Multi-mode controller for controlling vehicle components during operation

Abstract

The manual control assembly includes a multi-mode control mechanism. The manual control assembly also includes a connection socket for accommodating the multi-mode control mechanism on a steering controller of a vehicle, wherein an interface of the connection socket is connected to a control system for the vehicle. The manual control assembly also includes a first sensor and a second sensor for detecting actuation of the multi-mode control mechanism, wherein the first sensor is positioned orthogonal to the second sensor to detect a force applied to the multi-mode control mechanism. The manual control assembly also includes a control module for generating an input signal to be transmitted to the control system based on the actuation to control one or more components of the vehicle.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. Provisional Application No. 63 / 541,649, filed on September 29, 2023, entitled “MULTI-MODAL CONTROLLER FOR CONTROLLING VEHICLE COMPONENTS DURING OPERATION,” the disclosure of which is incorporated herein by reference in its entirety. Background Art

[0003] When operating a vehicle, the driver can control various functions of the vehicle by manipulating and / or actuating control mechanisms. Some functions of the vehicle can even be actuated without the driver having to move his hands (e.g., removing the driver's hands from the steering wheel to control the functions of the vehicle). When operating a vehicle (e.g., driving), it may be desirable to achieve control of different functions of the vehicle while driving. However, using conventional control mechanisms, particularly those that are ergonomically designed and intuitive in operation while minimizing interference, it may be difficult to implement such control. These difficulties may be caused by the limited manipulation and actuation options of conventional control mechanisms. Summary of the invention

[0004] The present disclosure describes a manual control assembly that can be integrated into a steering controller, such as a steering wheel of a vehicle, at various locations that allow ergonomic interaction and intuitive interaction. The manual control assembly may include a multi-mode control mechanism, such as a roller, that can be actuated in various ways to control various components of the vehicle. Different actuations of the multi-mode control mechanism may also correspond to controlling components in different ways. The manual control assembly may include a connection socket and various sensors, the connection socket being used to accommodate the multi-mode control mechanism, and the various sensors being used to detect different actuations of the multi-mode control mechanism. The manual control assembly may include a control module that generates input signals for a control system of the vehicle to control various components of the vehicle.

[0005] In various embodiments, the manual control assembly includes a multi-mode control mechanism. The manual control assembly also includes a connection socket, the connection socket is used to accommodate the multi-mode control mechanism on a steering controller of a vehicle, wherein the interface of the connection socket is connected to a control system for the vehicle. The manual control assembly also includes a first sensor and a second sensor, the first sensor and the second sensor are used to detect actuation of the multi-mode control mechanism, wherein the first sensor is positioned orthogonal to the second sensor to detect the force applied to the multi-mode control mechanism. The manual control assembly also includes a control module, the control module is used to generate an input signal to be transmitted to the control system based on the actuation to control one or more components of the vehicle.

[0006] Optionally, the multi-mode control mechanism is capable of bi-directional actuation by rotating the multi-mode control mechanism about a central rotation axis.

[0007] Optionally, the input signal is generated based on detected measurements related to rotation of the multi-mode control mechanism about the central rotational axis, the detected measurements comprising at least one of rotational angle, rotational velocity, rotational acceleration or rotational force.

[0008] Optionally, the multi-mode control mechanism is capable of bi-directional actuation by applying a force to the multi-mode control mechanism along a first axis that is perpendicular to the central rotational axis and substantially non-parallel to the rotational plane of the steering control.

[0009] Optionally, the input signal is generated based on a first measurement from the first sensor being substantially greater than a second measurement from the second sensor, wherein the first measurement or the second measurement comprises a force measurement or a strain measurement.

[0010] Optionally, the input signal is generated based on a detected measurement associated with actuation of the multi-mode control mechanism along the first axis, the detected measurement comprising at least one of: direction, speed, force magnitude, pressure, or duration.

[0011] Optionally, the multi-mode control mechanism is capable of bi-directional actuation by applying a force to the multi-mode control mechanism along a second axis parallel to the central rotational axis and substantially parallel to the rotational plane of the steering control.

[0012] Optionally, the input signal is generated based on a first measurement from the first sensor being substantially less than a second measurement from the second sensor, wherein the first measurement or the second measurement comprises a force measurement or a strain measurement.

[0013] Optionally, the manual control assembly further comprises a third sensor positioned orthogonal to the first sensor and positioned parallel to the second sensor, and wherein the input signal is generated based on a first measurement from the first sensor being substantially less than a second measurement from the second sensor or a third measurement from the third sensor, wherein the first measurement, the second measurement or the third measurement comprises a force measurement or a strain measurement.

[0014] Optionally, the manual control assembly further comprises a third sensor positioned orthogonal to the first sensor and positioned parallel to the second sensor, and wherein the input signal is generated based on a second measurement from the second sensor being substantially different from a third measurement from the third sensor, wherein the second measurement or the third measurement comprises a force measurement or a strain measurement.

[0015] Optionally, the input signal is generated based on a detected measurement associated with actuation of the multi-mode control mechanism along the second axis, the detected measurement comprising at least one of direction, speed, force magnitude, pressure, or duration.

[0016] Optionally, the manual control assembly further comprises a motor, which is accommodated in the multi-mode control mechanism or in a housing component of the connection socket.

[0017] Optionally, the manual control assembly further comprises a braking mechanism, wherein a level of resistance applied by the braking mechanism to the multi-mode control mechanism is determined by the control system.

[0018] Optionally, the surface of the multi-mode control mechanism includes a capacitive touch sensor, and wherein the manual control assembly is capable of generating an input signal based on activation of the capacitive touch sensor.

[0019] Optionally, a surface of the multi-mode control mechanism includes a pressure sensor, and wherein the manual control assembly is capable of generating an input signal based on activation of the pressure sensor.

[0020] Optionally, the manual control assembly further comprises a haptic actuator, wherein the manual control assembly is capable of generating haptic feedback using the haptic actuator based on signals received from the control system.

[0021] In various embodiments, a steering controller configured for installation in a vehicle includes a pair of manual control assemblies. Each of the manual control assemblies includes: a multi-mode control mechanism capable of bi-directional actuation around a central rotation axis and bi-directional actuation along one or more axes; and a connection socket for accommodating the multi-mode control mechanism on the steering controller, wherein an interface of the connection socket is connected to a control system for the vehicle. In various embodiments, each of the manual control assemblies is capable of transmitting input signals to the control system to control components of the vehicle, and is capable of receiving feedback signals from the control system.

[0022] Optionally, the pair of manual control assemblies are positioned on opposite sides of the steering controller, and wherein the multi-mode control mechanism of each of the manual control assemblies is accessible by the driver's hand when the driver's hand is positioned on the steering controller for normal driving operations.

[0023] Optionally, each of the manual control components is associated with a user control context, and wherein the input signal from each of the manual control components is transmitted according to the user control context.

[0024] In various embodiments, a control system for a vehicle includes an electronic control unit including a processor and a non-transient computer readable medium including instructions that can be executed to control one or more functions of the vehicle. The control system also includes a steering controller and a pair of manual control assemblies incorporated into the steering controller. Each of the manual control assemblies includes: a multi-mode control mechanism that can be bidirectionally actuated around a central rotation axis; and a connection socket for accommodating the multi-mode control mechanism on the steering controller of the vehicle, wherein an interface of the connection socket is connected to a control system for the vehicle. In various embodiments, the manual control assembly can transmit input signals to the electronic control unit to control components of the vehicle.

[0025] The embodiments disclosed above are merely examples, and the scope of the present disclosure is not limited to them. Specific embodiments may include all, part, or no parts, elements, features, functions, operations, or steps of the embodiments disclosed above. Embodiments according to the present invention are specifically disclosed in the attached claims relating to methods, storage media, systems, and computer program products, wherein any feature mentioned in one claim category (e.g., method) may also be claimed in another claim category (e.g., system). The dependencies or references in the attached claims are selected only for formal reasons. However, any subject matter generated by intentionally citing any previous claim (especially multiple dependencies) may also be protected by the claims, so that any combination of the claims and their features is disclosed and may be protected by the claims, regardless of the dependencies selected in the attached claims. The subject matter that may be claimed includes not only the combination of features as set forth in the attached claims, but also any other combination of features in the claims, wherein each feature mentioned in the claims may be combined with any other feature or combination of other features in the claims. Furthermore, any of the embodiments and features described or depicted herein may be protected in a separate claim and / or in any combination with any embodiment or feature described or depicted herein or with any features of the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1A A front view of a steering wheel with an integrated multi-mode control mechanism is shown according to various embodiments.

[0027] Figure 1B A front perspective view of a steering wheel with an integrated manual control assembly is shown according to various embodiments.

[0028] Figure 1C A rear perspective view of a steering wheel with an integrated manual control assembly is shown according to various embodiments.

[0029] Figure 1D A schematic diagram of a manual control assembly that may be integrated into a steering wheel is shown according to various embodiments.

[0030] Figure 2A An exploded view of the various components of an exemplary manual control assembly is shown.

[0031] Figure 2B A schematic diagram showing how the motor and various other components of the manual control assembly may be assembled.

[0032] Figure 2C A second schematic diagram shows how the motor and various other components of the manual control assembly may be assembled.

[0033] Figure 2D A cross-sectional schematic diagram showing the various components of the assembled manual control assembly.

[0034] Figure 3A Driving orientation of a user's hands on a steering wheel with an integrated hand control assembly is shown according to various embodiments.

[0035] Figure 3B The actuation orientation of a user's hand on a steering wheel with an integrated manual control assembly is shown according to various embodiments.

[0036] Figure 3C A second actuation orientation of a user's hand on a steering wheel with an integrated manual control assembly is shown according to various embodiments.

[0037] Figure 3D A third actuation orientation of a user's hand is shown in an exemplary embodiment in which the manual control assembly is integrated into a center console of a vehicle in accordance with various embodiments.

[0038] Figures 3E to 3G Features of a multi-mode control mechanism according to various embodiments are shown.

[0039] FIG. 4A to FIG. 4D Various actuation axes of a multi-mode control mechanism are shown according to various embodiments.

[0040] FIG. 5A to FIG. 5D Push actuation of a multi-mode control mechanism along a first axis is shown according to various embodiments.

[0041] FIG. 5E to FIG. 5H Push actuation of a multi-mode control mechanism along a first axis is shown according to various embodiments.

[0042] FIG. 6A to FIG. 6D Rotational actuation of a multi-mode control mechanism about a central axis of rotation is shown according to various embodiments.

[0043] 7A to 7D Displacement actuation of the multi-mode control mechanism along a second axis is shown according to various embodiments.

[0044] Fig. 8A A user interface for controlling vehicle components via a multi-mode control mechanism is shown according to various embodiments.

[0045] FIG. 8B to FIG. 8D Example control operations for various user control contexts corresponding to actuation of a multi-mode control mechanism are shown according to various embodiments.

[0046] Fig. 9 Steps in a method for controlling a vehicle component according to various embodiments are shown.

[0047] Fig.10 An example vehicle is shown according to various embodiments.

[0048] Fig.11A is a schematic diagram of an example computer system according to various embodiments.

[0049] Fig. 11B Example firmware for a vehicle ECU is shown according to various embodiments. DETAILED DESCRIPTION

[0050] The present disclosure describes a manual control assembly that can be integrated into a steering controller, such as a steering wheel of a vehicle, at various locations that allow for ergonomic and intuitive interaction. The manual control assembly can include a multi-mode control mechanism, such as a scroll wheel, that can be actuated in various ways to control various components of the vehicle. Different actuations of the multi-mode control mechanism can also correspond to controlling components in different ways.

[0051] The manual control assembly may also include a connection socket for accommodating the multi-mode control mechanism. The connection socket may include an interface connected to the control system of the vehicle. The multi-mode control mechanism accommodated in the connection socket may allow the multi-mode control mechanism to also be connected to the control system of the vehicle.

[0052] The manual control assembly may also include various sensors for detecting different actuations of the multi-mode control mechanism. The sensors may be positioned in a specific arrangement to detect the various actuations that the multi-mode control mechanism is capable of. That is, the different actuations may occur in different directions from one another, and the sensors may be positioned in a specific arrangement to be able to detect actuations in different directions.

[0053] The manual control assembly may also include a control module connected to the sensor. When the sensor detects actuation of the multi-mode control mechanism, the control module may generate a signal with information about the actuation. The signal may then be transmitted to the vehicle's control system to control various components of the vehicle.

[0054] Figure 1AA front view of a steering wheel 100 with integrated manual control assemblies 102 and 104 is shown according to various embodiments. A manual control assembly as referenced herein may be a system with which a user interacts to control various components of a vehicle, and may include a multi-mode control mechanism (such as multi-mode control mechanisms 110 and 120), a connection socket for accommodating the multi-mode control mechanism (such as connection sockets 150 and 160), and various additional components connected or otherwise associated with the multi-mode control mechanisms 110 and 120, as further described herein. In some embodiments, the manual control assembly may include the steering wheel 100, however, one of ordinary skill in the art will recognize that the manual control assembly may not include the steering wheel 100. In some embodiments, the manual control assembly may include the steering wheel 100, however, one of ordinary skill in the art will recognize that the manual control assembly may not include the steering wheel 100. Figure 1A In the front view shown, a front portion 100A of the steering wheel 100 and front portions 110A and 120A of the multi-mode control mechanisms 110 and 120 may be visible.

