Steering wheel hands-off detection inductive mat and steering wheel

Abstract

The present disclosure relates to a steering wheel off-hand detection induction mat and a steering wheel. The steering wheel off-hand detection induction mat comprises a plurality of independent induction areas, each of which is provided with at least three transmission wires and at least two receiving wires extending transversely along the steering wheel off-hand detection induction mat. Each of the transmission wires and the receiving wires comprises a first end connected to a wire harness connector at a starting end and a second end not connected to the wire harness connector. The first ends of at least two of the transmission wires are electrically connected together by one wire harness connector, the first ends of at least two of the receiving wires are electrically connected together by another wire harness connector, and all the wires in each of the induction areas are arranged on the same support layer or on the same side of the same support layer. This reduces the complexity of wiring, simplifies the wiring difficulty of the wiring machine in a single induction area, reduces the cost and ensures the yield.

Description

Technical Field

[0001] This invention relates to the field of steering wheel off-hand detection technology, and more particularly to a steering wheel off-hand detection sensor pad and a steering wheel. Background Technology

[0002] Currently, hands-off detection (HOD) systems typically use an integrated sensor pad, which contains only one sensing area with just two wires: a receiving wire (Rx) and a transmitting wire (Tx). However, achieving a uniform arrangement of wires on the sensor pad requires extremely high precision in the wiring equipment, and the starting position of the wires is also strictly constrained. These stringent process requirements directly lead to increased production costs and make it difficult to guarantee product yield.

[0003] In terms of performance, single-area integral sensing pads, due to their larger sensing area, exhibit higher sensitivity to changes in the external environment (such as temperature fluctuations and humidity changes) and electromagnetic interference (EMI). This sensitivity leads to greater fluctuations in the steering wheel's capacitance, thus affecting the accuracy and reliability of hands-off detection.

[0004] Furthermore, adapting to the needs of different vehicle models may require sensor pads with varying numbers of sensing areas. When a vehicle model needs to be configured with different numbers of sensing areas (such as single-area or three-area), a dedicated sensor pad structure and a matching electronic control unit (ECU) must be developed for each configuration. This non-standardized development model not only increases R&D costs but also complicates supply chain management and significantly increases the difficulty and cost of subsequent maintenance. Summary of the Invention

[0005] To overcome the problems existing in the related technologies, this disclosure provides a steering wheel off-hand detection sensor pad and a steering wheel.

[0006] According to a first aspect of the present disclosure, a steering wheel hands-off detection sensor pad is provided, including a plurality of independent sensing areas. Each sensing area is provided with at least three transmitting wires and at least two receiving wires extending laterally along the steering wheel hands-off detection sensor pad. Each transmitting wire and each receiving wire includes: a first end connected to a wiring harness connector located at the starting end; and a second end not connected to the wiring harness connector; wherein the first ends of at least two transmitting wires are electrically connected together through a wiring harness connector, and the first ends of at least two receiving wires are electrically connected together through another wiring harness connector, and all wires in a single sensing area are arranged on the same support layer or on the same side of the same support layer.

[0007] In some embodiments, at any lateral position of the steering wheel off-hand detection sensor pad, the number of wires arranged longitudinally is the same, and the transmitting wire and the receiving wire are arranged alternately in the longitudinal direction, with a preset interval between adjacent wires.

[0008] In some embodiments, each of the receiving wires and the transmitting wires has no lateral folding structure before reaching the end of a single sensing area.

[0009] In some embodiments, after the second ends of at least a plurality of the transmitting wires or the receiving wires extend laterally to the terminal of a single sensing area, they fold back laterally to the starting end or a position near the starting end.

[0010] In some embodiments, at least one of the transmitting wires or the receiving wires terminates at the end of a single sensing area, and the wire is located at the center of all the wires in the longitudinal direction.

[0011] In some embodiments, the preset interval ranges from 2mm to 7mm.

[0012] In some embodiments, the steering wheel off-hand detection sensor pad includes a capacitance monitoring module configured to: establish an initial capacitance reference value for each sensing area in an empty steering wheel state, and detect the real-time capacitance value of each sensing area due to contact behavior; a data processing module configured to: calculate the difference between the real-time capacitance value of each sensing area and the corresponding initial capacitance reference value, obtain the capacitance increment of each sensing area, and accumulate the capacitance increments of at least two sensing areas to generate a comprehensive capacitance variable (Ct); and a contact determination module configured to: compare the comprehensive capacitance variable (Ct) with a preset contact threshold (Cth), and determine that there is contact behavior between the occupant and the steering wheel when Ct≥Cth.

