Road vehicle with human-machine interface

Abstract

Road vehicle (1) comprising: four wheels (2), at least one pair of which are driven, an interior (3) configured to accommodate a driver (DR) and a first passenger (Ps) beside the driver (DR), a dashboard (4), an instrument panel (201), a propulsion system (305), a steering wheel (203), a control system (26) and a human-machine interface (HMI), wherein the human-machine interface (HMI) comprises: - a first display (5) with: a bracket (9) configured to be mounted on a central section (6) of the dashboard (4) of the road vehicle (1) between a driver's seat (7) and a passenger seat (8); at least one first screen (10) which is mechanically connected to the mount (9) and configured to be viewed by the first passenger (Ps) and / or the driver (DR) while driving, wherein the mount (9) comprises a bezel (130) which runs around the screen (10) and tactile controls (131) which are attached to the perimeter (130) and are flat on its surface; a handling system (11) with a ball joint (29) which in turn comprises a fixed connecting part (32) configured to be connected to the instrument panel (4) and a movable connecting part (34) rotatably connected to the fixed connecting part (32) and configured to be connected to the first screen (10); - a second display (105) with: a bracket (109) configured to be mounted in the center of a tunnel (112) of the road vehicle (1) extending along an axis of symmetry (A) in the longitudinal direction of the interior (3) between the driver's seat (7) and the passenger seat (8); at least a second screen (110) mechanically connected to the mount (109) and configured to be viewed by at least one second occupant (Ps) in at least one rear seat of the road vehicle (1) and first mechanical controls (127) configured to be operated by at least the second co-occupant (Ps); - an instrument panel (202) on the dashboard (201) opposite the driver (DR) and behind the steering wheel (203); - an ignition system (306) of the drive system (305), in turn comprising: a compartment (308) permanently connected to the interior (3) with a cavity (416) which is realized and configured vertically by a cover plate (310) to accommodate the ignition key (307); a holder (417) which is movably mounted in the cavity (416) to move along a vertical direction of movement (D) and has an upper wall which is shaped to accommodate the ignition key (307); - a shift lever unit (504) of the transmission (4) with: a base (505); a lever (507) which the driver (DR) can grasp and which is movably coupled to the base (505) along a section (508) with several predetermined positions relative to the base (5); - an interior light (214) located in the interior (3) and connected to the headliner of the vehicle (1); the interior light (214) comprises: a front ceiling light (215) which is arranged in the central section (6) in a front area of ​​the roof of the road vehicle (1), specifically between the driver's seat (7) and the passenger seat (8); and at least one rear ceiling light (216) in the roof of the road vehicle (1) near a rear seat, so that it is reachable by a passenger (Ps) in that seat.

Description

TECHNICAL AREA

[0001] The present invention relates to a road vehicle with a human-machine interface.

[0002] Specifically, the present invention finds advantageous, but not exclusive, application in an electric high-performance road vehicle, to which the following description expressly refers, without thereby losing its general validity. CONTEXT OF THE INVENTION

[0003] Human-machine interfaces (HMIs) for road vehicles are a rapidly evolving field that significantly contributes to improving the interaction between driver and vehicle. With the increasing complexity of driver assistance systems, infotainment technologies, and automation, the development of intuitive and safe interfaces has become fundamental.

[0004] In general, there are different types of human-machine interfaces in vehicles, namely visual, auditory, tactile and (more recently) augmented reality interfaces.

[0005] The familiar visual interfaces include touchscreens, head-up displays and digital dashboards to provide the driver with visual information, thereby facilitating navigation and monitoring of vehicle performance.

[0006] The auditory interfaces typically use sound signals and voice commands to communicate information and receive input from the driver, allowing the driver to concentrate on the road.

[0007] The tactile interfaces typically available include haptic feedback via steering wheels, pedals and other contact surfaces, thereby improving the perception of the vehicle and its functions.

[0008] However, the integration of these technologies brings with it various problems.

[0009] One of the main problems is related to driver distraction. Interacting with complex devices can actually increase reaction time and reduce awareness of the surrounding traffic situation.

[0010] Furthermore, various usability and accessibility issues arise due to the diversity of users with varying abilities and experience levels (for example, younger or older drivers). Therefore, complicated interfaces could lead to frustration and confusion, and increase the risk of errors.

[0011] To address these problems, scientists and developers are pursuing innovative approaches.

[0012] For example, development is increasingly focusing on multimodal feedback, i.e., the integration of several feedback modalities (visual, auditory and tactile), so that information is communicated in an efficient manner and the risk of distraction is reduced.

[0013] In addition, the vehicles will be equipped with driver monitoring systems to monitor the driver's level of attention and fatigue, which will improve safety by alerting the driver to signs of fatigue.

[0014] Despite significant recent progress, there remains a need to further develop human-machine interfaces with a user-centered approach to ensure that drivers can interact with their vehicles safely and intuitively. Furthermore, the ability of human-machine interfaces to adapt to each driver's preferences is crucial.

[0015] Finally, it is essential to find a balance between the amount of information provided and the driver's ability to process it without being distracted, in order to minimize the attention required from the driver. DESCRIPTION OF THE INVENTION

[0016] The purpose of the present invention is to provide a road vehicle with a human-machine interface that does not have the disadvantages described above and can be implemented simply and cost-effectively.

[0017] According to the invention, a road vehicle is provided with a human-machine interface according to the following main claim and preferably according to any dependent claim which is directly or indirectly dependent on the main claim.

[0018] The claims describe preferred embodiments of this invention and are part of this description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] For better understanding, some embodiments of the invention are described below by way of example and without limitation, with reference to the accompanying drawings; these show: - Fig. 1 a perspective and schematic view, in which parts have been omitted for the sake of clarity, of a possible embodiment of a road vehicle according to the invention; - Fig. 2 a perspective and schematic view of part of the interior of the vehicle Fig. 1, which shows a human-machine interface; - Fig. 3, Fig. 4 and Fig. 5 perspective and schematic views of part of the vehicle's interior Fig. 1, in which a first central display of the human-machine interface from Fig. 2 can be seen in three different configurations; - Fig. 6 a front view of the first central display from the Fig. 3, Fig. 4 and Fig. 5; - Fig. 7 and Fig. 8 perspective and schematic views of a mechanism connecting the display from figures 3 to 6 to the vehicle's dashboard; - Fig. 9 an exploded view of a second display of the human-machine interface from Fig. 2; - Fig. 10 a schematic front view of the dashboard showing an instrument panel; - Fig. 11 an exploded view of an embodiment of the instrument panel made of Fig. 10; - Fig. 12, Fig. 13, Fig. 14 schematic views of an embodiment of an instrument panel actuator made of Fig. 10; - Fig. 15 a schematic exploded view of another embodiment of the instrument panel made of Fig. 10; - Fig. 16 a perspective and schematic view of a vehicle ignition key; - Fig. 17, Fig. 18 and Fig. 19 perspective and schematic views of a part of the vehicle's interior, including a compartment for the key. Fig. 16 can be seen; - Fig. 20, Fig. 21 and Fig. 22 schematic views of a bracket for the compartment from the Fig. 17-19; - Fig. 23 a schematic top view of a gearshift lever of the vehicle from Fig. 1; - Fig. 24 and Fig. 25 schematic views of another embodiment of the gearshift lever detail Fig. 23; - Fig. 26 a functional diagram of the vehicle's human-machine interface Fig. 1; - Fig. 27 a schematic front view of a screen display of the display from figures 3 to 6; - Fig. 28 and Fig. 29 each a perspective and a rear view of a possible embodiment of the steering wheel of the vehicle from Fig. 1; - Fig. 30 and Fig. 31 schematic views of the vehicle's interior lighting. Fig. 1; - Fig. 32, Fig. 33, Fig. 34 and Fig. 35 perspective and schematic views of another embodiment of the mechanism that connects the display from Figures 3 to 6 to the dashboard and - Fig. 36 a schematic exploded view of another embodiment of the first central display from the Fig. 3, Fig. 4 and Fig. 5. FORMS OF EXECUTION OF THE INVENTION

[0020] In Fig. Reference numeral 1 denotes a road vehicle with two front wheels 2 and two (individually driven) rear wheels 2. The vehicle 1 has an interior 3 that provides space for at least one driver DR and preferably one or more passengers P, of whom as in Fig. 1 shows at least one person sitting next to the driver DR.

[0021] Identical reference numbers and letters in the figures denote the same elements or components with the same function.

[0022] Within the context of this description, the term "second" component does not imply the presence of a "first" component. These terms are used merely as labels for clarification and should not be understood in a restrictive manner.

[0023] The elements and features shown in the various preferred embodiments, including the drawings, can be combined or separated without falling outside the scope of protection of the application described below.

[0024] Specifically, and without limitation, the road vehicle 1 is a completely electric vehicle, i.e., with a rechargeable battery pack (of a known type and therefore not described in detail below).

[0025] Specifically, the road vehicle 1 comprises a drive system 305, which is equipped with at least one electric motor and the circuit for its supply and control and the supply and control of the battery pack.

[0026] Furthermore, the road vehicle 1 has a chassis (of a known type and therefore not described in detail below) and a dashboard 4 in the interior 3, which is attached to the chassis. The dashboard 4 is located in front of the driver DR and any passenger Ps.

[0027] The road vehicle 1 includes a human-machine interface (MMS) configured to manage the interaction between the driver (DR) and the vehicle 1.

[0028] According to the representation in Fig. 2 The human-machine interface MMS includes a display 5 for displaying the content, which is located in the dashboard 4, specifically on a central part 6 of the dashboard 4 between a driver's seat 7 and a passenger seat 8.

[0029] According to the representation in Fig. The display 5 includes a bracket 9 configured to be mounted on the central part 6. In other words, the bracket 9 defines the main structure of the display 5, i.e., the part to which the other components of the display 5 are mounted.

[0030] Furthermore, the display 5 includes a screen 10, which is mechanically and preferably permanently connected to the mount 9 and configured to be viewed by the driver DR and / or the passenger Ps. The screen 10 is a liquid crystal display of a known type (for example, OLED and preferably a touchscreen), which is why it will not be described in more detail below.

[0031] Advantageously, the display 5 includes a handling system 11, which is hinged on the one hand to the bracket 9 and on the other hand to the dashboard 4, in order to rotate the screen 10 alternately towards the driver DR and / or the passenger Ps (as in the Fig. 5 and Fig. 6 shown).

[0032] In detail, the handling system 11 consists of an arbitrary kinematic system with which the bracket 9 and thus the screen 10 are moved from a first configuration in which the screen 10 is located parallel to a transverse axis T of the road vehicle 1 (i.e. the configuration consisting of Fig. 3), in at least a second configuration in which screen 10 is facing the driver DR (as in Fig. 4 shown) and / or in a third configuration in which screen 10 is directed towards fellow occupant Ps (as in Fig. 5 shown) can be brought.

[0033] Specifically, the handling system 11 is configured to rotate the holder 9 around an axis C or B (in Fig. 5 shown) at least partially transversely (in particular essentially perpendicularly or at least at an angle of 70°) to a surface F of the road vehicle 1.

[0034] Preferably, but not exclusively, the display 5 comprises a control element 12 which is configured to (as in the non-restrictive embodiment from Fig. 4 can be seen) by a hand H of the driver DR and / or the passenger Ps in order to rotate the bracket 9 at least between the second configuration in which the screen is directed towards the driver DR and the third configuration in which the screen is directed towards the passenger Ps (or vice versa) or to move the bracket 9 from these configurations back to the first configuration with the screen aligned parallel to the axis T (i.e. parallel to the surface of the dashboard 4).

