RECREATIONAL VEHICLES WITH HEATED STEERING COMPONENTS

Abstract

A system for communicating with components in a steering member has a first electrically conductive coil attached to a stationary component around a vehicle steering axis. A second electrically conductive coil is coupled to the steering member and rotates with it. A second transceiver is wirelessly coupled to the first transceiver. The first transceiver is coupled to the first electrically conductive coil. A second transceiver is coupled to the second electrically conductive coil. The first electrically conductive coil induces current in the second electrically conductive coil to power a first component. The first electrically conductive coil is separated from the second electrically conductive coil.The first transceiver and the second transceiver communicate bidirectionally wirelessly through the first electrically conductive coil and the second electrically conductive coil.

Description

RECREATIONAL VEHICLES WITH HEATED STEERING COMPONENTS INCORPORATION BY REFERENCE This application is a non-provisional application for document 63 / 228,334 filed on August 2, 2021. This application incorporates by reference the entirety of the disclosures in U.S. application 16 / 734,846 filed on January 6, 2020, and U.S. application 16 / 735,077 filed on January 6, 2020. The entirety of the disclosures in the prior applications are incorporated by reference herein. FIELD This disclosure relates to systems and methods for controlling and heating components in a vehicle and, in particular, to systems and methods for wirelessly transferring power to a steering member and transmitting data between the steering member and other components. BACKGROUND Vehicles can be open-air vehicles that lack a roof and / or an outer shell. As the ambient temperature around the vehicle decreases, the occupant may become cold. Therefore, heated features may be provided to offer additional comfort. However, these heated features may involve numerous wired connections and / or additional heated components. Similar circumstances can also arise in enclosed-cab vehicles. In some examples, off-road / on-road vehicles may include a steering system with one or more steering inputs, such as handlebars with grips or a steering wheel. The grips can be heated using wires and / or other circuitry connected to a controller and / or a battery. However, the wires can wear out as a user continuously rotates the grips to operate the two-wheeler. Ultimately, the user may need to replace the wires and / or grips to prevent malfunction of the heated grip feature. Spiral-wound rotary electrical connectors are commonly used to supply electricity to a heated flywheel. These connectors limit the number of rotational turns of the flywheel. Similarly, there is a limit to the amount of current that can be supplied to the flywheel through a spiral-wound rotary connector, depending on the number and size of wires routed through it. The spiral-wound rotary electrical connectors are described as follows: «ΡΓβηη / ζζηζ / Β / γίΛΐ - The 2 spirals are also susceptible to becoming clogged due to the entry of dust, dirt, mud, and water. Automotive standards provide guidelines for the surface temperatures of heated components, which necessitate the transmission of information about the heated contact points of a vehicle so that the power to these components can be regulated. COMPENDIUM In an illustrative example for this disclosure, a system for communicating with components in a steering member has a first electrically conductive coil attached to a stationary component around a vehicle steering axis. A second electrically conductive coil is coupled to the steering member and rotates with it. The second transceiver is wirelessly coupled to the first transceiver. The first transceiver is coupled to the first electrically conductive coil. A second transceiver is coupled to the second electrically conductive coil. The first electrically conductive coil induces current in the second electrically conductive coil to power a first component. The first electrically conductive coil is separated from the second electrically conductive coil.In addition, the system can have bidirectional wireless communication between the first transceiver and the second transceiver through the first electrically conductive coil and the second electrically conductive coil. Implementations may include one or more of the following features. The system, wherein the first electrically conductive coil is overmolded and the second electrically conductive coil is overmolded. The first electrically conductive coil is overmolded in a stationary coil holder and the second electrically conductive coil is overmolded in a rotating coil holder. The system may include a housing disposed around the steering axis, the stationary coil holder being coupled to the housing. The first electrically conductive coil is fixed to a steering housing and is arranged axially and coaxially with respect to a longitudinal geometric axis of the steering member, and the second electrically conductive coil is radially separated from the first electrically conductive coil and the steering housing and coaxial with respect to them.The system may include a radially arranged dielectric layer between the steering housing and the first electrically conductive coil. The first and second electrically conductive coils are cylindrical. The first component may include a steering member heating element. The steering member may include a thermal