[0055] In various embodiments, the multi-mode control mechanisms 110 and 120 may be tactile input devices (such as scroll wheels) that receive input from a user (such as a driver of a vehicle) to allow the user to control various components of the vehicle. The connection sockets 150 and 160 may be any mechanical sockets that house the multi-mode control mechanisms 110 and 120 and also help connect the control mechanisms to the vehicle. For example, the connection sockets 150 and 160 may include modular housing components that house electronics (such as sensors or rotary encoders) for the multi-mode control mechanisms 110 and 120 while being rigidly connected to the steering wheel 100. The connection sockets 150 and 160 may also include a motor (e.g., an outer rotor brushless DC motor) that is mechanically coupled (such as by a gear system, a belt, or a direct coupling) to the multi-mode control mechanisms 110 and 120. In various embodiments, the multi-mode control mechanisms 110 and 120 may be coupled to the outer rotor of the motor, such as via screws or a press fit to the outer rotor. The stators of the multi-mode control mechanisms 110 and 120 can then be coupled to the modular housing components, which can also be achieved via screws. Alternatively, the connection sockets 150 and 160 can include a bracket and a bearing that allows the multi-mode control mechanisms 110 and 120 to rotate while securing the control mechanisms to the steering wheel 100. In various embodiments, the multi-mode control mechanisms 110 and 120 can be attached to the outer ring of the bearing, while the inner ring of the bearing can be attached to the bracket, which in turn is attached to the armature of the steering wheel 100.

[0056] Connection sockets 150 and 160 may include an interface, such as a wiring harness or a printed circuit board (PCB). In various embodiments, the interface may connect connection sockets 150 and 160 to the control system of the vehicle. For example, the interface may connect connection sockets 150 and 160 to the electronic and mechanical control system of the vehicle, which may be responsible for controlling the various components of the vehicle. Specifically, the control system of the vehicle may be a series of one or more electronic control units (ECUs) and a vehicle controller area network (CAN) or a local interconnect network (LIN). The interface may also be implemented using various architectures. For example, connection sockets 150 and 160 may include a first PCB having an electronic device (e.g., a sensor or a rotary encoder) of a multi-mode control mechanism 110 and 120 positioned near the control mechanism, and a second PCB having a control module for interpreting sensor signals and communicating with the vehicle control system, wherein the control module is further described herein. Another example may include a single PCB having an electronic device of a multi-mode control mechanism 110 and 120 and a corresponding control module.

[0057] In various embodiments, the multi-mode control mechanisms 110 and 120 housed in the connection sockets 150 and 160 may allow the multi-mode control mechanisms 110 and 120 to also be connected to the vehicle's control system via the interface of the connection sockets. Figure 1A As shown, the steering wheel 100 may include two manual control assemblies 102 and 104 positioned on opposite sides of the steering wheel 100. That is, the multi-mode control mechanisms 110 and 120 and the corresponding connection sockets 150 and 160 may be positioned on opposite sides of the central area of ​​the steering wheel 100 and positioned along the central horizontal axis of the steering wheel. This positioning may allow the multi-mode control mechanisms 110 and 120 to be accessible by the user's hand when the user's hand is positioned on the steering wheel 100 for normal driving operations. Specifically, although the user's hand may be positioned along the edge of the steering wheel 100, the manual control assemblies 102 and 104 positioned on opposite sides of the steering wheel may allow the fingers of the user's hand to reach the manual control assemblies 102 and 104 without requiring substantial adjustment of the user's hand.

[0058] The multi-mode control mechanisms 110 and 120 can be actuated in a variety of ways, which may include rolling, pushing or pulling, shifting to the left or right, or tilting, etc. Because the multi-mode control mechanisms 110 and 120 can be components of the manual control assemblies 102 and 104 that are actuated, any actuation of the multi-mode control mechanisms 110 and 120 can also be considered as an actuation of the manual control assemblies 102 and 104. Due to the various potential actuations, the multi-mode control mechanisms 110 and 120 can be considered multi-mode. Each of the manual control assemblies 102 and 104 can include one or more sensors that detect different actuations of the multi-mode control mechanisms 110 and 120. The sensors can be integrated into the steering wheel 100, the multi-mode control mechanisms 110 and 120, and / or the connection sockets 150 and 160. The sensors can be any suitable sensors for detecting actuation of the multi-mode control mechanisms 110 and 120. For example, the sensor can be a mechanical switch that completes a circuit when the multi-mode control mechanisms 110 and 120 are actuated, a piezoelectric sensor that measures the force applied to the control mechanism during actuation, a piezoresistive sensor that measures the pressure applied to the control mechanism, a capacitive touch sensor for detecting the presence of physical touch on the control mechanism, an accelerometer or gyroscope for measuring the linear and angular velocity of actuation, and the like.

[0059] The sensors in the manual control assemblies 102 and 104 may also be positioned in a specific arrangement to detect the various ways in which the multi-mode control mechanisms 110 and 120 are actuated. For example, the multi-mode control mechanisms 110 and 120 may be actuated in a front-to-rear direction (from Figure 1A From the perspective of Figure 1AIn various embodiments, the manual control assembly 102 and 104 can be pushed in the direction of entering and leaving therefrom and displaced in the direction from left to right. Therefore, each of the manual control assemblies 102 and 104 can include a first sensor and a second sensor, the first sensor being used to detect the force of the actuation from front to back of the multi-mode control mechanism applied to the multi-mode control mechanism 110 and 120, and the second sensor being used to detect the actuation from left to right of the multi-mode control mechanism. In various embodiments, the directions from front to back and from left to right can be orthogonal to each other. In these embodiments, the sensors for detecting the actuation in those directions can also be positioned orthogonal to each other to allow the sensor to detect two actuations. In various other embodiments, the sensor can utilize a specific geometric shape, which allows the first sensor and the second sensor to be positioned parallel to each other and still detect the force corresponding to the actuation from left to right and from front to back. When the user actuates the multi-mode control mechanism 110 and 120, the geometry can be uniquely transformed stress by connecting the sockets 150 and 160 depending on the actuation angle. That is, when the user actuates the multi-mode control mechanisms 110 and 120, the connection sockets 150 and 160 may change at the micrometer level depending on the angle of the user's actuation. Sensors may detect changes in the geometry of the connection sockets 150 and 160 due to their positioning, and the sensor data may then be interpreted to determine what the actuation was.

[0060] In various embodiments, sensors for detecting actuation of the multi-mode control mechanism can be integrated into the steering wheel 100 or another location of the vehicle close to (e.g., 1 foot-3 feet) the steering wheel. When the multi-mode control mechanism is housed in the connection sockets 150 and 160, the sensor can be communicatively coupled to the multi-mode control mechanisms 110 and 120. In various embodiments, sensors that detect actuation of the multi-mode control mechanism can also be integrated into the multi-mode control mechanisms 110 and 120. These sensors can be communicatively coupled to the vehicle together with the multi-mode control mechanisms 110 and 120. In one or more examples, when the multi-mode control mechanisms 110 and 120 are housed in the connection sockets 150 and 160, the sensor can be coupled to the vehicle.

[0061] In various embodiments, each manual control assembly 102 and 104 may also include one or more control modules connected to the sensor. When the sensor detects the actuation of the multi-mode control mechanism 110 and 120, the control module may generate a signal corresponding to the detected actuation. The signal may be transmitted to the control system of the vehicle. That is, the control module may generate a signal including various information about the actuation detected by the sensor, such as what the actuation is (e.g., pressing, rolling, tilting, etc.), about the properties of the actuation (e.g., actuation speed, applied force, direction, angle, etc.) or other information. The signal may be transmitted to the control system of the vehicle, which may then process the signal to cause corresponding effects on various components of the vehicle, such as causing the vehicle components to perform actions. The control module may also receive various feedback signals from the vehicle control system in response to a signal having information about the actuation. The control module may cause the manual control assembly to perform actions based on the feedback signal. For example, the control module may receive a feedback signal indicating that the manual control assembly 102 and 104 should generate sensory feedback, such as tactile feedback, auditory feedback, or visual feedback. The control module can then cause one or more tactile actuators in each of the manual control assemblies 102 and 104 to generate tactile feedback to the user. The control module can include any suitable hardware component connected to a sensor that generates a corresponding signal when the sensor detects an actuation of the multi-mode control mechanisms 110 and 120. For example, the control module can be various ECUs connected to the sensors. In various embodiments, the control module can also be integrated into the interface of the connection sockets 150 and 160, but the control module can also be implemented independently of the connection sockets 150 and 160. In various embodiments, the lighting element can include a proximity sensor for detecting the proximity of an object (such as a user) to the lighting element, wherein the proximity can correspond to various actuations of the multi-mode control mechanisms 110 and 120.

[0062] In various embodiments, each of the manual control assemblies 102 and 104 may also include a lighting element for illuminating various parts of the control assembly. In one or more examples, the lighting element may be integrated into various parts of the manual control assemblies 102 and 104, the steering wheel 100, or both. For example, the lighting element may be integrated into the steering wheel 100, the connection sockets 150 and 160, the area around the connection sockets 150 and 160, or the multi-mode control mechanisms 110 and 120. After the user has removed his hand, the illumination from the lighting element can help guide the user's hand to various parts of the control assembly. In some examples, the lighting element may be a light strip attached along the circumference of the multi-mode control mechanisms 110 and 120. In some examples, the lighting element may also be a light source positioned inside the various components of the manual control assemblies 102 and 104. For example, the lighting element may be a light source positioned inside the multi-mode control mechanisms 110 and 120, which generates light radiating outward from the multi-mode control mechanism.

[0063] The manual control assembly may also include a haptic actuator for generating tactile feedback for the user. The tactile actuator may be implemented using any suitable tactile device, such as a linear resonant actuator (LRA), an eccentric rotating mass (ERM) actuator, or a brushless DC motor. The generated tactile feedback may be based on a signal received by the tactile actuator from a control module of the manual control assembly, which in turn may receive a signal from a control system of the vehicle, as described above.

[0064] In various embodiments, each of the manual control assemblies 102 and 104 may also include a brake mechanism to control the actuation of the multi-mode control mechanisms 110 and 120 by applying a resistance level to the multi-mode control mechanism. The brake mechanism can be implemented based on the implementation of the multi-mode control mechanisms 110 and 120. For example, the multi-mode control mechanisms 110 and 120 can be implemented as rollers, and the brake mechanism can be implemented as a spring that presses on the roller to provide resistance when the roller is rolled. In various embodiments, the brake mechanism can also be implemented using a brushless DC motor. The resistance level applied by the brake mechanism can be determined by the control system of the vehicle. One or more technologies can be used to determine the resistance level. For example, the multi-mode control mechanisms 110 and 120 can be associated with the infotainment that controls the vehicle, and the control system of the vehicle can determine the resistance level of the brake mechanism based on the changes made to the infotainment via the control mechanism.

[0065] Although exemplary manual control assemblies 102 and 104 are shown and described as being integrated into a steering wheel, various other specific implementations may be appropriate. For example, manual control assemblies 102 and 104 may also be integrated into various other steering controllers such as handlebars, handles, knobs, joysticks, trackballs, etc. Manual control assemblies 102 and 104 may also be integrated at various locations along the edge of steering wheel 100, and may not be limited to integration along the central horizontal axis of steering wheel 100. In various embodiments, manual control assemblies 102 and 104 may also be integrated into various other components of the vehicle, which may also be easily accessible to the user during normal driving operations. For example, manual control assemblies 102 and 104 may be integrated into a center console between the front seats of the vehicle.

[0066] Figure 1B A front perspective view of a steering wheel 100 with integrated manual control assemblies 102 and 104 is shown. Figure 1B As shown, the multi-mode control mechanisms 110 and 120 can be implemented in the shape of a cylinder, however, the control mechanisms 110 and 120 can alternatively be implemented in various other shapes (such as a sphere). In some examples, the multi-mode control mechanism 110 can have a first shape (e.g., a cylinder), and the multi-mode control mechanism 120 can have a second shape (e.g., a sphere). The connection sockets 150 and 160 that accommodate the multi-mode control mechanisms 110 and 120 can include openings, and the multi-mode control mechanisms 110 and 120 can be positioned in the openings and then fixed. The openings can also be adjusted to match the shapes of the multi-mode control mechanisms 110 and 120. Positioning the multi-mode control mechanisms 110 and 120 in the openings can also mean that the multi-mode control mechanisms 110 and 120 are positioned to at least partially pass through the connection sockets 150 and 160 and the steering wheel 100.

[0067] Figure 1C A rear perspective view of the steering wheel 100 with an integrated manual control assembly 104 is shown. Although the front portion 100A of the steering wheel 100 may be Figure 1A and Figure 1B The rear portion 100B of the multi-mode control mechanism 120 may be visible from the front view and the front perspective view, but the rear portion 100B of the steering wheel 100 may be visible from the rear perspective view. Similarly, the rear portion 120B of the multi-mode control mechanism 120 may be visible from the rear perspective view. The rear portion 120B of the multi-mode control mechanism 120 visible from the rear perspective view may also mean that the multi-mode control mechanism 120 extends from the front to the rear of the steering wheel 100. The rear portion 120B of the multi-mode control mechanism 120 extending outward from the rear of the steering wheel 100 at least partially may allow the multi-mode control mechanism 120 to be actuated from the rear in addition to being actuated from the front of the steering wheel 100.

[0068] Figure 1D A schematic diagram 170 of a manual control assembly 102 that may be integrated into a steering wheel 100 is shown. Although the schematic diagram 170 may show the manual control assembly 102, one of ordinary skill in the art will recognize that the schematic diagram may be similarly applied to the manual control assembly 104. As described above, the manual control assembly 102 may include a connection socket 150 that accommodates the multi-mode control mechanism 110. The connection socket 150 may include an interface 175 that connects to a control system 190 of the vehicle. The manual control assembly 102 may include one or more sensors 180A, 180B, ..., 180N that detect actuation of the multi-mode control mechanism 110. The manual control assembly 102 may also include a control module 185 that generates a signal corresponding to the actuation detected by the sensors 180A, 180B, ..., 180N and transmits the signal to the control system 190.

[0069] The manual control assembly 102 may be connected to the control system 190 to transmit signals to the control system 190 that allow the control system to control various components of the vehicle. In various embodiments, the signals may be transmitted from the manual control assembly 102 via the interface 175. This may mean that the raw data from the sensors 180A, 180B, ..., 180N and the signals generated by the control module 185 may be forwarded to the interface 175 and then transmitted to the control system 190. In various other embodiments, the signals may be transmitted from the manual control assembly 102 via the control module 185. In various other embodiments, both the interface 175 and the control module 185 may transmit signals to the control system 190.