[0035] According to some preferred, non-restrictive embodiments, the control element 12 comprises a handle 13 which is fixedly connected to the bracket 9 and is arranged below the screen 10, i.e. below a bottom surface 14 of the screen 10.

[0036] Preferably, but not necessarily, the handle 13 is manufactured in one piece with the bracket 9.

[0037] In detail, the handle 13 is realized by means of a continuous opening 15 through the bracket 9, which is configured to accommodate the hand H of the driver DR and / or passenger Ps.

[0038] In the non-restrictive embodiment shown in Figures 2 to 6, the through opening 15 has a symmetrical shape bounded by a closed curve.

[0039] Preferably, but not necessarily, the opening 15 comprises two straight, opposing sections 16, which are connected by two curved, preferably circular sections 17 (alternatively, the sections 17 can also be straight as shown and thus form a rectangular continuous opening 15).

[0040] According to the non-restrictive embodiment from Fig. 7 the handling system 11 comprises at least one swivel arm 18, of which a first end 19 is articulated to the bracket 9 by means of a first hinge 20, and of which a second end 21 is articulated to the dashboard 4 of the road vehicle 1 by means of a second hinge 22.

[0041] In detail, the first hinge 20 is fixedly connected to the bracket 9 and configured to rotate (circularly with the swivel arm 18 as the radius) around the second hinge 22, which (after installation) is fixedly connected to the dashboard 4 of the road vehicle 1.

[0042] Advantageously, but not restrictively, the first hinge 20 and the second hinge 22 each rotate about a first axis C and a second axis B, which are at least partially vertical.

[0043] Preferably, but not necessarily, axis C and axis B are parallel to each other.

[0044] According to the non-restrictive embodiment from Fig. The handling system 11 also includes a support element 23, which in detail comprises a support arm 24 connected at one end 25 to the swivel arm 18 and configured to distribute the weight of the display 5 in an area other than solely on the second hinge 22. In this way, the load on the second hinge 22 is reduced, thereby extending its service life and increasing its precision.

[0045] In accordance with the above, the first hinge 20 is preferably but not restrictively configured to perform a first relative rotational movement between the bracket 9 and the pivot arm 18 about the axis of rotation C, and the second hinge is configured to realize a second relative rotational movement between the pivot arm 18 and the dashboard 4 about the axis of rotation B.

[0046] Advantageously, but not necessarily, the first relative motion allows rotation about axis A by a first angle α, and the second relative motion allows rotation about axis B by a second angle β. Specifically, the first angle α and the second angle β are different. Preferably, but not necessarily, the first angle α is larger than the second angle β.

[0047] In other words, the angle α corresponds to the angle between a longitudinal axis of the swivel arm 18 and a longitudinal axis of the bracket 9 (as in Fig. 5 shown). Accordingly, the angle β corresponds to the angle between the longitudinal axis of the swivel arm 18 and the transverse axis T or the axis of the surface of the dashboard 4 (also shown in Fig. 5 shown). In other words, angles α and β are the angles of the respective movements starting from the first (in Fig. 2 shown) configuration in which the dashboard 4, the swivel arm 18 and the bracket 9 are in line.

[0048] In detail, the handling system 11 is non-restrictive, i.e., a system with at least two degrees of freedom (due to the hinges 20 and 22 in the embodiment shown). Fig. 5).

[0049] Advantageously, but not necessarily, and according to the representation in the non-restrictive embodiment, from Fig. The handling system 11 comprises at least one, preferably two, locking systems 30. The locking systems 30 are configured to hold the display 5, i.e., the mount 9, in position. In this way, an abrupt change in position (which could also cause injury to the driver DR) of the display 5 can be prevented in extreme vehicle dynamics (e.g., during braking) or, even worse, in an accident.

[0050] In some non-restrictive cases, the locking system 30 is a mechanical system comprising springs and / or damping elements that permit only slow movements of the handling system 11.

[0051] In other non-restrictive cases, the locking system 30 comprises a servo motor that, for example, allows the handling system 11 to move only below a certain speed or as a result of an unlocking command from the driver DR. As stated above, the display 5 preferably comprises, in detail, at the level of the control element 12, i.e., the handle 13, as in the non-restrictive embodiment. Fig. Figure 3 shows at least one release system 31 which makes it possible to release the handling system 11 from the locking system 30 in order to move the holder 9 freely.

[0052] For example, the unlocking system 31 is advantageously, but not necessarily, configured to allow the movement of the servomotors of the locking system 30 so that the bracket 9 can move around the hinges 20 and 22 and / or along the Fig. 7 and Fig. The 8 shown cross guide can be moved.

[0053] The road vehicle 1 also includes a (in the Fig. 3, Fig. 4 and Fig. 5 schematically represented) control 26, which is configured to change the contents shown on the display 5 from the second configuration, in which the screen 10 is inclined relative to the transverse axis T of the road vehicle 1 (i.e. relative to the surface of the dashboard 4) towards the driver DR, and the third configuration, in which the screen 10 is inclined relative to the transverse axis T of the road vehicle 1 towards the co-occupant Ps.

[0054] Specifically, the controller 26 controls the second (for example, in Fig. In the third configuration (shown), screen 10 displays content related to the journey, such as distance traveled, speed, lateral acceleration, lap time, etc. In the third configuration (for example, in Fig. In the configuration shown in section 5, the controller 26 controls the screen 10 to display entertainment content such as videos, games, movies, etc.

[0055] Advantageously, but not necessarily, the entertainment content is automatically switched off when switching from the third configuration to the second configuration or to the first configuration.

[0056] According to the embodiment shown in Figures 32 to 35, the handling system 11 of the display 5 comprises a ball joint 29, which in turn comprises a fixed connecting part 32 that can be detachably connected to a holder 33, and a movable connecting part 34 that is rotatably coupled to the part 32 and connected to the screen 10.

[0057] The bracket 33 is configured to be connected to the dashboard 4 of the road vehicle 1, and the handling system 11 is configured to connect the bracket 33 and the screen 10 itself.

[0058] The bracket 33 comprises an essentially flat connecting plate 35, configured to be attached to the dashboard 4 of the interior 3, and a tubular shaft 36 having a longitudinal axis 37 and extending beyond the plate 35 of the interior 3 itself.

[0059] The joint 29 is configured to have a pivot point CR that coincides with a center of gravity BR of the complex consisting of screen 10 and the movable connecting part 34.

[0060] The fixed connecting part 32 comprises a tubular bracket 38 made of metal, which can be placed coaxially over the shaft 36 and can be detachably connected to the shaft 36 itself, specifically by means of a bayonet connection.

[0061] The bracket 38 is provided at one of its free ends with a ball- and cup-shaped connecting element 39 with a central bore 40 that is essentially coaxial to the axis 37.

[0062] The movable connecting part 34 comprises a ball- and cup-shaped connecting element 41 made of metal with a central bore.

[0063] The element 41 is rotatably connected to the element 39 via a (not shown) spherical and cup-shaped intermediate element made of plastic and is fixed inside the element 39 and has a central bore which is essentially coaxial to the axis itself.

[0064] Advantageously, the handling system 11 shown allows the transition from the third configuration to the second configuration shown or to the first configuration shown, thanks to the ball joint 29.

[0065] How to improve in Fig. The bracket 9 shown in section 6 comprises, according to some preferred, non-restrictive embodiments (as described, applicable to the embodiment of the Fig. 32-35) also mechanical controls 27 such as levers, knobs or buttons, which are arranged between the handle 13 and the screen 10. In this way, the driver DR can easily operate these controls without being distracted by using the handle 13 as a reference and / or support and perceiving the activation of the control element by touch (as opposed to issuing a tactile command on the screen 10).

[0066] A border 130 is therefore to be understood as the part that connects the screen 10 with the opposite side of the bracket 9. Thus, the border 130 includes both the closed surface that surrounds the screen on the same main side where the screen 10 is located, and the lateral surface that connects the two main sides of the bracket 9.

[0067] Advantageously, the display comprises 5 tactile controls 131, which are arranged (i.e., mounted) on the perimeter 130 and preferably project radially beyond it. In this way, the driver can easily locate the tactile controls 131 by touch without having to take his eyes off the road (for example, the racetrack).

[0068] As in the non-restrictive embodiment from Fig. As shown in Figure 6, the tactile controls 131 can be operated at least in a first direction E and a second direction E', both of which are parallel to a plane in which the screen 10 is located (i.e. the flat plane defined by the screen 10).

[0069] Advantageously, but not restrictively, the tactile controls 131 comprise at least a first tactile pressure switch 132 (preferably a tactile strip) and a second tactile pressure switch 133, each of which can be operated by a hand H of the driver DR in a known manner (i.e. using capacitive, resistive or pressure technology) and therefore not described in detail in the first direction E and the second direction E', which differs from the first direction E.

[0070] According to some preferred non-restrictive embodiments such as those in Fig. As shown in Figure 6, the first direction E and the second direction E' are inclined towards each other and converge towards the center of the bracket 9 (i.e., the screen 10).

[0071] According to other non-restrictive embodiments described in the Fig. 5 and Fig. As shown schematically in Figure 9, the tactile pressure switches 132 and 133 encompass several sides of the frame 130, which are, for example, perpendicular to each other. In this way, the driver knows that he has activated the corresponding command regardless of which point of the side he touches, thus minimizing distraction while driving.

[0072] Preferably, but not necessarily, the tactile controls 131 are arranged in an area 134 at the top right of the perimeter 130. In other words, the tactile controls 131 are arranged at the top and / or right of the screen 10 in a non-restrictive manner. In this way, the tactile controls 131 are even easier for the driver to see without having to take their eyes off the road. Specifically, the driver's right hand H DR, i.e., the hand closer to the screen 10, can reach the tactile controls 131 more easily in this position.

[0073] Specifically, the tactile control elements 131 are arranged in an inclined (or, if present, curved) area 135 of the perimeter 130, which in particular connects two essentially perpendicular sides of the frame, for example the upper and the right side.

[0074] In the non-restrictive embodiment from Fig. 6 the direction D is preferably vertical, i.e. preferably perpendicular to a top side of the perimeter 130.

[0075] In the non-restrictive embodiment from Fig. 6. The direction E is preferably, but not exclusively, located substantially on a diagonal of the support 9. In detail, the direction E is located substantially in the middle of the slanted or curved (and angular) area 135 of the perimeter 130.

[0076] Advantageously, but not restrictively, the display 5 includes a timing system 136, specifically a chronograph 137 (or a clock or compass) in which the tactile controls 131 are configured to give instructions to the timing system 136.

[0077] Alternatively or additionally, the tactile controls 131 are configured to give various instructions to other vehicle systems, for example, and not limited to, to operate a sunroof or to activate functions relating to the drive system 305.

[0078] In other non-restrictive cases, the driver DR selects a preferred and personalized use of the tactile controls 131 via an interface, for example the screen 10.

[0079] Preferably, but not exclusively, the first tactile push button 132 is configured to issue a start / pause command for time measurement (i.e., a start / pause command for a digital or analog chronometer), and the second tactile push button 133 is configured to issue a reset command for measurement.

[0080] According to some preferred but non-limiting embodiments, the timing system 136 is an analog system and is integrated into the screen 10. Specifically, the screen 10 has a bore (circular in the illustrated, non-limiting case) in which the analog timing system 136 is seated (equipped with physical pointers 138 and corresponding movement mechanisms). This improves the reading speed and visibility for the driver DR, whose view is simplified thanks to the three-dimensionality of the pointers 138.

