Multifunctional steering wheel for new energy automobile

Abstract

The invention relates to the field of new energy automobiles, in particular to a multifunctional steering wheel for a new energy automobile, which comprises a wheel body, holding parts are respectively arranged on the left side and the right side of the wheel body, and a vehicle state display area, a vehicle dynamic control area, an instrument interface control area, a core driving control area and a steering connecting mechanism are integrated on the wheel body. A driver can directly obtain key vehicle state information on the steering wheel and control the core function, the visual load and cognitive distraction are relieved, and the driving safety is improved. Through the special physical switch on the steering wheel, a driver can quickly control common and key functions in a one-button and direct-through mode, and the operation efficiency is improved. The display device and various physical switches are scientifically partitioned and reasonably arranged according to the use frequency, the emergency degree and the driving scene of the functions, and an interactive driving structure with clear hierarchy and clear logic is formed, so that a driver can intuitively and efficiently use various functions.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of robots, and more particularly, to a multifunctional steering wheel for new energy vehicles. BACKGROUND

[0002] With the rapid development of the automotive industry, especially in the field of new energy vehicles and high-performance vehicles, the electronic control system and the functional complexity of vehicles are increasing. Correspondingly, the vehicle state parameters that the driver needs to monitor and the control functions that the driver needs to operate also increase exponentially. However, the current mainstream vehicle human-machine interaction architecture has failed to keep up with this development pace, and its inherent design flaws have become a bottleneck for improving driving safety and experience.

[0003] The existing interaction scheme generally adopts a "distributed" layout, that is, the vehicle state information is displayed on the traditional instrument panel, and a large number of control functions are integrated on the center console touch screen or physical button area. This architecture mainly has the following defects: 1. Heavy visual load, serious safety hazard; the current design forces the driver's visual focus to switch between the road (far away), the instrument panel (near the lower part), and the center console screen (near the side) for a long distance and high frequency. When the driver reads information or operates the center console screen, the line of sight needs to be greatly moved away from the road, and each switch is accompanied by visual refocusing and temporary loss of road information. This continuous visual interruption constitutes a serious traffic safety hazard at high speed or in complex road conditions. 2. Low operation efficiency, unable to meet high performance requirements; the operation path of key driving functions is too long and depends on vision. For functions hidden in the multi-level menu of the center console screen, the driver must use one hand to separate from the steering wheel and look away from the road for a long time to accurately tap and search. This process has a long operation chain and low efficiency, and blind operation is completely impossible. 3. Unreasonable function layout, chaotic interaction logic; the existing layout fails to prioritize functions according to their frequency of use, urgency, and driving scenarios. High-frequency, critical core driving functions are mixed with low-frequency, non-immediate setting functions. This chaotic interaction logic forces the driver to search for the target from a large number of irrelevant functions in an emergency, increasing the operation burden and the risk of misoperation, reflecting that the design has not taken the driving task itself as the core. SUMMARY

[0004] The present application aims to overcome at least one of the above-mentioned defects (shortcomings) of the prior art, and provides a multifunctional steering wheel for new energy vehicles to solve the problems of heavy visual load, serious safety hazard, low operation efficiency, inability to meet high performance requirements, and unreasonable function layout and chaotic interaction logic of existing vehicle steering wheels.

[0005] The technical scheme adopted by the present application is a multifunctional steering wheel for a new energy vehicle, comprising a disc body, a holding part is arranged on the left side and the right side of the disc body respectively, and the disc body is integrated with: a vehicle state display area, which is arranged on the front face of the disc body and located at the upper part, is used for displaying the core operating parameters of the vehicle in real time; a vehicle dynamic control area, which is arranged on the front face of the disc body and located below the vehicle state display area, is used for adjusting the dynamic performance parameters of the vehicle; an instrument interface control area, which is arranged on the front face of the disc body and distributed between the vehicle state display area and the holding part, is used for switching and controlling the display content or interface of the vehicle state display area; a core driving control area, which comprises a transmission control knob group arranged on the back face of the disc body and a performance enhancement switch group arranged on the front face of the disc body and located at the upper end of the holding part, is used for directly controlling the power and transmission system of the vehicle and activating the high-performance mode; and a steering connecting mechanism, which is arranged at the center of the disc body, is used for realizing the disassembly and assembly between the disc body and the steering column of the vehicle.

