Hand control element for a vehicle

Abstract

Hand control element (120, 150) for a two-track vehicle, wherein - the hand control element (120, 150) comprises a movable element that can be operated by a driver of the vehicle while driving with one or more fingers of a first hand; - the hand-held control element (120, 150) is configured to detect a continuously variable deflection of the movable element within a predefined deflection range; - the manual control element (120, 150) is designed to cause a deceleration or acceleration of the vehicle corresponding to the detected deflection, depending on the detected deflection; - the movable element comprises a plurality of mutually isolated sensors (124 - 129, 154 - 159) which can be actuated by the driver using the fingers of the first hand, wherein a force in a common force direction is to be applied to deflect the movable element and to actuate the plurality of sensors (124 - 129, 154 - 159), and wherein a force threshold for deflecting the movable element is greater than a force threshold for actuating the plurality of sensors (124 - 129, 154 - 159); - the manual control element (120, 150) is configured to detect an actuation of at least one of the plurality of sensors (124 - 129, 154 - 159) and, depending on the at least one actuated sensor, to trigger a vehicle function influencing the speed of the vehicle; and - the hand control element (120, 150) is designed to be fastened to a steering wheel (110) of the vehicle, so that the driver can hold the steering wheel (110) with the middle hand of the first hand and at the same time can actuate the hand control element (120, 150) with one or more fingers of the first hand.

Description

[0001] The invention relates to a hand control element for a vehicle. In particular, the invention relates to a hand control element that enables intuitive and movement-efficient control of a variety of vehicle functions.

[0002] In conventional motor vehicles, the driver controls the vehicle's longitudinal guidance using a foot pedal, namely vehicle acceleration by operating the accelerator pedal and vehicle deceleration by operating the brake pedal. Historically, the acceleration of a motor vehicle via foot operation of an accelerator pedal is due to the fact that a mechanical Bowden cable was previously required between the control element and the combustion engine. Nowadays, the engine is typically controlled using the drive-by-wire concept, whereby the vehicle accelerates without mechanical power being transmitted from the accelerator pedal to the control elements (e.g., the throttle valves) of the vehicle engine. In a similar way to vehicle acceleration, the vehicle can now also decelerate by controlling the vehicle brakes using the drive-by-wire concept.

[0003] Manually operated throttle or handbrake controls allow the vehicle to be accelerated or decelerated in the same way as operating an accelerator or brake pedal. The hand control(s) can be installed, for example, near the steering wheel of a four-wheeled vehicle.

[0004] In addition to direct control of acceleration and deceleration by the driver, today's vehicles have a variety of options for controlling or regulating vehicle speed. For example, automatic cruise control allows the vehicle's speed to be set to a speed specified by the driver. This also includes adaptive cruise control (ACC), which allows the vehicle to be automatically controlled at a desired speed or a correspondingly lower speed while maintaining a specified distance from a vehicle ahead.In principle, cruise control, which maintains a certain preset set speed, is expanded to include an additional distance function, making the use of this type of adaptive cruise control possible even in heavy motorway and country road traffic. This so-called adaptive cruise control, like simple cruise control, maintains the preset set speed when the driver's lane is clear (clear lane). If a distance sensor mounted on the vehicle detects a vehicle ahead, the driver's speed is adjusted to the speed of the vehicle ahead as part of a so-called follow-through control, for example by initiating an appropriate braking torque, in such a way that a distance control function included in the adaptive cruise control automatically maintains a situation-appropriate distance from the vehicle ahead (follow-through).

[0005] Typically, an automatic cruise control system includes a control element for setting the set speed (i.e., the target speed) for the cruise control, such as a steering column stalk. For example, operating the control element sets the current speed as the cruise control's set speed. Moving the control element in a certain direction can increase the set speed, while moving it in the opposite direction can decrease the set speed.

[0006] Furthermore, vehicles today can feature a so-called coasting function, which enables the most energy-efficient driving possible at a constant vehicle speed. For example, when the vehicle is rolling, the vehicle's drive (especially the combustion engine) can be switched off, allowing the vehicle to glide without any propulsion and in an energy-efficient manner. The vehicle's coasting function can typically be activated or deactivated by operating a switch in the vehicle.