sensor that generates a [missing information - likely a specific signal or signal]. - 3. Temperature signal, where the second transceiver transmits the temperature signal to a vehicle controller via the second transceiver and the second electrically conductive coil and the first transceiver and the second electrically conductive coil. The vehicle controller transmits a heating element control signal to the first transceiver and the first electrically conductive coil, the second transceiver receiving the heating element control signal and controlling the heating element of the steering member.The vehicle controller transmits a heating element control signal to the first transceiver and the first electrically conductive coil. The second transceiver receives the heating element control signal and transmits it to a steering member controller to control the steering member's heating element. The steering member may include a button that generates a button signal, which is transmitted from the second transceiver to the first transceiver via the second and first electrically conductive coils. The first transceiver transmits serial signals to the second transceiver. The steering member may include an indicator and a steering member controller that controls the indicator using an indicator signal transmitted from the first to the second transceiver.The steering member may include a display and a steering member controller that operates the display using a signal transmitted from the first transceiver to the second transceiver. The first and second transceivers of the system communicate bidirectionally wirelessly through the first and second electrically conductive coils. Implementations of the described techniques may include hardware, a method or process, or computer software on a computer-accessible medium. A general aspect includes a method for communicating with components in a steering member. The method also includes controlling a first electrically conductive coil arranged around a steering shaft. The method further includes inducing, in response to the control, current in a second electrically conductive coil coupled to the steering member to power a first component, the first electrically conductive coil being separate from the second electrically conductive coil. The method also includes wirelessly transmitting bidirectional signals between a first transceiver, coupled to the first electrically conductive coil, and a second transceiver coupled to the second electrically conductive coil. Other embodiments of this aspect include the corresponding computer systems and apparatus and software programs «СΓβηη / ζζηζ / Β / γίΛΐ - 4 recordings on one or more computer storage devices, each configured to perform the actions of the methods. Implementations may include one or more of the following features. The method for transmitting signals bidirectionally wirelessly may include transmitting a thermal sensor signal from the second transceiver to the first transceiver and transmitting a control signal from the steering member heating element of the first transceiver to the second transceiver. Bidirectional wireless signal transmission may also include transmitting a user interface signal from the second transceiver to the first transceiver and transmitting a control signal from the first transceiver to the second transceiver.Bidirectional wireless signal transmission can include transmitting a transmission shift signal, a vehicle mode signal, or a music control signal from a user interface on the second transceiver to the first transceiver; controlling a transmission shift in response to the transmission shift signal, vehicle mode signal, or music control signal; and transmitting a status signal from the first transceiver to the second transceiver. Bidirectional wireless signal transmission can also include transmitting a thermal sensor signal from the second transceiver to the first transceiver; generating a current control signal in response to the thermal sensor signal; and transmitting the current control signal from the first transceiver to the second transceiver. Implementations of the described techniques can include hardware, a method or process, or computer software on a computer-accessible medium.A general aspect includes a method for operating a vehicle steering assembly having a steering member. The method also includes receiving, via a controller, a user input signal indicating a temperature setting; determining, based on the temperature setting, an amount of current to supply to a first electrically conductive coil, where the first electrically conductive coil is coupled around a steering shaft; and supplying, based on the amount of current and via the controller, a current to the first electrically conductive coil, where the first electrically conductive coil is configured to wirelessly supply power to a second electrically conductive coil, and where the second electrically conductive coil is configured to supply power to a heating element.Other realizations of this aspect include the corresponding computer systems and devices and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods. «ΡΓβηη / ζζηζ / Β / γίΛΐ - 5 Implementations may include one or more of the following features. The method, where the first electrically conductive coil is configured to wirelessly provide power to the second electrically conductive coil based on the induction of a second current. Implementations of the techniques described may include hardware, a method or process, or