[0006] The vehicle state display area is used for displaying the core operating parameters of the vehicle in real time, and is arranged on the upper part of the disc body because the area is on the shortest visual path between the driver's view of the road from the front and the steering wheel. During driving, the driver only needs to slightly lower his line of sight to read the core operating parameters displayed in the area, thereby greatly shortening the distance and time of visual deviation and significantly reducing the safety risks caused by long-distance switching of the visual focus. The vehicle dynamic control area is used for presetting and adjusting vehicle dynamic performance parameters such as steering wheel usage mode and brake balance adjustment. Such functions are usually set before the vehicle starts or when the road condition is good, and do not need to be frequently operated during focused driving, which is a non-immediate key function. Based on this use characteristic, the area is arranged on the lower side of the vehicle state display area, and this position needs the driver to move his hands and shift his line of sight to operate. The instrument interface control area is used for switching and controlling the display content or interface of the vehicle state display area, and is arranged between the vehicle state display area and the holding part. In the standard holding posture of the driver, it is within the natural activity radius of the thumb, and the driver only needs to move the thumb slightly to complete the operation without visual assistance throughout the process. The core driving control area is used for directly controlling the power and transmission system of the vehicle and activating the high-performance mode. It is used frequently during driving and directly affects the dynamic response and driving safety of the vehicle, so the layout of this area follows the principle of zero visual deviation and minimum hand displacement. Specifically, the transmission control tab group is arranged on the back of the disc body, which corresponds to the natural bending placement points of the driver's index finger, middle finger, ring finger and little finger in the standard holding posture. The driver does not need any action of loosening his hands or searching, and only needs to bend or stretch his fingers to operate, realizing precise control of power transmission while driving. The performance enhancement switch group is arranged on the front of the disc body and located at the upper end of the holding part, which is in the area that can be touched by the driver's thumb by natural upward movement. The operation also does not require visual assistance. By highly integrating the vehicle state display area, the vehicle dynamic control area, the instrument interface control area and the core driving control area in the disc body according to their human-computer interaction logic, the driver's visual focus does not need to be switched long distance and high frequency among the road, the instrument panel and the central control screen, which is helpful to reduce the visual load and improve the driving safety. Directly arranging multiple function operation switches on the steering wheel without searching in multiple menus improves the operation efficiency. More importantly, the present application reasonably partitions according to the use frequency, emergency degree and driving scene of the functions, and constructs a clear and logical human-computer interaction architecture.

[0007] The vehicle state display area includes RGB lamp indication area and instrument display area. The RGB lamp indication area includes multiple RGB lamps, which display vehicle state and alarm information by combination of different colors and lighting modes, such as the open state of the drag reduction system and the launch control, the clutch depth, the state of the engine oil temperature, oil pressure, water temperature, and battery power. Such information state is relatively simple and suitable for state indication. For example, the state of the drag reduction system and the launch control is either "on" or "off"; the clutch depth is a continuous process state from "engaged" to "disengaged"; the oil temperature, oil pressure, water temperature, and power alarm are threshold judgments of "normal" or "abnormal", which do not require accurate numerical readings, but only need a clear state indication. The RGB lamp indication can provide extreme intuitiveness and instantaneous recognition. The instrument display area is mainly used to display the specific values of the engine gear, engine oil temperature, oil pressure, water temperature, remaining fuel quantity, power, throttle opening degree, etc. Its core purpose is to provide a reliable data reference for the driver when he needs to make in-depth and accurate assessment of the vehicle state. For example, when planning the endurance, evaluating the vehicle working state, or performing system debugging, these accurate data are indispensable. Unlike the alarm information that needs instantaneous perception, the accurate parameters (such as specific oil temperature value, accurate fuel or power percentage, etc.) presented by the instrument display area do not need to be frequently and continuously paid attention to by the driver during driving, and belong to low-frequency and non-urgent reference information, so the accurate display in numerical or graphical form is adopted.

