Vehicle control system including steering wheel with motion knob

Abstract

The present invention relates to a vehicle control system including a steering wheel with a motion knob, comprising: a power control unit (PCU) or an electric power control unit (EPCU); a first motion knob; a second motion knob; a motion knob connecting shaft that connects the first motion knob and the second motion knob; a connecting shaft angle sensor; a reaction motor; and a reaction control unit that controls the reaction motor to provide a reaction torque corresponding to the motion knob connecting shaft according to an operation state of the first motion knob or the second motion knob and a driving state of a vehicle.

Description

Vehicle control system including a steering wheel with a motion knob

[0001] The present invention relates to a vehicle control system including a steering wheel equipped with a motion knob, and more particularly, to a vehicle control system including a steering wheel equipped with a motion knob, which changes a gear of a transmission in accordance with the operation of a motion knob when a brake pedal is pressed while the vehicle is stopped, changes the output of an engine or a drive motor or changes the degree of regenerative braking in accordance with the operation of a motion knob while the vehicle is in motion, changes a target speed in accordance with the operation of a motion knob when a cruise button is pressed, displays information about the operation status of the motion knob and the driving status of the vehicle on a display of the vehicle, and controls a reaction torque corresponding to the operation of the motion knob to be applied to the motion knob.

[0002]

[0003] All vehicles, including internal combustion engine vehicles, hybrid vehicles, plug-in hybrid vehicles, electric vehicles, and fuel cell vehicles, are equipped with an accelerator and brakes to move and stop.

[0004] However, since most cars require you to operate both the accelerator and the brake with one foot, not only is this a major cause of leg fatigue, but accidents frequently occur due to momentary mistakes that confuse the two and cause you to step on the accelerator instead of the brake.

[0005] According to a 2015 report, sudden acceleration causes about 16,000 accidents annually in the United States alone, some of which are fatal, killing about 100 people and injuring about 1,000 in the United States annually, with pedal confusion being the leading cause.

[0006] While various accident prevention technologies, such as Automatic Emergency Braking (AEB), have been developed, sudden acceleration caused by pedal confusion is difficult to prevent with these technologies. This is because continuously pressing the accelerator pedal disables technologies like AEB.

[0007] Even more daring technologies like Tesla's one-pedal driving system haven't solved this problem. More than 200 incidents of unintended acceleration have been reported in Tesla vehicles, yet none of them have been proven to be vehicle defects. Tesla's case demonstrates that one-pedal driving cannot prevent unintended acceleration caused by pedal confusion.

[0008] Accordingly, there is a need for a vehicle control system that can fundamentally eliminate the phenomenon of sudden acceleration caused by pedal confusion.

[0009] [Prior Art Literature]

[0010] [Patent Document]

[0011] (Patent Document 1) Chinese Patent Publication No. CN103738389A (Published on April 23, 2014)

[0012] (Patent Document 2) European Patent Application Publication No. EP3287309A1 (Published on February 28, 2018)

[0013] (Patent Document 3) Republic of Korea Patent Publication No. 10-2236676 (Published on April 5, 2021)

[0014]

[0015] The purpose of the present invention to solve the above-mentioned problems is to provide a vehicle control system including a steering wheel equipped with a motion knob, which can fundamentally eliminate the phenomenon of sudden acceleration due to pedal confusion by controlling acceleration of the vehicle by operating a motion knob equipped on the steering wheel and controlling deceleration of the vehicle by using a brake pedal on the floor of the driver's seat.

[0016] And, the present invention provides a vehicle control system including a steering wheel equipped with a motion knob, which can change the gear of a transmission according to the operation of the motion knob when the brake pedal is pressed while the vehicle is stopped.

[0017] And, the present invention provides a vehicle control system including a steering wheel equipped with a motion knob, which can change the output of an engine or a drive motor or the degree of regenerative braking according to the operation of a motion knob, an increase button, or a decrease button while the vehicle is in motion.

[0018] And, when the brake pedal is pressed during power driving and the control unit changes the output of the driving motor to 0 and the brake pedal returns to the initial position, the vehicle is driven in a coasting mode in which the vehicle coasts without regenerative braking, and the vehicle control system including a steering wheel with a motion knob that can conveniently enter the coasting mode, thereby reducing driver fatigue and increasing the driving distance depending on the situation is provided.

[0019] And, after the cruise button is pressed, a vehicle control system including a steering wheel equipped with a motion knob, which can change the target speed according to the operation of a motion knob, an increase button, or a decrease button, is provided.

[0020] And, the present invention provides a vehicle control system including a steering wheel equipped with a motion knob, which is controlled to display information on the operation status of the motion knob and the driving status of the vehicle on a display of the vehicle, so that the driver can immediately grasp information on the operation status of the motion knob and the driving status of the vehicle.

[0021] And, the present invention provides a vehicle control system including a steering wheel equipped with a motion knob, which controls a reaction torque corresponding to the operation of the motion knob to be transmitted to the motion knob, so that the driver can receive appropriate feedback with his / her hand.