[0007] FR 2 845 962 A1 describes a control device for operating a motor vehicle in the manner of a joystick. The control device comprises at least one pivotable control element, which is operated by the driver via a handle. The handle is mounted about a transverse tilt axis, with a braking function being controlled by a longitudinal forward force and an acceleration function by a longitudinal rearward force. A change in the direction of movement of the motor vehicle can be effected by pivoting the control element to the right or left. In addition, further control elements are arranged on the control element, which control functions such as acceleration, braking, or gear shifting.

[0008] DE 39 01 649 A1 describes a device for controlling an agricultural vehicle. The device comprises a multifunction handle equipped with a plurality of actuating switches and a hand throttle lever to which the multifunction handle is permanently connected.

[0009] DE 10 2005 052 492 A1 describes a vehicle with an engine, with a steering wheel, and with a plurality of actuating elements arranged on the steering wheel, which interact with the engine in such a way that actuation of a first actuating element triggers a positive acceleration, and actuation of a second actuating element triggers a negative acceleration of the vehicle.

[0010] DE 100 10 747 A1 describes a multifunction control element for operating a system for automatic distance control and / or cruise control of a motor vehicle. The multifunction control element comprises a first control element for setting and changing a target speed in a first direction, a second control element for changing the target speed in a second direction, and a third control element for activating and deactivating the automatic distance control and / or cruise control.

[0011] DE 41 12 335 A1 describes a device for controlling the speed of a vehicle, which comprises a control element operable by the driver for specifying various operating modes. A computer system influences an actuating device in accordance with a predetermined operating mode. The computer system includes means that, upon successive, brief actuation of the control element, derive speed changes from the time interval between the actuations, in the sense of a change in distance to an actual or fictitious object traveling ahead.

[0012] This document describes a hand control element for a vehicle which enables a driver to control the various speed and / or drive-related control functions of the vehicle in a comfortable, intuitive, safe and movement-efficient manner.

[0013] According to one aspect, a hand control element for a two-track vehicle (e.g., an automobile) is described. The hand control element comprises a movable element that can be actuated by a driver of the vehicle while driving using one or more fingers of a first hand. In particular, the movable element can be movable about an axis. Typically, a restoring force acts on the movable element to counteract deflection of the movable element. The hand control element is configured to be attached to a steering wheel of the vehicle such that the driver can hold the steering wheel with the middle hand of the first hand and, at the same time, can actuate the hand control element, and in particular the movable element, with one or more fingers of the first hand.

[0014] The hand-held control element can be configured to detect a continuously variable deflection of the movable element within a predefined deflection range. Furthermore, the hand-held control element can be configured to cause a deceleration or acceleration of the vehicle corresponding to the detected deflection, depending on the detected deflection. A continuous relationship can exist between deflections in the deflection range and decelerations or accelerations in a deceleration range or an acceleration range. Thus, the hand-held control element can be used to decelerate or accelerate the vehicle in a manner similar to a brake pedal or accelerator pedal of a vehicle.

[0015] The movable element may comprise a plurality of mutually isolated sensors that can be actuated by the driver using the fingers of the first hand (e.g., while the driver holds the steering wheel with the middle hand of the first hand). The plurality of sensors may comprise, for example, one or more force-sensitive resistors, e.g., force-sensing resistors (FSRs), and / or one or more rotary dials.

[0016] To deflect the movable element and to actuate the plurality of sensors, a force may be applied in a common direction. This means that the force required to deflect the movable element and the force required to actuate (each of) the plurality of sensors may have a component in a common direction. However, a force threshold for deflecting the movable element may be greater than a force threshold for actuating the plurality of sensors, so that the plurality of sensors can be actuated without deflecting the movable element (and thus causing deceleration or acceleration of the vehicle).

[0017] The hand-held control element can be configured to detect actuation of at least one of the plurality of sensors and, depending on the at least one actuated sensor, to trigger a vehicle function that influences the speed of the vehicle. The vehicle function can be a function that influences the longitudinal guidance of the vehicle. In particular, the vehicle function can be an automatic cruise control function (e.g., a set function, a resume function, a cancel function). In other words, the vehicle function that influences the speed of the vehicle can comprise a control function for automatic cruise control of the vehicle. Alternatively or additionally, the vehicle function that influences the speed of the vehicle can comprise activation and / or deactivation of a coasting function of the vehicle.

[0018] The movable element can have a front side facing the driver and a rear side facing away from the driver. The deflection of the movable element can be caused by pressing on the rear side of the movable element in the common direction of force. In particular, the fingers of the first hand can be pulled to press on the rear side of the movable element. The aforementioned plurality of sensors can be arranged on the rear side of the movable element.