[0013] In some embodiments, the steering wheel off-hand detection sensor pad includes at least a first sensing area, a second sensing area, and a third sensing area; wherein the first sensing area covers the upper left area of ​​the steering wheel, the second sensing area covers the upper right area of ​​the steering wheel, and the third sensing area covers the back area of ​​the steering wheel.

[0014] In some embodiments, the steering wheel off-hand detection sensor pad includes a first sensing area, a second sensing area, a third sensing area, and a fourth sensing area; wherein the first sensing area covers the upper left area of ​​the steering wheel, the second sensing area covers the upper right area of ​​the steering wheel, the third sensing area covers the lower left area of ​​the steering wheel, and the fourth sensing area covers the lower right area of ​​the steering wheel.

[0015] According to a second aspect of the present disclosure, the present disclosure provides a steering wheel including a steering wheel off-hand detection sensor pad as described in the first aspect.

[0016] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: multiple transmitting and receiving wires are set, and each wire is connected to the wire harness connector at only one end, while the other end is not connected. It is not necessary for each wire to enter from the wire harness connector at the starting end, then circle around the sensing area and return to the starting end. In this way, the wiring complexity is reduced, the difficulty of wiring in a single sensing area is simplified, the cost is reduced, and the yield rate is guaranteed.

[0017] Furthermore, sharing a single connector for multiple wire harnesses reduces the number of connectors required, and parallel-connected transmitter / receiver wires allow for redundant detection, improving the reliability of off-the-shelf testing. Single-layer / same-side wiring avoids the risks of multi-layer stacking, crossing, or inter-layer short circuits, improving product yield. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0019] Figure 1 This is a tiled view of a steering wheel hands-off detection sensor pad according to an exemplary embodiment;

[0020] Figure 2 This is a simplified schematic diagram illustrating the wiring method of a wire within a single sensing area according to an exemplary embodiment;

[0021] Figure 3 yes Figure 1 Enlarged view of part A in the middle;

[0022] Figure 4a and Figure 4b This is a steering wheel off-hand detection sensor pad with three sensing areas, as shown in an exemplary embodiment;

[0023] Figure 5a , Figure 5b and Figure 5c This is a steering wheel off-hand detection sensor pad with four sensing areas, as shown in an exemplary embodiment. Detailed Implementation

[0024] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0025] To address the aforementioned technical problems, this disclosure provides a steering wheel hands-off detection sensor pad 100, which has multiple independent sensing areas. By dividing the hands-off detection sensor pad 100 into multiple independent sensing areas, the sensing area of ​​each sensing area is reduced, thereby decreasing the sensitivity to changes in the external environment (such as temperature fluctuations and humidity changes) and improving signal stability. The independent sensing areas can reduce the impact of electromagnetic interference (EMI) on the overall hands-off detection, improving noise immunity.

[0026] Furthermore, multiple independent sensing areas provide redundant detection. Even if one sensing area is interfered with, fails due to long-term wear or partial damage, other sensing areas can still maintain detection function and accurately determine the hands-off state, improving the reliability of the hands-off detection of the sensor pad 100. In addition, different sensing areas can be independently optimized for different steering wheel grip positions (such as 3 o'clock or 9 o'clock grip), improving adaptability to different driving habits.

[0027] The number and layout of the sensing areas can be adjusted according to different vehicle models or steering wheel sizes. In one optional embodiment, such as Figure 4a and 4b As shown, the steering wheel off-hand detection sensor 100 includes three independent sensing areas: a first sensing area 10, a second sensing area 20, and a third sensing area 30. The first sensing area 10 covers the upper left area of ​​the steering wheel, the second sensing area 20 covers the upper right area of ​​the steering wheel, and the third sensing area 30 covers the back area of ​​the steering wheel.

[0028] In another alternative embodiment, such as Figure 5a , 5b As shown in Figure 5c, the steering wheel off-hand detection sensor pad 100 includes four independent sensing areas: a first sensing area 10, a second sensing area 20, a third sensing area 30, and a fourth sensing area 40. The first sensing area 10 covers the upper left area of ​​the steering wheel, the second sensing area 20 covers the upper right area of ​​the steering wheel, the third sensing area 30 covers the lower left area of ​​the steering wheel, and the fourth sensing area 40 covers the lower right area of ​​the steering wheel.