[0081] Advantageously, the timing system 136 is designed according to a Fig. The variant shown in Figure 36 is partially digital and comprises a digital scale 42, which is embedded in a part of the screen 10, and an (analog) pointer mechanism 43, which in turn comprises at least one pointer 138, a corresponding shaft 139, which is mounted on the at least one pointer 138, and an actuating element 140 for moving the shaft 139 and thus the at least one pointer 138.

[0082] The screen 10 comprises a first through bore 141 at the level of the digital scale 42, through which the corresponding shaft 139 of the at least one pointer 138 passes in order to connect the at least one pointer 138 with the corresponding actuator 140. Preferably, the through bore 141 is arranged in the center of the digital scale 42.

[0083] Specifically, the partially digital timekeeping system 136 comprises several pointers 138 and corresponding shafts 139, which are concentric with one another and pass through the continuous bore 141 to connect each pointer 138 to the corresponding actuator 140. In more detail, the timekeeping system 136 includes three different pointers, which, in a known manner, indicate the hours, minutes, and seconds, and are therefore not described in more detail below.

[0084] According to some preferred but non-limiting embodiments, the display 5 comprises a protective glass 47 which is mounted on the side opposite the bracket 9 with respect to the screen 10 and completely covers the screen 10.

[0085] Specifically, the protective glass 47 is located between the screen 10 and the at least one pointer 138 (specifically between the screen 10 and all pointers 138) and also includes a second through bore 48 adjacent to the first through bore 141 for the passage of the corresponding shaft 139 of the at least one pointer 138.

[0086] The second through-hole 48 preferably has the same dimensions, i.e., the same diameter, as the first through-hole 141. The combination of the first through-hole 141 with the second through-hole 48 forms a connecting channel between the front and the back of the screen 10, i.e., between the pointers 138 and the actuators 140.

[0087] In some preferred non-restrictive cases, the display 5 also includes a guard 44 configured to protect at least one pointer 138.

[0088] Specifically, the protective cover 44 comprises a lens 45 and a ring-shaped holder 46 on which the lens 45 is mounted. The ring-shaped holder 46 is glued to the protective glass 47 to cover the digital scale 42 and to define a chamber in which at least one pointer 138, specifically all three points 138, can rotate.

[0089] In some non-restrictive cases, the lens 44 has a different surface than the protective glass 47.

[0090] Advantageously, the described handling system 11, which is hinged on the bracket 9 on one side and on the dashboard 4 on the other, simplifies the process of alternately rotating the screen 10 towards the driver DR (this occurs in the same way when the handling system 11 is in the Fig. 32-35 (ball joint shown), the accessibility of the tactile controls 131 by the driver DR, who can thus bring them into a preferred position.

[0091] The control unit 26 is configured to detect the actuation of the tactile controls 131 and to change the content displayed on the screen 5 accordingly. In this way, the driver DR can also operate these controls (in addition to the mechanical controls 27 described above) easily and without distraction by using the handle 13 as a reference and / or support and perceiving the actuation of the control via touch (unlike tactile commands on the screen 10).

[0092] In the non-restrictive embodiment from Fig. 6 The tactile controls 131 are arranged around the perimeter of the screen 10, specifically on the side of the bracket 9 that encompasses the screen 10. In this way, the tactile pushbuttons 132 and 133 can be operated by the driver DR with his thumb by resting his hand on the side, i.e., on the rim 130 of the bracket.

[0093] As in Fig. Figure 2 shows that the road vehicle 1 includes a central tunnel 112 (i.e., the component that is usually used to accommodate cables and transmission elements of the road vehicle 1 and to separate the driver's area from the passenger's area) which is arranged along an axis of symmetry A in the longitudinal direction of the interior 3.

[0094] As in Fig. As shown in Figure 2, the tunnel 112 includes a rear section of the tunnel 112, which is directed towards the rear seats of the vehicle 1, i.e., towards any co-occupants Ps on these rear seats.

[0095] The road vehicle 1 includes a second display 105, which is located at the level of the rear part of the tunnel 112.

[0096] According to the representation in Fig. 9 the display 105 comprises a screen 110 which is mechanically and preferably firmly connected to a bracket 109 attached to the tunnel 112.

[0097] Preferably, the bracket 109 is essentially rectangular. In the example shown, the bracket 109 has the shape of a rectangle with rounded edges. In general, the shape of the bracket 109, and thus the shape of the screen 110, depends on the shape of the tunnel 112.

[0098] The Display 105 is configured so that it can be viewed by a fellow occupant Ps in the rear seats.

[0099] As shown in the exploded view... Fig. As shown in Figure 9, the screen 110 is a screen of a known type, preferably a liquid crystal touchscreen (for example, LCD, LED, or OLED). This increases the flexibility of displaying the content on the screen 105 and the usability of the content by the other occupant.

[0100] The control unit 26 is configured to vary the content displayed on the display 105. For example, the control unit 26 controls the screen 110 to display driving-related content such as distance traveled, speed, lateral acceleration, lap time, etc. Alternatively or additionally, the control unit 26 controls the screen 110 to display entertainment content such as videos, games, movies, etc., for the enjoyment of the other occupants.

[0101] As in Fig. As shown in Figure 9, the display 105 also includes mechanical controls 127, such as levers, pushbuttons, or knobs. In this way, the passenger Ps can easily operate these controls even when the vehicle 1 is cornering or accelerating, by perceiving the activation of the control element through their sense of touch (unlike if this were done by a tactile command).

[0102] Specifically, the bracket 109 comprises a frame 130 that runs around the screen 110. The frame 130 essentially serves as a border for the screen 110.

[0103] Preferably, the mechanical controls 127 are arranged near and towards the underside of the bracket 109, i.e., close to the frame. In this way, the passenger Ps has a fixed reference point for reaching the controls, even in poor lighting conditions, for example, during night driving.

[0104] Preferably, the screen 110 is rectangular and configured to be mounted in the bracket 109 in a housing of a corresponding shape.

[0105] The bracket 109 also includes a series of bores 129 for receiving the mechanical controls 127 and two (preferably round) openings 128 for accommodating the ventilation nozzles.

[0106] Preferably, the mechanical controls comprise 127 levers or wheels for controlling the opening, closing, or alignment of the individual ventilation nozzles. In this way, the occupants Ps can regulate the output of (cold or warm) air themselves.

[0107] According to some embodiments not shown, the screen 110 includes a timing system (for example, a chronograph or a clock). In this case, the mount 109 includes at least one (preferably round) bore in which the analog timing system (with physical hands and corresponding movement mechanisms as shown in the display 5) is housed.

[0108] Preferably, the display 105, as shown in the accompanying figures, comprises a cover glass 126 having a shape corresponding to the holder 109 and is configured to cover the screen 110. The cover glass includes openings 124 and bores 125 corresponding to those in the holder 109.

[0109] The display 105 also includes a circuit board 122, which receives commands from the controller 26 to control the screen 110, and a back panel 121.

[0110] As in Fig. As shown in Figure 2, the vehicle 1 includes a dashboard 201. An instrument panel 202 is located in the dashboard 201, positioned in front of the driver DR behind a steering wheel 203.

[0111] Specifically, the instrument panel 202 is arranged above a housing in which the steering column is located (i.e. the element at one end of which the steering wheel 203 is mounted).

[0112] Referring to the non-restrictive embodiment from Fig. 15 The instrument panel 202 comprises a housing 204, which is essentially in the shape of a parallelepiped (with rounded edges) and is shell-shaped to accommodate all the components of the instrument panel 202 inside it; in detail, the housing 204 has an open end directed towards the steering wheel 203 (i.e., towards the driver DR) and is closed off by a transparent main panel 205 which replicates the shape of the housing 204 to cover the entire area of ​​the housing 204.

[0113] According to a preferred embodiment, the housing 204 comprises a connecting element that extends beyond a lower side of the housing 204 and is configured to fasten the housing 204 to the instrument panel 201 of the vehicle; in particular, the connecting element is a ring that is fitted around a cylindrical bracket of the instrument panel 201.

[0114] According to the representation in Fig. 15 The instrument panel 202 includes a main digital display 206 (for example, with LED or OLED technology) which is arranged in the housing 204 below the transparent main panel 205 and replicates the shape of the housing 204 to cover the entire area of ​​the housing 204. The main digital display 206 has at least one continuous opening 207 formed in the main digital display 206 and completely surrounded by the main digital display 206. Alternatively, and as in the embodiment shown Fig. As shown in Figure 10, there can be a larger through opening 207' in the middle and two or more smaller through openings 207” on the sides; i.e., a through opening 207' in the middle is larger than the other two through openings 207” on the outer sides, and the two through openings 207” on the outer sides are the same size.

[0115] According to a preferred embodiment shown in the accompanying figures, the through opening 207, which passes through the main digital screen 206, is circular (round); if three through openings 207', 207” were to be present, the radius of the middle through opening 207' would preferably be larger than the radius of the two through openings 207” arranged at the ends.

[0116] According to the representation in Fig. 15 The instrument panel 202 includes a secondary digital screen 208 (for example, with LED or OLED technology) which is positioned behind the main digital screen 206 at the level of the through opening 207 of the main digital screen 206, so that it is visible through the through opening 207.

[0117] Preferably, the secondary digital screen 208 has the same shape and size as the through-hole 207 of the main digital screen 206, such that the through-hole 207 is completely filled without any significant overhang beyond the through-hole 207; in any case, the secondary digital screen 208 is not smaller than the through-hole 207 in order to completely close the void of the through-hole 207.

[0118] The secondary digital screen 208 is positioned behind the main digital screen 206 (at a smaller distance but not equal to zero from the main digital screen 206) and thus clearly indicates the step to the continuous opening 207 of the main digital screen 206.

[0119] According to the in Fig. In the embodiment shown in Figure 10, a number of secondary digital screens 208 are provided, corresponding to the through openings 207', 207”, i.e. three.

[0120] As shown in Figures 11 to 15, the instrument panel 202 includes a pointer 209 (arranged between the main digital display 206 and the secondary digital display 208, i.e., the pointer 209 is located behind the main digital display 206 (it is thus only visible through the through-opening 207) and in front of the secondary digital display 208 in order to overlay the secondary digital display 208 when necessary). Furthermore, the pointer 209 is movably mounted to move across the secondary digital display 208 when necessary to indicate information displayed by the secondary digital display 208. According to other embodiments not shown, the number and arrangement of the pointers 209 could be different, and, for example, two or more pointers 209 could be coupled on the same secondary digital display 208.

[0121] According to the illustrated embodiment, the pointer 209 has a visible part (i.e., which can superimpose on the corresponding secondary digital screen 208) that extends from the edge of the secondary digital screen 208 to the center of the secondary digital screen 208; i.e., the pointer 209 has a peripheral position, since the visible part originates from the edge (periphery) of the secondary digital screen 208. In this embodiment, the pointer 209 is U-shaped and encompasses the secondary digital screen 208 from the outside; i.e., the pointer 209 has a visible part that can be positioned in front of the secondary digital screen 208 and a hidden part that is always behind the digital screen 208 and is connected to the visible part via a U-shaped bend. Fig. 11).