computer software on a computer-accessible medium. For those who are experts in the technique, other additional features of this disclosure will become evident after considering the following detailed description of the illustrative examples that exemplify the best way to carry out disclosure as it is currently perceived. BRIEF DESCRIPTION OF THE DRAWINGS The above aspects and many additional features of the present system and method will be more easily appreciated and better understood by referring to the following detailed description when considered together with the accompanying drawings, where: Figure 1 is a schematic block view of a part of a vehicle in accordance with this disclosure. Figure 2A is a plan view of a zoned steering member. Figure 2B is a plan view of a fully heated steering member. Figure 3A is a side view of a steering assembly. Figure 3B is a cross-sectional view of a steering assembly. Figure 3C is a perspective view of the stationary coil support and the rotating coil support. The 3D figure is a perspective view of the stationary coil support. Figure 3E is a perspective view of the rotary coil holder. Figure 4 is a front view of a steering member. Figure 5 is a schematic of a control circuit for a steering member. Figure 6 is a schematic block view of four options for a steering member heating system. Figure 7 is a flowchart of a method for switching from the address member. Figure 8 is an on-screen visualization of a change system. «ΡΓβηη / ζζηζ / Β / γίΛΐ — 6 — Figure 9 is a flowchart of a method for reprogramming the buttons on a steering member. Figure 10 is a flowchart of a method for transmitting a button information signal from a member of the address. Figure 11 is a flowchart of a method for controlling a screen or performing an action on a member of the address. Figure 12 is a perspective view of a coaxial spring assembly. Figure 13 is a cross-sectional view of the spring assembly in Figure 12. DETAILED DESCRIPTION To facilitate a better understanding of the principles presented herein, reference is made to the examples illustrated in the drawings described below. The examples provided are not intended to be exhaustive or limited to the precise form disclosed in the detailed description below. Rather, the examples are selected and described so that other practitioners in the art may benefit from their teachings. Referring now to Figure 1, a recreational vehicle 10 is illustrated, such as a tandem-seat, four-wheel-drive vehicle. However, in some examples, vehicle 10 could be any vehicle, such as a two-wheel-drive vehicle, a three-wheel-drive vehicle, and / or other types of recreational vehicles that can be used on roads, tracks, and / or both. Some examples of recreational vehicles 10 include, but are not limited to, motorcycles, all-terrain vehicles (ATVs), tandem-seat recreational vehicles, snowmobiles, and utility vehicles. The recreational vehicle 10 further includes a steering system 12. The steering system 138 is coupled to at least one ground contact member, such as a wheel, skid, or track (not shown). The steering system 12 has a steering member 14 adapted to be gripped by a user of the vehicle 10. Illustrative steering members 13 include handlebars and / or steering wheels. In the following examples, a steering member 14 is illustrated as a steering wheel. Additionally and / or alternatively, the steering member 14 includes one or more user grips 16. An illustrative user grip 16 is a gripping handle such as a motorcycle handlebar or a flexible part disposed on or around the steering wheel. A user interface 20 is illustrated. The user interface 20 may include a plurality of control switches 22 and / or a plurality of touchscreen buttons 24 displayed on a screen 26. A control knob 27 may also be used to provide input to the system. The control knob 27 may control a function of the «RPGΓβηη / ζζηζ / Β / γίΛΐ - 7 vehicle and / or display 26. The user interface 20 is used to input a desired user function which is converted into a user interface signal, which can ultimately be transmitted to a vehicle controller 28 via a controller area network 30. The vehicle controller 28 can control a particular function based on the input of the user interface signal or signals.Some examples of suitable user interface signals include, but are not limited to, a signal controlling a radio (a music control signal), a vehicle mode control signal controlling a vehicle driving function such as the suspension or steering, a signal controlling the heating and / or cooling of various components including steering member 14, a signal controlling the vehicle's transmission, and a control system signal controlling the vehicle's customer control system, including the heating or cooling of the vehicle seats. Obviously, other vehicle functions and their corresponding signals will be evident to those skilled in the art. Referring to Figure 2A, the steering member 14 is illustrated as a steering wheel. In this example, the steering member 14 may include heating elements 32 that extend partially around the circumference of the steering wheel. In this example, the right and left sides of the steering member include heating elements 32. The heating elements 32 may be connected by a connecting element 34 that extends electrically between them. Each of the heating elements 32 is located approximately one-third of the circumference of the steering member 14. Referring now to Figure 2B, a fully heated steering member 14 is illustrated, with heating element 32 