[0022]

[0023] The present invention for solving the above-mentioned problems comprises: a power control unit (PCU) or electric power control unit (EPCU) for receiving information from various sensors installed in a vehicle; a first motion knob rotatably installed on one side of a steering wheel; a second motion knob rotatably installed on the other side of the steering wheel; a motion knob connecting shaft connecting the first motion knob and the second motion knob; a connecting shaft angle sensor for detecting a rotation angle of the motion knob connecting shaft; a reaction motor for providing a reaction torque to the motion knob connecting shaft; And a reaction control unit that controls the reaction motor to provide a reaction torque corresponding to the motion knob connecting shaft according to the operation state of the first motion knob or the second motion knob and the driving state of the vehicle; wherein the power control unit or the electric power control unit receives a BLS signal output by measuring whether the brake pedal is operated by the brake lamp switch, an output signal of the connecting shaft angle sensor, a current gear of the transmission, and a speed of the vehicle, and controls the output of the engine or the drive motor, the speed of the vehicle, or the degree of regenerative braking.

[0024]

[0025] According to a vehicle control system including a steering wheel equipped with a motion knob according to the present invention, the acceleration of the vehicle is controlled by operating the motion knob equipped on the steering wheel, and the deceleration of the vehicle is controlled by using the brake pedal on the floor of the driver's seat, thereby fundamentally eliminating the phenomenon of sudden acceleration due to pedal confusion.

[0026] In addition, when the brake pedal is pressed while the vehicle is stopped, the effect of changing the gear of the transmission according to the operation of the motion knob is obtained.

[0027] In addition, when the vehicle is driving, the effect is obtained that the output of the engine or drive motor or the degree of regenerative braking can be changed according to the operation of the motion knob, speed increase button or speed decrease button.

[0028] And, when the brake pedal is pressed during power driving and the control unit changes the output of the drive motor to 0 and the brake pedal returns to the initial position, the vehicle enters coasting mode without regenerative braking, which allows convenient entry into coasting mode, reducing driver fatigue and increasing driving distance depending on the situation.

[0029] And, after the cruise button is pressed, the effect is obtained that the target speed can be changed by operating the motion knob, speed up button, or speed down button.

[0030] In addition, information about the operating status of the motion knob and the driving status of the vehicle is controlled to be displayed on the vehicle display, thereby obtaining the effect of enabling the driver to immediately grasp information about the operating status of the motion knob and the driving status of the vehicle.

[0031] In addition, when the motion knob is operated, the corresponding reaction torque is controlled to be transmitted to the motion knob, thereby providing the effect of allowing the driver to receive appropriate feedback with his or her hand.

[0032]

[0033] FIG. 1 is a configuration diagram of a vehicle control system including a steering wheel equipped with a motion knob according to one embodiment of the present invention;

[0034] Figure 2 is a configuration diagram of a steering wheel equipped with a motion knob and a motion knob position sensor;

[0035] Figure 3 is an example of images that display information about the current gear of the transmission on the display.

[0036] Figure 4 is a rotation angle-reaction torque curve of the torque feedback provided to the motion knob by the reaction motor in the process of changing the gear by rotating the motion knob.

[0037] Figure 5 is an image of the rotation angle of the motion knob - reaction torque curve and the motion knob operation status displayed on the display when the current gear of the transmission is D.

[0038] Figure 6 is an image of the rotation angle of the motion knob - reaction torque curve and the motion knob operation status displayed on the display when the current gear of the transmission is R.

[0039] Figure 7 is an example image showing the current output level and speed of the engine or drive motor and the current gear of the transmission displayed on the display.

[0040] Figure 8 is an image of the rotation angle of the motion knob - reaction torque curve and the motion knob operation status displayed on the display when the current gear of the transmission is D and the cruise button is on.

[0041]

[0042] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms. The present embodiments are provided solely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention.

[0043] The terminology used herein is for the purpose of describing embodiments only and is not intended to limit the present invention. In this specification, the singular also includes the plural unless the context clearly dictates otherwise. As used herein, the terms "comprises" and / or "comprising" do not exclude the presence or addition of one or more other components, steps, operations, and / or elements.

[0044] The terms “embodiment,” “example,” “aspect,” “example,” and the like as used herein are not to be construed as implying that any aspect or design described is better or advantageous over other aspects or designs.

[0045] Also, the term 'or' means 'inclusive or' rather than 'exclusive or'. That is, unless stated otherwise or clear from context, the expression 'x utilizes a or b' means any one of the natural inclusive permutations.

[0046] Additionally, as used in this specification and claims, the singular forms “a” or “an” should generally be construed to mean “one or more” unless otherwise indicated or clear from the context to be in the singular form.

[0047] Additionally, while the terms "first," "second," etc., used in this specification and claims may be used to describe various components, these components should not be limited by these terms. These terms are used solely to distinguish one component from another.

[0048] Unless otherwise defined, all terms (including technical and scientific terms) used herein may be used in their common sense to those of ordinary skill in the art to which the present invention pertains. Furthermore, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0049] Meanwhile, when describing the present invention, if a detailed description of a related known function or configuration is judged to unnecessarily obscure the gist of the present invention, such detailed description will be omitted. Furthermore, the terminology used in this specification is intended to appropriately express embodiments of the present invention and may vary depending on the intent of the user or operator, or the practices of the field to which the present invention pertains. Therefore, the definitions of these terms should be based on the contents throughout this specification.

[0050]

[0051] Hereinafter, a configuration of a vehicle control system including a steering wheel equipped with a motion knob according to one embodiment of the present invention will be described.

[0052]

[0053] A vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention is configured to include a power control unit (10a) or a power control unit (10b), a first motion knob (21), a second motion knob (22), a motion knob connecting shaft (23), a reaction motor (25), a connecting shaft angle sensor (31), and a reaction control unit (40).