[0122] According to the representation in Fig. Instrument panel 202 comprises a transparent main panel 205, which covers the main digital display 206, and a through-opening 210 located at the same level as the through-opening 207 of the main digital display 206. The through-opening 210 has the same shape and size as the through-opening 207 of the main digital display 206 (alternatively, the through-opening 210 could be larger than the through-opening 207 of the main digital display 206). The instrument panel 202 includes a secondary transparent panel 211 located at the same level as the through-opening 210 of the transparent main panel 205 and covering the secondary digital display 208. According to a preferred, but non-binding, embodiment, the transparent secondary panel 211 is not coplanar with the transparent main panel 205 and is located further back than the transparent main panel 205 (i.e.,further away from the driver DR compared to the transparent main panel 205); alternatively, the secondary transparent panel 211 is positioned further forward than the transparent main panel 205 (i.e. closer to the driver DR compared to the transparent main panel 211) or the secondary transparent panel 211 is coplanar with the transparent main panel 205.

[0123] Preferably, the instrument panel 202 includes an actuator 212 configured to move the pointer 209 (or pointers 209) across the corresponding secondary digital display 208. Preferably, the pointer 209 (or pointers 209) is held directly by the actuator 212.

[0124] According to a preferred embodiment, the actuator 212 is movably mounted to move between an operating position (shown in the accompanying figures) in which the pointer 209 overlays the secondary digital screen 208 and is thus visible through the through-opening 207 of the main digital screen 206, and a rest position in which the pointer 209 is located next to the secondary digital screen 208 (i.e., it is located behind the main digital screen 206) and is thus not visible through the through-opening 207 of the main digital screen 206. In other words, the movement of the actuator 212 (by which the pointer 209 is directly held) allows the pointer 209 to be superimposed on the secondary digital screen 208 so that the pointer 209 is visible through the continuous opening 207 of the main digital screen 206, and alternatively allows the pointer 209 to be hidden behind the main digital screen 206 (i.e.The pointer 209 is no longer visible through the continuous opening 207 of the main digital screen 6, as it is located next to and not above the secondary digital screen 208 and thus next to the continuous opening 207 and is hidden by the main digital screen 6).

[0125] In the other, in the Fig. In the embodiment shown in Figures 12-14, the pointer 209 (both at the level of the through-opening 207 of the main digital screen 206, so that it is visible through the through-opening 207, and next to the through-opening 207, so that it is not visible through the through-opening 207) is moved by an actuator 224, which transmits the movement to the pointer 209 via a mechanical connection. That is, the actuator 224 is physically in contact with and connected to the pointer 209.

[0126] According to a better representation in Fig. The actuator 224 includes a retaining ring 225, which is rotatably mounted about a central axis 226 and holds the pointer 209. The rotation of the retaining ring 225 about the axis 226 also determines the rotation of the pointer 209 about the axis 226. The retaining ring 225 is arranged above (i.e., in a plane above) the secondary digital screen 208 (i.e., it is arranged between the secondary digital screen 208 and the through-hole 207 of the main digital screen 206), so that the pointer 209 held by the retaining ring 225 can be located above the secondary digital screen 208 (i.e., it can slide over the secondary digital screen 208).

[0127] The retaining ring 225 has a larger inner diameter than the inner diameter of the through-opening 207 of the main digital screen 206, so that it is in no way visible through the through-opening 207 and does not obscure the part of the secondary digital screen 208 that is visible through the through-opening 207; furthermore, the retaining ring 225 preferably has a larger inner diameter than the outer diameter of the secondary digital screen 208, so as not to obscure any edge of the secondary digital screen 208.

[0128] The retaining ring 225 sits in a fixed retaining ring 227 that is coaxial with the retaining ring 225 (i.e., it is attached to the housing 204), so that the retaining ring 225 can move freely relative to the retaining ring 227 (i.e., rotate about the axis of rotation 226). In other words, the retaining ring 227 has an internal annular seat that movably receives the retaining ring 225, allowing the retaining ring 225 to move relative to the retaining ring 227 (i.e., rotate about the axis of rotation 226).

[0129] According to a preferred embodiment, a round rack 228 is located inside the retaining ring 225 (i.e., on the inside of the retaining ring 225). The actuator 224 comprises a (in Fig. 15 shown) motor 229, which sets a gear in rotation which engages in the round rack 228, so that the retaining ring 225 rotates about the axis of rotation 226 and relative to the retaining ring 227 (i.e. in the retaining ring 227).

[0130] The pointer 209 is mounted on the retaining ring 225 to rotate about an axis of rotation 230 parallel to the axis of rotation 226. Specifically, a central section 231 is provided, which is rotatably mounted on the retaining ring 225 and from which the pointer 29 projects radially. At the bottom of the central section 231 is a round pin 232, which engages in a round seat 233 of the retaining ring 225, allowing it to rotate freely about the axis of rotation 230 within the seat 233 of the retaining ring 225. Two extensions 234 and 235 project radially from the central section 231 and are located on the opposite part of the pointer 209. A counterpart 236 is arranged on the retaining ring 227, projecting axially beyond an upper surface of the retaining ring 227 and arranged such that, when the retaining ring 225 rotates relative to the retaining ring 227, it engages the projections 234 and 235. Preferably, the counterpart 236 has a cavity 237 that is open towards the center (i.e.,to the axis of rotation 226) and is designed to accommodate the extension 235 inside.

[0131] According to the presentation in the Fig. 13 and Fig. 14 the pointer 209 is mounted on the retaining ring 225 in order to rotate around the retaining ring 225 around the (parallel to the axis of rotation 226) axis of rotation 230 between a (in Fig. 13 shown) operating position in which the pointer 209 is radially aligned (i.e. perpendicular to the axis of rotation 226) and superimposed on the secondary digital screen 208 to be visible through the through-hole 207 of the main digital screen 206, and a (in Fig. to rotate to the rest position shown in Figure 14, in which the pointer 209 is arranged in a circular shape (i.e., perpendicular to the axis of rotation 226) so that it is not superimposed on the secondary digital screen 208 and thus not visible through the through-hole 207 of the main digital screen 206. Specifically, when the pointer 209 is in the (shown in Figure 14) rest position, in which the pointer 209 is arranged in a circular shape (i.e., perpendicular to the axis of rotation 226) so that it is not superimposed on the secondary digital screen 208 and therefore not visible through the through-hole 207 of the main digital screen 206. Fig. In the rest position shown in Figure 10, the pointer 209 is located in a seat 238, which is incorporated into the retaining ring 225 and is circularly aligned.

[0132] According to a preferred embodiment, the actuator 212 is fixed in an operating position in which the pointer 209 is superimposed on the secondary digital screen 208 and is thus visible through the through-opening 207 of the main digital screen 206. In other words, the pointer 209 is always visible through the through-opening 207 of the main digital screen 206, since it is always positioned above the secondary digital screen 208.

[0133] According to another embodiment, the actuator 224 comprises a thrust device 239 configured to move the pointer 209 into the (in Fig. to bring the (shown in 13) operating position, without, however, preventing the pointer 209 from moving into the (in) position by overcoming the force generated by the thrust device 239. Fig. to move the pointer 209 to the rest position shown in Figure 14. According to one possible embodiment, the pusher device 239 comprises an elastic element (typically a spring operating by means of torsion) that generates a spring force which moves the pointer 209 into the (in Fig. 13) operating position. According to an alternative embodiment, the pushing device 239 comprises two magnets (one in the central part 231 and the other in the retaining ring 225) which are aligned with opposite poles to each other when the pointer 209 is in the (in Fig. 13) operating position, and which are arranged perpendicular to each other when the pointer 209 is in the (in Fig. (14 shown) resting position.

[0134] According to a Fig. In the possible embodiment shown in Figure 15, two collimated glasses 240 are integrated between the main digital display 206 and the transparent main panel 205 (i.e., above the main digital display 206). Each collimated glass 240 consists of a bundle of parallel, adjacent, and fused optical fibers to form a single, inseparable part. This part has the property of making an image located at the bottom of the collimated glass 240 appear to the human eye as if it were on the top side. That is, when viewing an image located at the bottom of a collimated glass 240, the image appears to the human eye as if it were on the top side. Essentially, the collimated glass 240 brings the images closer together for the viewer without magnifying them.

[0135] The purpose of the collimated lenses 240 is to make some of the information displayed closest to the digital main screen 206 appear more clearly to the driver compared to the other information displayed by the digital main screen 206.

[0136] As previously stated, the road vehicle 1 includes a drive system 305.

[0137] Preferably, the human-machine interface (MMS) also includes a system for igniting the drive system 305. In other words, the ignition system is configured to perform the known "key-on" and "key-off" functions, i.e., to switch the drive system 305 on and off. Specifically, the ignition system is configured to switch on the power supply from the battery pack to the drive system 305.

[0138] The ignition system preferably includes a (detailed in Fig. 16 shown) ignition key 307, which is configured, among other things, to activate the operation of the road vehicle 1 (the so-called “starting” of the drive system 305), i.e. to allow the road vehicle 1 to be moved under the thrust of the drive system 305.

[0139] The ignition key 307 includes an electronic device (typically a transponder) that can be queried remotely (i.e. contactlessly) and contains encrypted security codes.

[0140] In detail, the ignition key 307 comprises a basic housing 324, which has at least a top 325 and a bottom 326.

[0141] According to the non-restrictive embodiment from Fig. 16 The basic housing 324 has essentially the shape of a parallelepiped with two opposing surfaces 325 and 326 that are larger than the other surfaces, which essentially serve as a border.

[0142] Referring to the Fig. 17, Fig. 18 and Fig. 19 The vehicle 1 includes a compartment 308 permanently connected to the interior 3 of the road vehicle 1, which is configured to receive and store (at least partially) the ignition key 307 for starting the road vehicle 1.

[0143] Therefore, compartment 308 preferably, but not necessarily, includes a recess 309 into which the driver DR can place the ignition key 307 to start the road vehicle 1.

[0144] In other words, the surface 326 of the ignition key 307 is preferably, but not restrictively, configured to be in contact with the compartment 308, i.e., with the recess 309.

[0145] Advantageously, the ignition system includes a (preferably wireless, for example RFID or magnetic induction) and in the Fig. 20, Fig. 21 and Fig. 22 shown) detection system 304, which is configured to detect the presence or absence of the ignition key 307 in compartment 308 (i.e. inside it).

[0146] As schematically in Fig. As shown in Figure 17, the recognition system 304 is located near compartment 308 and is configured to recognize the ignition key 307 and, in particular, to determine whether the ignition key 307 is actually authorized to start the road vehicle 1.

[0147] Specifically, the control unit 26 of vehicle 1 is connected to and configured with the detection system 304 and the drive system 305 to allow power supply from the battery pack to the drive system 305 only when the ignition key 307 is detected in compartment 308 (naturally, only if the ignition key 307 is actually authorized to start the road vehicle 1). In other words, unlike prior art, there is no button that must be pressed simultaneously with the brake pedal, and the vehicle does not remain running unnecessarily when stationary.

[0148] Preferably, but not necessarily, compartment 308 is located in the central tunnel 112 and is individually oriented upwards.

[0149] Specifically, the central tunnel 112 is (at least partially) covered at the top by a substantially horizontal end plate 310. Compartment 308 is located in the end plate 310.

[0150] Preferably and as in Fig. Figure 19 shows a circuit 312 arranged next to compartment 308 through the end plate 310.

[0151] Preferably, the compartment 308 is arranged on an upper part of the central tunnel 112, such that the recess 309 faces the ceiling of the interior 3. Specifically, the driver places the ignition key 307 vertically (as shown by the arrows in the accompanying figures) into the compartment 308 and thus into the recess 309. This simplifies the positioning of the ignition key 307.