extending around its circumference. Obviously, the number or spacing of the heating element wires can determine the amount of heat delivered to the user. For example, a wider spacing of the heating elements 32 can provide less heat than heating elements placed close together. Although the heating elements 32 are illustrated, a cover is used over them to provide a smooth finished surface. The heat from the heating elements 32 is transferred through the cover. The number or spacing of the heating coils can vary depending on the desired design objectives. One objective might be to reduce the heated area, as shown in Figure 2A, to increase the W / cm². This allows for higher heat output and makes it possible to achieve the desired objectives faster than if there were a larger area to heat. Referring now to figures 3A-3F, steering system 12 is illustrated in more detail. Steering system 12 has a steering column 40 «ρρβηη / ζζηζ / Β / γίΛΐ - 8, which is attached to the vehicle with a clamp 42. In this example, the steering column 40 can rotate relative to the vehicle at the clamp 42. To lock the steering column 40 in place, a handle 44 is used in conjunction with a steering mechanism 46. The steering column 40 has a steering shaft 48 that is coupled with permissible rotation relative to a housing 50. That is, the steering shaft 48 rotates within the housing 50. The steering shaft 48 is coupled to the steering member 14. As the vehicle operator rotates the steering member 14, the steering shaft 48 moves within the housing 50 in the same direction as the steering member 14. Ultimately, the vehicle's ground contact members are rotated when the steering member 14 and the steering shaft 48 are rotated. Housing 50 remains stationary during operation. Housing 50 is an example of a stationary component. A stationary coil holder 52 is another stationary component and has a first electrically conductive coil 54 coupled to it. The first electrically conductive coil 54 can be attached to the stationary coil holder 52 in various ways, including with adhesives. However, the stationary coil holder 52 can be overmolded. A rotating coil holder 56 is incorporated in, on, or near the steering member 14. The rotating coil holder 56 can be a component or a separate part of the molded steering member. The rotating coil holder 56 has a second electrically conductive coil coupled to it. The coil 58 is attached to the rotating coil holder 56 in a manner similar to the first electrically conductive coil.That is, the adhesive or overmolding described above can be used to fix the second electrically conductive coil to the rotating coil holder 56. The first electrically conductive coil 54 and the second electrically conductive coil 58 are separated from each other by a small gap that is small enough to allow the coils to be inductively coupled to each other. A mounting piece 60, four of which are illustrated in this example, extends from the stationary coil holder 52 to receive the clamping elements 62 in order to attach the stationary coil holder 52 to the housing 50. The mounting piece 60 can also be press-fitted into place instead of using the clamping elements 62. The clamping element receivers 64 are arranged through the rotating coil support 56 and are used to receive the clamping elements 66, one of which is shown. The clamping elements 66 secure the rotating coil support 56 to the steering wheel assembly or steering member 14. «ΡΓβηη / ζζηζ / Β / γίΛΐ - 9 Referring now to Figure 4, steering member 14 is illustrated in more detail. Steering member 14 may have one or all of the components shown in the present example. This example illustrates a user interface 410 of the steering member having a plurality of switches 412 and buttons 414. The switches and buttons may also be implemented on a control 417. Control 417 may be redundant with control 27 shown above or may independently control vehicle features, display 26, or a display 418. Indicators 416 may also be incorporated into steering member 14. The display 418 is included within steering member 14. For example, the display 418 may be an LCD display showing text and images in color or black and white.Switches 412, buttons 414, and control 417 can be used to provide or control various vehicle functions. The status of the vehicle functions can be displayed on indicators 416 and / or the screen 418. For example, switches 412 and buttons 414 can be used to generate control signals for the heating element, either directly or indirectly via a controller, in order to control the heating elements 32 located within the steering member 14. Indicators 416 can be LED lights or other types of indicators. Indicators 416 can be of various colors to indicate different states of various components. A steering member controller 420 receives switch signals (control signals) from switches 412 and button signals from buttons 414. The steering member controller 420 can control or communicate with other parts of the vehicle through the first electrically conductive coil and the second electrically conductive coil, as described in more detail below. The steering member controller 420 can also be coupled to a thermal sensor 422. The thermal sensor 422 can detect the heat provided by the heating elements and generate a temperature signal corresponding to the temperature of the heating elements 32 within the steering member 14. The thermal sensor 422 can include, but is not limited to, a thermocouple or a thermistor. The indicators 416 can be LED lights or other