[0019] Furthermore, the movable element can comprise one or more mutually isolated sensors on the front. These sensors can also be used to trigger a vehicle function that influences the vehicle's speed. To actuate the one or more mutually isolated sensors on the front, it may be necessary to apply a force that has no component in the common force direction. This makes it possible to use sensors on the front that can be actuated with a higher force threshold (since unwanted deflection of the movable element is not possible).

[0020] The movable element may further comprise one or more sides on which the movable element comprises sensors. In particular, the movable element may comprise one or more rotary wheels on the one or more sides. The one or more rotary wheels may enable a rotary actuation and a push actuation, by which different vehicle functions influencing the speed of the vehicle can be triggered.

[0021] The plurality of sensors can comprise a group of at least three adjacent sensors. The hand-held control element can further comprise means for guiding one or more fingers of the first hand along the group of sensors. The hand-held control element can be configured to trigger a first function upon actuation of two adjacent sensors of the group within a predefined time interval, and to trigger a second function upon actuation of at least three adjacent sensors of the group within the predefined time interval. Furthermore, the hand-held control element can be configured to determine an order in which the sensors of the group are actuated. The triggered first and second functions can depend on the determined order. In particular, the first function can comprise increasing or decreasing a set speed of an automatic cruise control system of the vehicle by a first amount.The second function may involve increasing or decreasing the set speed of the vehicle's automatic cruise control by a second amount. The first amount is typically smaller than the second amount. This allows changes to the set speed to be effected in a simple and ergonomic manner.

[0022] The hand-held control element can be configured to determine a first point in time at which at least one of the plurality of sensors is actuated. Furthermore, the hand-held control element can be configured to determine that the movable element is deflected (within the deflection range) at a second point in time. The hand-held control element can be configured to prevent the triggering of the vehicle function corresponding to the at least one actuated sensor if the period between the first point in time and the second point in time is less than or equal to a predefined disambiguation period.

[0023] As already explained above, the plurality of sensors may include a rotary dial. The vehicle function triggered by the rotary dial (in particular, the extent of an increase or decrease in the setting speed) may depend on the speed and / or direction of the rotary dial's operation.

[0024] According to a further aspect, a steering wheel unit (e.g. for a two-track vehicle) is described, which comprises a steering wheel and at least one of the hand controls described in this document. The steering wheel unit can further comprise one or more sensors on the front of the steering wheel, e.g. in the immediate vicinity of a hand control. The one or more sensors on the front of the steering wheel can be arranged such that they can be actuated with a finger (e.g. the thumb) of the driver's first hand, without the first hand having to be removed from the hand control. In other words, the one or more sensors on the front of the steering wheel can be arranged such that they and one or more sensors on the hand control can be operated simultaneously.

[0025] According to a further aspect, a two-track vehicle (e.g., a motor vehicle) is described which comprises at least one of the hand controls described in this document.

[0026] The vehicle comprises a steering wheel which, on a first (e.g., the left) side, has a first connection between a center point and a ring of the steering wheel and, on a second (e.g., the right) side, a second connection between the center point and the ring of the steering wheel. The vehicle can have a first hand-held control element on the first connection and a second hand-held control element on the second connection. By deflecting the movable element of the first hand-held control element, deceleration of the vehicle can be brought about, and by deflecting the movable element of the second hand-held control element, acceleration of the vehicle can be brought about. By actuating the plurality of sensors of the first hand-held control element, the same vehicle functions can be triggered as by actuating the corresponding plurality of sensors of the second hand-held control element. This enables flexible operation for right-handed and left-handed users.

[0027] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described in this document can be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

[0028] The invention will be described in more detail below using exemplary embodiments. Fig. 1 a steering wheel with exemplary hand controls; and Fig. 2a and Fig. 2b a steering wheel with further exemplary hand controls.

[0029] Fig. 1 shows a steering wheel 110 of a two-track vehicle (e.g., an automobile). The steering wheel 110 comprises a steering wheel rim 114, which is connected to a center portion 118 of the steering wheel 110 via a plurality of connections 115, 116, and 117 (also referred to as spokes). Hand controls 120, 150 are located at the connections 115, 116, and 117 between the steering wheel rim 114 and the center portion 118. For example, the hand control 120 can be used to accelerate the vehicle (as an alternative or in addition to the accelerator pedal), and the hand control 150 can be used to decelerate the vehicle (as an alternative or in addition to the brake pedal) (or vice versa). For example, the hand control 150 is located on the upper side of the left connection 115, while the hand control 120 is located on the upper side of the right connection 116.