[0008] The vehicle dynamic control area is integrated with multiple physical knobs for adjusting and switching the steering wheel usage mode, brake balance, MAP chart, anti-lock system level, and traction control level. The steering wheel usage mode knob is used to switch between multiple preset vehicle platform configuration modes. When a different mode is selected, the control system of the steering wheel will call the corresponding configuration protocol and parameter set, thereby dynamically changing its own function logic and interaction interface to achieve compatibility with the target platform. The switchable modes include a fuel vehicle driving mode, a hybrid vehicle driving mode, an electric vehicle driving mode, and a simulator mode. The brake balance adjustment knob is used to adjust the brake proportion between the front and rear wheels of the vehicle to improve brake performance and improve the stability of the vehicle. The MAP chart switching knob provides an MAP chart switching entry for the driver, who can directly rotate the knob to make a selection according to the road conditions or personal preferences. The anti-lock system level adjustment knob is used to adjust the anti-lock system level. The standard anti-lock system is calibrated for general road safety, and its intervention threshold is relatively fixed. However, in different road conditions or driving scenarios, the driver's demand for the brake system varies significantly. The design of the knob enables the driver to dynamically adjust the safety auxiliary system characteristics of the vehicle according to the real-time road conditions and driving intention. The traction control level adjustment knob is used to adjust the traction control level. The design of the knob gives the driver the ability to fine-tune the vehicle power output characteristics according to the road adhesion, tire condition, and driving style, and realizes the autonomous control of the vehicle limit control right on the premise of guaranteeing the safety bottom line.

[0009] The instrument interface control area is arranged between the vehicle state display area and the holding part, and at least includes a dial wheel for switching the display page of the vehicle state display area and / or adjusting the options of the parameters displayed by the vehicle state display area. The use of a physical dial wheel for switching or adjusting can provide clear tactile feedback and operation feel for the driver. When driving, the driver does not need to rely on vision for accurate positioning, but can achieve quick and error-free page switching and parameter selection with only the muscle memory of the fingers, ensuring that the driver's line of sight can be continuously focused on the road ahead.

[0010] The performance enhancement switch group includes a first button for activating the vehicle drag reduction system and a second button for activating the launch control system. When driving on a long straight, the driver presses the first button, and the vehicle ECU will instruct the tail wing to open a certain angle of the partial flap, which significantly reduces the air resistance of the vehicle, helping the vehicle to reach a higher speed to complete the overtake. After the completion of the overtake, or when entering a curve, the driver can release the first button, and the tail wing will immediately return to the original design state to ensure stability when turning. The second button can be linked with the racing ECU to give maximum power output during launch and to shield all limited slip, traction control and other systems to achieve better straight-line acceleration results. The drag reduction system and launch control need to be triggered and terminated instantaneously. The button is essentially a transient switch, and its interaction logic is "press" and "release", which can perfectly match the function of "activation" and "termination". In addition, the first button and the second button are located on the upper end of the holding part, and physical buttons are used, which can provide clear physical boundaries and pressing feeling. The driver does not need to move his eyes from the road, and can accurately locate and operate with only the muscle memory of the thumb, and can be "pressed" or "released" instantaneously.

