signal from the control unit (50), etc. and has the function of controlling a display installed inside the vehicle so that information related to the operation state of the first motion knob (21) or the second motion knob (22) and the driving state of the vehicle is displayed.

[0083] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display a gear shift guidance message when the BLS signal is ON, the vehicle speed is 0, and the current gear of the transmission is P or N.

[0084] Figure 3 is an example of images displaying information about the current gear of the transmission on a display.

[0086] When the driver is in the car (when the vehicle speed is 0 and the current gear of the transmission is P or N), nothing happens even if the first motion knob (21) or the second motion knob (22) is rotated unless the brake pedal is pressed.

[0087] At this time, the image displaying information about the current gear of the transmission on the instrument panel display is disabled in gray, as shown in the leftmost image of Fig. 3.

[0088] However, when the brake pedal is pressed, a gear shifting guidance message such as "Shift with the motion knob" appears on the instrument panel display.

[0089] That is, when the vehicle speed is 0 and the current gear of the transmission is P or N, and the brake pedal is pressed to turn on the BLS signal, the control unit (50) that receives the BLS signal sends a signal to the display control unit (60) to display a gear shift guidance message, and accordingly, a gear shift guidance message such as "shift with the motion knob" is displayed on the instrument panel display.

[0091] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to shift the gear of the transmission to D gear when the motion knob connecting shaft (23) is rotated in one direction when the BLS signal is ON, the speed of the vehicle is 0, the first motion knob (21) is moved in the other direction of the steering wheel (20), and the second motion knob (22) is in the initial position, and when the motion knob connecting shaft (23) is rotated in one direction, transmitting a signal to shift the gear of the transmission to D gear to the transmission control unit (TCU) (70), power control unit (10a), or power control unit (10b), and when the motion knob connecting shaft (23) is rotated in the other direction, transmitting a signal to shift the gear of the transmission to R gear to the transmission control unit (70), power control unit (10a), or power control unit (10b).

[0093] With the brake pedal pressed, the motion knob functions as a gear shifter, and to enter the D / R gear shift mode, the first motion knob (21) must be pushed toward the other side (right side in this embodiment) of the steering wheel (20).

[0094] As described above, the first motion knob (21) is slidably coupled to one end (left side in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23). The first motion knob position sensor (35) may be implemented as a switch that is pressed by contacting the inner surface of the first motion knob (21) as shown in FIG. 2, or as a sensor that detects the position where the first motion knob (21) has moved to one side or the other.

[0095] If the first motion knob (21) is moved to the other side (right side in this embodiment) of the steering wheel (20) and the state of being moved to the other side is not maintained, and the state of being moved to the other side is maintained only when the first motion knob (21) is pressed in the other side, then the driver must continue to push the first motion knob (21) in the other side during the gear shifting process.

[0097] A control unit (50) that receives a signal from a first motion knob position sensor (35) transmits a signal to a transmission control unit (70), a power control unit (10a), or a power control unit (10b) to shift the transmission gear to D gear when the BLS signal is on, the vehicle speed is 0, the first motion knob (21) is moved to the other side (in this embodiment, to the right) of the steering wheel (20), and the second motion knob (22) is in the initial position, and the first motion knob (21) is rotated to one side (in this embodiment, forward).

[0098] When the transmission gear is shifted to D gear, an image displaying information about the current gear of the transmission on the instrument panel display can be displayed as shown in the second image from the left in Fig. 3.

[0099] And, when the BLS signal is ON, the vehicle speed is 0, the first motion knob (21) is moved to the other side (in this embodiment, to the right), and the second motion knob (22) is in the initial position, and when the first motion knob (21) is rotated to the other side (in this embodiment, to the rear), the transmission control unit (70), the power control unit (10a), or the power control unit (10b) transmits a signal to shift the transmission gear to the R gear.

[0100] When the transmission gear is shifted to the R gear, an image displaying information about the current gear of the transmission on the instrument panel display can be displayed as shown in the central image of Fig. 3.

[0101] A hybrid vehicle or electric vehicle to which the vehicle control system (1) according to the present invention is applied may be equipped with a transmission, may be equipped with only a reduction gear without a transmission, or may have a motor directly connected to the drive shaft.

[0102] Accordingly, depending on which entity actually changes the gear to D / R according to the user's gear shift command, the control unit (50) transmits a signal to shift the gear of the transmission to D / R to the transmission control unit (70), power control unit (10a), or power control unit (10b).

[0104] According to various embodiments, the control unit (50) transmits a signal to the transmission control unit (70), power control unit (10a), or power control unit (10b) to shift the transmission gear to the P gear when the BLS signal is ON, the vehicle speed is 0, the first motion knob (21) is in the initial position and the second motion knob (22) is moved to one side of the steering wheel (20), and when the second motion knob (22) is rotated to one side.

[0105] Even if the BLS signal is off and the vehicle speed is not zero, if the first motion knob (21) is in the initial position and the second motion knob (22) is moved to one side of the steering wheel (20), if the second motion knob (22) is rotated to the other side, a signal to shift the gear of the transmission to the N gear can be transmitted to the transmission control unit (70), power control unit (10a), or power control unit (10b).

[0107] With the brake pedal pressed, the motion knob functions as a gear shifter, and to enter the P / N gear shift mode, the second motion knob (22) must be pushed toward one side (left in this embodiment) of the steering wheel (20).

[0108] However, even if the brake pedal is pressed or the vehicle speed is not zero, it is permitted to enter N gear shift mode.

[0109] As described above, the second motion knob (22) is slidably coupled to the other end (in this embodiment, the right side) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23). The second motion knob position sensor (36) may be implemented as a switch that is pressed by contacting the inner surface of the second motion knob (22) as shown in FIG. 2, or as a sensor that detects the position where the second motion knob (22) has moved to one side or the other.

[0110] If the second motion knob (22) is moved to one side (left in this embodiment) of the steering wheel (20) and the state of being moved to one side is not maintained, and the state of being moved to one side is maintained only when the second motion knob (22) is pressed to one side, then the driver must continue to push the second motion knob (22) to one side during the gear shifting process.

[0112] A control unit (50) that receives a signal from a second motion knob position sensor (36) transmits a signal to a transmission control unit (70), a power control unit (10a), or a power control unit (10b) to shift the transmission gear to the P gear when the BLS signal is on, the vehicle speed is 0, the first motion knob (21) is in the initial position, and the second motion knob (22) is moved to one side (left in this embodiment) of the steering wheel (20) and the second motion knob (22) is rotated to one side (forward in this embodiment).

[0113] When the transmission gear is shifted to the P gear, an image displaying information about the current gear of the transmission on the instrument panel display can be displayed as shown in the second image from the right in Fig. 3.

[0114] And, the control unit (50) receiving the signal from the second motion knob position sensor (36) transmits a signal to the transmission control unit (70), power control unit (10a), or power control unit (10b) to shift the transmission gear to N gear when the first motion knob (21) is in the initial position and the second motion knob (22) is moved to one side (left in this embodiment) of the steering wheel (20), even if the BLS signal is off and the vehicle speed is not zero.

[0115] When the transmission gear is shifted to N, an image displaying information about the current gear of the transmission on the instrument panel display can be displayed as shown in the far right image of Fig. 3.

[0117] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display a guidance message indicating that, when the BLS signal is on, the vehicle speed is 0, the first motion knob (21) is moved to the other side of the steering wheel (20), and the second motion knob (22) is also moved to the one side of the steering wheel (20), for gear shifting, only one of the first motion knob (21) and the second motion knob (22) should be moved toward the steering wheel (20).