types of indicators.The 416 indicators can have various colors to indicate different states of various components. Within steering member 14, a haptic feedback device 430 can also be provided. The haptic feedback device can vibrate to provide a warning due to a detected condition. There is also a memory 432 associated with the address member controller 420. Memory 432 can be used to store various system input / output commands as a buffer. Memory 432 «СΓβηη / ζζηζ / Β / γίΛΐ - 10 can also store the functions of buttons, knobs, or switches. That is, the function of the buttons, knobs, or switches can change in some cases according to the user. Therefore, memory 432 can be reprogrammed as will be described in more detail below. Referring now to Figure 5, the electrical configuration of the steering system 12 is shown. In this example, the vehicle-side controller 28 is shown communicating with a wireless interface 510. The wireless interface 510 includes the first electrically conductive coil 54 and the second electrically conductive coil 58. The second electrically conductive coil 58 is in communication with the steering member controller 420. The vehicle-side controller 28 is coupled to a vehicle power supply 512. The power supply 512 is in communication with an oscillator and a full-bridge exciter 514, which is used to excite the wireless interface. In particular, the first electrically conductive coil 54 is used to magnetically induce an electric current in the second electrically conductive coil 58.This is used to drive a load 415 through a rectifier circuit 518, which rectifies the signal and provides DC power to the load 516. The rectifier 518 is optional and can take many forms depending on whether regulated AC power is required. In this example, the rectifier has four diodes: D1, D2, D3, and D4. Diode D1 is connected to the second electrically conductive coil 58 at its anode. The cathode of diode D3 is connected to the anode of diode D1 and the second electrically conductive coil 58. The other end of the electrically conductive coil 58 is connected to the cathode of diode D4 and the anode of diode D2. The cathodes of diodes D1 and D2 are connected to the load 516. The anodes of diodes D3 and D4 are connected to the other side of the load. A capacitor C1 is coupled to the anode of diode D1 and to the cathode of diode D3. Similarly, capacitor C2 can be coupled and in parallel to load 516. The oscillator and full-bridge driver circuit 514 can be coupled to four MOSFET transistors. The transistors are used to drive the first electrically conductive coil through a capacitor C3. In this example, four MOSFETs, T1, T2, T3, and T4, are provided. The gates of transistors T1 and T3 are coupled to the oscillator and full-bridge driver circuit 514. Similarly, the gates of transistors T1 and T4 are coupled to the oscillator and full-bridge driver circuit 514. The drains of transistors T1 and T2 are coupled to the power supply 512. The sources of transistors T3 and T4 are coupled to the negative side of the power supply 512. The source of transistor T1 is coupled to the drain of transistor T3. The source of transistor T2 is coupled to the drain of transistor T4. The node between transistors T1 and «ΡΓβηη / ζζηζ / Β / γίΛΐ - 11 T3 is coupled to one side of the first electrically conductive coil 54. The node between the source of transistor T2 and the drain of transistor T4 is coupled to the other side of the first electrically conductive coil T4. As mentioned above, bidirectional communication via the first electrically conductive coil 54 and the second electrically conductive coil 58 may also be possible. The vehicle-side controller 28 includes a demodulator / modulator 520 that is in communication with a universal asynchronous receiver / transmitter (UART) controller 522. The UART controller 522 receives and transmits signals to the controller's area network 30. The first electrically conductive coil 54 is used for both receiving and transmitting signals.A modulator / demodulator 530 couples to or communicates with the modulator / demodulator 520 via the first electrically conductive coil 54 and the second electrically conductive coil 58. The modulators / demodulators 520 / 530 can be configured as a single integrated circuit or as separate components. Specifically, the modulator / demodulator 530 communicates with a UART controller 532 and ultimately communicates via a controller area network 30 with the components within the steering member 14. As mentioned above, the steering member 14 may include a display 418, an information device 436, the steering member controls 412 / 514, and a heated steering member thermal sensor 422. During operation, the controller's area networks 30 receive signals from switches, buttons, or other components and communicate with the modulator / demodulator 530 and the modulator / demodulator 520. An asynchronous serial signal is generated in the controllers 522 and 532. The modulator / demodulator 520 transmits this serial signal through the first electrically conductive coil 54 and the second electrically conductive coil 58 to the modulator / demodulator 530 and vice versa. Ultimately, various displays or controls are provided on both the vehicle side and the steering member side. Suitable examples of 520 / 530 modulator / demodulators include the Renesas P9221-R3 and P9242-R3. Referring now to Figure 6, a simplified view of the control system for a particular heated steering element is shown. In this example, the power supply 512 and the