[0054] FIG. 1 is a block diagram of a vehicle control system including a steering wheel equipped with a motion knob according to one embodiment of the present invention.

[0055]

[0056] The power control unit (PCU) is the highest level controller of a typical hybrid vehicle. It is a component that controls the output and torque of the engine and drive motor according to the driving demand provided by the driving information detection unit and the SOC (State of Charge) provided by the battery management system (BMS).

[0057] The Electric Power Control Unit (EPCU) is a component that functions to increase efficiency by comprehensively controlling power in a typical electric vehicle, and is composed of an inverter, a low voltage DC-DC converter (LDC), and a vehicle control unit (VCU).

[0058] These power control units or electric power control units receive information from various sensors installed in the vehicle and perform necessary controls.

[0059] In the present invention, the power control unit or electric power control unit receives a BLS signal output by the brake lamp switch (33) by measuring whether the brake pedal is operated, an output signal of a connecting shaft angle sensor (31) to be described later, the current gear of the transmission, the speed of the vehicle, etc., and controls the output of the engine or drive motor, the speed of the vehicle, or the degree of regenerative braking, etc.

[0060]

[0061] In the vehicle control system (1) of the present invention, a steer-by-wire steering wheel (20) equipped with a motion knob is used.

[0062] Steer-by-wire steering wheels have a much smaller lock-to-lock angle than conventional steering wheels, allowing the driver to keep at least one hand in the same position during any steering operation.

[0063] It would be desirable to design the grip portions on both sides of the steering wheel (20) to be designed so that they can move left and right, thereby allowing adjustment of the left and right width of the steering wheel (20).

[0064] In addition to this steering wheel (20), the accelerator pedal is removed from the floor of the driver's seat, and only the brake pedal, which is formed long sideways in the center of the floor, is installed, so that the driver can easily step on the brake pedal with either foot.

[0065] A first motion knob (21), a second motion knob (22), a motion knob connecting shaft (23), a reaction motor (25), a connecting shaft angle sensor (31), etc. are installed on the steering wheel (20).

[0066] The first motion knob (21) and the second motion knob (22) are rotary knobs that can be operated by the driver to change the gear of the vehicle, change the output of the engine or drive motor, change the degree of regenerative braking, etc. The first motion knob (21) is rotatably installed on one side (the left side in this embodiment) of the steering wheel (20), and the second motion knob (22) is rotatably installed on the other side (the right side in this embodiment) of the steering wheel (20).

[0067] The first motion knob (21) and the second motion knob (22) are connected to a motion knob connecting shaft (23) that is rotatably installed inside the steering wheel (20) and are installed rotatably with respect to the steering wheel (20).

[0068] It is preferable that each of the first motion knob (21) and the second motion knob (22) be formed in a cone shape with a rounded corner where the upper surface and the side surface meet.

[0069] And, it is preferable that the first motion knob (21) is slidably connected to one end (left side in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), and the second motion knob (22) is slidably connected to the other end (right side in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23).

[0070] A reaction motor (25) that provides a reaction torque to the motion knob connecting shaft (23) is connected to the motion knob connecting shaft (23) through a power transmission means such as a gear.

[0071] In addition, a connecting shaft angle sensor (31) and a connecting shaft torque sensor (32) are installed on the motion knob connecting shaft (23).

[0072] The connecting shaft angle sensor (31) detects the angle at which the motion knob connecting shaft (23) is rotated from its initial state, and the connecting shaft torque sensor (32) measures the degree of twist of the motion knob connecting shaft (23) to measure how much rotational resistance torque is applied to the motion knob connecting shaft (23), thereby detecting whether the driver is applying rotational torque to the motion knob (whether the driver is holding the motion knob with his or her fingers).

[0073]

[0074] The reaction force control unit (40) is a component that controls the reaction force motor (25) to provide a reaction force torque corresponding to the motion knob connecting shaft (23) according to the operating state of the first motion knob (21) or the second motion knob (22) and the driving state of the vehicle.

[0075] That is, the reaction force control unit (40) controls the reaction force motor (25) to provide an appropriate reaction force torque to the motion knob connecting shaft (23) according to the situation, thereby enabling the driver to receive feedback on what operation he is currently performing based only on the reaction force torque felt from the first motion knob (21) or the second motion knob (22).

[0076] As such a reaction motor (25), it is preferable to use a geared motor that is equipped with a gear and can generate a large torque so as to provide sufficient torque to the motion knob connecting shaft (23), and a heat sink (26) for dissipating the generated heat needs to be combined with the reaction motor (25).

[0077] In Fig. 1, the reaction motor (25) is shown as being installed on the lower side of the steering wheel (20) and connected to a bevel gear coupled to a motion knob connecting shaft (23), but the present invention is not necessarily limited thereto, and the reaction motor (25) may be installed built into the steering column.

[0078]

[0079] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention may further include a first motion knob position sensor (35), a second motion knob position sensor (36), a control unit (50), and a display control unit (60).

[0080] Figure 2 is a schematic diagram of a steering wheel equipped with a motion knob and a motion knob position sensor.

[0081]

[0082] The first motion knob position sensor (35) is a component that detects whether the first motion knob (21) is moved in the other direction of the steering wheel (20), and the second motion knob position sensor (36) is a component that detects whether the second motion knob (22) is moved in the one direction of the steering wheel (20).

[0083] As described above, the first motion knob (21) is slidably connected to one end (left in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), and the first motion knob position sensor (35) detects whether the first motion knob (21) is moved toward the other end (right in this embodiment) of the steering wheel (20).