[0030] The control elements 120, 150 are designed as steering wheel paddles similar to a steering wheel shift paddle for gear selection, whereby the hands can remain on the steering wheel to operate the steering wheel paddles 120, 150. The steering wheel paddles 120, 150 are levers with respective axes 112, 113, each of which can be pulled toward the driver by pressing the back with the fingers. These can be movable levers or travel-free levers.

[0031] In the following, it is assumed that the hand control element 150 is configured to accelerate the vehicle, and that the hand control element 120 is configured to decelerate the vehicle. For acceleration, the hand control element 150 in the form of the steering wheel paddle can be activated by pressing the rear side of the paddle 150 facing away from the driver with one or more fingers of the assigned hand (in Fig. 1 of the left hand) toward the driver. The acceleration depends on the force exerted when pressing or pulling the hand control. Similar to an accelerator pedal, the acceleration depends on the deflection of the control element 150.

[0032] To decelerate the vehicle, the hand control element 120 is activated by pressing the back of the paddle 120 facing away from the driver with one or more fingers of the assigned hand (in Fig. 1 of the right hand) towards the driver.

[0033] The Fig. The hand controls 120, 150 shown in Figure 1 comprise a plurality of discrete sensors 121-132, 151-162. These sensors can be, for example, touch sensors and / or pressure sensors. In particular, the sensors 121-132, 151-162 can be sensors configured to detect a touch whose force is smaller than the force required to deflect the hand control 120, 150 and thus cause acceleration or deceleration of the vehicle. In other words, the force threshold for triggering the sensors 121 - 132, 151 - 162 is typically lower than the force threshold for actuating the paddle 120, 150. This ensures that the sensors 121 - 132, 151 - 162 can be actuated without the paddles 120, 150 being actuated.

[0034] In the Fig. In the example shown in Figure 1, sensors 121-132 and 151-162 are FSR (Force Sensing Resistors) sensors, which are designed to change an electrical line resistance under pressure. In other words, sensors 121-132 and 151-162 can be force-sensitive resistors. Such sensors are robust against dirt and interference. Furthermore, such sensors can also be operated with wet fingers or while wearing gloves. This makes such sensors advantageous over other touch-sensitive sensors, such as touchscreens, which do not guarantee reliable activation when dirty, wet, and / or when wearing gloves.

[0035] The hand control 120 in Fig. 1 includes a plurality of sensors 121-132 on the front (as shown on the steering wheel 110), on the rear 181, on the top 183, on the outer right side 184, and / or on the bottom 182. Further embodiments of the hand control 120 include any selection of the sensors 121-132. Isolated sensors, such as sensors 121, 123, 124, 130, 131, 132, can be used to select specific functions by actuating individual sensors. Adjacent groups of sensors, such as sensors 125, 126, 127 or sensors 126, 128, 129, can trigger specific functions by actuating the sequence of sensors. To facilitate the sequential actuation of a group of sensors, the groups of sensors can be arranged in guide recesses 140 or delimited by guide walls 140.

[0036] As already explained above, the rocker switch around the joint 112 of the hand control 120 can be used as an acceleration or deceleration control, with force feedback typically being provided continuously to the actuating position. The force / movement pulling toward the driver's side is interpreted as an acceleration or deceleration request. This acceleration or deceleration request can be detected by changes in the force and / or position of the rocker switch of the hand control 120.

[0037] As in Fig. As shown in Figure 1, touch-sensitive sensors 121 - 132 can be placed on the rocker, such as force-sensitive resistors (FSR), which are typically robust against dirt and interference.

[0038] After controlling acceleration or deceleration via the rocker switch of the hand control 120, the driving speed is only temporarily changed during ACC or HAF (semi-automatic driving) operation. This means that after actuating the rocker switch, a previously set SET speed (V_set) is typically further controlled by the ACC or HAF function. After actuating the rocker switch, the driver can, for example, "swipe over" sensors 130, 131. This allows the current speed of the vehicle to be adopted by the ACC or HAF system as the new set speed V_set (i.e., as the new set speed). The sensors 130, 131 can be positioned such that the sensors 130, 131 are not inadvertently touched and thus triggered when the rocker switch is actuated (pulled). This can be achieved, for example, by placing the sensors 130, 131 in a recess on the right-hand side wall 184 of the hand control element 120.The recess prevents accidental triggering of the sensors 130, 131. At the same time, the recess provides a guide that makes it easier to swipe a finger over the sensors 130, 131.