[0070] Figure 2A An exploded view 200 of various components of an exemplary manual control assembly, such as any of manual control assemblies 102 and 104, is shown. The manual control assembly may include a rear cover 202 to enclose and protect the manual control assembly. The rear cover 202 may be attached to a rear gasket 204 to protect other components of the manual control assembly. The manual control assembly may also include a rear gasket 204 corresponding to the manual control assembly described above. Figures 1A to 1DThe interface 208 of the interface described above. That is, the interface 208 can be a PCB that includes a rotary encoder and various force sensors for detecting actuation of the manual control assembly by a user (such as a driver of a vehicle). The interface 208 can also include a control module for processing the signals generated by the sensors of the interface 208. The inner trim panel 210 can also be positioned adjacent to the interface 208. The manual control assembly can include a set of fasteners 206 (e.g., screws) to secure the rear cover 202, the rear gasket 204, the interface 208, and the inner trim panel 210 in appropriate positions. Although the fasteners 206 can be shown between the rear gasket 204 and the interface 208 in the exploded view 200, the fasteners 206 can be positioned to pass through one or more of the rear cover 202, the rear gasket 204, the interface 208, and the inner trim panel 210 to secure these components in appropriate positions in the recessed portion of the housing component 214, as described below with respect to Figure 2C Further shown and described.

[0071] The manual control assembly may also include various components associated with the motor of the manual control assembly, such as a BLDC motor as described above. Specifically, the manual control assembly may include a magnet 216, a motor shaft 218 attached to the magnet 216, and a motor 220 attached to the motor shaft 218. The manual control assembly may also include a grommet 222 for insulating and protecting the wire 220E of the motor 220. The manual control assembly may include a roller 224, which is a component actuated by the user when the manual control assembly is actuated, and may correspond to any of the multi-mode control mechanisms 110 and 120 described above. The manual control assembly may also include an outer decorative plate 228. Then, the second set of fasteners 212 and the third set of fasteners 226 fix the motor 220, the roller 224, and the outer decorative plate 228 in place. Specifically, the second set of fasteners 212 can extend through holes 214A and 214B of the housing component and corresponding holes 220A-220D of the motor 220, while the third set of fasteners 226 can extend through holes 224A-224D of the roller 224 and corresponding holes 220A-220D of the motor to secure these components to the housing component 214 from two directions.

[0072] In various embodiments, the roller 224 may be able to roll in an upward or downward direction. The roller 224 may also include a contact area 224E along the circumference of the roller, and when the roller 224 is actuated, the user contacts the contact area. The contact point 224E may be textured and implemented using a material that provides traction for the user's fingers. The material of the contact area 224E may also be a material different from the material of the rest of the roller 224. For example, the body of the roller 224 may be implemented using plastic, and the contact area 224E may be implemented using rubber or silicone to provide traction and grip for the user's fingers when the roller 224 is actuated. The contact area 224E may also include a plurality of ridges extending along the circumference of the roller. The ridges of the contact area 224E may be connected to sensors on the interface 208 via wires to detect various aspects of the actuation of the roller. This may include the direction or angle of rotation, the speed of rotation, the acceleration of rotation or the rotational force, etc.

[0073] In various embodiments, the surface of the scroll wheel 224 can be capacitively charged, such as contact area 224E. Interface 208 can include a capacitive touch sensor connected to the surface of the scroll wheel 224 for detecting any electrical interference indicating actuation. In some embodiments, the control module of the manual control assembly can be capable of generating an input signal based on the activation of the capacitive touch sensor. That is, when the user's hand contacts the surface of the scroll wheel 224, the capacitive touch sensor on the interface 208 can detect the user's hand indicating the actuation of the manual control assembly. The control module can then generate a corresponding input signal with information about the capacitive actuation (such as the duration of contact or the force of contact, etc.).

[0074] Figure 2B A schematic diagram 230 is shown that depicts how the motor and various other components of the manual control assembly may be assembled. As described above, the manual control assembly may include a BLDC motor, and therefore includes a magnet 216, a motor shaft 218 attached to the magnet 216, and a motor 220 attached to the motor shaft 218. The magnet 216 may be inserted into a central opening of the motor shaft 218, which in turn is inserted into a central opening of the motor 220. The motor 220 may then be inserted and secured into the recessed portion 224F of the roller 224. Specifically, the third set of fasteners 226 may be inserted through the holes 224A-224D (at Figure 2B Only two holes are shown in the figure) and corresponding holes 220A-220D of the motor 220 to fix the motor 220 to the recessed portion 224F of the roller 224. This allows the motor 220 to be positioned inside the roller 224.

[0075] Figure 2CA second schematic diagram 260 is shown of how the motor and various other components of the manual control assembly may be assembled. In the second schematic diagram 260, the BLDC motor may be assembled and secured to the roller 224, wherein the magnet 216 is inserted into the motor shaft 218, which in turn is inserted into the motor 220 and positioned in a recessed portion of the roller 224. Additionally, a grommet 222 may be positioned around the wires 220E of the motor 220 to insulate and protect the wires. The motor shaft 218 may then be inserted into the central opening 214E of the housing member 214, and then secured to the housing member 214 via a second set of fasteners 212, which are inserted through holes 214A-214D of the housing member 214 and corresponding holes 220A-220D of the motor 220. Figure 2B Combined and as above with respect to Figure 2A As described, this allows the BLDC motor of the manual control assembly to be secured to the housing member 214 from two directions. The housing member 214 may also include a recessed portion 214F in which one or more of the rear cover 202, rear gasket 204, interface 208, and inner trim panel 210 may be positioned and then secured in place by fasteners 206. This may allow these components to be housed within the housing member 214 as well.

[0076] Figure 2D A cross-sectional schematic 290 of the various components of an assembled manual control assembly is shown. As described above, the manual control assembly may include a rear cover 202 attached to a rear gasket 204. The interface 208 may be a PCB that includes a rotary encoder 208A for converting the mechanical rotation of a roller 224 into an electrical signal for a vehicle control system. These components may be housed in a housing member 214, which may also house various components of the BLDC motor, including a magnet 216, a motor shaft 218, and a motor 220. The motor 220 may be secured in place by at least a fastener 226, with an outer trim panel 228 acting as a decorative or protective cover for the manual control assembly. As shown by the cross-sectional schematic, once assembled, the motor 220 may be positioned within the housing member 214 and the roller 224. This may result in the motor 220 being positioned within the housing member 214 and the roller 224 as described above with respect to FIG. Figures 1A to 1C The manual control assemblies 102 and 104 shown and described have integrated motors associated with the multi-mode control mechanisms 110 and 120, which are exposed to the user to interact with and actuate the multi-mode control mechanisms. In some embodiments, housing the motor 220 within the roller 224 can enable accurate tactile feedback control within a small packaging area of ​​the steering wheel 100. This configuration can achieve multiple actuation levels during operation of the vehicle (e.g., when the user's hand is in a natural hand position on the steering wheel 100). These actuation levels can include, but are not limited to, push, press, shift left, shift right, roll up, and roll down.

[0077] Figure 3A A driving orientation of a user's hands 350 and 355 on a steering wheel 100 with integrated manual control assemblies 102 and 104 is shown. The driving orientation may be the orientation of the user's hands 350 and 355 when the user is not actively engaging the manual control assembly and actuating the multi-mode control mechanisms 110 and 120. For example, the user's hands 350 and 355 in the driving orientation may control the steering wheel 100 while driving the vehicle, but without actuating the multi-mode control mechanisms 110 and 120. The manual control assemblies 102 and 104 may include resting spaces 330 and 335 that are positioned proximate to the multi-mode control mechanisms 110 and 120 and positioned in the spokes 340 and 345 of the steering wheel 100. The resting spaces 330 and 335 may be where the thumbs of the user's hands 350 and 355 rest when in the driving orientation. The proximity of the rest spaces 330 and 335 to the multi-mode controls 110 and 120 may allow the user to move only a short distance from the rest spaces when actuating the multi-mode controls. This also means that the multi-mode controls 110 and 120 may be accessible by the hands when the user's hands 350 and 355 are positioned on the steering wheel 100 for normal driving operations. This may also allow for intuitive and ergonomic actuation of the multi-mode controls 110 and 120.

[0078] In various embodiments, the multi-mode controls 110 and 120 can be positioned in the spokes 340 and 345 of the steering wheel 100, rather than along the edge of the steering wheel itself, to reduce unintentional actuation of the controls during the normal process of steering the steering wheel while driving. This can also help with the ergonomics of actuating the multi-mode controls 110 and 120.

[0079] Different actuations of the multi-mode control mechanisms 110 and 120 may correspond to various components of the vehicle, such as the instrument panel 310 or the infotainment system 320, performing one or more actions. For example, one actuation of the multi-mode control mechanisms 110 and 120 may be a push actuation as further described herein. A push actuation of the multi-mode control mechanisms 110 and / or 120 may correspond to a selection made on the instrument panel 310 or the infotainment system 320. As another example, an actuation of the multi-mode control mechanisms 110 and 120 may be a rotation / twist actuation as described in more detail herein. The rotation / twist actuation may correspond to adjusting the level and / or setting of one or more systems (e.g., climate and / or volume systems) of the vehicle.

[0080] Each of the multi-mode control mechanisms 110 and 120 may also be associated with a user control context, as referenced herein, which may include vehicle aspects or components controlled by actuation of the multi-mode control mechanisms 110 and 120, and corresponding vehicle electrical and mechanical controls for controlling the aspects or components. For example, the multi-mode control mechanism 110 may be associated with a user control context corresponding to the climate control of the vehicle, which may allow the multi-mode control mechanism 110 to perform various actions with respect to the climate control. The multi-mode control mechanism 120 may be associated with a user control context corresponding to the infotainment of the vehicle, which may allow the multi-mode control mechanism 120 to perform various actions with respect to the infotainment. The input signals generated by the control module of the manual control assembly and transmitted to the control system of the vehicle may also be based on the user control context associated with the multi-mode control mechanisms 110 and 120. As referenced herein, any association or relationship between the user control context and the multi-mode control mechanism may apply to the manual control assembly of which the multi-mode control mechanism is a part.

[0081] The multi-mode control mechanisms 110 and 120 may alternatively or additionally be associated with a single user control context rather than separate user control contexts. For example, instead of one control being associated with the vehicle's climate system and another control being associated with the vehicle's infotainment system, both multi-mode control mechanisms 110 and 120 may be associated with the same user control context, such as a driving context for performing maneuvers such as a tank turn function. Whether the multi-mode control mechanisms 110 and 120 are associated with one or more user control contexts may also be configured by the vehicle's control system.

[0082] In some embodiments, the tactile feedback generated by the multi-mode control mechanisms 110 and 120 can be based on the user control context associated with the multi-mode control mechanism. For example, if one control mechanism is associated with a climate system and the other control mechanism is associated with a volume system, different tactile feedback can be generated for the same actuation. For example, when a user actuates a control mechanism to scroll through various selections in a control context, the multi-mode control mechanism can generate stops, and the number of stops generated per rotation can be different depending on the control context. If the multi-mode control mechanism is associated with a volume system, the multi-mode control mechanism can generate stops for each volume level, so the control mechanism can generate 20 stops per rotation. If the multi-mode control mechanism is associated with a driving mode selection, the multi-mode control mechanism can generate stops for each driving mode, so the control mechanism can alternatively generate only four stops per rotation. In some embodiments, the tactile feedback can be determined by the control system of the vehicle based on the user control context associated with the multi-mode control mechanisms 110 and 120.

[0083] The multi-mode control mechanisms 110 and 120 can improve the user's ability to efficiently navigate a user interface (e.g., visual component 800 of FIG. 8 ) while minimizing distractions while driving. Using the multi-mode control mechanisms 110 and 120, a user can control vehicle functions while driving without having to reposition their hands or take their eyes off the road. The multi-mode control mechanisms 110 and 120 can also enable a user to precisely control vehicle functions (e.g., ride height, following distance, etc.) without having to reposition their hands or take their eyes off the road.

[0084] Figure 3B The actuation orientation of the user's hands 350 and 355 on the steering wheel 100 with the integrated manual control assemblies 102 and 104 is shown. The actuation orientation of the user's hands 350 and 355 may be the orientation when the user's hands are positioned to actuate the multi-mode control mechanisms 110 and 120. Figure 3A Driving direction to Figure 3B The adjustment of the actuation orientation may be minimal because the multi-mode control mechanisms 110 and 120 are proximate to the user's hands 350 and 355 when the user is not actuating the multi-mode control mechanism. For example, adjusting to the actuation orientation may include shifting the thumbs of the user's hands 350 and 355 from the resting spaces 330 and 335 to the multi-mode control mechanisms 110 and 120. This minimal adjustment of the user's hands 350 and 355 to the actuation orientation may result in the steering orientation and the actuation orientation being similar, which may allow the user to maintain a similar level of control of the steering wheel 100 even when actuating the multi-mode control mechanisms 110 and 120. This may also allow for ergonomic and intuitive actuation of the multi-mode control mechanisms 110 and 120 that may also minimize distractions.

[0085] When the user's hands 350 and 355 are in the actuation orientation, the multi-mode control mechanisms 110 and 120 can also be actuated in various ways. For example, the thumbs of the user's hands 350 and 355 can actuate the multi-mode control mechanisms 110 and 120 by applying a force to the multi-mode control mechanisms in a direction away from the user. This can result in a push actuation of the multi-mode control mechanisms 110 and 120. The thumbs of the user's hands 350 and 355 can also actuate the multi-mode control mechanisms 110 and 120 by applying a force in a direction toward or away from the center of the steering wheel 100. This can result in a shift actuation of the multi-mode control mechanisms 110 and 120 from one side to the other. The thumbs of the user's hands 350 and 355 can also actuate the multi-mode control mechanisms 110 and 120 by rolling the control mechanisms in an upward or downward direction. This can result in a rotational actuation of the multi-mode control mechanisms 110 and 120. Although various potential actuations are described, a person of ordinary skill in the art will recognize that different actions can be used to achieve other actuations.