[0084] To this end, the first motion knob position sensor (35) may be implemented in a switch manner that is pressed by contacting the inner surface of the first motion knob (21) as shown in FIG. 2, or may be implemented in a sensor manner that detects the position to which the first motion knob (21) has moved to one side or the other.

[0085] And, the second motion knob (22) is slidably connected to the other end (right side in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), so that the second motion knob position sensor (36) detects whether the second motion knob (22) is moved in the direction of one side (left side in this embodiment) of the steering wheel (20).

[0086] To this end, the second motion knob position sensor (36) may be implemented in a switch manner that is pressed by contacting the inner surface of the second motion knob (22) as shown in FIG. 2, or may be implemented in a sensor manner that detects the position to which the second motion knob (22) has moved to one side or the other.

[0087]

[0088] The control unit (50) is a central component that performs a function of controlling changes in the gear ratio of the vehicle, changes in the output of the engine or drive motor, changes in the degree of regenerative braking, and execution and stop of the cruise mode, according to the driver's operation of the motion knob, brake pedal, and input button, etc. in a vehicle control system (1) including a steering wheel equipped with a motion knob according to the present invention.

[0089] This control unit (50) receives the BLS signal output by the brake lamp switch (33) by measuring whether the brake pedal is in operation, the output signal of the connecting shaft angle sensor (31) to be described later, the current gear of the transmission, the speed of the vehicle, etc., and performs various control functions to be described later.

[0090] In this specification, the power control unit (10a), the power control unit (10b) and the control unit (50) will be described as separate components, but in an actual vehicle, the control unit (50) may be formed integrally with the power control unit (10a) or the power control unit (10b).

[0091]

[0092] In automobiles, a display is installed in the instrument cluster to visually convey necessary information to the driver. In particular, when a flat panel display is used in the instrument cluster, a display control unit (60) that controls the display so that appropriate information is displayed is installed in a modular manner together with the display.

[0093] In the present invention, the display control unit (60) receives a signal from the control unit (50) or the like and controls a display installed inside the vehicle so that information related to the operating state of the first motion knob (21) or the second motion knob (22) and the driving state of the vehicle is displayed.

[0094]

[0095] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display a shift guidance message when the BLS signal is on, the speed of the vehicle is 0, and the current shift stage of the transmission is P or N.

[0096] Figure 3 is an example of images that display information about the current gear of the transmission on the display.

[0097]

[0098] When the driver is in the car (the speed of the car is 0 and the current gear of the transmission is P or N), nothing happens even if the first motion knob (21) or the second motion knob (22) is rotated unless the brake pedal is pressed.

[0099] At this time, the image showing information about the current gear of the transmission on the display of the instrument panel is grayed out and disabled, as shown in the leftmost image in Fig. 3.

[0100] However, when the brake pedal is pressed, a shifting guidance message such as "Shift with the motion knob" appears on the display of the instrument panel.

[0101] That is, when the vehicle speed is 0 and the current gear of the transmission is P or N, and the brake pedal is pressed to turn on the BLS signal, the control unit (50) that receives the BLS signal transmits a signal to the display control unit (60) to display a gear shift guidance message, and accordingly, a gear shift guidance message such as “Shift with the motion knob” is displayed on the display of the instrument panel.

[0102]

[0103] According to various embodiments, the control unit (50) may be characterized in that, when the BLS signal is on, the speed of the vehicle is 0, the first motion knob (21) is moved in the other direction of the steering wheel (20), and the second motion knob (22) is in the initial position, if the motion knob connecting shaft (23) is rotated in one direction, a signal for shifting the gear of the transmission to the D gear is transmitted to the transmission control unit (TCU: Transmission Control Unit) (70), the power control unit (10a), or the power control unit (10b), and if the motion knob connecting shaft (23) is rotated in the other direction, a signal for shifting the gear of the transmission to the R gear is transmitted to the transmission control unit (70), the power control unit (10a), or the power control unit (10b).

[0104]

[0105] When the brake pedal is pressed, the motion knob functions as a gear shifter, and to enter the D / R gear shifting mode, the first motion knob (21) must be pushed toward the other side (right in this embodiment) of the steering wheel (20).

[0106] As described above, the first motion knob (21) is slidably connected to one end (left side in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), and the first motion knob position sensor (35) may be implemented in a switch manner that is pressed by contacting the inner surface of the first motion knob (21) as shown in FIG. 2, or may be implemented in a sensor manner that detects the position to which the first motion knob (21) has moved to one side or the other.

[0107] If the state of being moved in the other direction is not maintained when the first motion knob (21) is moved in the other direction (right in this embodiment) of the steering wheel (20), and the state of being moved in the other direction is maintained only when the first motion knob (21) is pressed in the other direction, the driver will have to continue pushing the first motion knob (21) in the other direction during the gear shifting process.

[0108]

[0109] The control unit (50) receiving a signal from the first motion knob position sensor (35) transmits a signal for shifting the gear of the transmission to D gear to the transmission control unit (70), the power control unit (10a), or the power control unit (10b) when the BLS signal is on, the speed of the vehicle is 0, the first motion knob (21) is moved in the other direction (right in this embodiment) of the steering wheel (20), and the second motion knob (22) is in the initial position, and when the first motion knob (21) is rotated in one direction (forward in this embodiment).

[0110] When the gear of the transmission is shifted to D, an image showing information about the current gear of the transmission on the display of the instrument panel may be displayed as in the second image from the left in Fig. 3.