[0152] Advantageously, but not restrictively, compartment 308 includes a key-locking system 314 configured to hold the ignition key 307 in compartment 308 when the speed of the road vehicle 1 is above zero and / or a gear is engaged. In order to remove the ignition key 307 from compartment 308 once the road vehicle 1 is started, the vehicle must, in other words, be stationary and in Park (known as P).

[0153] According to some preferred non-restrictive embodiments, the system 314 for securing the key comprises a magnetic locking element 315, which can be selectively activated by the control unit 26. Specifically, the magnetic locking element 315 is activated and then locks the ignition key 307 in the slot 308 while the vehicle 1 is being driven and / or when a gear or reverse gear is engaged. Thanks to the magnetic locking element 315, inserting the ignition key 307 is even easier, as it is sufficient to place the key 307 near the element 315 to ensure that it is magnetically drawn into the recess 309 (i.e., into the correct position).

[0154] Advantageously, but not restrictively, vehicle 1 includes a (in Fig. 19 shown) light element 316 in the interior 3, which is configured to assume a first color (for example, grey or black) when the ignition key 307 is not detected in compartment 308, and a second color (for example, yellow or red) when the ignition key 307 is detected in compartment 308.

[0155] Specifically, the first and second colors are different. In this way, the driver DR can immediately see, either by the position of the ignition key 307 or (without turning around) by the color of the light element 316, whether the ignition key 307 is in compartment 308.

[0156] Simultaneously and according to the same criteria, the ignition system (in particular the control unit 26) is advantageously, but not restrictively, configured to generate a signal in compartment 308 that triggers a color change in at least one part 317 of the ignition key 307. In other words, the ignition key 307 recognizes this signal and thus recognizes that it is in compartment 308 and changes the color at least in part 317.

[0157] Controlled by the control unit 26, the color changes preferably but not restrictively from a third color (for example, yellow or red) to a fourth color (for example, black or grey) as a result of the positioning of the ignition key 307 in the compartment 308 and vice versa when the ignition key 307 is removed from the compartment 308.

[0158] Advantageously, but not restrictively, the third color corresponds to the second color and the fourth color to the first color. In this way, the driver DR essentially perceives the color transition of part 317 of the ignition key 307 in the road vehicle 1, specifically of the lighting element 316, when placing the ignition key 307 in compartment 308.

[0159] Preferably and as in Fig. Figure 19 shows the lighting element 316 as part of the instrument panel 202. According to some variants not shown, the lighting element 316 is part of the dashboard 4, specifically any trim panel of the dashboard 4.

[0160] Preferably the lighting element 316 consists of the so-called “ambient lighting”, i.e. those devices which illuminate the interior (i.e. by means of a usually indirect lighting) without disturbing the driving, for example in the area where the legs of the driver DR or the passenger Ps are usually located or around the buttons on the instrument panel 4 or their backlighting or light strips in the crevices of the trim panels for indirect illumination of the interior.

[0161] Alternatively or additionally, the lighting element 316 is part of a vehicle headliner, specifically any surface of the trim of the vehicle headliner in the interior 3.

[0162] According to some non-restrictive embodiments, the vehicle 1 also includes a wireless system 322 for charging the ignition key 307, which is housed in compartment 308 and configured to charge the ignition key 307 at least while the road vehicle 1 is in motion.

[0163] Specifically, the charging system 322 is a magnetic induction system located below the recess 309.

[0164] As previously mentioned, the ignition system preferably does not include any components for sensing the pressure on a pedal, specifically a brake pedal. In this way, the ignition, i.e., the release of power to the drive system 305, is entirely dependent on the position of the ignition key 307, making the system simple, yet also understandable and reliable.

[0165] As in Fig. As shown in Figure 16, the ignition key 307 also includes a display 327, which is arranged and configured on the surface 325 to assume at least the third and fourth colors partially, as described above.

[0166] In accordance with what has been said so far, the display 327 is advantageously but not restrictively configured to change from the third color to the fourth color when the ignition key 307 is placed in the compartment 308 and vice versa when the ignition key 307 is removed from the compartment 308.

[0167] Specifically, the display 327 corresponds to the part 317 of the ignition key 307 described above.

[0168] According to some preferred embodiments, such as those described in Figures 16 to 18, the display 327 comprises an E-Ink display 328. In this way, the power consumption when switching from the third to the fourth color and vice versa can be reduced to a minimum.

[0169] In some non-restrictive cases, the ignition key 307, in accordance with what has been said so far, includes at least part of the system 314 for securing the key, specifically a magnetic element as an addition to the locking part 315, which is configured to retain the ignition key 307 in the compartment 308 when the speed of the road vehicle 1 is above zero and / or a gear is engaged.

[0170] Advantageously, but not restrictively, the ignition key 307 includes a battery 329, which is housed in the base casing 324 and is rechargeable, while the ignition key 307 is located in compartment 308. Specifically, the battery 329 is configured to be charged by the charging system 322.

[0171] Preferably, but not exclusively, the ignition key 307 includes a part of the control unit 26 configured to control the E-Ink display 328 and to detect the position of the ignition key 307 (whether it is in compartment 308 or not).

[0172] The colors mentioned are for guidance only and can be replaced by other colors. In some cases, these colors can also be entered by the driver according to their preferences.

[0173] According to the presentation in the Fig. 20, Fig. 21 and Fig. 22 the compartment 308 includes a cavity 416 in the form of a parallelepiped which extends through the end plate 310, perpendicularly downwards and is designed to accommodate the ignition key 307 (i.e. it has the shape of a parallelepiped which replicates the negative shape of the ignition key 307).

[0174] According to the presentation in the Fig. 20, Fig. 21 and Fig. 22 The compartment 308 includes a holder 417 (also called a "lift") which is movably mounted inside the cavity 416 to move in a vertical direction of movement D, and has an upper wall designed to support the ignition key 307; i.e., in operation, the ignition key 307 is placed on the upper wall of the holder 417. Finally, the compartment 308 includes an actuator 418 configured to move the holder 417 within the cavity 416 in the vertical direction of movement D.

[0175] The bracket 417 can be moved (controlled by the actuator 418) between: an upper (in Fig. 20 shown) position, in which the ignition key 307 lies on the holder 417 and protrudes from the cavity 416 and thus extends beyond the end plate 310, a (in Fig. 22 shown) intermediate position, in which the bracket 417 is lower than the upper one (in Fig. 20 shown) position and the ignition key 307 lying on the holder 417 is arranged flush with an outer surface of the end plate 310, and a lower (in Fig. 21 shown) position in which the bracket 417 is lower than the (in Fig. 22 shown) intermediate position and the ignition key 307 lying on the holder 417 is completely in the cavity 416 under the outer surface of the end plate 310.

[0176] Preferably, the bracket 417 is located in the (in Fig. 20 shown) upper position further down than the outer surface of the end plate 310, so that the cavity 416 holds the ignition key 307 lying on the holder 417 laterally.

[0177] Preferably, an upper wall of the bracket 417 includes a lighting device that switches on when a vehicle door is unlocked or opened (for example, for a limited time, which may be between 20 and 40 seconds), thus indicating to the driver where to place the ignition key 307. The lighting device of the upper wall of the bracket 417 could be switched on with variable brightness, alternating between brighter and dimmer, thus producing a "flashing effect" (i.e., a so-called "fade-in & fade-out effect"). Naturally, the lighting device of the upper wall of the bracket 417 switches off immediately when the ignition key 307 is placed on the upper wall of the bracket 417 (for example, as a result of the signal from the detection system 304).

[0178] The actuator 418 is configured to hold and release the bracket 417 in a specific position with a calibrated holding force (on the order of 5-20 Newtons), so that the bracket 417 can move downwards when the driver DR manually pushes the bracket 417 with a force greater than the holding force. That is, when the bracket 417 is in the (in Fig. 20 shown) upper position or in the (in Fig. When the ignition key 307 (which is on the bracket 417) is in the intermediate position shown in Figure 22, the driver DR can press down on the ignition key 307 (which is on the bracket 417) to push the bracket 417 downwards, overcoming the calibrated holding force generated by the actuator 418.

[0179] The road vehicle 1 has three states: deactivated ("POWER OFF" or "KEY OFF") with the user interface deactivated ("MMS OFF"), in which the road vehicle 1 cannot be moved (driving is deactivated) and it is not possible to interact with the user interface (for example, the audio system cannot be switched on); deactivated ("POWER OFF" or "KEY OFF") with the user interface switched on ("MMS ON"), in which the road vehicle 1 cannot be moved (driving is deactivated), but it is possible (possibly only partially, i.e., with limitations) to interact with the user interface (for example, the audio system can be switched on); and activated ("POWER ON" or "KEY ON"), in which the road vehicle 1 can be moved (driving is activated) and it is, of course, possible to interact completely (i.e., without limitations) with the user interface.

[0180] The deactivated state ("POWER OFF" or "KEY OFF") with deactivated user interface ("MMS OFF") is achieved by locking the door locks or by leaving the vehicle in the deactivated state ("POWER OFF" or "KEY OFF") with activated user interface ("MMS ON") without a user inside. Wake-up commands are available within the vehicle to transition from the deactivated state ("POWER OFF" or "KEY OFF") with activated user interface ("MMS OFF") to the deactivated state ("POWER OFF" or "KEY OFF") with activated user interface ("MMS ON").

[0181] More generally, the deactivated state (“POWER OFF” or “KEY OFF”) with the operator interface activated (“MMS ON”) is achieved by unlocking the door locks of the road vehicle 1 or by using the wake-up commands.

[0182] The lighting device of the bracket 417 is activated for a specific period of time each time it changes from the deactivated state ("POWER OFF" or "KEY OFF") with the operator interface deactivated ("MMS OFF") to the deactivated state ("POWER OFF" or "KEY OFF") with the operator interface activated ("MMS ON"); as mentioned before, the lighting device of the bracket 417 flashes slowly with a "fade-in & fade-out" effect, for example, for a duration of 20-40 seconds when it is activated.

[0183] To switch to the activated state (“POWER ON” or “KEY ON”), the driver places the ignition key 307 in compartment 308, i.e., on the holder 417 of compartment 308, thus bringing the ignition key 307 into the (in Fig. 20 (shown) upper position; then the driver DR presses the ignition key 307 until it reaches the (in Fig. 21) lower position is reached in order to then release it. At this point (i.e., when the ignition key 307 is released), if the ignition key 307 is recognized as valid, the control unit 26 controls the actuator 418 to move the holder 417 into the (in Fig. 22) intermediate position and the road vehicle 1 is activated (i.e., the ready-to-drive state is established) and a “start-up ceremony” is performed, which includes, among other things, switching on the screens on the instrument panel 201 and switching on the backlighting of the controls. Alternatively (i.e., upon releasing the ignition key 307), if the ignition key 307 has not been recognized as valid or starting is refused for another reason, the control unit 26 controls the actuator 418 to move the bracket 417 into the (in Fig. to bring to the upper position (as shown in 20) and the operation of road vehicle 1 is of course not enabled (i.e. it remains in the deactivated state).