[0119] As described above, if only the first motion knob (21) is moved to the other side (right side in this embodiment) of the steering wheel (20), the gear shift of the transmission is shifted to D or R by rotating the first motion knob (21) to one side or the other side, and if only the second motion knob (22) is moved to the one side (left side in this embodiment) of the steering wheel (20), the gear shift of the transmission is shifted to P or N by rotating the second motion knob (22) to one side or the other side.

[0120] However, when the BLS signal is on, the vehicle speed is 0, the first motion knob (21) is moved toward the other side (right in this embodiment) of the steering wheel (20), and the second motion knob (22) is moved toward one side (left in this embodiment) of the steering wheel (20), it is a situation where it is not possible to know which gear the driver intends to shift to. Therefore, the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to the effect that 'to shift gears, move only one of the first motion knob (21) and the second motion knob (22) toward the steering wheel (20).'

[0122] According to various embodiments, the reaction force control unit (40) receives the output signal of the first motion knob position sensor (35), the output signal of the second motion knob position sensor (36), the BLS signal, the output signal of the connecting shaft angle sensor (31), the current gear of the transmission, and the speed of the vehicle, and

[0123] When the BLS signal is on, the vehicle speed is 0, and the first motion knob (21) is moved to the other side of the steering wheel (20) and the second motion knob (22) is in the initial position, or when the first motion knob (21) is in the initial position and the second motion knob (22) is moved to one side of the steering wheel (20),

[0124] When the motion knob connecting shaft (23) is rotated in one direction or the other, the reaction motor (25) can be controlled such that the change curve of the reaction torque applied to the reaction motor (25) corresponding to the rotation angle of the motion knob connecting shaft (23) becomes equal to the rotation angle-reaction torque curve of the rotary switch equipped with a rotation stop mechanism.

[0125] Figure 4 is a rotation angle-reaction torque curve of torque feedback provided to the motion knob by the reaction motor during the process of changing gears by rotating the motion knob.

[0127] In the process where the first motion knob (21) is rotated in one direction or the other so that the gear stage of the transmission is shifted to D or R, or the second motion knob (22) is rotated in one direction or the other so that the gear stage of the transmission is shifted to P or N, the reaction force control unit (40) controls the reaction force motor (25) so that the driver can receive feedback on what operation is currently being performed solely by the reaction force torque felt from the first motion knob (21) or the second motion knob (22).

[0128] That is, in the process of changing the gear stage of the transmission by rotating the first motion knob (21) or the second motion knob (22) in one direction or the other, torque feedback is felt as if the circuit is opened and closed by turning a rotary switch equipped with a rotation stop mechanism.

[0129] To this end, as shown in the rotation angle (θ) - reaction torque (τ) curve in FIG. 4, the reaction force control unit (40) controls the reaction motor (25) so that at the beginning of rotation, a large reaction torque in the direction opposite to the rotation direction is applied, and then immediately after, the reaction torque is rapidly reduced.

[0131] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display a guidance message to turn the motion knob forward when the BLS signal is on, the vehicle speed is 0, and the current gear of the transmission is D, and the motion knob connecting shaft (23) is rotated in the opposite direction from the initial state.

[0133] When the current gear of the transmission is D, the first motion knob (21) or the second motion knob (22) functions as an accelerator pedal.

[0134] Accordingly, when the current gear of the transmission is D, if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) changes the output of the engine or drive motor by an amount proportional to the angle of rotation.

[0135] However, even if the motion knob connecting shaft (23) is rotated from the initial state to the other side (in this embodiment, to the rear) while the current gear of the transmission is in D gear, the vehicle does not move backward.

[0136] Accordingly, when the BLS signal is ON, the vehicle speed is 0, and the current gear of the transmission is D, if the motion knob connecting shaft (23) is rotated in the other direction (in this embodiment, to the rear) from the initial state, the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to turn the motion knob forward.

[0138] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention may further include a connecting shaft torque sensor (32).

[0139] And, when the current gear stage of the transmission is D and the motion knob connecting shaft (23) is rotated in one direction from the initial state, the control unit (50) transmits a signal to the power control unit (10a) or power control unit (10b) to change the output of the engine or drive motor by a magnitude proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0140] The reaction force control unit (40) receives the output signal of the connecting shaft angle sensor (31), the output signal of the connecting shaft torque sensor (32), the current gear of the transmission, and the speed of the vehicle, and when the current gear of the transmission is D and the motion knob connecting shaft (23) is rotated in one direction from the initial state,

[0141] If the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is less than or equal to the angle corresponding to the maximum output of the engine or drive motor, the reaction motor (25) is controlled to generate a reaction torque of a magnitude proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0142] The reaction motor (25) can be controlled such that the reaction torque becomes zero when the rotational torque of the motion knob connecting shaft (23) is less than or equal to a predetermined torque value, or when the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is greater than or equal to the angle corresponding to the maximum output of the engine or drive motor.

[0143] Figure 5 is a rotation angle-reaction torque curve of the motion knob when the current gear of the transmission is D, and an image of the motion knob operation state displayed on the display.

[0145] As described above, the connecting shaft torque sensor (32) is a component that detects whether the driver is applying rotational torque to the motion knob (whether the driver is holding the motion knob with their fingers) by measuring the degree of twisting of the motion knob connecting shaft (23) and measuring how much rotational resistance torque is applied to the motion knob connecting shaft (23).

[0146] Even if a reaction torque is provided to the motion knob connecting shaft (23) by the reaction motor (25), if the driver is not holding the motion knob with their fingers or the like, no twisting due to rotational resistance torque occurs in the motion knob connecting shaft (23), and thus the output signal of the connecting shaft torque sensor (32) corresponds to a predetermined torque value (minimum rotational resistance torque value) or less.

[0147] Accordingly, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value corresponding to the minimum rotational resistance torque value, it can be determined that the driver is not holding the motion knob with their finger.

[0148] Conversely, if the output signal of the connecting shaft torque sensor (32) exceeds a predetermined torque value corresponding to the minimum rotational resistance torque value, it can be determined that the driver is holding the motion knob with their finger.

[0150] When the current gear of the transmission is D, the first motion knob (21) or the second motion knob (22) functions as an accelerator pedal. When the current gear of the transmission is D and the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) transmits a signal to the power control unit (10a) or power control unit (10b) to change the output of the engine or drive motor by a magnitude proportional to the angle (θ) in which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0152] And, in the process of controlling the output of the driver's engine or drive motor through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque in the direction opposite to the rotation direction is provided to the motion knob connecting shaft (23) by the reaction motor (25) in a magnitude proportional to the rotation angle of the first motion knob (21) or the second motion knob (22).

[0153] Therefore, by sensing the magnitude of the reaction torque felt from the first motion knob (21) or the second motion knob (22), the driver can intuitively sense how much acceleration signal he is currently inputting to the vehicle.

[0155] During the process of the driver's acceleration signal input, the driver taking their hands off the first motion knob (21) and the second motion knob (22) does not cancel the acceleration, and the first motion knob (21) and the second motion knob (22) remain at the same rotation angle as before the driver took their hands off, and the vehicle maintains the acceleration state (output magnitude of the engine or drive motor) as before the driver took their hands off.

[0157] When the driver holds the first motion knob (21) or the second motion knob (22) with their finger and rotates it forward, a reaction torque proportional to the magnitude of the acceleration signal is applied to the motion knob connecting shaft (23), and the driver applies a torque (rotational resistance torque) corresponding to the reaction torque to the first motion knob (21) or the second motion knob (22). Since a twisting proportional to the magnitude of the reaction torque occurs in the motion knob connecting shaft (23), the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out as a torque value corresponding to the reaction torque value.