[0111] And, the control unit (50) that receives a signal from the first motion knob position sensor (35) transmits a signal for shifting the gear of the transmission to the R gear to the transmission control unit (70), the power control unit (10a), or the power control unit (10b) when the BLS signal is on, the speed of the vehicle is 0, the first motion knob (21) is moved in the other direction (right in this embodiment) of the steering wheel (20), and the second motion knob (22) is in the initial position, and when the first motion knob (21) is rotated in the other direction (rear in this embodiment).

[0112] When the gear of the transmission is shifted to R, an image showing information about the current gear of the transmission on the display of the instrument panel may be displayed as in the central image of Fig. 3.

[0113] A hybrid vehicle or electric vehicle to which the vehicle control system (1) according to the present invention is applied may be equipped with a transmission, may be equipped with only a reduction gear without a transmission, and may have a motor directly connected to a drive shaft.

[0114] Accordingly, depending on which entity actually changes the gear to D / R according to the user's gear shift command, the control unit (50) transmits a signal to shift the gear of the transmission to D / R to the gear shift control unit (70), power control unit (10a), or power control unit (10b).

[0115]

[0116] According to various embodiments, the control unit (50) transmits a signal to the transmission control unit (70), the power control unit (10a), or the electric power control unit (10b) to shift the gear of the transmission to the P gear when the second motion knob (22) is rotated in the one-sided direction when the BLS signal is on, the speed of the vehicle is 0, the first motion knob (21) is in the initial position, and the second motion knob (22) is moved in the one-sided direction of the steering wheel (20).

[0117] Even when the BLS signal is off and the vehicle speed is not 0, if the first motion knob (21) is in the initial position and the second motion knob (22) is moved in one direction of the steering wheel (20), when the second motion knob (22) is rotated in the other direction, a signal for shifting the gear of the transmission to N gear is transmitted to the transmission control unit (70), the power control unit (10a), or the power control unit (10b).

[0118]

[0119] With the brake pedal pressed, the motion knob functions as a gear shifter, and to enter the P / N gear shift mode, the second motion knob (22) must be pushed toward one side (left in this embodiment) of the steering wheel (20).

[0120] However, entering N gear shift mode is permitted even if the brake pedal is pressed or the vehicle speed is not 0.

[0121] As described above, the second motion knob (22) is slidably connected to the other end (right side in this embodiment) of the motion knob connecting shaft (23) in the longitudinal direction of the motion knob connecting shaft (23), and the second motion knob position sensor (36) may be implemented in a switch manner that is pressed by contacting the inner surface of the second motion knob (22) as shown in FIG. 2, or may be implemented in a sensor manner that detects the position to which the second motion knob (22) has moved to one side or the other.

[0122] If the state of being moved in one direction is not maintained when the second motion knob (22) is moved in one direction (left in this embodiment) of the steering wheel (20), and the state of being moved in one direction is maintained only when the second motion knob (22) is pressed in one direction, the driver will have to continue to push the second motion knob (22) in one direction during the gear shifting process.

[0123]

[0124] The control unit (50) receiving a signal from the second motion knob position sensor (36) transmits a signal for shifting the gear of the transmission to the P gear to the transmission control unit (70), the power control unit (10a), or the power control unit (10b) when the BLS signal is on, the speed of the vehicle is 0, the first motion knob (21) is in the initial position, and the second motion knob (22) is moved in the direction of one side (the left side in this embodiment) of the steering wheel (20), and the second motion knob (22) is rotated in the direction of one side (forward in this embodiment).

[0125] When the gear of the transmission is shifted to P, an image showing information about the current gear of the transmission on the display of the instrument panel may be displayed as the second image from the right in Fig. 3.

[0126] And, the control unit (50) that receives a signal from the second motion knob position sensor (36) transmits a signal for shifting the gear of the transmission to N gear to the transmission control unit (70), the power control unit (10a), or the electric power control unit (10b) when the first motion knob (21) is in the initial position and the second motion knob (22) is moved in the direction of one side (the left side in this embodiment) of the steering wheel (20) even when the BLS signal is off and the speed of the vehicle is not 0, and when the first motion knob (21) is rotated in the other direction (the rearward direction in this embodiment).

[0127] When the gear of the transmission is shifted to N, an image showing information about the current gear of the transmission on the display of the instrument panel may be displayed as in the rightmost image of Fig. 3.

[0128]

[0129] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display a guidance message indicating that only one of the first motion knob (21) and the second motion knob (22) should be moved in the direction of the steering wheel (20) for shifting when the BLS signal is on, the speed of the vehicle is 0, the first motion knob (21) is moved in the other direction of the steering wheel (20) and the second motion knob (22) is also moved in the one direction of the steering wheel (20).

[0130]

[0131] As described above, when only the first motion knob (21) is moved toward the other side (right in this embodiment) of the steering wheel (20), the gear of the transmission is shifted to D or R by rotating the first motion knob (21) in one or the other direction, and when only the second motion knob (22) is moved toward one side (left in this embodiment) of the steering wheel (20), the gear of the transmission is shifted to P or N by rotating the second motion knob (22) in one or the other direction.

[0132] However, if the BLS signal is on, the vehicle speed is 0, the first motion knob (21) is moved toward the other side (right in this embodiment) of the steering wheel (20) and the second motion knob (22) is also moved toward one side (left in this embodiment) of the steering wheel (20), the driver cannot know which gear he or she is trying to shift to, so the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to the effect that 'to shift, move only one of the first motion knob (21) and the second motion knob (22) toward the steering wheel (20).'