[0011] The transmission control knob set comprises a first knob for performing upshift operation, a second knob for performing downshift operation, and a third knob for controlling clutch engagement and disengagement, the first and second knobs are respectively located on the left and right sides of the steering connecting mechanism, when the driver is in a standard grip position, the middle finger and ring finger of the left and right hands can naturally fall on the first and second knobs respectively, forming clear left and right hand division, the driver does not need visual confirmation, and can intuitively perform gear shifting operation only by orientation. The third knob is located on the underside of the first or second knob, within the operating range of the ring finger or little finger, and does not require visual confirmation during operation. Upshift, downshift and clutch control are important operations during driving, which are centrally arranged on the back of the disc in the form of knobs, and the operating end can extend to both sides, facilitating the driver to operate only by the flexion and extension of the middle finger, ring finger or little finger while holding the steering wheel, without the need for visual assistance. Upshift / downshift is a transient, digital instruction, and the result is a non-binary gear switching. The key-type knob provides a clear "on / off" signal, which is completely consistent with the logic of gear shifting operation, therefore, the first and second knobs adopt key-type knobs to ensure the decisiveness and accuracy of instruction execution. The instantaneous response of the key-type knob ensures extremely fast gear shifting speed, which is beneficial for the driver to grasp the best gear shifting opportunity. Clutch control is a gradual, analog process that requires precise control of the degree of power engagement. The analog quantity type knob can output a continuously changing position signal, allowing the driver to linearly and steplessly control the disengagement and engagement degree of the clutch, achieving delicate management of power, therefore, the third knob adopts an analog quantity type knob, and the analog quantity control enables the driver to achieve perfect follow-toe action, smooth hill start and precise power release when turning. The third knob comprises a connecting plate, a knob body, a reset element, a magnet and a Hall sensor, the connecting plate is fixedly arranged on the disc, the knob body is rotationally connected with the connecting plate through a rotating shaft, the reset element is arranged between the knob body and the connecting plate, and is used to drive the knob body to return to the initial position after operation, the magnet is arranged on the knob body, and can rotate together with the knob body when the knob body rotates relative to the connecting plate, and the Hall sensor is fixedly arranged on the connecting plate and spaced from the magnet, and is used to detect the change of the magnetic field of the magnet caused by the rotation of the knob body, and output a continuously changing analog voltage signal. The combination of the magnet and the Hall sensor constitutes a non-contact measurement system, which can avoid the problems of signal drift, noise increase and even final failure caused by mechanical wear of the traditional potentiometer. This not only ensures the extreme precision and stability of the clutch position signal throughout the life cycle, but also greatly improves the service life and reliability of the components, especially suitable for high-intensity and high-frequency driving environments. In addition, the sensing scheme has a compact structure and is easy to integrate in the limited internal space of the steering wheel, achieving high space utilization.At the same time, the Hall sensor directly outputs an electrical signal, responds extremely fast, can capture the most subtle operation intention of the driver in real time, and converts the angular displacement of the dial without delay into a continuous analog voltage signal, ensuring that the vehicle transmission system responds immediately to the driver's operation.

[0012] On the upper side of the first dial and the second dial, a fourth dial and a fifth dial are also respectively arranged, the positions of which are within the operation range of the index finger when holding, and the driver does not need visual assistance when operating. The two dials provide additional, customizable physical control channels for the vehicle, and the driver can assign more commonly used or critical functions to the two dials.

[0013] Compared with the prior art, the application has the beneficial effects that: the vehicle state information display device and various control functions are integrated in the form of physical switches in the steering wheel disc body, a highly centralized and ergonomic driving interaction hub is constructed. The driver can directly obtain key vehicle state information and control core functions on the steering wheel, avoiding long-distance and high-frequency switching of visual focus between the road, instrument panel and center screen, greatly shortening the visual deviation time and distance, reducing visual load and cognitive distraction, reducing safety risks caused by visual deviation from the road, and significantly improving driving safety. Through the special physical switches on the steering wheel, the driver can quickly control the commonly used and key functions in one key and direct mode, completely getting rid of the operation mode of searching in the multi-level menu of the center touch screen, greatly improving the operation efficiency. The display device and various physical switches are scientifically partitioned and reasonably arranged according to the use frequency, emergency degree and driving scene of the functions, forming a clear and logical interactive driving structure, so that the driver can quickly establish accurate muscle memory and intuitively and efficiently use each function. This blind operation feature without visual assistance is especially suitable for high-performance driving and complex road conditions, which requires extremely fast operation response. The vehicle state display area is arranged on the upper part of the disc body, on the shortest visual path between the driver's front road view and the steering wheel, which shortens the distance and time of visual deviation. The core function driving area is arranged on the back of the disc body and the upper end of the holding part, and the instrument interface control area is arranged between the vehicle state display area and the holding part. In the standard grip position, both function areas are within the natural activity radius of the fingers, and the driver does not need any hand release or searching action when operating. As for the vehicle dynamic control area, it does not affect the normal driving function and can be set before the vehicle starts or when the road condition is good, so it is arranged below the vehicle state display area. This position requires the driver to move his hands and shift his eyes to operate. According to the different positions of each function area and the operation characteristics of the corresponding functions, different types of display modes and physical switches are selected to maximize the ergonomic principles and achieve efficient, safe and intuitive control experience.For the state and alarm information that need to be quickly perceived, such as the rotating speed, system opening and closing, threshold alarm, etc., the RGB lamp indication area is adopted to intuitively transfer through the combination of color and lighting mode; for the real-time running parameters and quantitative data that need to be accurately read, such as gear position, oil temperature, oil quantity, pedal opening degree, etc., the instrument display area is adopted to stably and accurately display through numerical value and graphics; for the digital gear shifting instructions such as gear up and gear down, the key type paddle is adopted to realize instantaneous and accurate trigger operation; for the analog travel control such as clutch engagement and separation, the high-precision analog quantity type paddle is adopted to realize linear and stepless delicate operation; the operation end of the paddle can be extended to both sides, so that it is in the natural activity range of the fingers, and when the gear up, gear down and clutch control operations are performed, the driver can keep the holding state without releasing the hand; for the extreme performance instructions that need instantaneous response and state synchronization, such as drag reduction system opening and closing, ejection start activation, etc., the physical button is adopted to realize perfect matching by using the transient logic of "pressing activation and releasing termination"; for the frequent interface interaction tasks such as display page switching and parameter option adjustment, the paddle wheel with clear gear feeling is adopted to realize precise and efficient blind operation; for the strategic parameter presetting and adjustment such as steering wheel use mode, brake balance, MAP chart switching, etc., the wave band knob switch with strong feedback feeling is adopted to realize fine control. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 It is a front structure diagram of the present application.