[0029] Figure 1An exemplary tile diagram of a steering wheel hands-off detection sensor pad 100 with three sensing zones is shown. Figure 1 As shown, a single sensing area is provided with at least three transmitting wires Tx and at least two receiving wires Rx extending laterally along the steering wheel off-hand detection sensing pad 100.

[0030] The term "lateral" refers to Figure 1 As shown in the diagram, when the hand-off detection sensor 100 is actually wrapped around the steering wheel, "lateral" corresponds to the circumferential extension direction of the steering wheel (i.e., along the tangent direction of the steering wheel rim); "vertical" corresponds to... Figure 1 As shown in the diagram, when the hands-free detection sensor 100 is actually wrapped around the outside of the steering wheel, the "longitudinal" direction corresponds to the cross-sectional direction of the steering wheel (i.e., the radial direction from the center of the steering wheel to the outer edge).

[0031] Figure 2 for Figure 1 A simplified diagram of the wiring method, such as... Figure 2 As shown, there are four transmitting wires Tx extending horizontally, and three receiving wires Rx extending horizontally. Arranging multiple wires horizontally increases the coverage density of the sensing area, enhances the ability to identify the driver's hand position and contact area, and reduces missed detections or false alarms.

[0032] like Figure 2 and Figure 3 As shown, each transmitting wire Tx and receiving wire Rx includes a first end and a second end. The first end of the wire is connected to the wire harness connector 50 located at the starting end, while the second end of the wire is not connected to the wire harness connector 50.

[0033] On the one hand, the wire is connected to the wire harness connector 50 at only one end, which reduces the number of wire harness connectors 50 used, reduces complexity and cost, and is especially suitable for the layout of horizontal multi-wire conductors in this application. At the same time, it avoids the risk of bending or pulling caused by fixing both ends of the wire, and improves long-term reliability.

[0034] On the other hand, the transmitting wire Tx is connected to a high-frequency signal generator, which inputs a high-frequency AC signal to generate an alternating electric field around the wire. The receiving wire Rx is connected to a capacitor detection circuit to detect changes in the electric field.

[0035] The first end of the transmitting wire Tx is connected to the wire harness connector 50, which can provide a stable input signal to the transmitting wire Tx. The second end is a free end because it is not connected to the wire harness connector 50. The unconnected second end is in a high impedance state, which makes the second end of the transmitting wire Tx form a stronger edge electric field, and the electric field is easier to diffuse outward.

[0036] The first end of the receiving wire Rx is connected to the wire harness connector 50 to form a stable receiving area. The second end of the receiving wire Rx, which is not connected to the wire harness connector 50, is also in a high impedance state, making it more sensitive to changes in the electric field and enabling it to more effectively couple the electric field energy radiated by the transmitting wire Tx.

[0037] To further optimize the wiring method, the first ends of at least two transmitting wires Tx are electrically connected through the same wire harness connector 50, while the first ends of at least two receiving wires Rx are also connected through another independent wire harness connector 50.

[0038] like Figure 2 and Figure 3 As shown, the first ends of the transmitting wires Tx1, Tx2, and Tx3 share a single wire harness connector 51, and the first ends of the receiving wires Rx1 and Rx2 also share another wire harness connector 52. This integrated connection method not only significantly reduces the number of wire harness connectors used, but also greatly reduces the space occupied by the wiring, enabling the sensing pad 100 to achieve a more compact wiring layout.

[0039] All conductors within a single sensing area are arranged on the same support layer or on the same side of the same support layer. All conductors are in the same plane, ensuring that the electric field coupling path between the transmitting conductor Tx and the receiving conductor Rx is consistent, avoiding fluctuations in detection sensitivity caused by differences in interlayer distance. Simultaneously, this eliminates electric field distortion caused by vertical spacing in multi-layer arrangements, making the correlation between capacitance changes and the distance to the human hand more linear, facilitating algorithm calibration.

[0040] In addition, the thickness of a single layer is much smaller than that of multiple layers stacked together, and the wire layout can be completed in a single printing or embedding process, reducing the number of multi-layer alignment or lamination steps and significantly reducing production complexity and product defect rate.

[0041] In an optional embodiment, the number of longitudinally arranged wires is the same at any lateral position of the steering wheel hand-off detection sensor pad 100. Regardless of how the lateral position of the steering wheel changes (e.g., at the 3 o'clock, 6 o'clock, 9 o'clock, etc.), the number and arrangement of the longitudinal wires are exactly the same, ensuring consistent detection sensitivity across the entire circumference of the steering wheel.