[0086] Figure 3C A second actuation orientation of the user's hands 350 and 355 on the steering wheel 100 with the integrated manual control assemblies 102 and 104 is shown. The second actuation orientation of the user's hands 350 and 355 may also correspond to the user's hands being positioned to actuate the multi-mode control mechanisms 110 and 120. The second actuation orientation may be different from Figure 3B For example, although Figure 3B The first actuation orientation may include using the thumb of the user's hand 350 and 355 to actuate the multi-mode control mechanism 110 and 120, but the second actuation orientation may include using one or more other fingers, the palm of the user's hand, etc. to actuate the multi-mode control mechanism. As an illustrative example, the second actuation orientation may include using the index finger or the middle finger of the user's hand 350 and 355 to actuate the multi-mode control mechanism 110 and 120. The multi-mode control mechanism 110 and 120 may also be actuated from a rear portion of the multi-mode control mechanism (such as Figure 1C 120B) is actuated. Figure 3A Driving direction to Figure 3C The adjustment to the second actuation orientation may also be minimal. For example, the adjustment from the driving orientation to the second actuation orientation may only include moving the user's hands 350 and 355 upward a short distance from the driving orientation to access the multi-mode control mechanisms 110 and 120 from the rear side of the manual control assemblies 102 and 104.

[0087] It may be noted that various embodiments of the second actuation orientation may not include the illustrated positioning of the thumbs of the user's hands 350 and 355. That is, the thumbs of the user's hands 350 and 355 may be positioned in a manner similar to that of the thumbs of the user's hands 350 and 355. Figure 3A The second actuation orientation may be similar to that of the steering wheel 100, such as being held on the resting spaces 330 and 335. Figure 3A The driving orientation of the present invention is similar to that of the present invention, except that individual fingers (such as the index or middle finger) of the user's hands 350 and 355 are positioned on the rear portion of the multi-mode control mechanisms 110 and 120. This can allow the user to maintain a similar level of control of the steering wheel 100 even when actuating the multi-mode control mechanisms 110 and 120 in this manner. This can also allow for ergonomic and intuitive actuation of the multi-mode control mechanisms 110 and 120, which can also minimize interference.

[0088] When the user's hands 350 and 355 are in the second actuation orientation, the multi-mode control mechanisms 110 and 120 can also be actuated in various ways. For example, the index finger or middle finger of the user's hands 350 and 355 can actuate the multi-mode control mechanisms 110 and 120 by applying a force in the direction of the user. This can result in a push actuation of the control mechanisms 110 and 120 toward the user. Pushing the multi-mode control mechanisms 110 and 120 from the back of the multi-mode control mechanism may also be referred to as pressing the multi-mode control mechanism in this article to distinguish this actuation from a push actuation from the front of the multi-mode control mechanism by the thumb. The index finger or middle finger of the user's hands 350 and 355 can also actuate the multi-mode control mechanisms 110 and 120 by applying a force in a direction toward or away from the center of the steering wheel 100, which can result in a shift actuation of the multi-mode control mechanism from one side to the other. The index or middle finger of the user's hands 350 and 355 may also actuate the multi-mode control mechanisms 110 and 120 by rolling the multi-mode control mechanisms in an upward or downward direction, which may result in rotational actuation of the multi-mode control mechanisms. One of ordinary skill in the art will recognize that additional or alternative actuations may be achieved using other motions, and the foregoing is exemplary.

[0089] As described above, in addition to the steering wheel, the manual control assemblies 102 and 104 may also be integrated into various other components of the vehicle, such as a center console. Figure 3D A third actuation orientation of a user's hand 355 is shown in an exemplary embodiment in which the manual control assemblies 102 and 104 are integrated into a center console 360 ​​of the vehicle. The user's hand 355 in the third actuation orientation can be positioned to actuate one or both of the multi-mode control mechanisms 110 and 120. In the third actuation orientation as shown, the user's arm can be positioned on the center console 360 ​​with the user's hand 355 hanging over the end of the center console so that the fingers are in contact with the multi-mode control mechanisms 110 and 120. The user can use any finger of the user's hand 355, such as the thumb, index finger, or middle finger, to actuate the multi-mode control mechanisms 110 and 120. In various embodiments, the surface 365 of the center console 360 ​​into which the manual control assemblies 102 and 104 are integrated can be tilted at an angle to provide the user with more stability and control when the user actuates the multi-mode control mechanisms 110 and 120.

[0090] When the user's hand 355 is in the third actuation orientation, the multi-mode control mechanisms 110 and 120 can be actuated in various ways. For example, the index finger or middle finger of the user's hand 355 can actuate the multi-mode control mechanisms 110 and 120 by applying force to the center console 360. This can result in a push actuation of the multi-mode control mechanisms 110 and 120. The thumb, index finger, and / or middle finger of the user's hand 355 can also actuate the multi-mode control mechanisms 110 and 120 by applying force from one side to the other, which can result in a shift actuation of the multi-mode control mechanism. The index finger or middle finger of the user's hand 355 can also roll the multi-mode control mechanisms 110 and 120 in an upward or downward direction, which can result in a rotational actuation of the multi-mode control mechanism. A person of ordinary skill in the art will recognize that different actions can be used to achieve other actuations.

[0091] In various embodiments, the user can adjust the steering wheel 100 by moving the user's hand 355 and corresponding arm away from the steering wheel 100 and positioning them on the center console 360. Figure 3A Driving direction to Figure 3D The third actuation orientation of the manual control assembly 102 and 104 can be integrated into a specific position on the surface 365 of the center console 360 ​​facing the front of the vehicle, so that when the corresponding arm is positioned on the center console 360, the user's hand 355 naturally contacts the multi-mode control mechanism 110 and 120. For example, the manual control assembly 102 and 104 can be positioned on the front-facing surface of the center console 360 ​​and positioned at a distance from the top of the center console corresponding to the average hand size of the potential user. During normal driving operation, the user can also position the user's hand 355 and the corresponding arm on the center console 360, where the positioning of the manual control assembly 102 and 104 can cause the user's hand 355 to be suspended in a manner close to the manual control assembly even when the user is not actuating the control mechanism. The user can then make minimal adjustments to enable the actuation of the multi-mode control mechanism 110 and 120. Both examples can allow ergonomic and intuitive actuation of the multi-mode control mechanism 110 and 120, which can also minimize interference. These actuation orientations may enable multiple degrees of actuation during operation of the vehicle (e.g., when the user's hands are in a natural hand position on the steering wheel 100). These degrees of actuation may include, but are not limited to, push, press, shift left, shift right, roll up, and roll down.

[0092] Figures 3E to 3G Features of the multi-mode control mechanism 120 are shown. Figure 3E shows a front view of the control mechanism 120, Figure 3F A right side view of the control mechanism 120 is shown, and Figure 3GA right perspective view of the control mechanism 120 is shown. The multi-mode control mechanism 120 may be shown as a scroll wheel having a cylindrical shape and may be further referenced herein as such, although various other implementations of the multi-mode control mechanism may share various features with the exemplary embodiments described herein. Additionally, Figures 3E to 3G One of the multi-mode controls 120 may be shown, but it may be noted that the other multi-mode controls 110 may share similar features.

[0093] The multi-mode control mechanism 120 may include a wheel 310 that is capable of rotating in an upward or clockwise direction (eg, relative to Figure 3E and Figure 3F observed) and in a downward or counterclockwise direction (as respectively relative to Figure 3E and Figure 3F The wheel 310 may include a contact area 320 along the circumference of the wheel, which the user contacts when the multi-mode control mechanism 120 is actuated. In various embodiments, the contact area 320 may be textured and implemented using a material that provides traction for the user's fingers. The material of the contact area 320 may also be a material different from the material of the wheel 310. For example, the wheel 310 may be implemented using plastic, while the contact area 320 may be implemented using rubber or silicone to provide traction and grip for the user's fingers when the multi-mode control mechanism 120 is actuated. The contact area 320 may also include a plurality of ridges extending along the circumference of the wheel. The ridges of the contact area 320 may be connected to a plurality of sensors positioned in the body 330 of the multi-mode control mechanism 120, which detect various aspects of the actuation of the wheel. This may include the direction or angle of rotation, the speed of rotation, the acceleration of rotation, the rotational force, etc. In various embodiments, the sensors of the multi-mode control mechanism 120 may also be connected to the wheel 310. In such embodiments, the sensor may detect aspects of the actuation of the wheel while the contact area 320 provides traction to the user during actuation. In both cases, the detected measurements of the sensor may be transmitted to a control module of the manual control assembly, which may generate a signal corresponding to the detected actuation, which may then be transmitted to the vehicle's control system for use in controlling vehicle components.

[0094] The body 330 of the multi-mode control mechanism 120 can be hollow or semi-hollow to allow various components to be positioned therein. For example, the multi-mode control mechanism 120 can be connected to a sensor for detecting a push actuation or a shift actuation. In some embodiments, the components can be wrapped in a material such as plastic, rubber, foam or other material. Although sensors for detecting various actuations can be positioned in various parts of the manual control assembly (such as connection sockets 150 and 160 or steering wheel 100), sensors for detecting actuation can also be positioned in the body 330 of the multi-mode control mechanism 120. In various embodiments in which the manual control assembly includes a lighting element, the lighting element can also be positioned in the body 330.

[0095] In various embodiments, the surface of the multi-mode control mechanism 120 can be capacitively charged, such as the contact area 320 of the wheel 310. The multi-mode control mechanism 120 can include a capacitive touch sensor connected to the surface of the multi-mode control mechanism 120 for detecting any electrical disturbance indicating actuation. In some embodiments, a control module of a manual control assembly of which the multi-mode control mechanism 120 is a part can be capable of generating an input signal based on the activation of the capacitive touch sensor. That is, when the user's hand contacts the surface of the multi-mode control mechanism 120, the capacitive touch sensor can detect the user's hand indicating actuation of the multi-mode control mechanism. In this example, the control module can generate a corresponding input signal that stores information about the capacitive actuation, such as the duration of the contact or the force of the contact, etc.

[0096] FIG. 4A to FIG. 4D The various actuation axes of the multi-mode control mechanism are shown. Figure 4A The axes are shown from a front view of the multi-mode control mechanism 120 . Figure 4B The axes are shown from a rear view of the multi-mode control mechanism 120 . Figure 4C The axes are shown from a right side view of the multi-mode control mechanism 120 . Figure 4D The axes are shown from a right perspective view of the multi-mode control mechanism 120. One of ordinary skill in the art will recognize that these axes are shown and described herein with respect to the multi-mode control mechanism 120, but these axes may be similarly applied to the multi-mode control mechanism 110. Figure 4A and Figure 4B As shown, the two actuation axes may be an x-axis and a y-axis. From the front and rear views, the x-axis extends horizontally from the left side of the multi-mode control mechanism 120 to the right side of the control mechanism, while the y-axis extends vertically from the top of the control mechanism to the bottom of the control mechanism. Figure 4CAs shown, another actuation axis can be a z-axis extending from the front of the multi-mode control mechanism 120 to the rear of the multi-mode control mechanism. These three axes can be shown together in Figure 4D The x-axis, y-axis, and z-axis may all be perpendicular to one another. Any given actuation of the multi-mode control mechanism 120 may be relative to one or more of these axes, and a steering wheel 100 (such as a steering wheel 100) in which the control mechanism may be integrated may be provided. Figure 1A The steering wheel 100 may be rotated in a plane including the x-axis and the y-axis. Therefore, the rotation plane of the steering wheel 100 as further referenced herein may be a plane including the x-axis and the y-axis, and it may be noted that the rotation plane may also be more generally applicable to any steering controller that may be integrated with the multi-mode control mechanism 120.

[0097] FIG. 5A to FIG. 5D The push actuation of the multi-mode control mechanism along the first axis is shown. As referred to herein, the first axis may correspond to the first axis as described above with respect to FIG. 4A to FIG. 4C The z-axis is shown and described. Figure 5A A front view of the push actuation of the multi-mode control mechanism 120 is shown. Figure 5B A rear view of the push actuation of the control mechanism 120 is shown. Figure 5C A right side view of the push actuation of the multi-mode control mechanism 120 is shown. Figure 5D A right perspective view of the push actuation of the multi-mode control mechanism 120 is shown. One of ordinary skill in the art will recognize that the push actuation may be shown and described herein with respect to the multi-mode control mechanism 120, however, the push actuation may be similarly applied to the control mechanism 110 additionally or alternatively.

[0098] refer to Figure 5A , Figure 5C and Figure 5D , push actuation can be caused by force 510 applied to the control mechanism 120 along the z-axis from the front of the control mechanism toward the rear. In the case where the front of the multi-mode control mechanism 120 faces the user, such as in FIG. 3A to FIG. 3C In the example shown, the user can apply force 510 by pushing control mechanism 120 in a direction away from the user, which can be accomplished by using the thumbs of the user's hands 350 and 355, as described above with respect to Figure 3B shown and described.

[0099] FIG. 5E to FIG. 5H The multi-mode control mechanism is shown as being pressed along the first axis. Figure 3C As described, push actuation as referenced herein may be a force applied from the rear of the multi-mode control mechanism 120 . Figure 5E A front view of the push-actuation of the multi-mode control mechanism 120 is shown. Fig. 5F A rear view of the push-to-actuate multi-mode control mechanism 120 is shown. Figure 5G A driving side view of the push-to-actuate multi-mode control mechanism 120 is shown. Figure 5H A right perspective view of the push actuation of the multi-mode control mechanism 120 is shown. One of ordinary skill in the art will recognize that the push actuation may be shown and described herein with respect to the multi-mode control mechanism 120 , however the push actuation may be similarly applicable to the multi-mode control mechanism 110 .

[0100] refer to Fig. 5F , Figure 5G and Figure 5H , a push actuation may be caused by a force 520 applied to the multi-mode control mechanism 120 along the z-axis from the rear of the control mechanism toward the front. In the case where the front of the multi-mode control mechanism 120 faces the user, such as in FIG. 3A to FIG. 3C In the example shown, the user may apply force 520 by pushing multi-mode control mechanism 120 in a direction toward the user, which may be accomplished using individual fingers (such as the index or middle finger) on the user's hands 350 and 355, as described above with respect to Figure 3C shown and described.