[0133]

[0134] According to various embodiments, the reaction control unit (40) receives an output signal of the first motion knob position sensor (35), an output signal of the second motion knob position sensor (36), a BLS signal, an output signal of the connecting shaft angle sensor (31), a current gear of the transmission, and a speed of the vehicle.

[0135] When the BLS signal is on, the vehicle speed is 0, the first motion knob (21) is moved to the other side of the steering wheel (20) and the second motion knob (22) is in the initial position, or when the first motion knob (21) is in the initial position and the second motion knob (22) is moved to the one side of the steering wheel (20),

[0136] When the motion knob connecting shaft (23) is rotated in one or the other direction, the reaction motor (25) may be controlled so that the change curve of the reaction torque applied to the reaction motor (25) corresponding to the rotation angle of the motion knob connecting shaft (23) becomes the same as the rotation angle - reaction torque curve of a rotary switch equipped with a rotation stop mechanism.

[0137] Figure 4 is a rotation angle-reaction torque curve of the torque feedback provided to the motion knob by the reaction motor during the process of changing the gear by rotating the motion knob.

[0138]

[0139] In the process where the first motion knob (21) is rotated in one or the other direction to shift the gear of the transmission to D or R, or the second motion knob (22) is rotated in one or the other direction to shift the gear of the transmission to P or N, the reaction control unit (40) controls the reaction motor (25) so that the driver can receive feedback on what operation he or she is currently performing only through the reaction torque felt from the first motion knob (21) or the second motion knob (22).

[0140] That is, in the process of changing the gear of the transmission by rotating the first motion knob (21) or the second motion knob (22) in one or the other direction, a torque feedback is felt as if a circuit is opened or closed by turning a rotary switch equipped with a rotation stop mechanism.

[0141] To this end, as shown in the rotation angle (θ) - reaction torque (τ) curve in Fig. 4, the reaction force control unit (40) controls the reaction force motor (25) so that a large reaction force torque in the opposite direction to the rotational direction is applied at the beginning of rotation and then the reaction force torque is rapidly reduced immediately thereafter.

[0142]

[0143] According to various embodiments, the control unit (50) may be characterized in that, when the BLS signal is on, the speed of the vehicle is 0, and the current gear of the transmission is D, if the motion knob connecting shaft (23) is rotated in the other direction from the initial state, a signal is transmitted to the display control unit (60) to display a guidance message to the effect that the motion knob should be turned forward.

[0144]

[0145] When the current gear of the transmission is D, the first motion knob (21) or the second motion knob (22) functions like an accelerator pedal.

[0146] Accordingly, when the current gear of the transmission is D, and the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) changes the output of the engine or drive motor in a size proportional to the rotated angle.

[0147] However, even if the motion knob connecting shaft (23) is rotated in the other direction (towards the rear in this embodiment) from the initial state while the current gear of the transmission is D, the vehicle does not move backward.

[0148] Accordingly, when the BLS signal is on, the vehicle speed is 0, and the current gear of the transmission is D, if the motion knob connecting shaft (23) is rotated in the other direction (rearward in this embodiment) from the initial state, the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to the effect that the motion knob should be turned forward.

[0149]

[0150] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention may further include a connecting shaft torque sensor (32).

[0151] And, when the current gear of the transmission is D gear and the motion knob connecting shaft (23) is rotated in one direction from the initial state, the control unit (50) transmits a signal for changing the output of the engine or drive motor in a size proportional to the angle by which the motion knob connecting shaft (23) is rotated in one direction from the initial state to the power control unit (10a) or the electric power control unit (10b).

[0152] The reaction force control unit (40) receives the output signal of the connecting shaft angle sensor (31), the output signal of the connecting shaft torque sensor (32), the current gear of the transmission, and the speed of the vehicle, and when the current gear of the transmission is D gear and the motion knob connecting shaft (23) is rotated in one direction from the initial state,

[0153] If the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is less than or equal to the angle corresponding to the maximum output of the engine or drive motor, the reaction motor (25) is controlled to generate a reaction torque proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0154] It may be characterized in that the reaction motor (25) is controlled so that the reaction torque becomes 0 when the rotational torque of the motion knob connecting shaft (23) is less than or equal to a predetermined torque value or when the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is greater than or equal to the angle corresponding to the maximum output of the engine or drive motor.

[0155] Figure 5 is an image of the rotation angle of the motion knob - reaction torque curve and the motion knob operation status displayed on the display when the current gear of the transmission is D.

[0156]

[0157] As described above, the connecting shaft torque sensor (32) is a component that detects whether the driver is applying a rotational torque to the motion knob (whether the driver is holding the motion knob with his or her fingers) by measuring the degree of twist of the motion knob connecting shaft (23) and thereby measuring how much rotational resistance torque is applied to the motion knob connecting shaft (23).

[0158] Even if the reaction torque is provided to the motion knob connecting shaft (23) by the reaction motor (25), if the driver does not hold the motion knob with a finger or the like, no twisting due to the rotational resistance torque occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) corresponds to a predetermined torque value (minimum rotational resistance torque value) or less.

[0159] Accordingly, if the output signal of the connecting shaft torque sensor (32) is lower than a predetermined torque value corresponding to the minimum rotational resistance torque value, it can be determined that the driver is not holding the motion knob with his or her finger.