[0039] On the back 181 of the hand control element 120, a group of at least three adjacent sensors 125, 126, 127 can be configured to detect a vertical finger movement across the group of sensors 125, 126, 127. The group of sensors 125, 126, 127 can be arranged in a guide recess or along a guide wall 140 to facilitate sweeping over the sensors 125, 126, 127. Sweeping over two adjacent sensors 125, 126 (within a predetermined time interval) upwards can mean an increase in the set speed V_set by +1 km / h, and sweeping over two adjacent sensors 125, 126 downwards (within a predetermined time interval) can mean a decrease in the set speed V_set by -1 km / h.Sweeping three adjacent sensors 125, 126, 127 upwards (within a predetermined time interval) may mean an increase in the set speed V_set by + 10 km / h, and sweeping three adjacent sensors 125, 126, 127 downwards (within a predetermined time interval) may mean a decrease in the set speed V_set by -10 km / h.

[0040] A similar principle can apply to other groups of sensors. A movement across a reduced group of sensors can initiate a relatively small increase / decrease (e.g., + / - 1 times a base value), and a movement across a larger group of sensors can initiate a relatively large increase / decrease (e.g., + / - 10 times the base value).

[0041] In Fig. 1, the hand control element 120 also includes a group of sensors 126, 128, 129 in the transverse direction. This group of sensors can be used, for example, to detect the driver's desire to change lanes to the left or right, to turn, or to overtake (e.g., during (partially) automated driving, HAD). Consequently, the group of sensors 126, 128, 129 can be used for lateral guidance of the vehicle.

[0042] Sensor 123 is located on the upper side 183 of the hand control 120, thus ensuring that the driver will not accidentally activate it (e.g., when operating the rocker switch). Therefore, sensor 123 is suitable, for example, for switching the ACC or HAF function on / off.

[0043] The sensor 124 on the back 181 of the hand control 120 can trigger the RES function (ie the resume function) during ACC operation, which ensures that a stored set speed V_set is again controlled by the vehicle.

[0044] The sensor 132 on the underside 182 of the hand control element 120 can be used to set the time gap (ie the target distance) to the vehicle in front during ACC.

[0045] The sensors 151 - 162 of the (left) hand control element 150 can be assigned the same or corresponding functions as the corresponding sensors 121 - 132 of the (right) hand control element 120. This means that the functions can be made available to a left-handed or a right-handed person as required.

[0046] The sensors 121, 151 on the front of the hand controls 120, 150 can be used for manual gear shifting. In particular, the sensor 151 on the left side can be used for downshifting and the sensor 121 on the right side for upshifting (or vice versa). This allows the vehicle's acceleration to be changed as needed.

[0047] In summary, the hand control 120 enables the control of the (longitudinal) guidance functions of an ACC system and a temporary acceleration / deceleration override to be integrated into a single control 120. In other words, the hand control 120 enables the control of the essential functions for adjusting the vehicle speed via a single hand control. This enables comfortable, intuitive, and motion-effective driving. The use of discrete actuation sensors, such as FSR sensors, ensures reliable actuation. In particular, such sensors are less susceptible to contamination and interference than other actuation sensors, such as capacitive touchpads. Furthermore, such sensors are more cost-effective, space-saving, and lighter than touchpads.

[0048] It was suggested above to use an isolated sensor 124, 154 on the right hand control element 120 and / or on the left hand control element 150 for the so-called RES function, i.e., the resume function. The RES function allows a stored speed to be reset as the set speed V_set. The vehicle is then accelerated or decelerated until the newly set speed V_set is reached. Another function in automatic cruise control is the cancel function, which can be used to delete a currently set speed V_set.

[0049] The resume function and the cancel function can be assigned in various ways to the sensors 121 - 132, 151 - 162 of the hand controls 120, 150.