[0101] FIG. 5A to FIG. 5D The push actuation and FIG. 5E to FIG. 5H The push actuation along the z-axis and the press actuation together mean that the multi-mode control mechanism 120 can be actuated via push actuation by applying a force in a first front-to-back direction along the z-axis, and can also be actuated via push actuation by applying a force in a second back-to-front direction along the z-axis. In other words, the multi-mode control mechanism 120 can be capable of bidirectional actuation by applying a force to the control mechanism along the z-axis. The push actuation and the press actuation along the z-axis can be detected by a sensor of the manual control assembly of which the multi-mode control mechanism 120 is a part. The sensor can detect various aspects of the actuation, such as the direction of the actuation, the speed of the actuation, the amount of force applied to cause the actuation, the pressure applied, the duration of the actuation, etc.

[0102] In addition, the z-axis may be perpendicular to the rotation plane of the steering wheel integrated with the multi-mode control mechanism 120 (such as Figure 1Aplane of rotation of the steering wheel). This may be because the plane of rotation of the steering wheel includes the X-axis and the Y-axis as described above, and the z-axis is perpendicular to the plane formed by these axes. Those of ordinary skill in the art will recognize that due to manufacturing tolerances and environmental conditions and many other factors, in actual implementations, the configuration of the z-axis may not be completely perpendicular to the plane of rotation, and therefore the relationship of the z-axis to the plane of rotation of the steering wheel can be considered to be substantially perpendicular to account for the fact that they may be close to geometric perpendicularity but not completely geometrically perpendicular. Therefore, the multi-mode control mechanism 120 may be capable of bi-directional actuation along a first axis (i.e., the z-axis) that is substantially perpendicular to (and therefore not parallel to) the plane of rotation of the steering wheel or steering controller.

[0103] FIG. 6A to FIG. 6D Rotational actuation of the multi-mode control mechanism 120 about a central axis of rotation is shown. Fig. 6A A front view of the rotary actuation of the multi-mode control mechanism 120 is shown. Figure 6B A rear view of the rotary actuation of the multi-mode control mechanism 120 is shown. Figure 6C A right side view of the rotational actuation of the multi-mode control mechanism 120 is shown. Fig.6D A right perspective view of the rotary actuation of the multi-mode control mechanism 120 is shown. It may be noted that the rotary actuation may be shown and described herein with respect to the multi-mode control mechanism 120, but the rotary actuation may be similarly applied to the multi-mode control mechanism 110.

[0104] refer to Fig. 6A , rotational actuation can be caused by a first force 610 and a second force 620 applied to the multi-mode control mechanism 120. The first force 610 and the second force 620 can be applied about an x-axis, which causes the multi-mode control mechanism 120 to rotate about the x-axis. The x-axis can extend through the center of the multi-mode control mechanism 120 while the control mechanism rotates about the x-axis, and thus the x-axis can also be considered a central rotational axis for rotational actuation. The first force 610 can be applied to the multi-mode control mechanism 120 in an upward direction to rotate the control mechanism in a first direction, and the second force 620 can be applied to the control mechanism in a downward direction to rotate the control mechanism in a second direction. Rotational actuation in both directions can be about a central rotational axis or x-axis. From Figure 6B From the rear view shown, the directions of the forces 610 and 620 may be reversed, but the forces 610 and 620 may still cause the control mechanism 120 to move about the x-axis and in contact with the Fig. 6A The direction of rotation in the same direction as the actuation.

[0105] like Figure 6CAs shown, a first force 610 applied in an upward direction can cause rotational actuation of the multi-mode control mechanism 120 in a first direction, which can correspond to a clockwise direction from a right side view. Similarly, a second force 620 can cause rotational actuation of the multi-mode control mechanism 120 in a second direction, which can correspond to a counterclockwise direction from a right side view. Similarly, in Fig.6D , a first force 610 can cause rotational actuation in a first direction about the x-axis, and a second force 620 can cause rotational actuation in a second direction also about the x-axis. The forces 610 and 620 that can cause rotational actuation of the multi-mode control mechanism 120 in two directions about the x-axis can mean that the control mechanism is capable of bi-directional actuation by rotating the control mechanism about a central rotation axis, which can correspond to the x-axis.

[0106] 7A to 7D The multi-mode control mechanism is shown as shifting actuation along the second axis. As referred to herein, the second axis may correspond to the displacement of the second axis as described above with respect to the FIG. 4A to FIG. 4C The x-axis is shown and described. Fig. 7A A front view of the shift actuation of the multi-mode control mechanism 120 is shown. Figure 7B A rear view of the displacement actuation of the control mechanism 120 is shown. Figure 7C A right side view of the shift actuation of the control mechanism 120 is shown. Fig.7D A right perspective view of the shift actuation of the control mechanism 120 is shown. It may be noted that the shift actuation may be shown and described herein with respect to the control mechanism 120, but the shift actuation may be similarly applicable to the control mechanism 110.

[0107] refer to Fig. 7A , the shift actuation can be caused by a first force 710 and a second force 720 applied to the multi-mode control mechanism 120. Specifically, the forces 710 and 720 can be applied along the x-axis, which results in a shift actuation of the multi-mode control mechanism 120 along the x-axis. The first force 710 can be applied in a left direction, which can result in a shift actuation in the left direction, and the second force 720 can be applied in a right direction, which can result in a shift actuation in the right direction. Therefore, both shift actuations can be along the x-axis. Figure 7B From the rear view shown, the directions of forces 710 and 720 may be reversed, but forces 710 and 720 may still result in displacement actuation in the left and right directions along the x-axis.

[0108] From Figure 7C From the perspective shown, the first force 710 can be applied toward the multi-mode control mechanism 120. Fig.7DFrom the perspective shown, forces 710 and 720 may be applied in different directions along the x-axis, which may result in displacement actuation of the multi-mode control mechanism 120 along the x-axis and in different directions. The forces 710 and 720 that result in displacement actuation of the multi-mode control mechanism 120 along the x-axis in two directions may mean that the control mechanism is capable of bi-directional actuation by applying forces along the x-axis. The displacement actuation along the x-axis may be detected by a sensor of a manual control assembly, of which the multi-mode control mechanism 120 may be a part. The sensor may detect various aspects of the actuation, such as the direction of the actuation, the speed of the actuation, the amount of force applied to cause the actuation, the pressure applied, the duration of the actuation, etc.

[0109] Additionally, the x-axis may be parallel to the rotational plane of a steering wheel into which the multi-mode control mechanism 120 may be integrated (such as Figure 1A plane of rotation of the steering wheel). This may be because the rotational plane of the steering wheel includes the X-axis and Y-axis as described above, and the x-axis is parallel to the plane formed by these axes. Those of ordinary skill in the art will recognize that due to manufacturing tolerances and environmental conditions and many other factors, in actual implementations, the configuration of the x-axis may not be completely parallel to the rotational plane, so the relationship of the x-axis to the rotational plane of the steering wheel can be considered to be substantially parallel to account for the fact that they may be close to geometric parallelism but not completely geometrically parallel. Therefore, the multi-mode control mechanism 120 may be capable of bi-directional actuation along a second axis (e.g., the x-axis) that is substantially parallel to the rotational plane of the steering wheel or steering controller.

[0110] In various embodiments, the multi-mode control mechanisms 110 and 120 may be capable of push actuation (described above with respect to FIG. 5A to FIG. 5D described), press actuation (the above relative to FIG. 5E to FIG. 5H described), rotational actuation (described above with respect to FIG. 6A to FIG. 6D described) and displacement actuation (described above with respect to 7A to 7D This means that the axes on which the various actuations of the multi-mode control mechanisms 110 and 120 operate may also be referenced relative to each other. For example, relative to FIG. 6A to FIG. 6D The described rotational actuation may include rotation of the multi-mode control mechanisms 110 and 120 about a central rotational axis corresponding to the x-axis. FIG. 5A to FIG. 5H The push actuation and push actuation described may include applying a force to the multi-mode control mechanisms 110 and 120 along the z-axis. Since the z-axis may be perpendicular to the central rotation axis, as the latter corresponds to the x-axis, the push actuation and push actuation may mean that the multi-mode control mechanisms 110 and 120 are capable of bi-directional actuation by applying a force along a first axis (corresponding to the z-axis) perpendicular to the central rotation axis. Similarly, with respect to 7A to 7D The described shift actuation may include applying a force along the x-axis to the control mechanisms 110 and 120. Since the z-axis may be parallel to the central rotation axis, as the latter corresponds to the x-axis, shift actuation may mean that the multi-mode control mechanisms 110 and 120 are capable of bi-directional actuation by applying a force along a second axis (corresponding to the x-axis) parallel to the central rotation axis.

[0111] The multi-mode control mechanisms 110 and 120 capable of one or more actuations may also mean that various sensors are used to detect different actuations. Figure 1A As described, the multi-mode control mechanisms 110 and 120 may be associated with one or more sensors that detect different actuations of the control mechanisms. There may also be separate sensors for detecting different actuations. However, in actual implementations, any given actuation may not be completely different from another actuation, because any given actuation may also include other actuations to a lesser extent. For example, a push actuation may be caused by a force applied to the multi-mode control mechanisms 110 and 120 along the z-axis, but when the user applies the force, the force may be simultaneously applied to a lesser extent along the x-axis than along the z-axis, which may also result in a displacement actuation. Therefore, a control module of a manual control assembly that generates an input signal based on an actuation may generate a signal based on which of the detected actuations is greater.

[0112] Continuing with the example of push actuation and shift actuation, the multi-mode control mechanisms 110 and 120 may be coupled to a first sensor (such as a Figure 1D The multi-mode control mechanisms 110 and 120 are associated with a first sensor 180A) and a second sensor (such as sensor 180B) for detecting displacement actuation. When the multi-mode control mechanisms 110 and 120 are actuated, the first sensor can generate a measurement of the force or strain applied to the multi-mode control mechanisms 110 and 120 along the z-axis. The second sensor can generate a measurement of the force or strain applied to the multi-mode control mechanisms 110 and 120 along the x-axis. The control module connected to the sensors can then analyze the measurements to determine which sensor's measurement is larger, thereby determining the actuation type of the multi-mode control mechanisms 110 and 120. The measurement of the first sensor being greater than the measurement of the second sensor can mean that the force applied along the z-axis is greater than the force applied along the x-axis, indicating that the actuation is a push actuation. On the other hand, the measurement of the second sensor being greater than the measurement of the first sensor can mean that the force applied along the x-axis is greater than the force applied along the z-axis, indicating that the actuation is a displacement actuation.

[0113] When determining the type of actuation, the control module may also compare the difference between the measurements of the first sensor and the second sensor along different axes to a threshold. The threshold may indicate the difference that should exist between the measurements of the sensors along different axes in order to be able to determine the type of actuation. The threshold difference that exists between the measurements of the sensors may indicate that one of the measurements is substantially greater than the other, which may provide a higher confidence that the determined actuation is correct. For example, a first measurement from the first sensor that is substantially greater than a second measurement from the second sensor may provide a more confident indication that a push actuation is detected, while a first measurement that is substantially less than the second measurement may provide a more confident indication that a shift actuation is detected.

[0114] In various embodiments, the difference between the measurements of the first sensor and the second sensor not meeting the threshold may mean that an actuation was not clearly detected, and may result in prompting the user to actuate the multi-mode control mechanisms 110 and 120 again so that the sensors obtain measurements with a difference that does meet the threshold. In various other embodiments, the difference between the measurements of the first sensor and the second sensor not meeting the threshold may mean that multiple actuation types are detected, and the control module may therefore continue to generate corresponding input signals. It may also be noted that the description herein is described with respect to a push actuation that may be detected together with a shift actuation, but the description may be similarly applied to any actuation being detected together with another actuation.

[0115] In various embodiments, and continuing with the example of push actuation and shift actuation, the multi-mode control mechanisms 110 and 120 can be associated with a first sensor for detecting push actuation and a second sensor and a third sensor for detecting shift actuation. The first sensor can generate a measurement of the force or strain applied to the multi-mode control mechanisms 110 and 120 along the z axis. The second sensor can generate a measurement of the force or strain applied to the multi-mode control mechanisms 110 and 120 along the x axis in the first direction (such as force 710), and the third sensor can generate a measurement of the force or strain applied to the multi-mode control mechanisms 110 and 120 along the x axis in the second direction (such as force 720). In various embodiments, the combination of the second sensor and the third sensor for detecting shift actuation improves detection sensitivity and / or accuracy. The third sensor can also be positioned to be able to detect shift actuation along the x axis. This can mean that, similar to the second sensor, the third sensor is positioned orthogonal to the first sensor. Since the second sensor can also detect shift actuation, the third sensor can be positioned parallel to the second sensor or on the same axis as the second sensor. In various embodiments, the sensors can utilize a specific geometry that allows the third sensor to be positioned parallel to both the first and second sensors and still detect push actuation and shift actuation. Such geometry can allow the first, second, and third sensors to be mounted on the same interface (e.g., a single PCB).

[0116] In the example of push actuation and displacement actuation, the first sensor, the second sensor, and the third sensor can generate three measurements for any detected actuation. The control module connected to the sensors can then analyze the three measurements to determine which sensor's measurement is the largest, thereby determining the type of actuation. The first sensor's measurement is the largest, which can indicate that the actuation is a push actuation, the second sensor's measurement is the largest, which can indicate that the actuation is a displacement actuation in the first direction along the x-axis, and the third sensor's measurement is the largest, which can indicate that the actuation is a displacement actuation in the second direction along the x-axis.

[0117] Similar to the description above, when determining actuation, the control module can also compare the difference between the three measurement results of the three sensors with one or more thresholds. One or more thresholds can indicate the difference that should exist between one or more sensors of the three sensors so that the actuation type can be determined. For example, the first threshold can indicate the difference that should exist between the first measurement result of the first sensor and the second measurement result of the second sensor or the third measurement result of the third sensor to determine whether to detect actuation to push or shift actuation. That is, the first threshold difference between the first sensor and the second sensor or between the first sensor and the third sensor can indicate that the first measurement result is substantially greater than or substantially less than the second measurement result or the third measurement result, which in turn can indicate whether a push actuation or a shift actuation is detected. For example, in the case of shift actuation, the first measurement result can be substantially less than the second measurement result or the third measurement result, and the control module can generate a corresponding signal based on the difference to indicate to the vehicle control system that a shift actuation is detected.