[0015] Figure 2 It is a back structure diagram of the present application.

[0016] Figure 3 It is a structure diagram of the third paddle.

[0017] Figure 4 It is another angle structure diagram of the third paddle.

[0018] 100, disc body, 200, holding part, 300, vehicle state display area, 310, RGB lamp indication area, 320, instrument display area, 400, vehicle state control area, 410, steering wheel use mode knob, 420, brake balance adjustment knob, 430, MAP chart switching knob, 440, anti-lock system level adjustment knob, 450, traction control level adjustment knob, 500, instrument interface control area, 510, display page switching dial, 520, display parameter adjustment dial, 600, core driving control area, 610, transmission dial group, 611, first dial, 612, second dial, 613, third dial, 6131, connecting plate, 6132, dial body, 6133, reset element, 6134, magnet, 6135, hall sensor, 614, fourth dial, 615, fifth dial, 620, performance enhancement switch group, 621, first button, 622, second button, 700, steering connecting mechanism. DETAILED DESCRIPTION

[0019] The drawings of the present application are only used for illustrative description, and cannot be understood as the limitation of the present application. In order to better illustrate the following embodiments, some components in the drawings may be omitted, enlarged or reduced, and do not represent the actual product size; for those skilled in the art, it is understandable that some well-known structures in the drawings and their descriptions may be omitted.

[0020] In the description of the present application, it should be noted that the terms "upper", "lower" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship commonly used when the product is used, or the orientation or positional relationship commonly understood by those skilled in the art. Such terms are only used to facilitate the description of the present application and simplify the description, and are not intended to indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second" and the like are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0021] As shown in Figure 1 , Figure 2 A multifunctional steering wheel for new energy vehicles, as shown in the drawings, comprises a disc body 100, a control board (not shown) is arranged in the disc body 100, one side of the disc body 100 facing the driver is the front side, and the side away from the driver is the back side. The left side and the right side of the disc body 100 are respectively provided with a holding part 200, and the disc body 100 is integrated with a vehicle state display area 300, a vehicle dynamic control area 400, an instrument interface control area 500, a core function driving area 600 and a steering connecting mechanism 700.