[0050] For example, one or more of the sensors 151-162 of the left hand control element 150 can be assigned to the cancel function, and one or more of the sensors 121-132 of the right hand control element 120 can be assigned to the resume function (or vice versa). For example, the driver can trigger the cancel function by pressing or touching at least one of the sensors 159, 158, 154, 153, 160 / 161, 162. Similarly, the driver can trigger the resume function by pressing or touching at least one of the sensors 129, 128, 124, 123, 130 / 131, 132.

[0051] Alternatively, one or more of the sensors 151-162 of the left hand control element 150 and one or more of the sensors 121-132 of the right hand control element 120 can be assigned the same functions. For example, the driver can trigger the cancel function by pressing or touching at least one of the sensors 158, 154, 153, 162 and trigger the resume function by pressing or touching sensor 151. Similarly, the driver can trigger the cancel function by pressing or touching at least one of the sensors 128, 124, 123, 132 and trigger the resume function by pressing or touching sensor 121.

[0052] Alternatively, the driver could trigger the cancel function by pressing or touching the sensor 151 and trigger the resume function by pressing or touching the sensor 152 (on the front of the steering wheel 110).

[0053] At the same time, the driver could trigger the cancel function by pressing or touching sensor 121 and trigger the resume function by pressing or touching sensor 122 (on the front of the steering wheel 110). Thus, sensor 121 (on the front of the right hand control 120) and sensor 122 (on the front of the steering wheel 110, e.g., on the right connection or spoke 116 of the steering wheel 110) can form a sensor pair with which a pair of related functions (e.g., resume and cancel functions) can be efficiently triggered. The same applies to sensor 151 (on the front of the left hand control 150) and sensor 152 (on the front of the steering wheel 110, e.g., on the left connection or spoke 115 of the steering wheel 110).

[0054] As a further alternative, the driver could trigger the cancel function by pressing or touching sensors 160 / 161 and the resume function by pressing or touching at least one of sensors 151, 154, 153, 162 (or vice versa). At the same time, the driver could trigger the cancel function by pressing or touching sensors 130 / 131 and the resume function by pressing or touching at least one of sensors 121, 122, 124, 123, 132 (or vice versa).

[0055] One or more (e.g. two) sensors (e.g. sensors 123, 132, 153 and / or 162) may be used to adjust the distance (time gap) to the vehicle in front.

[0056] As already explained above, the ACC function or the vehicle guidance assistance function (ie the HAF function) can be switched on and off via one or more sensors (e.g. sensors 123, 132, 153 and / or 162) which are placed in a location that is not easily accessible in order to reduce the risk of incorrect operation.

[0057] Another aspect of the ACC function is setting a target speed (i.e., setting a set speed). When automatic cruise control is switched on, the vehicle's speed can be temporarily changed (e.g., increased) by operating the rocker switch of the hand-held control element 120, 150. After the rocker switch has been operated, the vehicle speed typically returns to a stored and preset SET speed (V_set). However, the driver can perform an operation via the sensors 121-132, 151-162 of one or more hand-held controls 120, 150 so that the current vehicle speed is adopted by the control system as the new set speed V_set.

[0058] For example, a new set speed V_set can be set by pressing or touching one or more of the sensors 124, 132, 121, or 123 (or 154, 162, 151, or 153). Alternatively or additionally, a new set speed V_set can be set by pressing or touching one or more of the lateral sensors 130 or 131 (or 160 or 161). Alternatively or additionally, a new set speed V_set can be set by swiping across the group of sensors 125, 126, 127 (or 155, 156, 157) immediately after actuating the rocker switch of a manual control element 120, 150 to accelerate the vehicle. As already explained above, the group of sensors 125, 126, 127 (or 155, 156, 157) can be used to increase or decrease the target speed V_set.

[0059] As already explained, the group of sensors 125, 126, 127 (or 155, 156, 157) can be separated from sensor 124 (or 154), for example, by a recessed surface / edge 140. This allows the driver to haptically sense, without visual contact, which area (e.g., sensors 125, 126, 127) of the hand control 120, 150 is responsible for setting the speed and which area (e.g., sensor 124) is responsible for the SET function.

[0060] As explained above, some vehicles have a so-called coasting function, in which the vehicle coasts without propulsion, thus moving in an energy-efficient manner. Sensors 121-132, 151-162 of the hand controls 120, 150 can also be used to control the coasting function (for example, when the automatic cruise control is not active or not in operation). This means that, especially when the cruise control is not in operation or not active, the associated sensors can be used to terminate or switch over the coasting function early or as appropriate for the situation.