[0118] In addition, and also in the case of a shift actuation, because the second and third measurements generated by the second and third sensors, respectively, can measure forces or strains in different directions, the control module can compare the difference between the second and third measurements to a second threshold to determine the direction of the detected actuation. The presence or absence of a second threshold difference can determine whether the second and third measurements are substantially different from each other to determine the direction of the shift actuation. The control module can then generate a signal based on the substantially different second and third measurements to indicate the direction of the shift actuation to the vehicle control system.

[0119] Fig. 8A A user interface for controlling vehicle components via multi-mode control mechanisms 110 and 120 is shown. As referred to herein, a user interface encompasses some or all elements and controls that allow a user (such as a driver of a vehicle) to control vehicle components, including visual elements that display information to the user (e.g., visual component 800), input controls that receive input from the user (e.g., multi-mode control mechanisms 110 and 120), feedback mechanisms that provide feedback in response to user input (e.g., as described above with respect to the Figures 1A to 1DThe visual component 800 of the user interface can be displayed on a display of the vehicle (such as the dashboard 310). In various embodiments, the visual component 800 can include a graphical user interface (GUI) displayed on the display of the vehicle. The visual component 800 can include a graphical representation of the user control context corresponding to the multi-mode control mechanism 110 and 120. The visual component 800 can include a graphical representation of the left user control context 810 and a graphical representation of the right user control context 820. The graphical representation of each user control context in the graphical representations of the left user control context and the right user control context 810, 820 can include the vehicle components associated with the corresponding user control context and the current operating state of the vehicle components. As referred to herein, an operating state refers to a condition or state in terms of functionality, performance, and / or operational availability.

[0120] The location of the graphical representation of the user control context in the visual component 800 can also indicate the multi-mode control mechanism associated with the user control context. That is, the graphical representation of the user control context can be displayed on one side of the visual component 800, and the corresponding multi-mode control mechanism (and the manual control component of which the multi-mode control mechanism is a part) can be located on the same side of the steering control. Specifically, the graphical representation of the left user control context 810 can be located on the left side of the visual component 800 and the instrument panel 310, and thus can correspond to being located on the left side of the visual component 800 and the instrument panel 310. Figure 1A 100. Similarly, the graphical representation of the right user control context 820 can be located on the right side of the visual component 800 and the instrument panel 310, and thus can correspond to the multi-mode control mechanism 110 located on the left side of the steering wheel 100. Figure 1A 1 and 120. The graphical representation of the user control context and the left and right positions of the multi-mode controls 110 and 120 can be relative to a user, such as a driver of a vehicle. In various embodiments, the association between the user control contexts 810 and 820 and the multi-mode controls 110 and 120 as displayed on the visual component 800 can be implicitly based on their respective positions relative to the user (e.g., the driver of the vehicle), but in various embodiments, the graphical representation of the user control context can include an indication of which multi-mode control is associated with the respective user control context.

[0121] like Fig. 8AAs shown, multi-mode control mechanisms 110 and 120 can be associated with different user control contexts. That is, each multi-mode control mechanism can be associated with its own user control context and control the vehicle components corresponding to the user control context. In various other embodiments, multi-mode control mechanisms 110 and 120 can be associated with the same user control context. This means that multi-mode control mechanisms 110 and 120 can control the same vehicle components corresponding to the user control context. For example, multi-mode control mechanisms 110 and 120 can be associated with the user control context corresponding to the drive train of the vehicle, and the combination of control mechanisms can allow the driver to control the drive train to perform various complex maneuvers, such as the tank turning function in which the vehicle rotates around the central axis to quickly change direction without moving forward or backward. The present disclosure is described with respect to multi-mode control mechanisms 110 and 120, each of which is associated with a separate user control context, but the description can be similarly applied to embodiments in which multi-mode control mechanisms 110 and 120 are associated with the same user control context.

[0122] As described above, the multi-mode control mechanisms 110 and 120 may be capable of various actuations to control vehicle components corresponding to the left and right user control contexts 810 and 820. Each of the various actuations may correspond to a specific control operation for a vehicle component, wherein a control operation may be an action performed on a component to manipulate an operating state and behavior of the component. That is, each of a roll actuation in an upward or downward direction, a shift actuation in a left or right direction, a push actuation, and a press actuation may correspond to a specific control operation for a corresponding vehicle component. The graphical representations of the left and right user control contexts 810 and 820 may also include schematic diagrams based on actuations and corresponding control operations of vehicle components corresponding to the user control contexts, examples of which are described below with respect to FIG. FIG. 8B to FIG. 8D A schematic diagram of the actuation and corresponding control operation may always be included in the graphical representation and displayed as part of the visual component 800, or the schematic diagram may be included in response to user input, such as when the multi-mode control mechanisms 110 and 120 are capacitively actuated by a user contacting them.

[0123] The graphical representations of the left and right user control contexts 810 and 820 may also include various information about the vehicle components associated with the user control contexts. The information may include the current operating state of the components and various other specific aspects of the components, as described below in FIG. 8B to FIG. 8DThe graphical representations of the user control contexts 810 and 820 may also include values ​​for controlling the operation of vehicle components, which may also be part of the user control contexts 810 and 820. The values ​​may determine the nature and extent of the control operation and may be selected by the user via actuation of the multi-mode control mechanisms 110 and 120. After performing the control operation on the vehicle component as determined by the corresponding value, the graphical representations of the user control contexts 810 and 820 may also include the resulting component operating state as a result of performing the control operation.

[0124] FIG. 8B to FIG. 8D Example control operations are shown for various user control contexts corresponding to actuation of multi-mode control mechanisms 110 and 120 . Figure 8B An example control operation for a user control context including a media system and a climate system of a vehicle is shown. In this example, the media system may correspond to a left user control context 810 and thus be associated with the multi-mode control mechanism 110, while the climate system may correspond to a right user control context 820 and thus be associated with the multi-mode control mechanism 120. The graphical representation of the left user control context 810 for the media system may include information specific to the media system, such as a volume bar 815 representing the current volume of the media system or a textual representation of the current song being played by the media system. On the other hand, the graphical representation of the right user control context 820 for the climate system may include information specific to the climate system, such as an air conditioning symbol 822 indicating that air conditioning is currently enabled, a digital indication 824 of the temperature of the climate system, and a fan strength symbol 826 indicating the air level generated by the climate system.

[0125] Actuation of the multi-mode control mechanism 110 may correspond to control operations for adjusting various attributes of the media system. In the case of a direction relative to the driver of the vehicle, a roll actuation in an upward direction may increase the volume, while a roll actuation in a downward direction may decrease the volume. A shift actuation in a right direction may jump to the next track in a playlist, while a shift actuation in a left direction may jump back to the previous track in a playlist. A push actuation may pause the current track being played, and a press actuation may resume playback of the track.

[0126] Actuation of the multi-mode control mechanism 120 may correspond to control operations for adjusting various attributes of the climate system. Roll actuation in an upward direction may increase the temperature, while roll actuation in a downward direction may decrease the temperature. Shift actuation in a rightward direction may increase airflow from the vent, while shift actuation in a leftward direction may decrease airflow from the vent. Push actuation may enable air conditioning, and push actuation may deactivate air conditioning.

[0127] Using the volume attribute of the media system as an example, the value used to control the operation of the media system components as described above may be a specific volume level for the media system. Scrolling actuation of the multi-mode control mechanism 110 in an upward or downward direction may allow the user to select a specific value or volume level for the media system, and then a control operation may be performed on the media system to adjust the volume to the value provided by the user through the multi-mode control mechanism 110. The resulting operating state of the media system with the adjusted volume may then be updated on the graphical representation of the user control context 810, such as the size of the volume bar 815 being updated to reflect the user's selection and the new operating state of the media system.

[0128] Figure 8C Example control operations for user control contexts including a vehicle's communication system and an advanced driver assistance system (ADAS) are shown. In this example, a communication system that can be paired with a user's phone can correspond to a left user control context 810 and is therefore associated with a multi-mode control mechanism 110, while a climate system can correspond to a right user control context 820 and is therefore associated with a multi-mode control mechanism 120. The graphical representation of the left user control context 810 for the communication system may include information specific to the communication system, such as the current mode of the system is a standard mode. On the other hand, the graphical representation of the right user control context 820 for the ADAS system may include information specific to the ADAS system, such as the current cruising speed of 65 miles per hour (mph) and the following distance to another vehicle at a cruising speed of 65mph is 2.5 seconds.

[0129] Actuation of the multi-mode control mechanism 110 may correspond to control operations for adjusting various attributes of the communication system when the communication system is paired with a user's phone. Scroll actuation in an upward direction may increase the volume or scroll through phone contacts in a first direction, while scroll actuation in a downward direction may decrease the volume or scroll through phone contacts in a second direction. Shift actuation in a left or right direction may place a current call on hold and scroll to other calls already on hold. Push actuation may end a current call or dismiss / reject an incoming call, while press actuation may accept an incoming call or switch an active call to another on hold.

[0130] Actuation of the multi-mode control mechanism 120 may correspond to control operations for adjusting various attributes of the ADAS system. Roll actuation in the upward direction may increase the cruising speed, while roll actuation in the downward direction may decrease the cruising speed. Shift actuation in the right direction may increase the automatic following distance, while shift actuation in the left direction may decrease the automatic following distance. Push actuation may enable the lane keeping feature, and press actuation may deactivate the lane keeping feature.

[0131] Fig.8D An example control operation for a user control context of a driving dynamics system including a vehicle is shown. In this example, each of the multi-mode control mechanisms 110 and 120 can be associated with a separate user control context, but the user control context can correspond to the same component of the vehicle, only corresponding to different aspects of the component. Therefore, the multi-mode control mechanisms 110 and 120 can control the same component of the vehicle. That is, the user control context for some aspects of the driving dynamics system can correspond to the left user control context 810 and be associated with the multi-mode control mechanism 110, while other aspects of the driving dynamics system can correspond to the right user control context 820 and be associated with the multi-mode control mechanism 120. The graphical representation of the left user control context 810 can include information about certain aspects of the driving dynamics system, such as the remaining range of the vehicle is 314 miles, the remaining amount of stored energy over time, and the current state of charge of the vehicle. On the other hand, the graphical representation of the right user control context 820 can include information about other aspects of the driving dynamics system, such as the current chassis height, driving mode, and the current pressure of the vehicle wheels.

[0132] Starting from the multi-mode control mechanism 110, rolling actuation in the upward direction can increase the amount of power or torque delivered to the vehicle's driveline to adjust responsiveness and acceleration characteristics, while rolling actuation in the downward direction can reduce the power or torque delivered to the vehicle's driveline. Shift actuation in the right direction can increase the level of regenerative braking, while shift actuation in the left direction can reduce the level of regenerative braking. Push actuation can enable the vehicle's cruise mode, while push actuation can enable the vehicle's manual mode.

[0133] For the multi-mode control mechanism 120, rolling actuation in the upward direction can raise the chassis height of the vehicle, while rolling actuation in the downward direction can lower the chassis height. Shift actuation in the right direction can change the vehicle to a power-saving driving mode that reduces energy consumption, while shift actuation in the left direction can change the vehicle to a sports driving mode that improves performance. Push actuation can enable four-wheel driving, while push actuation can enable two-wheel driving, which can be front-wheel driving or rear-wheel driving.

[0134] Fig. 9 Steps in a method 900 for controlling vehicle components are shown. In various embodiments, method 900 may be performed by various components of the manual control components 102 and 104 and control system 190 of the vehicle. Method 900 may include step 910, in which the control system of the vehicle may detect actuation of a manual control component (such as either of manual control components 102 and 104) positioned on a steering controller of the vehicle. The manual control component is capable of a variety of actuations, such as roll actuation, shift actuation, push actuation, and press actuation as described above, wherein the detected actuation is one of the actuations that the manual control component is capable of. In various embodiments, detecting actuation of the manual control component may include detecting actuation of a multi-mode control mechanism of the manual control component, which may be detected by a sensor associated with the manual control component, wherein a corresponding electrical signal is generated by a control module, which is then forwarded to the vehicle control system, as described above with respect to FIG. Figures 1A to 1D as described.

[0135] At step 920, the control system of the vehicle may determine a user control context associated with the actuation of the manual control component. This may include determining a user control context associated with a multi-mode control mechanism of the manual control component, as the multi-mode control mechanism may be a component actuated by a user. In various embodiments, such as in the above with respect to FIG. 8A to FIG. 8D In the described examples, prior to actuation, a relevant user control context may have been associated with the multi-mode control mechanism, and therefore also with the manual control assembly.

[0136] At step 930, the control system of the vehicle may adjust the operating state of the manual control component for receiving the user input. That is, the actuation of the manual control component detected at step 910 may be the user input, and the operating state of the manual control component may be adjusted in response to receiving the user input. The adjusted operating state may also be based on the user control context associated with the manual control component and the user's selection of a value for controlling the vehicle component corresponding to the user control context. For example, and returning to reference Figure 8B , the user control context may include a media system of the vehicle, and the adjusted operating state may be based on a user selection of a volume for the media system. The user may actuate the multi-mode control mechanism 110 to input a selection for a particular volume level, and the adjusted operating state of the manual control assembly 102 of which the multi-mode control mechanism 110 is a part may be based on the user selection of the particular volume level. In various embodiments, the adjusted operating state may include generating specific sensory feedback or engaging a brake mechanism of the manual control assembly.

[0137] At step 940, the control system of the vehicle may facilitate the execution of a control operation for a vehicle component corresponding to a user control context associated with the actuated multi-mode control mechanism or a manual control component of which the control mechanism is a part. The actuation of the manual control component detected at step 910 may indicate a user selection of a value for controlling a vehicle component. For example, the detected actuation may indicate a user selection of a specific volume level for a media system of the vehicle. Thus, the control operation performed in step 940 may be a control operation to adjust a vehicle speaker that is part of the media system. Thus, the control system may facilitate the execution of a control operation based on a user selection received via the actuated manual control component.