[0042] For example, such as Figure 2 As shown, wire harness connectors 51 and 52 can be positioned in the middle of the sensing area. In this case, a longitudinal line L can be drawn along the vertical direction through which seven wires can pass, and the number of wires on both the left and right sides of wire harness connectors 51 and 52 is symmetrically distributed, with seven wires on each side. For example, Figure 2 If a vertical line L is drawn in the vertical direction as shown, then the number of wires passing through the vertical line L is 7. The number of wires on the left and right sides of the wire harness connector is the same.

[0043] Furthermore, depending on different needs, the wiring harness connector 50 can also be positioned at the rightmost end, leftmost end, or any other location within the sensing area. For example... Figure 1 As shown, the wire harness connector 50 of the first sensing area 10 is located at the rightmost end of the first sensing area 10, the wire harness connector 50 of the second sensing area 20 is located at the leftmost end of the second sensing area 20, and the wire harness connector 50 of the third sensing area 30 is located at the middle of the left end of the third sensing area 30.

[0044] Therefore, since the longitudinal wires are arranged in a regular and consistent manner and in the same number, the starting point of the wires and the installation position of the wire harness connector are not constrained by the actual shape of the steering wheel. Whether it is a round, D-shaped or other special-shaped steering wheel, the lead-out direction of the wire harness connector 50 (such as the inner side, outer side or end) can be freely and flexibly selected according to the actual shape of the steering wheel or the internal space, so as to adapt to the needs of different vehicle models, making the off-hand detection sensor pad 100 of the present invention highly versatile.

[0045] The transmitting wire Tx and the receiving wire Rx are arranged alternately in the longitudinal direction, with a preset interval between adjacent wires. Preferably, the preset interval ranges from 2mm to 7mm. More preferably, the preset interval can be 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, or 6.5mm, or any combination of the above values, or a range of preset intervals covering any of the above values. More preferably, the preset interval ranges from 4mm to 6mm. The alternating transmitting wire Tx and receiving wire Rx form a regular electric field, and a balanced capacitance change signal can be triggered by a hand approaching any position.

[0046] In an optional embodiment, each receiving conductor Rx and transmitting conductor Tx has no lateral back-back structure before reaching the end of a single sensing area. Here, "back-back structure" refers to the overlapping routing layout formed during lateral wiring. The term "no lateral back-back structure" means that the conductors can be routed in a straight line, or in a serpentine or wavy pattern (e.g., ...). Figure 1 and Figure 3 (As shown).

[0047] Before reaching the terminal of the sensing area, the wire extends in a single direction to avoid complex back-and-forth routing, reduce the risk of processing errors, and at the same time ensure a more regular electric field distribution between the transmitting wire Tx and the receiving wire Rx, avoiding local electric field distortion caused by the back-and-forth structure. The wires in the entire area have a consistent direction, and the capacitance change signal is more balanced when a person's hand approaches any position.

[0048] The non-returning structure prevents the wires from intertwining in a limited space, which not only reduces the number of bends in the steering wheel bending area and avoids the risk of breakage after long-term use, but also reduces crosstalk between the transmitting wire Tx and the receiving wire Rx.

[0049] In an alternative embodiment, the first end of all the wires can be connected to the wire harness connector 50 at the starting end, and the second end extends to the end of a single sensing area and does not turn back to the vicinity of the starting end, that is, the second end is gathered at the end position of the sensing area.

[0050] In an exemplary embodiment of this disclosure, the second ends of at least a plurality of transmitting wires Tx or receiving wires Rx extend laterally to the terminal of a single sensing area, and then fold back laterally to the starting end or a position near the starting end.

[0051] like Figures 1 to 3 In the embodiment shown, if the number of wires in the longitudinal direction remains unchanged, and the second ends of all the wires converge at the end of the sensing area, then 7 wires are required. However, by turning back at the end through the second ends of the wires, only 4 wires are needed.

[0052] Therefore, it can be seen that a single wire can achieve double longitudinal coverage by folding back at the end of the sensing area, forming an equivalent detection capability of "two wires" without the need for additional wires. While maintaining detection accuracy, it significantly reduces the total number of wires, thereby reducing the connection complexity of the wire harness connector and eliminating the signal timing deviation problem that may be caused by independent connection of multiple wires.