[0160] Conversely, if the output signal of the connecting shaft torque sensor (32) exceeds a predetermined torque value corresponding to the minimum rotational resistance torque value, it can be determined that the driver is holding the motion knob with his finger.

[0161]

[0162] When the current gear of the transmission is D, the first motion knob (21) or the second motion knob (22) functions like an accelerator pedal. When the current gear of the transmission is D and the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) transmits a signal for changing the output of the engine or drive motor in proportion to the angle (θ) by which the motion knob connecting shaft (23) is rotated in one direction from the initial state to the power control unit (10a) or the electric power control unit (10b).

[0163]

[0164] And, in the process of controlling the output of the driver's engine or driving motor through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque in the opposite direction to the rotation direction is provided to the motion knob connecting shaft (23) by the reaction motor (25) in a size proportional to the rotation angle of the first motion knob (21) or the second motion knob (22).

[0165] Therefore, the driver can intuitively sense what level of acceleration signal he is currently inputting to the vehicle by detecting the size of the reaction torque felt from the first motion knob (21) or the second motion knob (22).

[0166]

[0167] During the process of inputting the driver's acceleration signal, if the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the acceleration is not canceled, and the first motion knob (21) and the second motion knob (22) are maintained at the rotation angles before the driver takes his / her hands off, and the vehicle maintains the acceleration state (engine or drive motor output size) before the driver takes his / her hands off.

[0168]

[0169] When the driver holds the first motion knob (21) or the second motion knob (22) with his or her finger and rotates it forward, a reaction torque proportional to the size of the acceleration signal is applied to the motion knob connecting shaft (23), and the driver applies a torque (rotational resistance torque) corresponding to the reaction torque to the first motion knob (21) or the second motion knob (22), so that a twist proportional to the size of the reaction torque occurs in the motion knob connecting shaft (23), and therefore, the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) is output as a torque value corresponding to the reaction torque value.

[0170] However, when the driver takes his / her hands off the first motion knob (21) and the second motion knob (22) during the driver's acceleration signal input process, the rotational resistance torque disappears and the twist of the motion knob connecting shaft (23) disappears, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out below a predetermined torque value (minimum rotational resistance torque value).

[0171] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the rotation angle of the first motion knob (21) and the second motion knob (22) is maintained as it was before the driver took his / her hands off.

[0172]

[0173] When the driver takes his / her hand off the first motion knob (21) and the second motion knob (22) and then grabs the first motion knob (21) or the second motion knob (22) again and starts to rotate it in one direction (forward in this embodiment), the reaction torque provided to the motion knob connecting shaft (23) starts from the same size as the reaction torque before the driver takes his / her hand off and is provided by the reaction motor (25) to a size proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0174] When the driver again holds the first motion knob (21) or the second motion knob (22) and starts to rotate it in one direction (forward in this embodiment) by applying torque, a twist occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) is output at a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0175] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with his or her finger and controls the reaction force motor (25) to provide a reaction force torque proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0176]

[0177] When the maximum acceleration (maximum output of the engine or drive motor) state is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes 0, and the driver can sense that the reaction torque has disappeared, thereby knowing that he is now inputting a maximum acceleration signal to the vehicle.

[0178] That is, when the current gear of the transmission is D gear and the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is greater than or equal to the angle corresponding to the maximum output of the engine or drive motor, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0179]

[0180] According to various embodiments, the reaction force control unit (40) may be characterized by controlling the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to those felt in the idling state of an internal combustion engine when the current gear of the transmission is D gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state.

[0181]

[0182] When the current gear of the transmission is D, and the driver holds the first motion knob (21) or the second motion knob (22) and rotates it in the other direction (backward in this embodiment) while the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) reduces the output of the engine or drive motor by a size proportional to the angle (θ) by which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0183] And, when the motion knob connecting shaft (23) returns to the angle corresponding to the initial state, the reaction force control unit (40) controls the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to those felt in the idling state of an internal combustion engine.

[0184] Therefore, the driver can know that he is currently inputting the minimum output signal of the engine or drive motor to the vehicle by detecting the reaction torque which causes the vibration to be felt as if the internal combustion engine is idling.

[0185]

[0186] According to various embodiments, the control unit (50) transmits a signal to the power control unit (10a) or the electric power control unit (10b) to perform regenerative braking at an intensity proportional to the angle by which the motion knob connecting shaft (23) is rotated in the other direction from the initial state when the current gear of the transmission is D gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state,

[0187] The reaction force control unit (40) may be characterized in that, when the current gear of the transmission is D gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then rotates in the other direction, if the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state is less than or equal to an angle corresponding to maximum regenerative braking, the reaction force control unit (25) generates a reaction force torque of a size proportional to the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state.

[0188]

[0189] When the current gear of the transmission is D, and after the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, when the driver holds the first motion knob (21) or the second motion knob (22) and further rotates it in the other direction (in this embodiment, toward the rear), the control unit (50) performs regenerative braking with a strength proportional to the angle (θ) by which the motion knob connecting shaft (23) is rotated in the other direction from the initial state.

[0190]

[0191] And, in the process of controlling the intensity of regenerative braking through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque is provided to the motion knob connection shaft (23) by the reaction motor (25) in a size proportional to the angle at which the motion knob connection shaft (23) is rotated in the other direction from the initial state.

[0192] Therefore, the driver can intuitively sense what level of regenerative braking signal he is currently inputting to the vehicle by detecting the magnitude of the reaction torque felt from the first motion knob (21) or the second motion knob (22).