[0138] In various embodiments, as part of facilitating the execution of a control operation, the control system may determine whether the control operation can be performed on a vehicle component. This may include measuring the current operating state of the component, and then determining whether the current operating state is within the predefined operating limits of the component. Then, if the current operating state is within the predefined operating limits, the control operation may be performed. For example, a user may provide a user selection of a specific value for the volume of a media system. A control operation for a media system based on the user selection will increase the volume of the media system. The control system may measure the current volume of the media system, and then increase the volume if the volume is not yet at the maximum volume level. However, if the volume is already at the maximum volume level, the control system may not facilitate the execution of the control operation on the media system. The control system may then update the graphical representation of the user control context corresponding to the actuated manual control component based on the result of executing the control operation. If the control operation is executed, the graphical representation may be updated using the resulting operating state of the component, as described above. If the control operation is not executed, the graphical representation may be updated using information about the current operating state, which may include a brief description of why the control operation is not executed.

[0139] Fig.10An example vehicle 1000 is shown. The vehicle 1000 may include a plurality of sensors 1010, a plurality of cameras 1020, and a control system 1030. In some embodiments, the vehicle 1000 may be paired with a computing device 1050 (e.g., a smartphone 1050a, a tablet computing device 1050b, or a smart vehicle accessory). By way of example and not limitation, the sensor 1010 may be an accelerometer, a gyroscope, a magnetometer, a global positioning satellite (GPS) signal sensor, a vibration sensor (e.g., a piezoelectric accelerometer), a light detection and ranging (LiDAR) sensor, a radio detection and ranging (RADAR) sensor, an ultrasonic sensor, a temperature sensor, a pressure sensor, a humidity sensor, a chemical sensor, an electromagnetic proximity sensor, a current sensor, another suitable sensor, or a combination thereof. By way of example and not limitation, the camera 1020 may be a still image camera, a video camera, a 3D scanning system (e.g., based on modulated light, laser triangulation, laser pulses, structured light, light detection and ranging (LiDAR)), an infrared camera, another suitable camera, or a combination thereof. Vehicle 1000 may include various controllable components (e.g., doors, seats, windows, lights, HVAC, entertainment systems, security systems), instrument and information displays and / or interactive interfaces, the ability to pair a computing device 1050 with the vehicle (which may enable control of certain vehicle functions using computing device 1050), and the ability to pair accessories with the vehicle which may then be controlled via an interactive interface in the vehicle or via a paired computing device 1050.

[0140] The control system 1030 can realize the control of various systems on the vehicle. Fig.10 As shown, the control system 1030 may include one or more electronic control units (ECUs), each of which is dedicated to a specific set of functions. Each ECU may be a computer system (as further described in FIG. 11 ), and each ECU may include functions provided by one or more of the example ECUs described below.

[0141] The features of the embodiments as described herein can be controlled by one or more ECUs, which provide functions related to the battery pack of the vehicle. A battery management system (BMS) ECU can control and monitor many different aspects related to the battery system of an electric vehicle. Functions that can be controlled by the BMS may include (as an example and not limitation) controlling battery pack contactors and pre-charge relays, monitoring high-voltage connectors, measuring battery pack puncture sensor resistance and battery pack water immersion sensor resistance, controlling battery pack fans, measuring busbar temperature, communicating with BPI ECU and BVT ECU, and calculating charge state (SoC) and battery health state (SoH). A battery power isolation (BPI) ECU can provide high voltage sensing, measure battery pack current and facilitate determination of battery pack isolation. A balanced voltage temperature (BVT) ECU can monitor battery module cell voltage, monitor temperature and perform battery balancing.

[0142] The features of the embodiments described herein may be controlled by a thermal management module (TMM) ECU. The TMM ECU may provide electronic control for HVAC components that control the temperature in the vehicle cabin, including (as an example and not limitation) sensing cabin temperature, heating and cooling of the cabin, and controlling HVAC modes (foot blowing mode, defrost / defog), electronic air compressors, HVAC blowers, vents, and cabin heaters. The TMM ECU may also or alternatively control the heating and cooling of the battery pack and the cooling of the drive unit (inverter), including (as an example and not limitation) controlling the speed of the radiator fan, heating and cooling of the energy storage system (ESS), monitoring the ESS coolant temperature sensor, the cooling of the powertrain, and monitoring the powertrain coolant temperature sensor.

[0143] The features of the embodiments as described herein can be controlled by a vehicle dynamics module (VDM) ECU. The VDM ECU can control a variety of different functions related to aspects such as the vehicle's driveline, regenerative braking, suspension, steering, traction control, mass distribution, aerodynamic characteristics, and driving modes. In some embodiments, by way of example and not limitation, the VDM ECU can control vehicle acceleration, control vehicle energy regeneration, calculate torque distribution, provide traction control, control drive mode, provide odometer function, control driveline disconnection, adjust damping, adjust roll stiffness, adjust chassis height, automatically level the vehicle when on a slope, and control emergency parking brake actuator.

[0144] Features of the embodiments as described herein may be controlled by a telematics control module (TCM) ECU. The TCM ECU may provide a wireless vehicle communication gateway to support functions such as (by way of example and not limitation) over-the-air (OTA) software updates, communication between the vehicle and the Internet, communication between the vehicle and computing device 1050, onboard navigation, vehicle-to-vehicle communication, communication between the vehicle and landscape features (e.g., automatic toll road sensors, automatic toll booths, power distributors at charging stations), or automatic call functionality.

[0145] Features of the embodiments as described herein may be controlled by a body control module (BCM) ECU. The BCM ECU may provide electronic control for various components of the vehicle's body, such as, by way of example and not limitation: interior lighting (e.g., cabin lights, seat belt lights), exterior lighting (e.g., headlights, side lights, tail lights, camping lights), power outlets, trunk switches, windshield wiper movement and windshield washer deployment, overhead center console, speakers, power ports, and wireless accessory charging and docking.

[0146] The features of the embodiments as described herein can be controlled by a central gateway module (CGM) ECU. The CGM ECU can be used as a communication hub for the vehicle, connecting various ECUs, sensors, cameras, motors and other vehicle components, and transmitting data to and from various ECUs, sensors, cameras, motors and other vehicle components. The CGM ECU can include a network switch that provides connectivity through a controller area network (CAN) port, a local interconnect network (LIN) port and an Ethernet port. The CGM ECU can also be used as a master control for different vehicle modes (e.g., road driving mode, parking mode, off-road mode, towing mode, camping mode), thereby controlling certain vehicle components associated with placing the vehicle in one of these vehicle modes. In some embodiments, for electric vehicles, the CGM ECU can also control the vehicle charging port door and related one or more lights and one or more sensors.

[0147] The features of the embodiments as described herein may be controlled by one or more ECUs that may provide the functionality of an automated driving system (ADS) and / or an advanced driver assistance system (ADAS), which may be enabled by the driver of the vehicle to provide one or more functions that support driving assistance and / or automation. An autonomous control module (ACM) ECU may process data captured by a camera 1020 and / or sensor 1010. In some embodiments, the ACM ECU may provide artificial intelligence functionality to provide and / or refine functions for supporting driving assistance and / or automation. An autonomous safety module (ASM) ECU may provide functionality for supporting driving safety by monitoring sensors that support self-driving functions. A driver monitoring system (DMS) ECU may provide functionality for monitoring the driver's attention level and notifying the control system of the driver's attention level (e.g., while relying on driving assistance and / or automation functions). A DMS may process data captured by a camera positioned to monitor the driver's line of sight. A parking assistance module (PAM) ECU may provide functionality to assist the driver during manual and / or automatic parking operations. A PAM ECU may process data captured by a camera 1020 and / or sensor 1010 to determine appropriate control commands.

[0148] The features of the embodiments as described herein can be controlled by an experience management module (XMM) ECU, which can generate a user interface displayed on the vehicle dashboard. The user interface can display information and provide audio output for the infotainment system, including various views around and inside the vehicle. XMM ​​can provide interactive control for many different vehicle functions, which can be controlled in conjunction with enabling a specified mode, such as (as an example and not limitation): control of interior and exterior lighting, vehicle displays (e.g., instrument clusters, central information displays, and rear console displays), audio output (e.g., audio processing, echo cancellation, beam focusing), music playback, heating, ventilation and air conditioning (HVAC) controls, power settings, Wi-Fi connectivity, Bluetooth device connectivity, and vehicle leveling and display information in the user interface (e.g., panoramic camera feeds, distance to the nearest charging station, and minimum cruising range). In some embodiments, the interactive control provided by XMM can enable interaction with other modules of the control system 1030. In some embodiments, the functions of ACM and XMM can be combined together into an autonomous experience module (AXM) ECU.

[0149] The vehicle 1000 may include one or more additional ECUs, such as (by way of example and not limitation): a vehicle access system (VAS) ECU, a near field communication (NFC) ECU, a seat control module (SCM) ECU, a door control module (DCM) ECU, a rear zone control (RZC) ECU, and / or a winch control module (WCM) ECU. If the vehicle 1000 is an electric vehicle, one or more ECUs may provide functionality associated with the vehicle's battery pack, such as a battery power isolation (BPI) ECU and / or a balance voltage temperature (BVT) ECU.

[0150] Fig.11A An example computer system 1100 is shown. The computer system 1100 may include a processor 1102, a memory 1104, a storage device 1106, an input / output (I / O) interface 1108, a communication interface 1110, and a bus 1112. Although the present disclosure describes an example computer system including specified components in a particular arrangement, the present disclosure contemplates any suitable computer system with any suitable number of any suitable components in any suitable arrangement. As an example and not limitation, the computer system 1100 may be an electronic control unit (ECU), an embedded computer system, a system on a chip, a single board computer system, a desktop computer system, a laptop or notebook computer system, a mainframe, a computer system network, a portable phone, a personal digital assistant, a server computing system, a tablet computer system, or a combination of two or more of these. Where appropriate, the computer system 1100 may include one or more computer systems 1100; may be single or distributed, spanning multiple locations, machines, or data centers; or reside in a cloud, which may include one or more cloud components in one or more networks. Where appropriate, one or more computer systems 1100 may perform one or more steps of one or more methods described or illustrated herein at different times or different locations, in real time or in batch mode.

[0151] Processor 1102 (e.g., computing units 1122 and 1132) may include hardware for executing instructions, such as instructions that constitute a computer program. By way of example and not limitation, to execute instructions, processor 1102 may retrieve (or fetch) instructions from internal registers, internal caches, memory 1104, or storage 1106; decode and execute them; and then write one or more results to internal registers, internal caches, memory 1104, or storage 1106 (e.g., storage units 1124 and 1134). Processor 1102 may include one or more internal caches for data, instructions, or addresses.

[0152] In certain embodiments, memory 1104 includes main memory for storing instructions for execution by processor 1102 or data for operation by processor 1102. In certain embodiments, one or more memory management units (MMUs) reside between processor 1102 and memory 1104 and facilitate access to memory 1104 requested by processor 1102. In certain embodiments, memory 1104 includes random access memory (RAM). The present disclosure contemplates any suitable RAM.

[0153] In certain embodiments, storage device 1106 includes a mass storage device for data or instructions. By way of example and not limitation, storage device 1106 may include a removable disk drive, flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or two or more of these. Storage device 1106 may include removable or fixed media, and may be internal or external to computer system 1100. Storage device 1106 may include any suitable form of non-volatile solid-state memory or read-only memory (ROM).

[0154] In a particular embodiment, the I / O interface 1108 includes hardware, software, or both, providing one or more interfaces for communication between the computer system 1100 and one or more input and / or output (I / O) devices. The computer system 1100 may be communicatively connected to one or more of these I / O devices, which may be incorporated, inserted, paired, or otherwise communicatively connected to the vehicle 1000 (e.g., via a TCM ECU). The input device may include any suitable device for converting the user's will input into a digital signal that can be processed by the computer system 1100, such as (as an example and not limitation) a steering controller, a touch screen, a microphone, a joystick, a roller, a button, a toggle switch, a switch, a dial, or a pedal. The input device may include one or more sensors for capturing different types of information, such as (as an example and not limitation) the sensor 1010 described above. The output device may include a device designed to receive digital signals from the computer system 1100 and convert them into an output format, such as (as an example and not limitation) a speaker, a headset, a display screen, a head-up display, a light, an intelligent vehicle accessory, another suitable output device, or a combination thereof. This disclosure contemplates any suitable I / O devices and any suitable I / O interfaces 1108 for such I / O devices. I / O interface 1108 may include one or more I / O interfaces 1108, where appropriate.

[0155] In certain embodiments, the communication interface 1110 includes hardware, software, or both, providing one or more interfaces for data communication between the computer system 1100 and one or more other computer systems 1100 or one or more networks. The communication interface 1110 may include one or more interfaces connected to a controller area network (CAN) or a local interconnect network (LIN). The communication interface 1110 may include one or more of a serial peripheral interface (SPI) or an isolated serial peripheral interface (isoSPI). In some embodiments, the communication interface 1110 may include a network interface controller (NIC) or a network adapter for communicating with an Ethernet or other wired network, or a wireless NIC (WNIC) or a wireless adapter for communicating with a wireless network (such as a WI-FI network or a cellular network).

[0156] In particular embodiments, bus 1112 includes hardware, software, or both that couples components of computer system 1100 to each other. Bus 1112 may include any suitable bus, as well as one or more buses 1112, where appropriate. Although this disclosure describes a particular bus, any suitable bus or interconnect is contemplated.

[0157] In this article, one or more computer-readable non-transitory storage media may include one or more semiconductor-based integrated circuits or other integrated circuits (ICs) (such as, for example, field programmable gate arrays or application-specific ICs), hard drives, hybrid hard drives, optical disks, optical disk drives, magneto-optical disks, magneto-optical disk drives, solid-state drives, RAM drives, any other suitable computer-readable non-transitory storage media, or any suitable combination. Where appropriate, the computer-readable non-transitory storage medium may be volatile, non-volatile, or a combination of volatile and non-volatile.