[0158] However, when the driver removes their hand from the first motion knob (21) and the second motion knob (22) during the driver's acceleration signal input process, the rotational resistance torque is eliminated and the twisting of the motion knob connecting shaft (23) is eliminated, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out at a predetermined torque value (minimum rotational resistance torque value) or less.

[0159] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver removes their hand from the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the first motion knob (21) and the second motion knob (22) are maintained at the same rotation angle as before the driver removed their hand.

[0161] When the driver takes their hand off the first motion knob (21) and the second motion knob (22) and then takes the first motion knob (21) or the second motion knob (22) again and begins to rotate it in one direction (forward in this embodiment), the reaction torque provided to the motion knob connecting shaft (23) starts from the same magnitude as the reaction torque before the driver took their hand off, and is provided by the reaction motor (25) in a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0162] When the driver again grasps the first motion knob (21) or the second motion knob (22) and applies torque to start rotating it in one direction (forward in this embodiment), twisting occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) comes out as a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0163] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with their finger and controls the reaction force motor (25) to provide a reaction force torque of a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0165] When the maximum acceleration state (maximum output of the engine or drive motor) is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes zero, and the driver can detect that the reaction torque has been eliminated, thereby realizing that he is currently inputting the maximum acceleration signal to the vehicle.

[0166] That is, when the current gear of the transmission is D gear and the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is greater than the angle corresponding to the maximum output of the engine or drive motor, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0168] According to various embodiments, the reaction force control unit (40) may be characterized by controlling the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to the idling state of an internal combustion engine when the current gear of the transmission is D gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state.

[0170] When the current gear of the transmission is D, and the driver holds the first motion knob (21) or the second motion knob (22) and rotates it in the other direction (in the present embodiment, backward) while the motion knob connecting shaft (23) is rotated in one direction (forward) from the initial state, the control unit (50) accordingly reduces the output of the engine or drive motor by an amount proportional to the angle (θ) in which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0171] And, when the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, the reaction force control unit (40) controls the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to the idling state of an internal combustion engine to be felt.

[0172] Therefore, by detecting a reaction torque that causes vibrations similar to the idling state of an internal combustion engine, the driver becomes aware that they are currently inputting a minimum output signal of the engine or drive motor into the vehicle.

[0174] According to various embodiments, the control unit (50) transmits a signal to the power control unit (10a) or power control unit (10b) to perform regenerative braking with a force proportional to the angle at which the motion knob connecting shaft (23) is rotated from the initial state to the other side when the current gear of the transmission is D gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then rotates the motion knob connecting shaft (23) in the other side direction.

[0175] The reaction force control unit (40) may be characterized by controlling the reaction force motor (25) such that when the current gear of the transmission is D gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then rotates the motion knob connecting shaft (23) in the other direction, the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle of rotation of the motion knob connecting shaft (23) from the initial state in the other direction is less than or equal to the angle corresponding to maximum regenerative braking.

[0177] When the current gear of the transmission is D, the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, and then when the driver holds the first motion knob (21) or the second motion knob (22) and rotates it further in the other direction (in this embodiment, to the rear), the control unit (50) performs regenerative braking with a force proportional to the angle (θ) by which the motion knob connecting shaft (23) is rotated from the initial state to the other direction.

[0179] And, in the process of adjusting the strength of regenerative braking through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque is provided to the motion knob connecting shaft (23) by the reaction motor (25) in a magnitude proportional to the angle at which the motion knob connecting shaft (23) is rotated from the initial state to the other side.

[0180] Therefore, by sensing the magnitude of the reaction torque felt from the first motion knob (21) or the second motion knob (22), the driver can intuitively sense how much regenerative braking signal he is currently inputting to the vehicle.

[0182] During the driver's regenerative braking signal input process, the driver taking their hands off the first motion knob (21) and the second motion knob (22) does not cancel the regenerative braking, and the first motion knob (21) and the second motion knob (22) remain at the same rotation angle as before the driver took their hands off, and the vehicle maintains the regenerative braking state as before the driver took their hands off.

[0184] When the driver removes their hand from the first motion knob (21) and the second motion knob (22) during the driver's regenerative braking signal input process, the rotational resistance torque is eliminated and the twisting of the motion knob connecting shaft (23) is eliminated, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out at a predetermined torque value (minimum rotational resistance torque value) or less.

[0185] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver removes their hand from the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the first motion knob (21) and the second motion knob (22) are maintained at the same rotation angle as before the driver removed their hand.

[0187] When the driver takes their hand off the first motion knob (21) and the second motion knob (22) and then takes the first motion knob (21) or the second motion knob (22) again and starts rotating it in the other direction (in this embodiment, to the rear), the reaction torque provided to the motion knob connecting shaft (23) starts from the same magnitude as the reaction torque before the driver took their hand off, and is provided by the reaction motor (25) in a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0188] When the driver again grasps the first motion knob (21) or the second motion knob (22) and applies torque to start rotating it in the other direction (in this embodiment, to the rear), twisting occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) comes out as a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0189] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with their finger and controls the reaction force motor (25) to provide a reaction force torque of a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0191] When the maximum regenerative braking state is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes zero, and the driver can detect that the reaction torque has been eliminated, thereby realizing that he is currently inputting the maximum regenerative braking signal to the vehicle.

[0192] That is, when the current gear of the transmission is D gear, and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then the motion knob connecting shaft (23) is rotated in the other direction (in this embodiment, to the rear) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state is greater than the angle corresponding to maximum regenerative braking, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0194] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display a guidance message to turn the motion knob backward when the BLS signal is on, the vehicle speed is 0, and the current gear of the transmission is R gear, and the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0196] When the current gear of the transmission is R, the first motion knob (21) or the second motion knob (22) functions as an accelerator pedal.

[0197] Accordingly, when the current gear of the transmission is R gear, if the motion knob connecting shaft (23) is rotated from the initial state to the other side (in this embodiment, to the rear), the control unit (50) changes the output of the engine or drive motor by an amount proportional to the angle of rotation to make the vehicle reverse.

[0198] However, even if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state while the current gear of the transmission is in the R gear, the vehicle does not move forward.

[0199] Accordingly, when the BLS signal is ON, the vehicle speed is 0, and the current gear of the transmission is R, if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to turn the motion knob backward.

[0201] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention may further include a connecting shaft torque sensor (32).

[0202] And, when the current gear of the transmission is R gear and the motion knob connecting shaft (23) is rotated in the opposite direction from the initial state, the control unit (50) transmits a signal to the power control unit (10a) or power control unit (10b) to change the output of the engine or drive motor by a magnitude proportional to the angle in which the motion knob connecting shaft (23) is rotated in the opposite direction from the initial state.

[0203] The reaction force control unit (40) receives the output signal of the connecting shaft angle sensor (31), the output signal of the connecting shaft torque sensor (32), the current gear of the transmission, and the speed of the vehicle, and when the current gear of the transmission is R gear and the motion knob connecting shaft (23) is rotated in the opposite direction from the initial state,

[0204] If the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle at which the motion knob connecting shaft (23) is rotated from the initial state to the other side is less than or equal to the angle corresponding to the maximum output of the engine or drive motor, the reaction motor (25) is controlled to generate a reaction torque of a magnitude proportional to the angle at which the motion knob connecting shaft (23) is rotated from the initial state to the other side.

[0205] The reaction motor (25) can be controlled such that the reaction torque becomes zero when the rotational torque of the motion knob connecting shaft (23) is less than or equal to a predetermined torque value, or when the angle at which the motion knob connecting shaft (23) is rotated from the initial state to the other side is greater than or equal to the angle corresponding to the maximum output of the engine or drive motor.