[0061] For example, sensor 151 of hand control 150 can be used to terminate the sailing function, and sensor 121 of hand control 120 can be used to (re)activate the sailing function (or vice versa). Alternatively or additionally, any one or more sensors of the left hand control 150 can be used to terminate the sailing function, and any one or more sensors of the right hand control 120 can be used to (re)activate the sailing function (or vice versa).

[0062] Alternatively or additionally, the rocker switch of the hand controls 120, 150 can be used to control the sailing function. For example, the sailing function can be terminated by pressing or pulling the rocker switch of the left hand control 150, and the sailing function can be (re)activated by pressing or pulling the rocker switch of the right hand control 120 (or vice versa).

[0063] The hand controls 120, 150 thus provide a simple way to deactivate and reactivate the coasting function. The points to be operated on the hand controls 120, 150 are ergonomically located near the steering wheel 110. Furthermore, the described form of control of the coasting function is intuitive, since the coasting function represents a function of the vehicle's longitudinal guidance and since the hand controls 120, 150 are already used for other functions of the vehicle's longitudinal guidance.

[0064] Fig. 2a and Fig. 2b show the use of rotary wheels 221, 226, 230 on the right hand control element 120. The Fig. 2a and Fig. 2b can also be used on a left-hand control element 150. In addition, the rotary wheels can be used in combination with one or more of the Fig. 1. The rotary wheels 221, 226, 230 can be rotary wheels such as those used in a computer mouse. In particular, the rotary wheels 221, 226, 230 can be configured to detect a rotational movement in a forward and / or reverse direction. Furthermore, the rotary wheels 221, 226, 230 can be configured to detect a pressing movement toward an axis of the corresponding rotary wheel.

[0065] Turning the rotary wheel 221, 226 upwards or swiping it upwards with a finger can increase the SET speed (V_set). Depending on the rotation speed, V_set can be increased by +1 km / h or +10 km / h. Similarly, turning the rotary wheel 221, 226 downwards or swiping it downwards with a finger can decrease the SET speed (V_set). Depending on the rotation speed, V_set can be decreased by -1 km / h or -10 km / h. The rotary wheel for changing the target speed can be positioned at the position of sensor 121 (rotary wheel 221) and / or at the position of the group of sensors 125, 126, 127 (rotary wheel 226).

[0066] As in Fig.As shown in Figure 2b, alternatively or additionally, a rotary wheel 230 can be arranged on the side 184 of the hand-held control element 120. A lateral position is particularly advantageous because the push function of the rotary wheel 230 can be used here without running the risk of the rocker switch of the hand-held control element 120 being actuated when the rotary wheel 230 is pressed. In addition, further functions can be triggered by pressing the rotary wheel 230. For example, pressing the rotary wheel 230 can cause the current driving speed to be adopted as the set speed V_set. Alternatively, pressing the rotary wheel 230 can be interpreted as confirmation of a speed suggested by the system or as the use of an old, stored speed (e.g., as a resume function).

[0067] The force required to operate a rotary wheel is typically low, making operation using a rotary wheel generally comfortable. The use of a rotary wheel 221, 226 on the hand control 120 enables the control of acceleration / deceleration and the setting of other speed controls on a single control. This enables intuitive operation for longitudinal guidance of a vehicle. By using one or more rotary wheels on the side of the hand control 120, a clear separation of the operating movement of the rotary wheel 230 from the operating movement of the rocker switch of the hand control 120 can be achieved. This avoids unwanted interference between the acceleration / deceleration setting and the speed setting.

[0068] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended only to illustrate the principle of the proposed methods, devices, and systems.