[0053] Furthermore, such as Figures 1 to 3 As shown, the receiving wire Rx1 is always laid on the outermost layer of all wires. When the receiving wire Rx1 turns back at its end in this sensing area, the turning angle is a large arc angle, rather than an acute angle, which effectively disperses the mechanical stress when the wire turns back and avoids wire breakage due to bending fatigue. Similarly, when the transmitting wire Tx3 turns back at its end in this sensing area, the turning angle is also a large arc angle.

[0054] In an alternative embodiment, the second end of at least one transmitting wire Tx or receiving wire Rx terminates at the end of a single sensing area, and the wire is located at the center of all wires in the longitudinal direction.

[0055] like Figure 2 As shown, the transmitting wires Tx1 and Tx2 are arranged at the longitudinal center of all the wires, making full use of the longitudinal space and the symmetry of the longitudinal space, so that the electric field distribution is more balanced, avoiding the formation of sharp bends at the end of the induction area, eliminating stress concentration points, and significantly extending the service life of the wires.

[0056] In an optional embodiment, the steering wheel off-hand detection sensor 100 includes a capacitance monitoring module, a data processing module, and a contact determination module.

[0057] The capacitance detection module is configured to: establish the initial capacitance reference value of each sensing area in the state of an empty steering wheel, and detect the real-time capacitance value of each sensing area due to contact behavior.

[0058] The data processing module is configured to: calculate the difference between the real-time capacitance value of each sensing area and the corresponding initial capacitance reference value, obtain the capacitance increment of each sensing area, and accumulate the capacitance increments of at least two sensing areas to generate a comprehensive capacitance variable Ct.

[0059] The contact determination module is configured to compare the comprehensive capacitance variable Ct with the preset contact threshold Cth. When Ct≥Cth, it is determined that there is contact behavior between the occupant and the steering wheel.

[0060] Specifically, such as Figure 4a and 4b As shown, the steering wheel off-hand detection sensor 100 includes three sensing areas. First, the capacitance increments of the first sensing area 10, the second sensing area 20, and the third sensing area 30 are calculated respectively. Figure 4a In this process, the capacitance increments of the three sensing areas can be added together (as shown by the dashed line) to generate a combined capacitance variable Ct for the three sensing areas. This combined capacitance variable Ct is then compared with a preset contact threshold Cth. Only when Ct ≥ Cth is it determined that there is contact between the occupant and the steering wheel.

[0061] exist Figure 4b In this process, the capacitance increments of the first sensing area 10 and the second sensing area 20 can be added together to generate a combined capacitance variable Ct1 for the two sensing areas, while the capacitance increment of the third sensing area 30 is a separate combined capacitance variable Ct2. The combined capacitance variables Ct1 and Ct2 are compared with a preset contact threshold Cth. If either the combined capacitance variable Ct1 or Ct2 is greater than or equal to Cth, it is determined that there is contact behavior between the occupant and the steering wheel.

[0062] Similarly, such as Figure 5a As shown, the capacitance increments of the four sensing regions are added together to form the combined capacitance variable Ct of the four sensing regions.

[0063] like Figure 5b As shown, the capacitance increments of the first sensing region 10 and the second sensing region 20 are added together to form a comprehensive capacitance variable Ct1, and the capacitance increments of the third sensing region 30 and the fourth sensing region 40 are added together to form a comprehensive capacitance variable Ct2.

[0064] like Figure 5cAs shown, the capacitance increments of the third sensing region 30 and the fourth sensing region 40 are added together to form the comprehensive capacitance variable Ct3.

[0065] It should be noted that, Figures 4a to 5c The summation of capacitance increments for each sensing region shown is merely exemplary and not intended to limit the scope of protection of this disclosure. For example, in Figure 5c Alternatively, the capacitance increments of the first sensing region 10 and the third sensing region 30 can be combined, or the capacitance increments of the first sensing region 10, the second sensing region 20 and the third sensing region 30 can be combined, which will not be explained in detail here.

[0066] Based on the same inventive concept, this disclosure provides a steering wheel. The specific manner in which the functions of the steering wheel are implemented has been described in detail in the embodiments relating to the steering wheel off-hand detection sensor pad 100, and will not be elaborated here.

[0067] It is understood that in this disclosure, "multiple" refers to two or more, and other quantifiers are similar. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. The singular forms "a," "the," and "the" are also intended to include the plural forms unless the context clearly indicates otherwise.

[0068] It is further understood that the terms "first," "second," etc., are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from one another and do not indicate a specific order or degree of importance. In fact, the expressions "first," "second," etc., are completely interchangeable. For example, without departing from the scope of this disclosure, a first structure can also be called a second structure, and similarly, a second structure can also be called a first structure.