[0206] Figure 6 is a rotation angle-reaction torque curve of the motion knob when the current gear of the transmission is R, and an image of the motion knob operation state displayed on the display.

[0208] When the current gear of the transmission is R gear, the first motion knob (21) or the second motion knob (22) functions as an accelerator pedal. When the current gear of the transmission is R gear and the motion knob connecting shaft (23) is rotated from the initial state to the other side (in this embodiment, to the rear), the control unit (50) transmits a signal to the power control unit (10a) or power control unit (10b) to change the output of the engine or drive motor by a magnitude proportional to the angle (θ) in which the motion knob connecting shaft (23) is rotated from the initial state to the other side.

[0210] And, in the process of controlling the output of the driver's engine or drive motor through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque in the direction opposite to the rotation direction is provided to the motion knob connecting shaft (23) by the reaction motor (25) in a magnitude proportional to the rotation angle of the first motion knob (21) or the second motion knob (22).

[0211] Therefore, by sensing the magnitude of the reaction torque felt from the first motion knob (21) or the second motion knob (22), the driver can intuitively sense how much reverse acceleration signal he is currently inputting to the vehicle.

[0213] During the driver's reverse acceleration signal input process, the driver taking their hands off the first motion knob (21) and the second motion knob (22) does not cancel the reverse acceleration, and the first motion knob (21) and the second motion knob (22) remain at the same rotation angle as before the driver took their hands off, and the vehicle maintains the reverse acceleration state (output size of the engine or drive motor) as before the driver took their hands off.

[0215] When the driver holds the first motion knob (21) or the second motion knob (22) with their finger and rotates it backward, a reaction torque proportional to the magnitude of the acceleration signal is applied to the motion knob connecting shaft (23), and the driver applies a torque (rotational resistance torque) corresponding to the reaction torque to the first motion knob (21) or the second motion knob (22). Since a twisting proportional to the magnitude of the reaction torque occurs in the motion knob connecting shaft (23), the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out as a torque value corresponding to the reaction torque value.

[0216] However, when the driver removes their hand from the first motion knob (21) and the second motion knob (22) during the driver's reverse acceleration signal input process, the rotational resistance torque is eliminated and the twisting of the motion knob connecting shaft (23) is eliminated, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out at a predetermined torque value (minimum rotational resistance torque value) or less.

[0217] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver removes their hand from the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the first motion knob (21) and the second motion knob (22) are maintained at the same rotation angle as before the driver removed their hand.

[0219] When the driver takes their hand off the first motion knob (21) and the second motion knob (22) and then takes the first motion knob (21) or the second motion knob (22) again and starts rotating it in the other direction (in this embodiment, to the rear), the reaction torque provided to the motion knob connecting shaft (23) starts from the same magnitude as the reaction torque before the driver took their hand off, and is provided by the reaction motor (25) in a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0220] When the driver again grasps the first motion knob (21) or the second motion knob (22) and applies torque to start rotating it in the other direction (in this embodiment, to the rear), twisting occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) comes out as a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0221] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with their finger and controls the reaction force motor (25) to provide a reaction force torque of a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0223] When the maximum reverse acceleration state (maximum output of the engine or drive motor) is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes zero, and the driver can detect that the reaction torque has been eliminated, thereby realizing that he is currently inputting the maximum reverse acceleration signal to the vehicle.

[0224] That is, when the current gear of the transmission is R gear and the motion knob connecting shaft (23) is rotated in the other direction (in this embodiment, to the rear) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state is greater than the angle corresponding to the maximum output of the engine or drive motor, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0226] According to various embodiments, the reaction force control unit (40) may be characterized by controlling the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to the idling state of an internal combustion engine when the current gear of the transmission is R gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state.

[0228] When the current gear of the transmission is R gear, and the motion knob connecting shaft (23) is rotated in the opposite direction (in this embodiment, to the rear) from the initial state, if the driver holds the first motion knob (21) or the second motion knob (22) and rotates it in one direction (in this embodiment, to the front), the control unit (50) accordingly reduces the output of the engine or drive motor by an amount proportional to the angle (θ) in which the motion knob connecting shaft (23) is rotated in the opposite direction from the initial state.

[0229] And, when the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, the reaction force control unit (40) controls the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to the idling state of an internal combustion engine to be felt.

[0230] Therefore, by detecting a reaction torque that causes vibrations similar to the idling state of an internal combustion engine, the driver becomes aware that they are currently inputting a minimum output signal of the engine or drive motor into the vehicle.

[0232] According to various embodiments, the control unit (50) transmits a signal to the power control unit (10a) or power control unit (10b) to perform regenerative braking with a force proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction after the current gear of the transmission is R gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state.

[0233] The reaction force control unit (40) may be characterized by controlling the reaction force motor (25) such that when the current gear of the transmission is R gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then rotates the motion knob connecting shaft (23) in one direction, the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is less than or equal to the angle corresponding to maximum regenerative braking.

[0235] When the current gear of the transmission is R gear, after the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, if the driver holds the first motion knob (21) or the second motion knob (22) and rotates it further in one direction (forward in this embodiment), the control unit (50) performs regenerative braking with a force proportional to the angle (θ) by which the motion knob connecting shaft (23) has rotated in one direction from the initial state.

[0237] And, in the process of adjusting the strength of regenerative braking through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque is provided to the motion knob connecting shaft (23) by the reaction motor (25) in a magnitude proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0238] Therefore, by sensing the magnitude of the reaction torque felt from the first motion knob (21) or the second motion knob (22), the driver can intuitively sense how much regenerative braking signal he is currently inputting to the vehicle.

[0240] During the driver's regenerative braking signal input process, the driver taking their hands off the first motion knob (21) and the second motion knob (22) does not cancel the regenerative braking, and the first motion knob (21) and the second motion knob (22) remain at the same rotation angle as before the driver took their hands off, and the vehicle maintains the regenerative braking state as before the driver took their hands off.

[0242] When the driver removes their hand from the first motion knob (21) and the second motion knob (22) during the driver's regenerative braking signal input process, the rotational resistance torque is eliminated and the twisting of the motion knob connecting shaft (23) is eliminated, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out at a predetermined torque value (minimum rotational resistance torque value) or less.

[0243] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver removes their hand from the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the first motion knob (21) and the second motion knob (22) are maintained at the same rotation angle as before the driver removed their hand.

[0245] When the driver takes their hand off the first motion knob (21) and the second motion knob (22) and then takes the first motion knob (21) or the second motion knob (22) again and begins to rotate it in one direction (forward in this embodiment), the reaction torque provided to the motion knob connecting shaft (23) starts from the same magnitude as the reaction torque before the driver took their hand off, and is provided by the reaction motor (25) in a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0246] When the driver again grasps the first motion knob (21) or the second motion knob (22) and applies torque to start rotating it in one direction (forward in this embodiment), twisting occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) comes out as a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0247] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with their finger and controls the reaction force motor (25) to provide a reaction force torque of a magnitude proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0249] When the maximum regenerative braking state is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes zero, and the driver can detect that the reaction torque has been eliminated, thereby realizing that he is currently inputting the maximum regenerative braking signal to the vehicle.

[0250] That is, when the current gear of the transmission is R gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is greater than the angle corresponding to maximum regenerative braking, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0252] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display one or more of the current gear of the transmission, the current output of the engine or drive motor, and the degree of regenerative braking.

[0253] Figure 7 is an example image showing the current output level and speed of the engine or drive motor and the current gear of the transmission displayed on the display.

[0255] As mentioned above, during the process of changing gears of the transmission, or during the process of accelerating or regenerative braking using the motion knob when the current gear of the transmission is in D or R, one or more of the current gear of the transmission, the current output level of the engine or drive motor, and the level of regenerative braking are displayed on the instrument panel display along with the vehicle speed, etc.