Claims

[1] Hand control element (120, 150) for a two-track vehicle, wherein - the hand control element (120, 150) comprises a movable element that can be operated by a driver of the vehicle while driving with one or more fingers of a first hand; - the hand-held control element (120, 150) is configured to detect a continuously variable deflection of the movable element within a predefined deflection range; - the manual control element (120, 150) is designed to cause a deceleration or acceleration of the vehicle corresponding to the detected deflection, depending on the detected deflection; - the movable element comprises a plurality of mutually isolated sensors (124 - 129, 154 - 159) which can be actuated by the driver using the fingers of the first hand, wherein a force in a common force direction is to be applied to deflect the movable element and to actuate the plurality of sensors (124 - 129, 154 - 159), and wherein a force threshold for deflecting the movable element is greater than a force threshold for actuating the plurality of sensors (124 - 129, 154 - 159); - the manual control element (120, 150) is configured to detect an actuation of at least one of the plurality of sensors (124 - 129, 154 - 159) and, depending on the at least one actuated sensor, to trigger a vehicle function influencing the speed of the vehicle; and - the hand control element (120, 150) is designed to be fastened to a steering wheel (110) of the vehicle, so that the driver can hold the steering wheel (110) with the middle hand of the first hand and at the same time can actuate the hand control element (120, 150) with one or more fingers of the first hand. [2] Hand control element (120, 150) according to claim 1, wherein the plurality of sensors (124 - 129, 154 - 159) - a force-sensitive resistor (124 - 129, 154 - 159), e.g. a force sensing resistor, FSR; and / or - comprises a rotary wheel (226). [3] Hand control element (120, 150) according to any preceding claim, wherein - the plurality of sensors (124 - 129, 154 - 159) comprises a group of at least three adjacent sensors (125, 126, 127); - the hand control element (120, 150) comprises means (140) for guiding a finger of the first hand along the group of sensors (125, 126, 127); and - the hand-held control element (120, 150) is configured to trigger a first function upon actuation of two adjacent sensors (125, 126) of the group in a predefined time interval, and to trigger a second function upon actuation of at least three adjacent sensors (125, 126, 127) of the group in the predefined time interval. [4] Hand control element (120, 150) according to claim 3, wherein - the manual control element (120, 150) is arranged to determine a sequence of actuation of the sensors of the group; and - the first and second function depends on the determined order. [5] Hand control element (120, 150) according to one of claims 3 to 4, wherein - the first function comprises increasing or decreasing a set speed of an automatic cruise control of the vehicle by a first amount; - the second function comprises increasing or decreasing the set speed of the vehicle's automatic cruise control by a second amount; and - the first amount is less than the second amount. [6] Hand control element (120, 150) according to any preceding claim, wherein the hand control element (120, 150) is arranged - to determine a first time at which at least one sensor of the plurality of sensors (124 - 129, 154 - 159) is actuated; - to determine that at a second point in time the movable element is deflected; - to prevent the triggering of the vehicle function corresponding to the at least one activated sensor if the period between the first time and the second time is less than or equal to a predefined disambiguation period. [7] Hand control element (120, 150) according to any preceding claim, wherein the vehicle function influencing the speed of the vehicle - includes a control function for automatic cruise control of the vehicle; and / or - includes activation and / or deactivation of a sailing function of the vehicle. [8] Hand control element (120, 150) according to any preceding claim, wherein - the plurality of sensors (124 - 129, 154 - 159) comprises a rotary wheel (226); and - the vehicle function triggered by the rotary wheel (226) depends on the speed and / or direction of operation of the rotary wheel (226). [9] Hand control element (120, 150) according to any preceding claim, wherein - the movable element has a front side facing the driver and a rear side (181) facing away from the driver; - the deflection of the movable element is effected by pressing on the rear side (181) of the movable element in the common direction of force; - the plurality of sensors (124 - 129, 154 - 159) are arranged on the back (181) of the movable element; - the movable element comprises one or more mutually isolated sensors (121, 151) on the front side; and - to actuate the one or more mutually isolated sensors (121, 151) on the front side, a force is to be applied which has no component in the common force direction. [10] Hand control element (120, 150) according to any preceding claim, wherein - the movable element has one or more sides (182, 183, 184); - the movable element comprises one or more rotary wheels (230) on one or more sides (182, 183, 184); - the one or more rotary wheels (230) enable a rotary actuation and a push actuation, by means of which different vehicle functions influencing the speed of the vehicle can be triggered. [11] Two-track vehicle comprising at least one of the hand control elements (120, 150) according to any preceding claim. [12] Two-track vehicle according to claim 11, wherein the vehicle - a steering wheel (110) having, on a first side, a first connection (115) between a center point (118) and a ring (114) of the steering wheel (110) and, on a second side, a second connection (116) between the center point (118) and the ring (114) of the steering wheel (110); and - a first hand control element (150) on the first connection (115) and a second hand control element (120) on the second connection (116). [13] Two-track vehicle according to claim 12, wherein by actuating the plurality of sensors (154 - 159) of the first hand control element (150) the same vehicle functions can be triggered as by actuating the respective corresponding plurality of sensors (124 - 129) of the second hand control element (120).

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