[0022] The vehicle state display area 300 is arranged on the front surface of the disc body 100 and located at the upper part between the two holding parts 200, for real-time display of the core operating parameters of the vehicle, including an RGB lamp indication area 310 and an instrument display area 320, the RGB lamp indication area is arranged on the upper side of the instrument display area 320, including a plurality of RGB lamps, the RGB lamps display the vehicle state and alarm information through the combination of different colors and lighting modes, mainly used for displaying the opening state of the drag reduction system and the launch assist, the state of the clutch depth, the engine oil temperature and oil pressure, the water temperature, the battery capacity, etc. For example, when the drag reduction system and the launch assist are opened, the corresponding RGB lamp is lit, and when they are closed, the light is turned off; for the clutch depth, the RGB lamp indication area 310 is configured to be visually displayed by the length change of a horizontal light band: when the clutch is in a fully engaged state, the light band is invisible or in the shortest state; as the clutch separation degree increases, the light band length linearly grows from the starting point; when the clutch reaches the fully separated state, the light band expands to the maximum length; for the engine oil temperature, oil pressure and water temperature, the RGB lamp indication area 310 is configured to be threshold alarmed by the change of the light color: when the above parameters are within the normal range, the corresponding indicator light displays green; when the parameters approach the safety threshold, the indicator light switches to yellow for early warning; when the parameters exceed the safety threshold, the indicator light turns red with a flashing mode, constituting a high-level alarm; for the battery capacity, the RGB lamp indication area 310 is configured to intuitively display the remaining capacity percentage by the number of RGB lamps lit: when the capacity is sufficient, a plurality of green RGB lamps are displayed; when the capacity is medium, the number of yellow RGB lamps is reduced; when the capacity is low, a small number of red RGB lamps are flashed. The instrument display area 320 is arranged below the RGB lamp indication area 310, which adopts a liquid crystal display screen, which accurately displays the real-time operating parameters and quantitative data of the vehicle in numerical or graphical form. The instrument display area 320 is mainly used to display the specific values of the engine gear, engine oil temperature and oil pressure, water temperature, remaining fuel quantity in the fuel tank, battery capacity, throttle opening degree, etc., and its core purpose is to provide a reliable data reference for the driver when he needs to deeply and accurately evaluate the vehicle state.

[0023] The vehicle dynamic control area 400 is arranged on the front surface of the disc body 100 and below the vehicle state display area 300, and is used for adjusting the dynamic performance parameters of the vehicle. The vehicle dynamic control area 400 includes a plurality of knobs, specifically, a steering wheel usage mode knob 410, a brake balance adjustment knob 420, a MAP chart switching knob 430, an anti-lock braking system level adjustment knob 440, and a traction control level adjustment knob 450. The knobs are all wave band switches with clear gear feeling, so as to provide clear tactile feedback for the driver. The steering wheel usage mode knob 410 is used for switching the overall configuration of the steering wheel to adapt to different vehicle platforms or driving environments, and the optional modes include a fuel vehicle driving mode, a hybrid vehicle driving mode, an electric vehicle driving mode, and a simulator mode. The brake balance adjustment knob 420 is used for dynamically adjusting the brake force distribution ratio of the front and rear axles of the vehicle. The MAP chart switching knob 430 is used for switching between multiple sets of output characteristic maps pre-stored in the engine or the electronic control unit, so as to change the output characteristics of the power system. The anti-lock braking system level adjustment knob 440 is used for setting the intervention threshold of the anti-lock braking system, allowing the driver to weigh between ensuring braking stability and pursuing the shortest braking distance according to the road conditions. The traction control level adjustment knob 450 is used for setting the tolerance of the traction control system to the slip of the driving wheels, so that the driver can accurately control between ensuring acceleration stability and allowing more aggressive power output.

[0024] The instrument interface control area 500 is arranged on the front surface of the disc body 100 and distributed between the vehicle state display area 300 and the holding portion 200, and is used for switching and controlling the display content or interface of the vehicle state display area 300. The instrument interface control area 500 includes a plurality of dials, specifically, a display page switching dial 510 and a display parameter adjustment dial 520. The display page switching dial 510 and the display parameter adjustment dial 520 are respectively arranged on the two sides of the vehicle state display area 300 and are vertically arranged, so as to be more consistent with the natural activity track of the driver's thumb when holding the holding portion 200, and to realize efficient and accurate blind operation. The display page switching dial 510 is used for switching the display page of the vehicle state display area 300, and the driver can select the display page according to his habits by rotating the dial. The display parameter adjustment dial 520 is used for adjusting the parameters displayed by the vehicle state display area, and the driver can select the vehicle parameters to be viewed by rotating the dial.