[0256] In order to display such information, the control unit (50) transmits a signal to the display control unit (60) to display one or more of the current gear of the transmission, the current output of the engine or drive motor, and the degree of regenerative braking.

[0258] According to various embodiments, when the current gear of the transmission is D gear and the motion knob connecting shaft (23) is rotated in one direction from the initial state, or when the current gear of the transmission is R gear and the motion knob connecting shaft (23) is rotated in the other direction from the initial state, if the BLS signal is ON, the control unit (50) resets the current position of the motion knob connecting shaft (23) to the initial position for measuring the rotation angle of the motion knob connecting shaft (23), and transmits a signal to the power control unit (10a) or power control unit (10b) to change the output of the engine to an idling state output or change the output of the drive motor to 0.

[0260] When the brake pedal is pressed while the vehicle is in motion, the brake-override function is performed.

[0261] That is, when the current gear of the transmission is D and the motion knob connecting shaft (23) is rotated in one direction from the initial state and is accelerating, if the brake pedal is pressed (when the BLS signal is ON), the control unit (50) resets the current position of the motion knob connecting shaft (23) to the initial position for measuring the rotation angle of the motion knob connecting shaft (23), and changes the engine output to an idling state output or changes the drive motor output to 0 to reduce the speed of the vehicle.

[0262] However, in this specification, the term "idling state" is used to include the "fuel cut state," which means "a state in which fuel is completely cut off and the vehicle moves solely by inertia when the foot is taken off the accelerator pedal at a speed above a certain level."

[0263] Likewise, when the current gear of the transmission is R gear and the motion knob connecting shaft (23) is rotated in the opposite direction from the initial state and is accelerating in reverse, if the brake pedal is pressed (when the BLS signal is ON), the control unit (50) resets the current position of the motion knob connecting shaft (23) to the initial position for measuring the rotation angle of the motion knob connecting shaft (23), changes the engine output to the idling state output, or changes the drive motor output to 0, thereby reducing the speed of the vehicle.

[0264] In addition, the vehicle's speed is further reduced by regenerative braking or mechanical braking depending on the degree to which the brake pedal is pressed.

[0266] When the brake pedal is pressed during power driving of the vehicle, the brake-override function is performed, and the current position of the motion knob connecting shaft (23) is reset to the initial position for measuring the rotation angle of the motion knob connecting shaft (23).

[0267] Accordingly, when the driver takes their foot off the brake pedal and rotates the first motion knob (21) or the second motion knob (22) to accelerate the vehicle, the vehicle accelerates as if the first motion knob (21) or the second motion knob (22) were rotated from the beginning, and accordingly, the reaction torque provided to the motion knob connecting shaft (23) by the reaction motor (25) is provided in a size proportional to the angle at which the first motion knob (21) or the second motion knob (22) is rotated from the position at which the brake pedal is pressed.

[0269] When the brake pedal is pressed (the BLS signal is turned on) during power driving of the vehicle, and the control unit (50) transmits a signal to the power control unit (10a) or power control unit (10b) to change the output of the drive motor to 0, when the brake pedal returns to the initial position (when the BLS signal is turned off again), the vehicle drives in a coasting mode where the driver's acceleration signal is 0 and the output of the drive motor is 0.

[0270] Therefore, by utilizing this brake-override function, the driver can conveniently enter coasting mode by lightly pressing and releasing the brake pedal while driving with power.

[0271] In some electric vehicles, regenerative braking is automatically activated when the foot is completely taken off the accelerator pedal; however, to drive in coasting mode without regenerative braking in such vehicles, the driver must keep the accelerator pedal pressed to an appropriate level.

[0272] In contrast, in the vehicle control system according to the present invention, the driver can immediately drive in coasting mode by lightly pressing and releasing the brake pedal while driving under power, and thus the vehicle control system according to the present invention has the advantage of significantly reducing driver fatigue when driving in coasting mode.

[0273] In addition, even if the efficiency of regenerative braking is high, since the driving distance extended through coasting mode driving utilizing inertia is longer than the driving distance extended through regenerative braking, the vehicle control system according to the present invention has the advantage of being able to increase the driving distance depending on the situation.

[0275] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention further comprises a control unit (50) that receives a BLS signal, an output signal of a connecting shaft angle sensor (31), the current gear of the transmission, the input state of an input button, and the speed of the vehicle, wherein the input button includes a cruise button (81) operated by the driver when starting or ending cruise driving, and the control unit (50) may be characterized by transmitting a signal to a display control unit (60) to display a guidance message to turn the motion knob forward when the current gear of the transmission is D gear, the cruise button (81) is ON, the speed of the vehicle is 0, and the BLS signal is OFF, and the motion knob connecting shaft (23) is rotated in the other direction.

[0277] When the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle.

[0278] Unlike conventional cruise control methods, the cruise control mode in this embodiment operates even when the vehicle's speed is 0.

[0279] When the current gear of the transmission is D and the cruise button (81) is ON, if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) will set the speed to a target speed that is proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0280] However, even if the first motion knob (21) or the second motion knob (22) is rotated from the initial state to the other side (in this embodiment, to the rear) while the current gear of the transmission is D, the cruise button (81) is ON, the vehicle speed is 0, and the brake pedal is not pressed (BLS signal is off), the vehicle does not move backward.

[0281] Accordingly, when the current gear of the transmission is D gear, the cruise button (81) is ON, the vehicle speed is 0, and the BLS signal is OFF, and the first motion knob (21) or the second motion knob (22) is rotated in the opposite direction (in this embodiment, backward) from the initial state, the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to turn the motion knob forward.

[0283] According to various embodiments, the control unit (50) may be characterized by setting a speed of a magnitude proportional to the angle at which the motion knob connecting shaft (23) is rotated from the initial state to the target speed when the current gear of the transmission is D gear, the cruise button (81) is ON, and the motion knob connecting shaft (23) is rotated in one direction from the initial state, and controlling the vehicle to drive at the target speed by changing the output of the engine or drive motor.

[0285] As described above, when the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle.

[0286] Accordingly, when the current gear of the transmission is D and the cruise button (81) is ON, if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) sets a speed of a magnitude proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state to the target speed.

[0287] And, the control unit (50) changes the output of the engine or drive motor to control the vehicle to drive at a target speed.

[0289] According to various embodiments, the control unit (50) may be characterized by controlling the engine or drive motor so that the vehicle is accelerated to reach a target speed with an acceleration of a magnitude inversely proportional to the time it takes for the motion knob connecting shaft (23) to reach a state rotated in one direction from an initial state.

[0291] As described above, when the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle, and in this process, the degree to which the vehicle is accelerated to reach the target speed is determined by how quickly the first motion knob (21) or the second motion knob (22) is turned.

[0292] That is, the control unit (50) controls the output of the engine or drive motor so that the vehicle is accelerated to reach a target speed with an acceleration inversely proportional to the time it takes for the motion knob connecting shaft (23) to reach a state where it is rotated in one direction (forward in this embodiment) from the initial state.

[0294] According to various embodiments, the reaction force control unit (40) receives the output signal of the connecting shaft angle sensor (31), the output signal of the connecting shaft torque sensor (32), the current gear position of the transmission, and the input state of the input button, and when the current gear position of the transmission is D and the cruise button (81) is ON and the motion knob connecting shaft (23) is rotated in one direction from the initial state, if the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value, the reaction force motor (25) may be characterized by controlling the reaction force motor (25) to generate a reaction force of a certain magnitude.

[0295] Figure 8 is a rotation angle-reaction torque curve of the motion knob and an image of the motion knob operation state displayed on the display when the current gear of the transmission is D and the cruise button is ON.