vehicle communication system, such as the controller area network 30, are shown and coupled to the vehicle-side controller 228. The vehicle-side inductive coil 54 is coupled to the steering member-side inductive coil 58. The vehicle-side controller 28 can determine a current quantity (current control signal) to be supplied to the steering member-side inductive coil 58 to heat the steering member's heating elements. The current quantity is «ΡΓβηη / ζζηζ / Β / γίΛΐ - 12 can be determined from a selected temperature setting using the user interface. A button, knob, or switch in the vehicle can be used to generate a control signal for the heating element. A steering member controller 420 is in communication with the steering member's inductive coil. In this example, four options are provided for the steering member heating system. In option 1, the steering member heating elements 32, the thermal sensor 422, and the steering member controls (buttons) 414 are all in communication with the steering member controller 420. The thermal sensor 422 can transmit the thermal sensor signal (temperature signal) directly to the vehicle-side controller for monitoring within the vehicle. All elements 32, 422, and 412 / 414 are in communication with the steering member controller 420. Option 2 provides the same elements as in option 1, except that the heating elements 32 in the steering member 14 are communicated directly with the inductive coil 58 on the steering member side instead of with the steering member controller 420. In option 3, the inductive coil 58 on the steering member side is coupled to a thermal switch or thermal fuse 610. The thermal switch or thermostatic fuse 610 prevents the heating elements in steering member 14 from overheating. The thermal fuse 610 allows a maximum temperature in steering member 14. In option 4, the heating elements 32 are directly coupled to the inductive coil 58 on the steering member side. In this example, the controller 420 on the steering member has been removed. In option 3, the controller 420 on the steering member has also been removed. Options 3 and 4 are simplified versions that may or may not use bidirectional communication via the inductive coil 54 on the vehicle side and the inductive coil 58 on the steering member side. Referring now to Figures 7 and 8, as an example, the system can be used to control a transmission shift. The transmission selector can be one of the buttons or switches located on the steering member. In step 710, the user requests a shift from a control, button, or switch located on the steering member. In step 712, a transmission shift signal (message) is generated from the control, button, or switch. The control, button, or switch is illustrated in detail in Figure 8. The control, button, or switch can include various positions: high, low, reverse, neutral, and park, which illuminate during the command transmission process. The control, button, or switch can also be part of the display 418. In step 714, the shift signal of the «ΡΓβηη / ζζηζ / Β / γίΛΐ - 13. The transmission shift signal is sent to the control unit, which commands a shift on the progress display in the vehicle. However, the transmission shift signal can also be received at control unit 716 to display a shift on the progress display in 718. The transmission shift signal is transmitted wirelessly from the second transceiver and the second electrically conductive coil to the first electrically conductive coil and the first transceiver. In step 720, the vehicle controller 28 receives the transmission shift signal and initiates a transmission shift. This can be done directly through a separate transmission controller. In step 722, the controller completes the shift. In step 724, a status signal or status message is sent to the control unit, which displays the current gear on a screen.The status message can be transmitted through the first electrically conductive coil and the first transceiver to the second electrically conductive coil and the second transceiver of the steering member. The control, button, shift switch, or other display shows the current gear selection in step 726. Bidirectional communication is used for communication from the control, button, or switch to the vehicle controller and back to the control, button, or switch when a status is received. Referring now to Figure 9, the function of buttons, knobs, or switches can also be reprogrammed. That is, memory 432 can be changed to a different function to suit the vehicle operator's needs. In step 910, a selection for reprogramming is generated. This selection can be transmitted as a reprogramming selection signal to one of the vehicle's controllers. In step 912, the button for reprogramming is selected using a vehicle interface and a vehicle controller. In step 914, a reprogramming command signal is transmitted to a transceiver on the vehicle side. In step 916, a reprogramming command is received at the vehicle-side transceiver. In step 918, the button, knob, or switch assignment is stored in memory 432 associated with the steering member controller.The process can be initiated and processed through the control of the steering member's controller 420 or the vehicle's controller 28. Referring now to Figure 10, a method for transmitting a serial signal to a vehicle controller is described. In step 1010, a button, sensor, or information signal is transmitted from a button on a steering member or other device located on a steering wheel or steering member. The sensor, for example, could