[0158] Fig. 11BAn example firmware 1150 of a vehicle ECU 1100 as described with respect to the control system 1030 is shown. The firmware 1150 may include functionality 1152 for analyzing sensor data based on signals received from the sensor 1010 or the camera 1020 via the communication interface 1110. The firmware 1150 may include functionality 1154 for processing user input received via the I / O interface 1108 (e.g., provided directly by a driver or passenger of the vehicle 1000, or provided via the computing device 1050). The firmware 1150 may include functionality 1156 for recording detected events (which may be stored in the storage device 1106 or uploaded to the cloud), and functionality for reporting detected events (e.g., reporting to the driver or passenger of the vehicle via the vehicle's instrument display or interactive interface, or reporting to the vehicle manufacturer, service provider, or third party via the communication interface 1110). The firmware 1150 may include functionality 1158 for evaluating safety parameters (e.g., monitoring the temperature of the vehicle battery or the distance between the vehicle 1000 and nearby vehicles). The firmware 1150 may include functionality 1160 for transmitting control signals to components of the vehicle 1000 , including other vehicle ECUs 1100 .

[0159] As used herein, "or" is inclusive and not exclusive, unless expressly stated otherwise or indicated otherwise by context. Thus, as used herein, "A or B" means "A, B, or both," unless expressly stated otherwise or indicated otherwise by context. Additionally, "and" means both jointly and severally, unless expressly stated otherwise or indicated otherwise by context. Thus, as used herein, "A and B" means "A and B, jointly or severally," unless expressly stated otherwise or indicated otherwise by context.

[0160] The scope of the present disclosure covers all changes, substitutions, variations, alterations and modifications to the example embodiments described or shown herein, which are understood by those of ordinary skill in the art. The scope of the present disclosure is not limited to the example embodiments described or shown herein. In addition, although the present disclosure describes and shows the corresponding embodiments herein as including specific parts, elements, features, functions, operations or steps, any embodiment in these embodiments may include any combination or arrangement of any parts, elements, features, functions, operations or steps described or shown anywhere herein, which are understood by those of ordinary skill in the art. In addition, the device or system or part of the device or system adapted to, arranged to, capable of, configured to, enabled to, operable to, capable of operating to perform a specific function mentioned in the attached claims covers the device, system, part, whether or not it or the specific function is activated, opened or unlocked, as long as the device, system or part is so adapted, arranged, capable, configured, enabled, operable or capable of operating. In addition, although the present disclosure describes or shows a specific embodiment as providing a specific advantage, a specific embodiment may not provide these advantages or provide some or all of these advantages.

[0161] Example Implementation

[0162] Embodiments disclosed herein may include:

[0163] 1. A manual control component, comprising:

[0164] Multi-mode control mechanism;

[0165] a connection socket for accommodating the multi-mode control mechanism on a steering controller of a vehicle, wherein an interface of the connection socket is connected to a control system for the vehicle;

[0166] a first sensor and a second sensor for detecting actuation of the multi-mode control mechanism, wherein the first sensor is positioned orthogonal to the second sensor to detect a force applied to the multi-mode control mechanism; and

[0167] A control module is configured to generate an input signal to be transmitted to the control system to control one or more components of the vehicle based on the actuation.

[0168] 2. The manual control assembly of embodiment 1, wherein the multi-mode control mechanism is capable of bi-directional actuation by rotating the multi-mode control mechanism about a central rotation axis.

[0169] 3. A manual control assembly according to embodiment 2, wherein the input signal is generated based on detected measurement results related to the rotation of the multi-mode control mechanism around the central rotation axis, and the detected measurement results include at least one of rotation angle, rotation speed, rotation acceleration or rotation force.

[0170] 4. A manual control assembly according to embodiment 2, wherein the multi-mode control mechanism is capable of bi-directional actuation by applying force to the multi-mode control mechanism along a first axis that is perpendicular to the central rotation axis and substantially non-parallel to the rotation plane of the steering controller.

[0171] 5. A manual control component according to embodiment 4, wherein the input signal is generated based on a first measurement result from the first sensor being substantially greater than a second measurement result from the second sensor, wherein the first measurement result or the second measurement result comprises a force measurement result or a strain measurement result.

[0172] 6. The manual control assembly of embodiment 4, wherein the input signal is generated based on detected measurements related to actuation of the multi-mode control mechanism along the first axis, the detected measurements comprising at least one of:

[0173] direction, speed, magnitude of force, pressure, or duration.

[0174] 7. A manual control assembly according to embodiment 2, wherein the multi-mode control mechanism is capable of bi-directional actuation by applying force to the multi-mode control mechanism along a second axis parallel to the central rotation axis and substantially parallel to the rotation plane of the steering controller.

[0175] 8. A manual control component according to embodiment 7, wherein the input signal is generated based on a first measurement result from the first sensor being substantially smaller than a second measurement result from the second sensor, wherein the first measurement result or the second measurement result comprises a force measurement result or a strain measurement result.

[0176] 9. According to the manual control component described in embodiment 8, the manual control component also includes a third sensor, which is positioned orthogonal to the first sensor and parallel to the second sensor, and wherein the input signal is generated based on a first measurement result from the first sensor being substantially smaller than a second measurement result from the second sensor or a third measurement result from the third sensor, wherein the first measurement result, the second measurement result or the third measurement result includes a force measurement result or a strain measurement result.

[0177] 10. A manual control component according to embodiment 8, wherein the manual control component also includes a third sensor, which is positioned orthogonal to the first sensor and parallel to the second sensor, and wherein the input signal is generated based on a second measurement result from the second sensor that is substantially different from a third measurement result from the third sensor, wherein the second measurement result or the third measurement result includes a force measurement result or a strain measurement result.

[0178] 11. The manual control assembly of embodiment 7, wherein the input signal is generated based on detected measurements related to actuation of the multi-mode control mechanism along the second axis, the detected measurements comprising at least one of:

[0179] direction, speed, magnitude of force, pressure, or duration.

[0180] 12. According to the manual control assembly described in embodiment 1, the manual control assembly also includes a motor, and the motor is accommodated in the multi-mode control mechanism or in the housing part of the connection socket.

[0181] 13. The manual control assembly of embodiment 1 further comprising a brake mechanism, wherein a level of resistance applied by the brake mechanism to the multi-mode control mechanism is determined by the control system.

[0182] 14. A manual control assembly according to embodiment 1, wherein the surface of the multi-mode control mechanism includes a capacitive touch sensor, and wherein the manual control assembly is capable of generating an input signal based on activation of the capacitive touch sensor.

[0183] 15. A manual control assembly according to embodiment 1, wherein the surface of the multi-mode control mechanism includes a pressure sensor, and wherein the manual control assembly is capable of generating an input signal based on activation of the pressure sensor.

[0184] 16. A manual control component according to embodiment 1, wherein the manual control component also includes a tactile actuator, wherein the manual control component is capable of using the tactile actuator to generate tactile feedback based on a signal received from the control system.

[0185] 17. A steering controller configured for installation in a vehicle, the steering controller comprising:

[0186] A pair of manual control assemblies, each of the manual control assemblies

[0187] include:

[0188] a multi-mode control mechanism capable of bi-directional actuation about a central axis of rotation and bi-directional actuation along one or more axes; and

[0189] a connection socket for receiving the multi-mode control mechanism on the steering controller, wherein an interface of the connection socket is connected to a control system for the vehicle;

[0190] Each of the manual control components is capable of transmitting input signals to the control system to control components of the vehicle, and is capable of receiving feedback signals from the control system.

[0191] 18. A steering controller according to embodiment 17, wherein the pair of manual control assemblies are positioned on opposite sides of the steering controller, and wherein the multi-mode control mechanism of each of the manual control assemblies is accessible by the driver's hand when the driver's hand is positioned on the steering controller for normal driving operations.

[0192] 19. A steering controller according to embodiment 17, wherein each of the manual control components is associated with a user control context, and wherein the input signal from each of the manual control components is transmitted according to the user control context.

[0193] 20. A control system for a vehicle, the control system comprising:

[0194] an electronic control unit comprising a processor and a non-transitory computer-readable medium including instructions executable to control one or more functions of the vehicle;

[0195] Steering controller;

[0196] A pair of manual control assemblies, the pair of manual control assemblies being incorporated into the steering control

[0197] In the controller, each of the manual control components includes:

[0198] a multi-mode control mechanism capable of bi-directional rotation about a central rotation axis; and

[0199] a connection socket for accommodating the multi-mode control mechanism on the steering controller of the vehicle, wherein an interface of the connection socket is connected to a control system for the vehicle;

[0200] The manual control assembly is capable of transmitting input signals to the electronic control unit to control components of the vehicle.

Claims

1. A manual control component, comprising: Multi-mode control mechanism; a connection socket for accommodating the multi-mode control mechanism on a steering controller of a vehicle, wherein an interface of the connection socket is connected to a control system for the vehicle; a first sensor and a second sensor for detecting actuation of the multi-mode control mechanism, wherein the first sensor is positioned orthogonal to the second sensor to detect a force applied to the multi-mode control mechanism; and A control module is configured to generate an input signal to be transmitted to the control system to control one or more components of the vehicle based on the actuation.

2. The manual control assembly of claim 1, wherein the multi-mode control mechanism is capable of bi-directional actuation by rotating the multi-mode control mechanism about a central rotation axis.

3. The manual control assembly of claim 2, wherein the input signal is generated based on detected measurements related to rotation of the multi-mode control mechanism about the central rotation axis, the detected measurements comprising at least one of a rotation angle, a rotation speed, a rotation acceleration, or a rotation force.

4. The manual control assembly of claim 2, wherein the multi-mode control mechanism is capable of bi-directional actuation by applying a force to the multi-mode control mechanism along a first axis that is perpendicular to the central rotational axis and substantially non-parallel to the rotational plane of the steering controller.

5. The manual control assembly of claim 4, wherein the input signal is generated based on a first measurement from the first sensor being substantially greater than a second measurement from the second sensor, wherein the first measurement or the second measurement comprises a force measurement or a strain measurement.

6. The manual control assembly of claim 4, wherein the input signal is generated based on detected measurements associated with actuation of the multi-mode control mechanism along the first axis, the detected measurements comprising at least one of: direction, speed, force magnitude, pressure, or duration.

7. The manual control assembly of claim 2, wherein the multi-mode control mechanism is capable of bi-directional actuation by applying a force to the multi-mode control mechanism along a second axis parallel to the central rotational axis and substantially parallel to the rotational plane of the steering control.

8. The manual control assembly of claim 7, wherein the input signal is generated based on a first measurement from the first sensor being substantially less than a second measurement from the second sensor, wherein the first measurement or the second measurement comprises a force measurement or a strain measurement.

9. The manual control assembly of claim 8, further comprising a third sensor positioned orthogonal to the first sensor and positioned parallel to the second sensor, and wherein the input signal is generated based on a first measurement from the first sensor being substantially less than a second measurement from the second sensor or a third measurement from the third sensor, wherein the first measurement, the second measurement, or the third measurement comprises a force measurement or a strain measurement.

10. The manual control assembly of claim 8, further comprising a third sensor positioned orthogonal to the first sensor and positioned parallel to the second sensor, and wherein the input signal is generated based on a second measurement from the second sensor being substantially different from a third measurement from the third sensor, wherein the second measurement or the third measurement comprises a force measurement or a strain measurement.

11. The manual control assembly of claim 7, wherein the input signal is generated based on detected measurements associated with actuation of the multi-mode control mechanism along the second axis, the detected measurements comprising at least one of: direction, speed, force magnitude, pressure, or duration.

12. The manual control assembly of claim 1, further comprising a motor, the motor being housed within the multi-mode control mechanism or within a housing component of the connection socket.

13. The manual control assembly of claim 1, further comprising a brake mechanism, wherein a level of resistance applied to the multi-mode control mechanism by the brake mechanism is determined by the control system.

14. The manual control assembly of claim 1, wherein a surface of the multi-mode control mechanism includes a capacitive touch sensor, and wherein the manual control assembly is capable of generating an input signal based on activation of the capacitive touch sensor.

15. The manual control assembly of claim 1, wherein a surface of the multi-mode control mechanism includes a pressure sensor, and wherein the manual control assembly is capable of generating an input signal based on activation of the pressure sensor.

16. The manual control assembly of claim 1, further comprising a haptic actuator, wherein the manual control assembly is capable of generating haptic feedback using the haptic actuator based on signals received from the control system.

17. A steering controller configured for installation in a vehicle, the steering controller comprising: A pair of manual control assemblies, each of the manual control assemblies comprising: a multi-mode control mechanism capable of bi-directional actuation about a central axis of rotation and bi-directional actuation along one or more axes; and a connection socket for receiving the multi-mode control mechanism on the steering controller, wherein an interface of the connection socket is connected to a control system for the vehicle; Each of the manual control components is capable of transmitting input signals to the control system to control components of the vehicle, and is capable of receiving feedback signals from the control system.

18. A steering controller according to claim 17, wherein the pair of manual control assemblies are positioned on opposite sides of the steering controller, and wherein the multi-mode control mechanism of each of the manual control assemblies is accessible by the driver's hands when the driver's hands are positioned on the steering controller for normal driving operations.

19. The steering controller of claim 17, wherein each of the manual control components is associated with a user control context, and wherein the input signal from each of the manual control components is transmitted according to the user control context.

20. A control system for a vehicle, the control system comprising: an electronic control unit comprising a processor and a non-transitory computer-readable medium including instructions executable to control one or more functions of the vehicle; Steering controller; a pair of manual control assemblies, the pair of manual control assemblies being incorporated into the steering controller, each of the manual control assemblies comprising: a multi-mode control mechanism capable of bi-directional rotation about a central rotation axis; and a connection socket for accommodating the multi-mode control mechanism on the steering controller of the vehicle, wherein an interface of the connection socket is connected to a control system for the vehicle; The manual control assembly is capable of transmitting input signals to the electronic control unit to control components of the vehicle.

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