[0025] The core driving control area 600 includes a transmission control dial set 610 arranged on the back of the disc body 100 and a performance enhancement switch set 620 arranged on the front of the disc body 100 and located at the upper end of the holding part 200. The transmission control dial set 610 is used to directly control the power and transmission system of the vehicle, and the performance enhancement switch set 620 is used to activate the high-performance mode of the vehicle. The performance enhancement switch set 620 includes a first button 621 and a second button 622. The first button 621 is arranged at the upper end of the left holding part 200 and is used to activate the drag reduction system of the vehicle. When the first button 621 is pressed, part of the flaps of the vehicle's tail wing opens to a specific angle, which can significantly reduce the air resistance of the vehicle. When the first button 621 is released, the tail wing returns to the original design state. The second button 622 is arranged at the upper end of the right holding part 200 and is used to activate the launch control system. This button can be linked with the vehicle's ECU to give the maximum power output during launch and shield all the slip limit, traction control levels.

[0026] The transmission dial group 610 includes a first dial 611, a second dial 612 and a third dial 613. The first dial 611 and the second dial 612 are respectively arranged on the left side and the right side of the steering connecting mechanism, and each has an operating end. The operating end of the first dial 611 extends to the left side, and the operating end of the second dial 612 extends to the right side. When the driver holds the steering wheel, the operating end of the first dial 611 is within the activity range of the driver's left middle finger or ring finger, and the operating end of the second dial 612 is within the activity range of the driver's right middle finger or ring finger. The driver can operate the first dial 611 or the second dial 612 by the middle finger or the ring finger without visual assistance. The first dial 611 and the second dial 612 are respectively used for gear up and gear down. The gear up / down command is a transient and digital command. Therefore, the first dial 611 and the second dial 612 are both key type dials. The structure of the key type dial is common and is not described here. The third dial 613 is arranged below the first dial 611 or the second dial 612, and the operating end thereof extends to the left side or the right side. When the driver holds the steering wheel, the operating end of the third dial 613 is within the activity range of the driver's ring finger or little finger. The driver can operate the third dial 613 by the ring finger or the little finger. The third dial 613 is used for controlling the engagement and disengagement of the clutch. The clutch control is a gradual and analog process. Therefore, the third dial 613 is an analog type dial. The third dial 613 includes a connecting plate 6131, a dial body 6132, a reset element 6133, a magnet 6134 and a Hall sensor 6135. The connecting plate 6131 is fixedly arranged on the disc body 100. The dial body 6132 is rotatably connected to the connecting plate 6131 through a rotating shaft. The reset element 6133 is a spring arranged between the connecting plate 6131 and the dial body 6132, and is used to drive the dial body 6132 to return to the initial position after operation. The magnet 6134 is fixedly arranged on the dial body 6132. When the dial body 6132 rotates relative to the connecting plate 6131, the magnet 6134 can rotate together with the dial body 6132. The Hall sensor 6135 is fixedly arranged on the connecting plate 6131 and is spaced from the magnet 6134. The Hall sensor 6135 is used to detect the change of the magnetic field of the magnet 6134 caused by the rotation of the dial body 6132, and outputs a continuously changing analog voltage signal. The transmission dial group 610 further includes a fourth dial 614 and a fifth dial 615. The fourth dial 614 and the fifth dial 615 are respectively arranged above the first dial 611 and the second dial 612, and the operating end of the fourth dial 614 extends to the left side, and the operating end of the fifth dial 615 extends to the right side. When the driver holds the steering wheel, the operating end of the fourth dial 614 is within the activity range of the driver's left index finger and middle finger, and the operating end of the fifth dial 615 is within the activity range of the driver's right index finger and middle finger. The fourth dial 614 and the fifth dial 615 can also be operated without visual assistance.The fourth dial 614 and the fifth dial 615 provide additional, customizable physical control channels for the vehicle, and the driver can assign more commonly used or critical functions to the two dials, such as driving mode switching, energy recovery level adjustment, speed limit setting, vehicle multimedia system control, etc., greatly expanding the functional extension and personalization potential of the steering wheel.