[0297] As described above, when the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle. In the process of the driver holding the first motion knob (21) or the second motion knob (22) to set the target speed and rotating it in one direction (forward in this embodiment) from the initial state, the driver can sense that he is currently operating the first motion knob (21) or the second motion knob (22) to set the target speed by detecting a reaction torque of a certain magnitude from the first motion knob (21) or the second motion knob (22).

[0299] According to various embodiments, the input button further includes an acceleration button (82) for increasing the target speed during cruise driving and a deceleration button (83) for decreasing the target speed during cruise driving, and the control unit (50) may be characterized in that when the current gear of the transmission is D gear and the cruise button (81) is ON, if the acceleration button (82) is pressed for a time shorter than a preset time, the target speed is intermittently increased by a predetermined speed unit, and if the deceleration button (83) is pressed for a time shorter than a preset time, the target speed is intermittently decreased by a predetermined speed unit.

[0301] As illustrated in FIGS. 1 and 2, the input buttons for cruise control may be configured to include a cruise button (81), an acceleration button (82), and a deceleration button (83) positioned on the steering wheel (20).

[0302] When the current gear of the transmission is D and the cruise button (81) is ON, if the speed increase button (82) is pressed for a shorter time than a preset time, the control unit (50) intermittently increases the target speed in predetermined speed units.

[0303] For example, the target speed can be increased by 1 mile per hour or 1 km per hour each time the speed increase button (82) is pressed.

[0304] And, when the current gear of the transmission is D and the cruise button (81) is ON, if the deceleration button (83) is pressed for a shorter time than a preset time, the control unit (50) intermittently reduces the target speed by a predetermined speed unit.

[0305] For example, the target speed can be reduced by 1 mile per hour or 1 km per hour each time the deceleration button (83) is pressed.

[0307] According to various embodiments, the control unit (50) may be characterized by continuously increasing the target speed by a predetermined speed unit during the time the speed increase button (82) is pressed when the speed increase button (82) is pressed for a period longer than a preset time, and continuously decreasing the target speed by a predetermined speed unit during the time the speed decrease button (83) is pressed when the speed decrease button (83) is pressed for a period longer than a preset time.

[0309] When the current gear of the transmission is D and the cruise button (81) is ON, if the speed increase button (82) is pressed for a period longer than a preset time, the control unit (50) continuously increases the target speed by a predetermined speed unit.

[0310] For example, if the speed increase button (82) is pressed for more than 3 seconds, the target speed can be increased by 5 miles per hour or 10 km per hour every 0.5 seconds during the time the speed increase button (82) is pressed.

[0311] And, when the current gear of the transmission is D and the cruise button (81) is ON, if the deceleration button (83) is pressed for a period longer than a preset time, the control unit (50) continuously reduces the target speed by a predetermined speed unit.

[0312] For example, if the deceleration button (83) is pressed for more than 3 seconds, the target speed can be reduced by 5 miles per hour or 10 km per hour every 0.5 seconds during the time the deceleration button (83) is pressed.

[0314] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display a set target speed.

[0316] During the cruise control operation process as described above, the instrument panel display shows the vehicle's current speed and the set target speed.

[0317] That is, when the cruise button (81) is pressed and turned on, an image indicating that it is in cruise mode is displayed on the instrument panel display, and when the driver sets a target speed by operating the first motion knob (21), the second motion knob (22), the speed increase button (82), or the speed decrease button (83), an image indicating the set target speed appears on the speedometer in the form of a red triangle image, etc.

[0318] When an analog speedometer is displayed on the instrument panel display, if a target speed is set by the driver, an indicator indicating the target speed on the analog speedometer is displayed in red, as shown in FIG. 8, and when the vehicle speed reaches the target speed, the color of the indicator can be implemented to return to the color of the normal speedometer.

[0319] For example, looking at Fig. 8, when the driver sets the target speed to 62 mph while the vehicle's initial speed is 22 mph (left image), the vehicle accelerates with a red indicator displayed at the position corresponding to 62 mph on the analog speedometer (middle image), and when the vehicle's speed reaches the target speed of 62 mph, the color of the indicator changes to black, which is the color of a conventional speedometer (right image).

[0320] In order to display such information, the control unit (50) transmits a signal to the display control unit (60) to display the current speed of the vehicle and the set target speed, etc., and accordingly, the numbers and images as described above are displayed on the display of the instrument panel.

[0322] According to various embodiments, the input button further includes a CANCEL button operated by the driver when suspending the cruise mode, and the control unit (50) may be characterized by suspending the cruise mode when the CANCEL button is pressed when the current gear of the transmission is D and the cruise button (81) is ON.

[0324] Although not shown in FIGS. 1 and 2, the steering wheel (20) may be equipped with a CANCEL button (not shown) in addition to the cruise button (81), speed increase button (82), and speed decrease button (83) as input buttons for cruise control.

[0325] The CANCEL button is a button operated by the driver to temporarily pause the cruise mode, and when the CANCEL button is pressed by the driver, the control unit (50) pauses the cruise mode.

[0326] At this time, as the smart cruise control function is temporarily deactivated, the cruise mode display image, target speed, and distance between vehicles may disappear from the instrument panel display.

[0328] According to various embodiments, the control unit (50) may be characterized by suspending the cruise mode when the BLS signal is on.

[0330] When the brake pedal is pressed (when the BLS signal is ON) while driving in cruise mode, the control unit (50) temporarily stops the cruise mode.

[0331] At this time, as the smart cruise control function is temporarily deactivated, it is possible to implement the disappearance of the cruise mode display, target speed, and distance display on the instrument panel.

[0332] In addition, the vehicle's speed is reduced by regenerative braking or mechanical braking depending on the degree to which the brake pedal is pressed.

[0334] If the driver wishes to resume the paused cruise mode, pressing the speed increase button (82) or the speed decrease button (83) can enable the cruise driving to resume at the target speed set just before.

[0335] Meanwhile, to end the cruise mode, the driver presses the cruise button (81) so that the cruise button (81) turns off, and accordingly, the control unit (50) ends the cruise mode.

[0337] According to the vehicle control system including a steering wheel equipped with a motion knob according to the present invention, the acceleration of the vehicle is controlled by operating the motion knob equipped on the steering wheel, and the deceleration of the vehicle is controlled by the brake pedal on the driver's floor, thereby having the advantage of fundamentally eliminating the phenomenon of sudden acceleration caused by pedal confusion.

[0338] In addition, when the brake pedal is pressed while the vehicle is stationary, there is an advantage in that the gear of the transmission can be changed according to the operation of the motion knob.

[0339] In addition, when the vehicle is in motion, there is an advantage in that the output of the engine or drive motor can be changed or the degree of regenerative braking can be changed depending on the operation of the motion knob, speed increase button, or speed decrease button.

[0340] In addition, when the brake pedal is pressed during power driving and the control unit changes the output of the drive motor to 0, and the brake pedal returns to its initial position, the vehicle drives in a coasting mode without regenerative braking. This allows for convenient entry into the coasting mode, which reduces driver fatigue and has the advantage of increasing the driving range depending on the situation.

[0341] In addition, there is an advantage in that the target speed can be changed by operating the motion knob, speed increase button, or speed decrease button after the cruise button is pressed.

[0342] In addition, it is controlled to display information regarding the operation status of the motion knob and the driving status of the vehicle on the vehicle's display, which has the advantage of allowing the driver to immediately grasp information regarding the operation status of the motion knob and the driving status of the vehicle.

[0343] In addition, there is an advantage in that the reaction torque corresponding to the operation of the motion knob is controlled to be transmitted to the motion knob, allowing the operator to receive appropriate feedback by hand.