[0069] It is further understood that the terms "longitudinal", "lateral", "front", "rear", "up", "down", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this embodiment and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation.

[0070] It can be further understood that, unless otherwise specified, "connection" includes both direct connections where no other components exist between the two parties and indirect connections where other components exist between them.

[0071] It is further understood that although operations are described in a specific order in the accompanying drawings in the embodiments of this disclosure, this should not be construed as requiring these operations to be performed in the specific order or serial order shown, or requiring all of the shown operations to be performed to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous.

[0072] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following scope of claims.

[0073] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A steering wheel off-hand detection sensor pad (100), comprising multiple independent sensing areas, characterized in that, Each of the sensing areas is provided with at least three transmitting wires (Tx) and at least two receiving wires (Rx) extending laterally along the steering wheel off-hand detection sensing pad (100). Each of the transmitting wires (Tx) and the receiving wires (Rx) includes: a first end connected to a wiring harness connector (50) located at the starting end; and a second end not connected to the wiring harness connector (50). The first ends of at least two of the transmitting wires (Tx) are electrically connected together by a wire harness connector (51), the first ends of at least two of the receiving wires (Rx) are electrically connected together by another wire harness connector (52), and all wires in a single sensing area are arranged on the same support layer or on the same side of the same support layer.

2. The steering wheel off-hand detection sensor pad (100) according to claim 1, characterized in that, At any position laterally on the steering wheel off-hand detection sensor pad (100), the number of wires arranged longitudinally is the same, and the transmitting wire (Tx) and the receiving wire (Rx) are arranged alternately in the longitudinal direction, with a preset interval between adjacent wires.

3. The steering wheel off-hand detection sensor pad (100) according to claim 2, characterized in that, Each of the receiving wires (Rx) and the transmitting wires (Tx) has no lateral folding structure before reaching the end of a single sensing area.

4. The steering wheel hand-off detection sensor pad (100) according to claim 3, characterized in that, After the second ends of at least a plurality of the transmitting wires (Tx) or the receiving wires (Rx) extend laterally to the terminal of a single sensing area, they fold back laterally to the starting end or a position near the starting end.

5. The steering wheel off-hand detection sensor pad (100) according to claim 3, characterized in that, At least one of the transmitting wires (Tx) or receiving wires (Rx) terminates at the end of a single sensing area, and the wire is located at the center of all the wires in the longitudinal direction.

6. The steering wheel off-hand detection sensor pad (100) according to claim 2, characterized in that, The preset interval ranges from 2mm to 7mm.

7. The steering wheel off-hand detection sensor pad (100) according to claim 1, characterized in that, include: The capacitance monitoring module is configured to: establish an initial capacitance reference value for each sensing area in the state of an empty steering wheel, and detect the real-time capacitance value of each sensing area due to contact behavior. The data processing module is configured to: calculate the difference between the real-time capacitance value of each sensing area and the corresponding initial capacitance reference value, obtain the capacitance increment of each sensing area, and accumulate the capacitance increments of at least two sensing areas to generate a comprehensive capacitance variable (Ct). The contact determination module is configured to compare the comprehensive capacitance variable (Ct) with a preset contact threshold (Cth), and determine that there is contact behavior between the occupant and the steering wheel when Ct≥Cth.

8. The steering wheel off-hand detection sensor pad (100) according to claim 7, characterized in that, The steering wheel off-hand detection sensor pad (100) includes at least a first sensing area (10), a second sensing area (20), and a third sensing area (30); The first sensing area (10) covers the upper left area of ​​the steering wheel, the second sensing area (20) covers the upper right area of ​​the steering wheel, and the third sensing area (30) covers the back area of ​​the steering wheel.

9. The steering wheel off-hand detection sensor pad (100) according to claim 7, characterized in that, The steering wheel off-hand detection sensor pad (100) includes a first sensing area (10), a second sensing area (20), a third sensing area (30), and a fourth sensing area (40); The first sensing area (10) covers the upper left area of ​​the steering wheel, the second sensing area (20) covers the upper right area of ​​the steering wheel, the third sensing area (30) covers the lower left area of ​​the steering wheel, and the fourth sensing area (40) covers the lower right area of ​​the steering wheel.

10. A steering wheel, characterized in that, Includes a steering wheel off-hand detection sensor pad (100) as described in any one of claims 1-9.

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