[0027] The steering connecting mechanism 700 is arranged at the center of the disc body 100 and extends towards the back of the disc body 100, and is used to realize the disassembly and assembly between the disc body 100 and the steering column of the vehicle. The steering connecting mechanism 700 is a quick-release structure, which is connected with the steering column of the vehicle or the simulator base through a standardized interface, and by replacing different connecting flanges, quick switching and installation between different vehicles or simulators can be realized. The disc body 100 is also provided with a USB expansion interface (not shown), and when the multifunctional steering wheel is used for a simulator, the steering wheel is directly connected with the host of the simulator through a USB data line and is recognized as a standard game controller input device. The present application provides a steering wheel hardware completely consistent with the real vehicle, so that the driver can form and consolidate accurate muscle memory in the simulation training, thereby significantly improving the skill transfer efficiency and training effect from simulation training to real driving.

[0028] Obviously, the above embodiments of the present application are only examples for clearly illustrating the technical solutions of the present application, and are not intended to limit the specific embodiments of the present application. Any modification, equivalent replacement and improvement made within the spirit and principle of the claims of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A multifunctional steering wheel for a new energy vehicle, comprising a disc body, a holding part is arranged on the left side and the right side of the disc body respectively, characterized in that, The disc body is integrated with: a vehicle state display area, provided on the front surface of the disc body and located at the upper portion, for displaying core operating parameters of the vehicle in real time; a vehicle dynamic control area, provided on the front surface of the disc body and located below the vehicle state display area, for adjusting dynamic performance parameters of the vehicle; an instrument interface control area, provided on the front surface of the disc body and distributed between the vehicle state display area and the holding portion, for switching and controlling the display content or interface of the vehicle state display area; a core driving control area, including a transmission control dial group provided on the back surface of the disc body and a performance enhancement switch group provided on the front surface of the disc body and located at the upper end of the holding portion, for directly controlling the power and transmission system of the vehicle and activating a high-performance mode; a steering connecting mechanism, provided at the center of the disc body, for realizing the disassembly and assembly between the disc body and the steering column of the vehicle.

2. The multifunctional steering wheel for new energy vehicles according to claim 1, characterized in that, The vehicle state display area includes: an RGB lamp indication area, including a plurality of RGB lamps configured to display vehicle state and alarm information through the combination of different colors and lighting modes; an instrument display area configured to accurately display real-time operating parameters of the vehicle in numerical or graphical manner.

3. The multifunctional steering wheel for new energy vehicles according to claim 1, characterized in that, The vehicle dynamic control area is integrated with a plurality of physical knobs for adjusting and switching the steering wheel usage mode, brake balance, MAP chart, anti-lock system level, and traction control level.

4. The multifunction steering wheel of claim 1, wherein The instrument interface control area is provided with at least one dial, which is used to switch the display page of the vehicle state display area and / or adjust the options of the parameters displayed by the vehicle state display area.

5. The multifunctional steering wheel for new energy vehicles according to claim 1, characterized in that, The performance enhancement switch group includes a first button and a second button, the first button is used to activate the drag reduction system of the vehicle, and the second button is used to activate the launch control system.

6. The multifunctional steering wheel for new energy vehicles according to claim 1, characterized in that, The transmission control dial group includes a first dial for performing upshift operation, a second dial for performing downshift operation, and a third dial for controlling clutch engagement and disengagement.

7. The multifunctional steering wheel for new energy vehicles according to claim 6, characterized in that, The first dial and the second dial are respectively located at the left side and the right side of the steering connecting mechanism, and the third dial is located below the first dial or the second dial.

8. The multifunctional steering wheel for new energy vehicles according to claim 7, characterized in that, The upper side of the first dial and the second dial is further provided with a fourth dial and a fifth dial, respectively. 9.The multifunctional steering wheel for new energy vehicles of claim 6, wherein, The first dial and the second dial are key type dials, and the third dial is an analog type dial.

10. The multifunctional steering wheel for new energy vehicles according to claim 9, characterized in that, The third dial includes: a connecting plate fixedly provided on the disc body; a dial body pivotally connected to the connecting plate through a rotating shaft; a reset element provided between the dial body and the connecting plate, for driving the dial body to return to the initial position after operation; a magnet fixedly provided on the dial body and capable of rotating therewith; a Hall sensor fixedly provided on the connecting plate and spaced opposite to the magnet, for detecting the change of the magnetic field of the magnet caused by the rotation of the dial body and outputting a continuously changing analog voltage signal.

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