be a pressure sensor, an accelerometer, an audio microphone, or a temperature input. In step 1012, the button, sensor, or information signal is transmitted to a universal asynchronous receiver / transmitter. In step 1014, a serial signal is generated in the universal asynchronous receiver / transmitter. In step 1016, the signal is processed by the universal asynchronous receiver / transmitter. Step 14 transmits the signal to a transmitter on the steering side. In step 1018, the signal can also be displayed on a steering display. This is an optional step. In step 1020, the serial signal from the button is transmitted to the transceiver on the vehicle side. This is inductive coupling, as mentioned earlier. In step 1022, the signal is ultimately transmitted to one of the vehicle controllers. Referring to Figure 11, step 1110 generates a control signal in the vehicle's controller 28. This can be done in response to the signal received by the vehicle's controller. In step 1112, a control signal is transmitted to the vehicle's UART. In step 1114, the UART generates a control signal. In step 1116, the control signal is transmitted from the vehicle's transmitter and received in step 1118 by the steering member's controller 420. In step 1120, a display can be generated in the steering system. In step 1122, an action such as turning the steering wheel heating system on or off can be performed. Referring now to Figures 12 and 13, a portion of the steering column 40 is illustrated. The steering column 40, as mentioned above, has the housing 50 arranged around it. The steering shaft 48 is located within the housing and rotates inside the stationary housing 50. The steering column 40 and the housing 50 have a longitudinal geometric axis 1210. A first electrically conductive coil 1212 is arranged around the housing 50 and extends Li axially. The first electrically conductive coil 1212 is cylindrical in shape with a length Li. By extending the first coil axially, it is easier to pack the entire coil assembly because it is smaller in the radial direction. A dielectric layer 1214 can be placed between the first electrically conductive coil 1212 and the housing 50. The dielectric layer 1214 may be electrically non-conductive but thermally conductive to allow heat from the first electrically conductive coil 1212 to be dissipated using the housing 50 as a heat sink. The dielectric layer 1214 can be formed from graphite or other thermally conductive materials that allow flux absorption in the coil 1212 and not in the housing 50, while permitting heat transfer through the latter. The dielectric layer 1214 acts to direct the magnetic flux to the other coil 1216 and prevent its absorption in the flywheel, while allowing heat from the first electrically conductive coil 1212 to be absorbed in the steering column 40. A second electrically conductive coil 1216 is radially separated from the first electrically conductive coil 1212 and is coaxial with «ΡΓβηη / ζζηζ / Β / γίΛΐ - 15 with respect to this. In the present example, the second electrically conductive coil 1216 is also cylindrical and extends a distance L2 in the longitudinal direction. Again, the radial thickness of the second electrically conductive coil 1216 is reduced while the windings of coil 1216 extend in the axial direction. As mentioned previously, the combination of the two thin layers of coils 1212 and 1216 allows for simpler coil assembly packaging. More specifically, stacking the first electrically conductive coil, which is cylindrical, with the second electrically conductive coil, which is also cylindrical, reduces the radial depth from the steering housing compared to the previously illustrated examples. Furthermore, using cylindrical coils reduces heat rejection from the coils because the heat from the cylindrical coils is distributed over a larger area of ​​the steering shaft, which acts as a heat sink. The second electrically conductive coil 1216 can be wound on the aluminum flywheel. The second electrically conductive coil utilizes the aluminum structure of the flywheel as a heat sink. Examples are provided so that this disclosure is thorough and conveys its full scope to those skilled in the art. Numerous specific details, such as examples of specific components, devices, and methods, are presented to provide a thorough understanding of the examples in this discussion. It will be evident to those skilled in the art that specific details are not required, that the examples can be implemented in many different ways, and that none should be interpreted as limiting the scope of the discussion. In some examples, widely known processes, device structures, and technologies are not described in detail. The preceding descriptions of the examples are provided for illustrative and descriptive purposes. They are not intended to be exhaustive or to limit the scope of the discussion. The individual elements or features of a particular example are not generally limited to that specific example but, where applicable, may be interchanged and used in a selected example, even if not specifically shown or described. They may also be modified in multiple ways. Such variations should not be considered a departure from the discussion, and all such modifications are intended to be included within the scope of the discussion. It is hereby stated that, as of this date, the best method known to the applicant for putting the aforementioned invention into practice is the one that is clear from the present description of the invention.