[0184] The driver DR can switch from the activated state (“POWER ON” or “KEY ON”) to the deactivated state (“POWER OFF” or “KEY OFF”) with the operator interface activated (“MMS ON”) by pressing down on the ignition key 307, so that the bracket 417 is released from the (in Fig. 22 shown) intermediate position into the (in Fig. 21) is moved to the lower position in order to then release it. At this point (i.e., when the ignition key 307 is released), when the circuit 312 is in a park position (referred to as position “P”), the control unit 26 controls the actuator 418 to move the holder 417 into the (in Fig. 20) to move to the upper position and the road vehicle 1 is deactivated (i.e., the state changes to the deactivated state) and a “shutdown ceremony” is performed, which includes, among other things, turning off the instrument panel screens 201 and the control backlighting. Alternatively (i.e., upon releasing the ignition key 307), if the circuit 312 is not in the Park position P or if deactivation is rejected for any other reason, the control unit 26 controls the actuator 418 to move the bracket 417 into the (in Fig. to bring to the intermediate position shown in 22 and the road vehicle 1 is of course not deactivated (i.e. the activated state remains).

[0185] The driver DR can also switch from the activated state ("POWER ON" or "KEY ON") to the deactivated state ("POWER OFF" or "KEY OFF") with the operator interface activated ("MMS ON") by pressing a (in Fig. (1 shown) flap 419 of the electric charging port opens when the circuit 312 is in the park position P; even under these conditions, the control unit 26 controls the actuator 418 to move the holder 417 into the (in Fig. 20 shown) to move to the upper position and the road vehicle 1 is deactivated (i.e. it switches to the deactivated state) and the “shutdown ceremony” is performed.

[0186] According to a preferred embodiment, the display 328 of the ignition key 307 is configured to display a first background color (for example, yellow, but it could also be another color) when the road vehicle 1 is deactivated, and to display a second background color, different from the first (for example, black, but it could also be another color) when the road vehicle 1 is activated.Preferably, the first background color differs from a color of the outer surface of the end plate 310 so that the ignition key 307 is clearly visible in the center of the end plate 310 when the road vehicle 1 is deactivated (and the ignition key 307 could be removed by the driver DR), while the second background color is the same as the color of the outer surface of the end plate 310 so that the ignition key 307 is “hidden” (“camouflaged”) in the center of the end plate 310 when the road vehicle 1 is activated (and the ignition key 307 must therefore not be removed by the driver DR).

[0187] In other words, and to summarize the above, control 26 is, when the road vehicle 1 is deactivated and the holder 417, on which the ignition key 307 rests, is manually removed by the driver DR from the (in Fig. 20 shown) upper position into the (in Fig. (21 shown) lower position has been pressed, configured to move the bracket 417 into the (in Fig. 22 shown) intermediate position and activate the road vehicle 1 (i.e., activate the road vehicle 1 via the drive system 305) when the ignition key 307 has been recognized as valid (and simultaneously the display 328 of the ignition key 307 changes its background color) or the control 26 is configured to move the bracket 417 into the (in Fig. to bring to the upper position (as shown) without activating the road vehicle 1 if the ignition key 307 is recognized as invalid (and the display 328 of the ignition key 307 does not change its background color).

[0188] Naturally, other “environmental” conditions can be required to activate the road vehicle 1 (i.e., to allow the operation of the road vehicle 1 via the drive system 305), which, together with the movement of the bracket 417 (on which the ignition key 307 rests) from the (in Fig. 20 shown) upper position into the (in Fig. 21 shown) lower position must be given, such as that the gear selector 312 must be in the park position P and the brake pedal must be pressed.

[0189] Furthermore, if the road vehicle 1 is activated and if the driver DR manually removes the holder 417, on which the ignition key 307 is located, from the (in Fig. 22 shown) intermediate position into the (in Fig. (21 shown) lower position has been pressed, the control 26 is configured to move the bracket 417 into the (in Fig. 22 shown) intermediate position to control without deactivating the road vehicle 1, (and the display 328 of the ignition key 307 does not change its background color), if not all conditions are met to deactivate the road vehicle 1, or the control 26 is configured to move the bracket 417 into the (in Fig. to move to the upper position shown in 20 and to deactivate the road vehicle 1 (i.e. to deactivate the operation of the road vehicle 1 via the drive system 305) when all conditions for deactivating the road vehicle 1 are met (and at the same time the display 328 of the ignition key 307 changes its background color).

[0190] Naturally, other “environmental” conditions can be required to deactivate the operation of the road vehicle 1 (i.e., to prevent the movement of the road vehicle 1 via the drive system 305), which, together with the movement of the bracket 417 (on which the ignition key 307 rests) from the (in Fig. 22 shown) intermediate position into the (in Fig. 21 shown) lower position must be given, such as that the circuit 312 must be in the park position P.

[0191] When the road vehicle 1 is finally activated and when the flap 419 of the electric charging port has been opened, the control unit 26 is configured to move the bracket 417 into the upper position and deactivate the operation of the road vehicle 1 (and at the same time the display 328 of the ignition key 307 changes its background color) when all conditions are met to deactivate the road vehicle 1.

[0192] According to a preferred embodiment, the controller 26 is configured to generate control signals for the ignition key 307 that change the background color of the display 328 of the ignition key 307; i.e., the ignition key 307 changes the background color of its display 328 as a result of the instructions received from the controller 26.

[0193] In order to set the wheels 2 in motion, the road vehicle 1 also has a transmission, for example of the known and not shown type, which transmits the movement originating from the engine to the wheels 2.

[0194] The gearbox establishes a gear ratio, i.e., a ratio of the respective rotational speeds between the engine and the wheels.

[0195] The transmission could have a fixed gear ratio or a transmission with multiple gear ratios or selectable gears to change the gear ratio.

[0196] In other words, the transmission can be controlled to change the gear ratio, for example by selectively shifting gears.

[0197] The transmission could have a limited number of gears or an essentially unlimited number of gears, thereby defining a continuously variable transmission (CVT).

[0198] Continuously variable transmissions and transmissions with a limited number of gears are well known in the automotive sector, which is why they are neither described nor illustrated in detail here.

[0199] It is also possible that there is no gearbox, in which case the gear ratio could be fixed rather than variable. In this case, the speed of wheels 2 would be determined by the motor, which, however, could be speed-controlled.

[0200] As previously stated, vehicle 1 includes the (in Fig. (19 shown) circuit 312. In detail, the human-machine interface MMS comprises a shift lever unit 504.

[0201] In general, the shift lever unit 504 is configured so that the driver DR can individually control or select a power transmission from the engine to the drive wheels 2 via the gearbox.

[0202] More precisely, the shift lever unit 504 is configured to control the control unit 26 of the motor vehicle 1, which in turn controls the power transmission accordingly, i.e. according to the driver's selection DR via the shift lever unit 504.

[0203] In this specific case, the transmission is an automatic transmission, which is why the control unit regulates the gear ratio, for example by engaging a specific gear or by controlling a continuously variable transmission depending on the engine function.

[0204] Specifically, the controller 26 obtains information about the operation of the motor from corresponding transducers that are coupled and configured with the controller 26 to monitor the operation of the motor.

[0205] In this case, i.e., with an automatic transmission, the power transmission could be selected via the shift lever unit 504, for example between the status (position) Park P, a status (position) Reverse R, a status (position) Neutral N and a status (position) Drive D.

[0206] These power transmissions are typical for motor vehicles with automatic transmissions, which is why they, as well as the operation of the control unit 26, will not be explained in detail for each of these power transmissions.

[0207] The above-mentioned power transmissions could also be selected via the shift lever unit 504 if no gearbox were present, as is the case, for example, with some completely electric motor vehicles, although they are equipped with a known shift lever unit that differs from the shift lever unit 504 according to the invention.

[0208] However, none of this is a limitation, as the 504 shift lever unit could also have been used to select a specific gear, in which case it would be operated manually. Here, each gear would define a corresponding power transmission in addition to the already mentioned reverse and neutral (R, N) transmissions.

[0209] So, in addition to the one or more power transmissions already mentioned, there could be other power transmissions that are selectable via the shift lever unit 4 and are each associated with the engagement of certain gears or generally special power transmission ratios between engine and wheels 2, including the transmission ratios of reverse gear R.

[0210] According to the presentation in the Fig. 23, Fig. 24 and Fig. 25 The shift lever unit 504 comprises a base 505, which is specifically fixed to a body of the motor vehicle 1.

[0211] Furthermore, the shift lever unit 504 includes a lever 507 which the driver can grasp and which is movably coupled to the base 505 along a section 508.

[0212] The lever 507 is continuously movable along the section 508, i.e., the lever 507 can reach any point of the section 508 which can be represented geometrically by a continuous line, i.e., without interruptions.

[0213] Section 508 comprises a variety of predefined positions relative to the base 505; the predefined positions correspond in detail to the selection of the power transmissions.

[0214] More specifically, section 508 or shift lever unit 504 has four positions, each corresponding to the selection for Park P, Reverse R, Neutral N and Drive D.

[0215] In the embodiment from Fig. 23 The base 505 includes a guide 509 which is configured to guide the lever 507 along the section 508.

[0216] More precisely, the lever 507 comprises one or more sliding pieces 501 which are slidably coupled along the section 508 to the guide 509.

[0217] Specifically, the guide 509 comprises at least two guides 511, each of which, viewed individually, comprises corresponding supports with a C-shaped cross-section, positioned opposite one another. The guides 511 extend essentially along the section 508 and are slidably encompassed by two respective sliding pieces 510 of the lever 507.

[0218] Further referring to Fig. 23 Section 508 extends in a plane in a line which in detail consists of one or more straight sections.

[0219] The line of section 508 is defined by two straight sections or segments that are perpendicular to each other and have two corresponding coincident endpoints. Therefore, in other words, the line of section 508 is L-shaped, since one of the two segments is shorter than the other.

[0220] Of course, section 508 could have been different and, for example, it could even have consisted of two H-shaped sections arranged side by side with a common long branch, i.e., similar to the arrangement of some known gear levers for controlling a five-speed manual transmission with reverse gear.

[0221] The shift lever unit 504 also includes a magnet 512 which is fixed to the lever 507, i.e., which is held in a fixed position by the lever 507.

[0222] The magnet 512 has two opposing magnetic poles 512a and 512b, which are arranged in a straight line along a magnetic axis or direction 512c.

[0223] In the specific example of the Fig. 24 and Fig. 25 is the magnetic axis 512c perpendicular to section 508 or more precisely to the plane of section 508.

[0224] Furthermore, the shift lever unit 504 includes a number of additional magnets 513 at least equal to the number of specified positions.

[0225] The magnets 513 are located on the base 505 at fixed positions, i.e. they are fixed relative to the base 505.

[0226] Furthermore, the magnets 513, even though they are firmly attached to the base 505, are arranged or distributed along or in accordance with section 508 at the specified positions.

[0227] Like magnet 512, every magnet 513 also has two opposite magnetic poles 513a and 513b, which are individually aligned along a magnetic, specifically straight, axis or direction 513c. In the example of the Fig. 24 and Fig. 25 the magnetic axes 513c are parallel to the magnetic axis 512c.

[0228] Poles 513b are (magnetically) opposite pole 512b.

[0229] Each magnet 513 is arranged such that the corresponding pole 513b magnetically attracts the pole 512b in one of the predetermined positions of the lever 507, i.e., when the lever 507 is in that latter predetermined position. In this way, the corresponding magnet 513 exerts a magnetic attraction on the magnet 512; in effect, the opposite poles 512b and 513b attract each other.

[0230] In other words, when the lever 507 reaches one of the predetermined positions, the magnet 512 interacts with one of the corresponding magnets 513. More precisely, the magnet 512 is attracted to the corresponding magnet 513.