[0345] Although the present invention has been described above with specific details such as specific components, limited embodiments, and drawings, this is provided only to aid in a more comprehensive understanding of the invention and the invention is not limited to the above embodiments, and a person skilled in the art to which the invention belongs may make various modifications and variations from this description.

[0346] Accordingly, the scope of the present invention should not be limited to the embodiments described above, and should be interpreted as including not only the claims set forth below but also all modifications equivalent to or equivalent to these claims. Explanation of the symbols

[0348] 1: Vehicle control system including a steering wheel equipped with a motion knob 10a: Power control unit 10b: Electric power control unit 20: Steering wheel 21: 1st motion knob 22: Second motion knob 23: Motion knob connecting axis 25: Reaction motor 26: Heat sink 31: Connecting shaft angle sensor 32: Connecting shaft torque sensor 33: Brake lamp switch 35: 1st motion knob position sensor 36: 2nd motion knob position sensor 40: Reaction force control unit 50: Control unit 60: Display control unit 70: Transmission control unit 81: Cruise button 82: Increase speed button 83: Decelerate button

Claims

Claim 1 A Power Control Unit (PCU) or Electric Power Control Unit (EPCU) that receives information from various sensors installed in a vehicle; a first motion knob rotatably installed on one side of a steering wheel; a second motion knob rotatably installed on the other side of a steering wheel; a motion knob connecting shaft connecting the first motion knob and the second motion knob; a connecting shaft angle sensor that detects the rotation angle of the motion knob connecting shaft; and a reaction motor that provides a reaction torque to the motion knob connecting shaft. A vehicle control system comprising a steering wheel equipped with a motion knob, wherein the power control unit or the power control unit receives a BLS signal output by measuring whether a brake lamp switch operates the brake pedal, an output signal of the connecting shaft angle sensor, the current gear of the transmission, and the speed of the vehicle, and controls the output of the engine or drive motor, the speed of the vehicle, or the degree of regenerative braking. Claim 2 A vehicle control system comprising a steering wheel equipped with a motion knob according to claim 1, further comprising: a first motion knob position sensor for detecting whether the first motion knob is moved in the other direction of the steering wheel; a second motion knob position sensor for detecting whether the second motion knob is moved in one direction of the steering wheel; a control unit for receiving the output signal of the first motion knob position sensor, the output signal of the second motion knob position sensor, the BLS signal, the output signal of the connecting shaft angle sensor, the current gear of the transmission, and the speed of the vehicle; and a display control unit for controlling a display installed inside the vehicle to display information related to the operation state of the first motion knob or the second motion knob and the driving state of the vehicle. Claim 3 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in paragraph 2, the control unit transmits a signal to the display control unit to display a gear shift guidance message when the BLS signal is ON, the vehicle speed is 0, and the current gear of the transmission is P or N. Claim 4 A vehicle control system comprising a steering wheel equipped with a motion knob according to claim 2, wherein the control unit, when the BLS signal is ON, the vehicle speed is 0, the first motion knob is moved in the other direction of the steering wheel, and the second motion knob is in the initial position, transmits a signal to shift the gear of the transmission to the D gear when the motion knob connecting shaft is rotated in one direction, and transmits a signal to shift the gear of the transmission to the R gear when the motion knob connecting shaft is rotated in the other direction, and transmits a signal to shift the gear of the transmission to the R gear when the motion knob connecting shaft is rotated in the other direction. Claim 5 A vehicle control system comprising a steering wheel equipped with a motion knob according to claim 2, wherein the control unit transmits a signal to shift the gear of the transmission to the P gear when the BLS signal is ON, the vehicle speed is 0, the first motion knob is in the initial position, and the second motion knob is moved in one direction of the steering wheel, and the motion knob connecting shaft is rotated in one direction, and the control unit transmits a signal to shift the gear of the transmission to the P gear when the motion knob connecting shaft is rotated in the other direction, and even when the BLS signal is OFF and the vehicle speed is not 0, the control unit transmits a signal to shift the gear of the transmission to the N gear when the first motion knob is in the initial position and the second motion knob is moved in one direction of the steering wheel, and the control unit transmits a signal to shift the gear of the transmission to the N gear when the motion knob connecting shaft is rotated in the other direction. Claim 6 A vehicle control system including a steering wheel equipped with a motion knob according to claim 2, wherein the control unit transmits a signal to the display control unit to display a guidance message indicating that, for gear shifting, only one of the first motion knob and the second motion knob should be moved toward the steering wheel when the BLS signal is ON, the vehicle speed is 0, the first motion knob is moved toward the other side of the steering wheel, and the second motion knob is also moved toward the one side of the steering wheel. Claim 7 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 4 or 5, the reaction force control unit receives the output signal of the first motion knob position sensor, the output signal of the second motion knob position sensor, the BLS signal, the output signal of the connecting shaft angle sensor, the current gear of the transmission, and the speed of the vehicle, and when the BLS signal is ON, the speed of the vehicle is 0, the first motion knob is moved to the other side of the steering wheel and the second motion knob is in the initial position, or when the first motion knob is in the initial position and the second motion knob is moved to the one side of the steering wheel and the motion knob connecting shaft is rotated in the one side or the other side, the reaction force motor is controlled such that the change curve of the reaction force torque applied to the motion knob connecting shaft corresponding to the rotation angle of the motion knob connecting shaft becomes equal to the rotation angle - reaction force torque curve of a rotary switch equipped with a rotation stop mechanism. Claim 8 A vehicle control system including a steering wheel equipped with a motion knob according to paragraph 2, wherein the control unit transmits a signal to the display control unit to display a guidance message to turn the motion knob forward when the BLS signal is ON, the vehicle speed is 0, and the current gear of the transmission is D, and the motion knob connecting shaft is rotated in the opposite direction from the initial state. Claim 9 In paragraph 2, further comprising a connecting shaft torque sensor for detecting the rotational torque of the motion knob connecting shaft; wherein the control unit transmits a signal to the power control unit or the power control unit to change the output of the engine or the drive motor by a magnitude proportional to the angle at which the motion knob connecting shaft is rotated in one direction from the initial state when the current gear of the transmission is D and the motion knob connecting shaft is rotated in one direction from the initial state; and the reaction force control unit receives the output signal of the connecting shaft angle sensor, the output signal of the connecting shaft torque sensor, the current gear of the transmission, and the speed of the vehicle, and wherein when the current gear of the transmission is D and the motion knob connecting shaft is rotated in one direction from the initial state, the rotational torque of the motion knob connecting shaft exceeds a predetermined torque value and the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is less than or equal to the angle corresponding to the maximum output of the engine or the drive motor, a reaction force torque of a magnitude proportional to the angle at which the motion knob connecting shaft is rotated in one direction from the initial state A vehicle control system comprising a steering wheel equipped with a motion knob, characterized by controlling the reaction force motor to generate the reaction force. Claim 10 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 9, the reaction force control unit controls the reaction force motor such that the reaction force torque becomes zero when the current gear of the transmission is D gear and the motion knob connecting shaft is rotated in one direction from the initial state, and the rotational torque of the motion knob connecting shaft is less than or equal to a predetermined torque value, or the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is greater than or equal to the angle corresponding to the maximum output of the engine or the drive motor. Claim 11 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 8, the reaction force control unit controls the reaction force motor to generate a reaction force torque such that a vibration like that of an internal combustion engine idling is felt when the current gear of the transmission is D gear and the motion knob connecting shaft returns to an angle corresponding to an initial state. Claim 12 A vehicle control system comprising a steering wheel equipped with a motion knob according to claim 11, wherein the control unit transmits a signal to the power control unit or the power control unit to perform regenerative braking with a force proportional to the angle at which the motion knob connecting shaft is rotated from the initial state to the other side when the current gear of the transmission is D and the motion knob connecting shaft returns to an angle corresponding to the initial state and then rotates the motion knob connecting