Claims

1. A system for communicating with components in a vehicle steering member, characterized in that it comprises: a first electrically conductive coil fixed to a stationary component about a vehicle steering axis; a second electrically conductive coil coupled to and rotating with the steering member; a first transceiver coupled to the first electrically conductive coil; a second transceiver coupled to the second electrically conductive coil, said second transceiver being operatively coupled wirelessly to the first transceiver; said first electrically conductive coil inducing a current in the second electrically conductive coil to power a first component of the components, said first electrically conductive coil being separated from the second electrically conductive coil; and 2. The system of claim 1, characterized in that the first electrically conductive coil is overmolded and wherein the second electrically conductive coil is overmolded.

3. The system of claim 1, characterized in that the first electrically conductive coil is overmolded on a stationary coil support and wherein the second electrically conductive coil is overmolded on a rotating coil support.

4. The system of claim 3, characterized in that it further comprises a housing arranged around the steering axis, said stationary coil support being coupled to the housing.

5. The system of claim 1, characterized in that the first electrically conductive coil is fixed to a steering housing and is arranged in an axial direction and coaxial with respect to a longitudinal geometric axis of the steering member; and wherein the second electrically conductive coil is radially separated from the first electrically conductive coil and the steering housing and is coaxial with respect to these.

6. The system of claim 5, characterized in that it further comprises a dielectric layer arranged radially between the steering housing and the first electrically conductive coil.

7. The system of claim 1, characterized in that the first electrically conductive coil and the second electrically conductive coil are cylindrical.

8. The system of claim 1, characterized in that said first transceiver and said second transceiver communicate bidirectionally wirelessly through the first electrically conductive coil and the second electrically conductive coil. «СΓβηη / ζζηζ / Β / γίΛΐ 9. The system of claim 7, characterized in that the first component comprises a steering member heating element.

10. The system of claim 9, characterized in that the steering member comprises a thermal sensor that generates a temperature signal, wherein the second transceiver transmits the temperature signal to a vehicle controller via the second transceiver and the second electrically conductive coil and the first transceiver and the second electrically conductive coil.

11. The system of claim 10, characterized in that the vehicle controller transmits a heating element control signal to the first transceiver and the first electrically conductive coil, said second transceiver receiving the heating element control signal and controlling the heating element control signal to the steering member heating element.

12. The system of claim 10, characterized in that the vehicle controller transmits a heating element control signal to the first transceiver and the first electrically conductive coil, said second transceiver receiving the heating element control signal and transmitting the heating element control signal to a steering member controller for controlling the steering member heating element.

13. The system of claim 7, characterized in that the steering member comprises a button that generates a button signal and wherein the button signal is transmitted from the second transceiver to the first transceiver through the second electrically conductive coil and the first electrically conductive coil.

14. The system of claim 7, characterized in that the first transceiver transmits serial signals to the second transceiver.

15. The system of claim 7, characterized in that the steering member comprises an indicator, and further comprising a steering member controller that controls the indicator using a signal from the indicator transmitted from the first transceiver to the second transceiver.

16. The system of claim 7, characterized in that the steering member comprises a display, further comprising a steering member controller that controls the display using a display signal transmitted from the first transceiver to the second transceiver.

17. A method for communicating with components in a steering member, characterized in that it comprises: controlling a first electrically conductive coil arranged around a steering shaft; inducing, in response to the control, current in a second electrically conductive coil coupled to the steering member to power a first component, said first electrically conductive coil being separated from the second electrically conductive coil; and bidirectionally wirelessly transmitting signals between a first transceiver, coupled to the first electrically conductive coil, and a second transceiver coupled to the second electrically conductive coil.

18. The method of claim 17, characterized in that transmitting signals bidirectionally wirelessly comprises transmitting a thermal sensor signal from the second transceiver to the first transceiver and transmitting a control signal from the heating element of the steering member of the first transceiver to the second transceiver.

19. The method of claim 17, characterized in that transmitting signals bidirectionally wirelessly comprises transmitting a user interface signal from the second transceiver to the first transceiver and transmitting a control signal from the first transceiver to the second transceiver.

20. The method of claim 17, characterized in that transmitting signals bidirectionally wirelessly comprises transmitting a transmission change signal, a vehicle mode signal or a music control signal from a user interface of the second transceiver to the first transceiver, controlling a transmission change in response to the transmission change signal, a vehicle mode signal or a music control signal, and transmitting a status signal from the first transceiver to the second transceiver.

21. The method of claim 17, characterized in that transmitting signals bidirectionally wirelessly comprises transmitting a thermal sensor signal from the second transceiver to the first transceiver, generating a current control signal in response to the thermal sensor signal, and transmitting the current control signal from the first transceiver to the second transceiver.

22. A method for operating a vehicle steering assembly having a steering member, characterized in that it comprises: receiving, by means of a controller, a user input signal indicating a temperature setting; determining, based on the temperature setting, an amount of current to supply to a first electrically conductive coil, wherein the first electrically conductive coil is coupled around a steering shaft; and supplying, based on the amount of current and by means of the controller, a current to the first electrically conductive coil, wherein the first electrically conductive coil is configured to wirelessly supply power to a second electrically conductive coil, and wherein the second electrically conductive coil is configured to supply power to a heating element. «ρρβηη / ζζηζ / Β / γίΛΐ 23. The method of claim 22, characterized in that the first electrically conductive coil is configured to wirelessly supply power to the second electrically conductive coil based on the induction of a second current.

24. The method of claim 22, characterized in that it further comprises limiting the amount of current based on information from a thermal sensor arranged in the steering member.

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