[0231] This guarantees the stability of the respective preset positions, as the driver DR must overcome the magnetic attraction between magnet 512 and the corresponding magnet 513 to move the lever 507 from its associated preset position. Therefore, the driver feels resistance when moving the lever 507 from any preset position due to the magnetic attraction between magnet 512 and the corresponding magnet 513.

[0232] If lever 507 is in one of the specified positions, then in the example the Fig. 24 and Fig. 25 the pole 512b and the pole 513b of the corresponding magnet 513 are aligned along the magnetic axis 513c or the magnetic axis 512c, which coincide here.

[0233] Also in this last-mentioned example, the magnets 513, which correspond to two specified adjacent or successive positions in section 508, are spaced apart from each other along section 508 by a void or at least a region without magnets (i.e. parallel to it).

[0234] Furthermore, in this last example, for each given position there is exactly one corresponding magnet 513 which is opposite the magnet 512 and, more precisely, is aligned in the two magnetic axes 512c, 513c when the lever 507 is in the corresponding given position.

[0235] As previously described, the vehicle 1 includes a steering wheel 203 with which the driver DR controls the direction of travel of the vehicle.

[0236] How to improve the implementation of the Fig. 28 and Fig. As shown in Figure 29, the steering wheel 203 has an essentially circular shape.

[0237] In detail, the steering wheel 203 consists of a wheel with spokes 115 and a circular rim 116. The circular rim 116 is attached to the upper end of the steering column via the spokes 115, the direction of which is determined by the operation of the vehicle 1.

[0238] According to the example shown, the steering wheel 203 has three spokes 115, two spokes are diametrically opposed to each other and are aligned with each other, the third lies in an axis of symmetry of the opposing spokes, which coincides with an axis of symmetry of the steering wheel 203.

[0239] Preferably, the steering wheel 203 comprises mechanical controls 117, for example, levers, buttons, or knobs. Specifically, the mechanical controls 117 are located in a front area 118 of the steering wheel 203 ( Fig. 28) arranged, which points towards the driver DR, and / or in a rear area 119 of the steering wheel 203, which is opposite the front area in the axis of symmetry A ( Fig. 28).

[0240] Specifically, the mechanical controls 117 are held by a bracket 120 which is connected to a spoke 115 of the steering wheel 203.

[0241] In the illustrated example, there are two brackets 120 attached to the two opposing spokes 115. Typically, the rider's right and left hands are positioned near these two opposing spokes and thus close to the mechanical controls 117. This allows the rider to easily operate these controls without distraction, using the spokes 115 as a reference point and / or support, and perceiving the actuation of the control through touch.

[0242] Preferably, the controls 117 arranged in the front area 118 are configured to be operated with the thumb of the right or left hand. Preferably, the rear controls 117 are configured to be operated individually or in groups by the other fingers of the hand (rear-operated).

[0243] In detail, the control elements 117 in the illustrated embodiment comprise a lever 123 with a spring return mechanism, which is operated from the rear area of ​​the steering wheel with several fingers, for example index and middle fingers.

[0244] Preferably, at least some of the controls 115 are configured to change the content displayed on the display 5.

[0245] Preferably, at least some of the controls 115 are configured to control the timing system 136.

[0246] Specifically, the mechanical controls 117 include a steering wheel switch 213 configured to change the driving mode. In this way, the driver can select their preferred driving mode, for example between Sport, Street or Race mode, as needed.

[0247] As in the Fig. 1 and Fig. Figure 2 shows that the human-machine interface MMS includes an interior lighting system 214, which is located in the interior 3 on the roof of the vehicle 1.

[0248] The interior lighting system 214 includes a (more clearly in Fig. 30 shown) front ceiling light 215, which is mounted in the middle section 6, in a front area of ​​the sky of the vehicle 1, specifically between the driver's seat 7 and the passenger seat 8.

[0249] Preferably, the interior lighting system 214 comprises at least one (in Fig. 31) rear ceiling light 216, which is arranged in the sky near a rear seat so that it is reachable by a passenger Ps sitting in that seat. According to the illustrated non-restrictive embodiment, the interior lighting system 214 comprises two rear ceiling lights 216, each arranged near a corresponding rear seat.

[0250] Preferably, the interior lighting system 214 is an ambient lighting system that creates a soft light throughout the interior 3.

[0251] As in Fig. Figure 30 shows the front ceiling light 215, which is rectangular and has rounded edges. The front ceiling light 215 includes a manual control element 221.

[0252] Preferably, the control system 26 implements, among other things, an optimized launch control procedure, which maximizes performance when starting from a standstill by optimizing the behavior of the road vehicle 1 to deliver the highest possible torque to the ground (i.e., to increase engine performance) by preparing the drive system to deliver maximum power and possibly temporarily increasing the maximum power output by means of an overboost of the drive system.

[0253] Preferably, the manual control element 221 is configured to activate the start-up process from a standstill.

[0254] Since the manual control element 221 is located at the height of the front ceiling light 215, it is situated above the front seats (preferably between the two front seats) and is therefore easily accessible by a natural movement of the driver's right hand DR (in the case of a left-hand drive vehicle, the driver's left hand DR in the case of a right-hand drive vehicle), without the right hand having to twist upwards.

[0255] According to a preferred embodiment, the manual control element 221 is configured to be activated by a vertical movement from top to bottom, i.e., to activate the start-up process from a standstill, a vertical movement from top to bottom must be performed on the manual control element 221 (i.e., one must pull the manual control element 221 downwards) (among other things and as described below).

[0256] Alternatively, the manual control element 221 can be operated by a fellow occupant Ps.

[0257] Specifically, the manual control element 221 includes a handle 217 that projects downwards (i.e., towards the interior 3). To activate the starting process from a standstill, the handle 217 must therefore be pulled downwards.

[0258] Preferably, the handle 217 includes a return spring mechanism. In this way, after being pulled downwards, the handle 217 automatically returns to its initial position without any further action by the driver DR.

[0259] According to a preferred embodiment, the handle 217 includes a light element 222. Preferably, the light element 222 is always illuminated, i.e., the handle 217 is constantly illuminated. According to some variants, the element 222 is only visible when the handle 217 is (at least) partially extended.

[0260] According to some variants, the manual control element 221 is configured to activate different starting procedures for moving the vehicle 1 and / or one or more safety and / or assistance procedures. For example, the manual control element 221 is configured to send a hazard message when the handle 217 is operated (pulled) by the driver or passengers.

[0261] Preferably, with reference to the Fig. 30 the ceiling light 215 additionally an audio system and a microphone 219 and at least one lighting device 220.

[0262] Preferably the ceiling light 215 comprises mechanical operating elements 218 for switching on, switching off and regulating the interior and / or exterior lights of the vehicle 1.

[0263] As previously described, the control unit 26 of vehicle 1 is configured to perform various functions. Specifically, the control unit 26 is configured to control the display 5, to detect the actuation of the tactile controls 31, and to change the content displayed on the display 5 depending on this actuation.

[0264] Furthermore, the control unit 26 is configured to control the display 105, to detect the actuation of the mechanical controls 127, and to change the content displayed on the display 105 depending on this actuation.

[0265] Preferably, the control unit 26 is also configured to control the starting of the vehicle 1 by detecting the key 307 and the movement of the holder 417 in the cavity 416 or the state of the motion transmission based on the signal received from the shift lever unit 504.

[0266] Preferably, the control unit 26 is configured to manage the infotainment (integrated multimedia system for entertainment and information) on board the vehicle 1.

[0267] Preferably, the control unit 26 is also configured to manage the instrument panel 202, an optical system (telecameras) for parking, a driver monitoring system (DMS) and an audio system of the vehicle 1.

[0268] In practice, the control unit 26 is a control device that manages various areas of the vehicle 1. Specifically, the control unit 26 comprises several processors, thus providing high computing power (it can be considered a supercomputer).

[0269] Preferably and as in Fig. Figure 26 shows that two operating systems are installed in the control unit 26: a first operating system 101 and a second operating system 102. The presence of two operating systems allows for the division of the management of the various areas of the vehicle 1.

[0270] As schematically in Fig. As shown in Figure 26, the first operating system 101 is configured to control the first and second displays 5, 105.

[0271] Preferably, the controller 26 is configured to change the content displayed on the displays 5 and 105 via the first operating system 101.

[0272] In other words, the first operating system 101 is concerned with managing the infotainment functions on the front central screen (Display 5) and on the rear central screen (Display 105).

[0273] Preferably, the first operating system 101 is an operating system primarily designed for embedded systems such as smartphones and tablets. Advantageously, but not exclusively, the first operating system 101 is an Android™ system.

[0274] As schematically in Fig. As shown in Figure 26, the second operating system 102 is configured to control the instrument panel 202.

[0275] Preferably, the control unit 26 is configured to control the instrument panel 202 via the second operating system 102.

[0276] Preferably, but not exclusively, the second operating system 102 is an operating system based on the Linux® kernel.

[0277] Specifically, the use of two different operating systems, 101 and 102, allows for optimized functionality. The first operating system, 101, is very flexible, enables the use of smartphone and tablet applications, and allows for particularly responsive and dynamic interactions.

[0278] Nevertheless, this type of operating system, version 101, is less controllable and slower due to its universal interfaces, which overload the execution of programs and applications. Therefore, operating system 101 is not entirely free of freezes or crashes.

[0279] On the other hand, the second operating system, 102, is more controllable, stable, and better modifiable (personalizable). This makes it particularly suitable for managing the vehicle's essential functions and safety features.

[0280] With regard to safety, a Safety Island 103 is preferably implemented via the second operating system 102, which allows the safety functions to be integrated. In this way, the safety functions are controlled separately and there is no risk of blockage by other functions.

[0281] Preferably, the Safety Island is nothing other than a scheduler of the control unit 26, i.e., a component (a program) of the second operating system 102 that implements a scheduling algorithm which, in view of a totality of access requests to a resource (typically the access to the processor by a process to be executed), establishes a temporal order for the execution of these requests and prioritizes those that comply with certain parameters according to a specific scheduling policy in order to optimize access to this resource and thus enable the execution of the desired service / instruction or process.

[0282] In the case shown, the scheduling policy stipulates that the functions deemed essential for the operation of vehicle 1 must be performed with priority.

[0283] Preferably, but not exclusively, the Automotive Safety Integrity Level (ASIL) is used to determine the scheduling policy. ASIL is a risk classification scheme that helps define the safety requirements necessary to meet the standard (ISO 26262). Generally, the ASIL is determined through a risk analysis of a potential hazard, examining the severity, exposure, and controllability of the vehicle's specific operating scenario.

[0284] As already mentioned, the first operating system, 101, primarily handles infotainment management. Specifically, at the software level, displays 5 and 105 contain (in Fig. The graphical interface 104 (shown in Figure 27) is implemented to provide the user with a similar user experience to that of common devices such as smartphones and tablets. Specifically, the graphical interface 104 is programmed to be interactive and dynamic.

[0285] For this purpose, the screen of the display (for example, display 5) has, as in Fig. 27 illustrated, non-restrictive examples, a multitude of functions that can be selected via this screen and are each arranged in a different area of ​​the screen.

[0286] For example, the screen shown can display any alarm messages 106 as superimposed pop-up windows (called Alert Stack), which can be accessed one after the other, while the main function, in this specific case the navigation route 107, always remains active.

[0287] In the event of an accident or malfunction, a pop-up window will appear on the screen, and the user can select it to view (for example, by swiping, i.e., sliding). If multiple windows overlap, the user can scroll through them to view each message and remove the windows currently displayed on the screen.