shaft to the other side, and the reaction force control unit controls the reaction force motor to generate a reaction force of a magnitude proportional to the angle at which the motion knob connecting shaft is rotated from the initial state to the other side when the current gear of the transmission is D and the motion knob connecting shaft returns to an angle corresponding to the initial state and then rotates the motion knob connecting shaft to the other side, and when the rotational torque of the motion knob connecting shaft exceeds a predetermined torque value and the angle at which the motion knob connecting shaft is rotated from the initial state to the other side is less than or equal to the angle corresponding to maximum regenerative braking. Claim 13 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 11, the reaction force control unit controls the reaction force motor such that the reaction force torque becomes zero when the current gear of the transmission is D gear, and the motion knob connecting shaft returns to an angle corresponding to an initial state and then rotates the motion knob connecting shaft in the other direction, and the rotational torque of the motion knob connecting shaft is less than or equal to a predetermined torque value, or the angle at which the motion knob connecting shaft is rotated from the initial state in the other direction is greater than or equal to the angle corresponding to maximum regenerative braking. Claim 14 A vehicle control system including a steering wheel equipped with a motion knob according to paragraph 2, wherein the control unit transmits a signal to the display control unit to display a guidance message to turn the motion knob backward when the BLS signal is ON, the vehicle speed is 0, and the current gear of the transmission is R, and the motion knob connecting shaft is rotated in one direction from the initial state. Claim 15 In paragraph 2, further comprising a connecting shaft torque sensor for detecting the rotational torque of the motion knob connecting shaft; wherein the control unit transmits a signal to the power control unit or the power control unit to change the output of the engine or the drive motor by a magnitude proportional to the angle at which the motion knob connecting shaft is rotated from the initial state to the other side when the current gear of the transmission is R gear and the motion knob connecting shaft is rotated from the initial state to the other side; and the reaction force control unit receives the output signal of the connecting shaft angle sensor, the output signal of the connecting shaft torque sensor, the current gear of the transmission, and the speed of the vehicle, and wherein when the current gear of the transmission is R gear and the motion knob connecting shaft is rotated from the initial state to the other side, the rotational torque of the motion knob connecting shaft exceeds a predetermined torque value and the angle at which the motion knob connecting shaft is rotated from the initial state to the other side is less than or equal to the angle corresponding to the maximum output of the engine or the drive motor, a reaction force torque of a magnitude proportional to the angle at which the motion knob connecting shaft is rotated from the initial state to the other side A vehicle control system comprising a steering wheel equipped with a motion knob, characterized by controlling the reaction force motor to generate the reaction force. Claim 16 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 15, the reaction force control unit controls the reaction force motor such that the reaction force torque becomes zero when the current gear of the transmission is R gear and the motion knob connecting shaft is rotated in the opposite direction from the initial state, and the rotational torque of the motion knob connecting shaft is less than or equal to a predetermined torque value, or the angle at which the motion knob connecting shaft is rotated in the opposite direction from the initial state is greater than or equal to the angle corresponding to the maximum output of the engine or the drive motor. Claim 17 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 14, the reaction force control unit controls the reaction force motor to generate a reaction force torque such that a vibration like that of an internal combustion engine idling state is felt when the current gear of the transmission is R gear and the motion knob connecting shaft returns to an angle corresponding to an initial state. Claim 18 A vehicle control system comprising a steering wheel equipped with a motion knob according to claim 17, wherein the control unit transmits a signal to the power control unit or the power control unit to perform regenerative braking with a force proportional to the angle at which the motion knob connecting shaft is rotated in one direction from the initial state when the current gear of the transmission is R gear and the motion knob connecting shaft returns to an angle corresponding to the initial state and then rotates in one direction, and the reaction force control unit controls the reaction force motor to generate a reaction force of a magnitude proportional to the angle at which the motion knob connecting shaft is rotated in one direction from the initial state when the current gear of the transmission is R gear and the motion knob connecting shaft returns to an angle corresponding to the initial state and then rotates in one direction, and when the rotational torque of the motion knob connecting shaft exceeds a predetermined torque value and the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is less than or equal to the angle corresponding to maximum regenerative braking. Claim 19 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 18, the reaction force control unit controls the reaction force motor such that the reaction force torque becomes zero when the current gear of the transmission is R gear and the motion knob connecting shaft returns to an angle corresponding to an initial state and then rotates in one direction, and the rotational torque of the motion knob connecting shaft is less than or equal to a predetermined torque value or the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is greater than or equal to the angle corresponding to maximum regenerative braking. Claim 20 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in any one of claims 9 to 13 and claims 15 to 19, the control unit transmits a signal to the display control unit to display one or more of the current gear of the transmission, the degree of the current output of the engine or the drive motor, and the degree of regenerative braking. Claim 21 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 9 or 15, the control unit, when the current gear of the transmission is D gear and the motion knob connecting shaft is rotated in one direction from the initial state, or when the current gear of the transmission is R gear and the motion knob connecting shaft is rotated in the other direction from the initial state, if the BLS signal is ON, resets the current position of the motion knob connecting shaft to the initial position for measuring the rotation angle of the motion knob connecting shaft, and transmits a signal to the power control unit or the power control unit to change the output of the engine to an idling state output or change the output of the drive motor to zero. Claim 22 A vehicle control system comprising a steering wheel equipped with a motion knob according to claim 1, further comprising: a control unit receiving the BLS signal, the output signal of the connecting shaft angle sensor, the current gear of the transmission, the input state of the input button, and the speed of the vehicle; and a display control unit controlling a display installed inside the vehicle to display information related to the driving state of the vehicle, wherein the input button includes a cruise button operated by the driver when starting or ending cruise driving, and wherein the control unit transmits a signal to the display control unit to display a guidance message to turn the motion knob forward when the current gear of the transmission is D, the cruise button is ON, the speed of the vehicle is 0, and the BLS signal is OFF, and the motion knob connecting shaft is rotated in the other direction. Claim 23 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 22, the control unit sets a target speed with a magnitude proportional to the angle at which the motion knob connecting shaft is rotated in one direction from the initial state when the current gear of the transmission is D, the cruise button is ON, and the motion knob connecting shaft is rotated in one direction from the initial state, and controls the vehicle to drive at the target speed by changing the output of the engine or the drive motor. Claim 24 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in paragraph 23, the control unit controls the engine or the drive motor so that the vehicle is accelerated to reach the target speed with an acceleration of a magnitude inversely proportional to the time taken for the motion knob connecting shaft to reach a state rotated in one direction from an initial state. Claim 25 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in claim 24, it further includes a connecting shaft torque sensor for detecting the rotational torque of the motion knob connecting shaft; and the reaction force control unit receives the output signal of the connecting shaft angle sensor, the output signal of the connecting shaft torque sensor, the current gear of the transmission, and the input state of the input button, and when the current gear of the transmission is D gear, the cruise button is ON, and the motion knob connecting shaft is rotated in one direction from the initial state, the rotational torque of the motion knob connecting shaft exceeds a predetermined torque value, the reaction force control unit controls the reaction force motor to generate a reaction force of a certain magnitude. Claim 26 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in any one of claims 23 to 25, the control unit transmits a signal to the display control unit to display a set target speed. Claim 27 A vehicle control system comprising a steering wheel equipped with a motion knob, wherein, in any one of claims 23 to 25, the control unit temporarily suspends the cruise mode when the BLS signal is ON.

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