[0288] Furthermore, interface 104 allows the use of the swipe gesture to close other potentially displayed windows, for example by moving the finger from top to bottom along the bar 108.

[0289] When pop-up windows are selected for display, the content of the main screen preferably remains available but is "frozen", meaning you can work in the foreground and leave the content "paused" in the background.

[0290] Preferably, a driver user profile 111 can be selected via interface 104. Specifically, each potential user can customize their profile 111 and, for example, select interface colors and preferred radio stations.

[0291] Preferably, interface 104 enables smooth interaction with the screens without display errors (so-called flashes) and reinitialization. In other words, one can, for example, move dynamically from one object to another, from one window to another, using an animation.

[0292] Although the invention described above relates in particular to a specific embodiment, it is not to be considered as limited to this embodiment and all variants, modifications or simplifications covered by the attached claims, such as a different type of road vehicle, a different interior design, different handling systems, a different screen type, etc., are within the scope of protection.

[0293] The road vehicle 1 described above offers numerous advantages.

[0294] Above all, the human-machine interface of the vehicle 1 is user-centric and ensures that drivers can interact with their vehicle safely and intuitively.

[0295] Furthermore, the human-machine interface of the vehicle 1 can adapt to the preferences of each driver and enables the personalization of driving profiles and the intuitive selection of preferences via tactile and mechanical controls that the driver can operate without being distracted.

[0296] In addition, the vehicle 1 also offers the occupants driving information and entertainment as well as other comforts such as light and air conditioning via the described human-machine interface, since these systems can be operated autonomously directly from the seat.

[0297] Finally, vehicle 1 helps to improve the balance between the amount of information provided and the driver's ability to process it without distraction, thus keeping the level of attention required from the driver low. LIST OF REFERENCE SIGNS IN THE FIGURES 1 vehicle 2 wheels 3 Interior 4 Dashboard 5 Display 6 Middle section 7 Driver's seat 8 Passenger seat 9 bracket 10 screen 11 Handling system 12 Control element 13 Handle 14 Underside 15 Opening 16 straight sections 17 Curved sections 18 Swivel arm 19 First End 20 First hinge 21 Second Ending 22 Second hinge 23 Support element 24 Support arm 25 End 26 Control 27 Mechanical Controls 29 Ball joint 30 locking systems 31 unlocking systems 32 fixed connecting part 33 bracket 34 Movable connecting part 35 Connecting plate 36 shaft 37 Longitudinal axis 38 bracket 39 Connecting element 40 Through hole 41 Connecting element 42 Digital Scale 43 Pointer mechanism 44 Protective element 45 lens 46 Ring-shaped bracket 47 Protective glass 48 Through hole 101 Operating System 102 Operating System 103 Safety Island 104 Graphics interface 105 Display 106 alarm messages 107 Navigation route 108 bar 109 bracket 110 screen 111 User profile 112 tunnels 115 spokes 116 Circular wreath 117 Mechanical Controls 118 Front area 119 Rear area 120 bracket 121 Back panel 122 circuit board 123 levers 124 openings 125 holes 126 Cover glass 127 Mechanical Controls 128 openings 129 boreholes 130, 130' border 131 Tactile Controls 132 Tactile push buttons 133 Tactile push button 134 Upper area 135 Beveled area 136 Timekeeping system 137 Chronograph 138 hands 139 wave 140 Actuator 141 bore 201 Instrument panel 202 Instrument panel 203 Steering wheel 204 cases 205 Transparent Main Panel 206 Digital Main Screen 207, 207', 207” Continuous opening 208 Second digital screen 209 hands 210 Continuous opening 211 Second transparent panel 212 Actuator 213 Steering wheel switches 214 Lighting system 215 Front ceiling light 216 Rear ceiling light 217 Handle 218 Mechanical Controls 219 Audio system 220 Lighting device 221 Manual control element 222 light 224 Actuator 225 retaining ring 226 Central axis of rotation 227 Retaining ring 228 Round rack 229 Engine 230 Rotary axis 231 Middle section 232 round pins 233 Round seat 234 extensions 235 extensions 236 counterpart 237 Cavity 238 Round seat 239 Push device 240 collimated glass 304 Recording system 305 Drive system 307 Ignition keys 308 compartments 309 In-depth study 310 Closing Panel 312 circuit 314 Key lock 315 Magnetic locking element 316 Lighting element 317 Part of the key 322 Charging system 324 Basic housing 325 Top 326 Underside 327 Display 328 Display 329 Battery 416 Cavity 417 Bracket 418 Actuator 419 Charging port 504 Gearshift lever unit 505 Mounting base 507 levers Section 508 509 Guide device 510 sliding pieces 511 guided tours 512 Magnet 512a, 512b Opposite magnetic poles 515c Magnetic Axis 513 magnets 513a, 513b Opposite magnetic poles 513c Magnetic Axis A axis of symmetry B axis BR focus C axis CR pivot Driving D DR driver D Vertical direction of movement E direction E' direction F floor G direction H Driver's hand N Idle P Parking PS fellow inmate R Reverse gear T transverse axis α angle β angle

Claims

[1] Road vehicle (1) comprising: four wheels (2), at least one pair of which are driven, an interior (3) configured to accommodate a driver (DR) and a first passenger (Ps) in addition to the driver (DR), a dashboard (4), an instrument panel (201), a propulsion system (305), a steering wheel (203), a control system (26) and a human-machine interface (HMI), wherein the human-machine interface (HMI) comprises: - a first display (5) with: a bracket (9) configured to be mounted on a central section (6) of the dashboard (4) of the road vehicle (1) between a driver's seat (7) and a passenger seat (8); at least one first screen (10) which is mechanically connected to the mount (9) and configured to be viewed by the first passenger (Ps) and / or the driver (DR) while driving, wherein the mount (9) comprises a bezel (130) which runs around the screen (10) and tactile controls (131) which are attached to the perimeter (130) and are flat on its surface; a handling system (11) with a ball joint (29) which in turn comprises a fixed connecting part (32) configured to be connected to the instrument panel (4) and a movable connecting part (34) rotatably connected to the fixed connecting part (32) and configured to be connected to the first screen (10); - a second display (105) with: a bracket (109) configured to be mounted in the center of a tunnel (112) of the road vehicle (1) extending along an axis of symmetry (A) in the longitudinal direction of the interior (3) between the driver's seat (7) and the passenger seat (8); at least a second screen (110) mechanically connected to the mount (109) and configured to be viewed by at least one second occupant (Ps) in at least one rear seat of the road vehicle (1) and first mechanical controls (127) configured to be operated by at least the second co-occupant (Ps); - an instrument panel (202) on the dashboard (201) opposite the driver (DR) and behind the steering wheel (203); - an ignition system (306) of the drive system (305), in turn comprising: a compartment (308) permanently connected to the interior (3) with a cavity (416) which is realized and configured vertically by a cover plate (310) to accommodate the ignition key (307); a holder (417) which is movably mounted in the cavity (416) to move along a vertical direction of movement (D) and has an upper wall which is shaped to accommodate the ignition key (307); - a shift lever unit (504) of the transmission (4) with: a base (505); a lever (507) which the driver (DR) can grasp and which is movably coupled to the base (505) along a section (508) with several predetermined positions relative to the base (5); - an interior light (214) located in the interior (3) and connected to the headliner of the vehicle (1); the interior light (214) comprises: a front ceiling light (215) which is arranged in the central section (6) in a front area of ​​the roof of the road vehicle (1), specifically between the driver's seat (7) and the passenger seat (8); and at least one rear ceiling light (216) in the roof of the road vehicle (1) near a rear seat, so that it is reachable by a passenger (Ps) in that seat. [2] Road vehicle (1) according to claim 1, wherein the ball joint (29) is configured to have a pivot point (CR) which coincides with a center of gravity (BR) of the complex of screen (10) and the movable connecting part (34). [3] Road vehicle (1) according to claim 1 or 2, wherein the instrument panel (202) comprises: a digital main screen (206) comprising at least one first continuous opening (207) realized inside it and completely surrounded by the digital main screen (206); at least one secondary digital screen (208) arranged behind the main digital screen (206) at the level of the first continuous opening (207) of the main digital screen (206), so that it is visible through the first continuous opening (207); at least one pointer (209) that overlays the secondary digital screen (208) and is visible through the first continuous opening (207) of the main digital screen (206) and is movably mounted to move over the secondary digital screen (208), and a first actuator (212) configured to move the pointer (209) while keeping the pointer (209) always above the secondary digital screen (208). [4] Road vehicle (1) according to claim 1, 2 or 3, wherein the ignition system (306) comprises: a detection system (304) configured to detect whether the key (307) is in the slot (308) or not; in which the control unit (26) is connected and configured to the detection system (304) and the drive system (305) to activate the power supply to the drive system (305) only when the key (307) is detected in the compartment (308). [5] Road vehicle (1) according to any one of the above claims, wherein the compartment (308) comprises a system (314) for securing the key, configured to retain the ignition key (307) in the compartment (308) when the speed of the road vehicle (1) is above zero and / or a gear is engaged. [6] Road vehicle (1) according to any one of the above claims, wherein the first display (5) comprises a timing system (136) wherein the tactile controls (131) are configured to give instructions to the timing system (136). [7] Road vehicle (1) according to claim 5, wherein the timing system (136) is partially digital and comprises a digital scale (42) incorporated into a part of the screen (10) and a pointer mechanism (43) comprising at least one pointer (138), a corresponding shaft (139) mounted on the at least one pointer (138) and an actuator (140) for moving the shaft (139) and thus the at least one pointer (138). [8] Road vehicle (1) according to any one of the above claims, wherein the compartment (308) comprises an actuator (418) configured to move the support (417) in the cavity (416) and along the vertical direction of movement (D). [9] Road vehicle (1) according to any one of the above claims, wherein the shift lever unit (504) of the transmission (4) comprises: a first magnet (512) which is fixed opposite the lever (507) and has a first magnetic pole (512b), and at least one corresponding second magnet (513) for each of the aforementioned predetermined positions, wherein the second magnet (513) has a corresponding second magnetic pole (513b) opposite the first magnetic pole (512b) and is held by the base (505) in a corresponding fixed position, such that this second pole (513b) magnetically interacts with the first pole (512b) when the lever (507) is in the corresponding predetermined position between these predetermined positions, such that the corresponding second magnet (513) exerts a magnetic attraction force on the first magnet (512). [10] Road vehicle (1) according to any one of the above claims, wherein the human-machine interface (HMI) comprises second mechanical controls (117) located on the steering wheel (203) and in a front area (118) of the steering wheel (203) facing the driver (DR) and / or in a rear area (119) of the steering wheel (203) opposite the front area (119) along the axis of symmetry (A). [11] Road vehicle (1) according to any one of the above claims, wherein the front ceiling light (215) has a manual control element (221) configured to activate the starting procedure from a standstill when operated by the driver (DR) or the first passenger (Ps). [12] Road vehicle (1) according to any one of the above claims, wherein the control unit (26) is configured to: to control the first display (5) in order to detect the actuation of the tactile controls (31) and to adjust the content displayed on the display (5) according to this actuation and to control the second display (105) in order to detect the actuation of the mechanical controls (127) and to adjust the content displayed on the display (105) according to this actuation. [13] Road vehicle (1) according to any one of the above claims, wherein two operating systems are installed in the control unit (26): a first operating system (101) configured to control at least the first display (5) and the second display (105) and a second operating system (102) configured to control at least the instrument panel (202).

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