[0193]

[0194] During the process of inputting the driver's regenerative braking signal, if the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the regenerative braking is not canceled, and the first motion knob (21) and the second motion knob (22) are maintained at the rotation angles before the driver took his / her hands off, and the vehicle maintains the regenerative braking state before the driver took his / her hands off.

[0195]

[0196] When the driver takes his / her hands off the first motion knob (21) and the second motion knob (22) during the driver's regenerative braking signal input process, the rotational resistance torque disappears and the twist of the motion knob connecting shaft (23) disappears, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) becomes below a predetermined torque value (minimum rotational resistance torque value).

[0197] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the rotation angle of the first motion knob (21) and the second motion knob (22) is maintained as it was before the driver took his / her hands off.

[0198]

[0199] When the driver takes his / her hand off the first motion knob (21) and the second motion knob (22) and then grabs the first motion knob (21) or the second motion knob (22) again and starts to rotate it in the other direction (backward in this embodiment), the reaction torque provided to the motion knob connecting shaft (23) starts from the same size as the reaction torque before the driver takes his / her hand off and is provided by the reaction motor (25) to a size proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0200] When the driver again holds the first motion knob (21) or the second motion knob (22) and starts to rotate it in the other direction (backward in this embodiment) by applying torque, a twist occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) is output at a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0201] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with his or her finger and controls the reaction force motor (25) to provide a reaction force torque proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0202]

[0203] When the maximum regenerative braking state is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes 0, and the driver can sense that the reaction torque has disappeared, thereby knowing that he is currently inputting the maximum regenerative braking signal to the vehicle.

[0204] That is, when the current gear of the transmission is D gear, and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, and then the motion knob connecting shaft (23) is rotated in the other direction (rearward in this embodiment) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state is greater than or equal to the angle corresponding to the maximum regenerative braking, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0205]

[0206] According to various embodiments, the control unit (50) may be characterized in that, when the BLS signal is on, the speed of the vehicle is 0, and the current gear of the transmission is R, if the motion knob connecting shaft (23) is rotated in one direction from the initial state, a signal is transmitted to the display control unit (60) to display a guidance message to the effect that the motion knob should be turned backwards.

[0207]

[0208] When the current gear of the transmission is R, the first motion knob (21) or the second motion knob (22) functions like an accelerator pedal.

[0209] Accordingly, when the current gear of the transmission is R, and the motion knob connecting shaft (23) is rotated in the other direction (rearward in this embodiment) from the initial state, the control unit (50) changes the output of the engine or drive motor in proportion to the rotated angle to move the vehicle backward.

[0210] However, even if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state while the current gear of the transmission is R, the vehicle does not move forward.

[0211] Accordingly, when the BLS signal is on, the vehicle speed is 0, and the current gear of the transmission is R, if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to the effect that the motion knob should be turned backward.

[0212]

[0213] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention may further include a connecting shaft torque sensor (32).

[0214] And, when the current gear of the transmission is R and the motion knob connecting shaft (23) is rotated in the other direction from the initial state, the control unit (50) transmits a signal for changing the output of the engine or drive motor in a size proportional to the angle by which the motion knob connecting shaft (23) is rotated in the other direction from the initial state to the power control unit (10a) or the electric power control unit (10b).

[0215] The reaction force control unit (40) receives the output signal of the connecting shaft angle sensor (31), the output signal of the connecting shaft torque sensor (32), the current gear of the transmission, and the speed of the vehicle, and when the current gear of the transmission is the R gear and the motion knob connecting shaft (23) is rotated in the other direction from the initial state,

[0216] If the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state is less than or equal to the angle corresponding to the maximum output of the engine or drive motor, the reaction motor (25) is controlled to generate a reaction torque proportional to the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state.

[0217] It may be characterized in that the reaction motor (25) is controlled so that the reaction torque becomes 0 when the rotational torque of the motion knob connecting shaft (23) is less than or equal to a predetermined torque value or when the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state is greater than or equal to the angle corresponding to the maximum output of the engine or drive motor.

[0218] Figure 6 is an image of the rotation angle of the motion knob - reaction torque curve and the motion knob operation status displayed on the display when the current gear of the transmission is R.

[0219]

[0220] When the current gear of the transmission is R, the first motion knob (21) or the second motion knob (22) functions like an accelerator pedal. When the current gear of the transmission is R and the motion knob connecting shaft (23) is rotated in the other direction (rearward in this embodiment) from the initial state, the control unit (50) transmits a signal for changing the output of the engine or drive motor in proportion to the angle (θ) by which the motion knob connecting shaft (23) is rotated in the other direction from the initial state to the power control unit (10a) or the electric power control unit (10b).

[0221]

[0222] And, in the process of controlling the output of the driver's engine or driving motor through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque in the opposite direction to the rotation direction is provided to the motion knob connecting shaft (23) by the reaction motor (25) in a size proportional to the rotation angle of the first motion knob (21) or the second motion knob (22).

[0223] Accordingly, the driver can intuitively sense what degree of reverse acceleration signal he is currently inputting to the vehicle by detecting the magnitude of the reaction torque felt from the first motion knob (21) or the second motion knob (22).

[0224]

[0225] During the process of inputting the driver's reverse acceleration signal, if the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the reverse acceleration is not canceled, and the first motion knob (21) and the second motion knob (22) are maintained at the rotation angles before the driver takes his / her hands off, and the vehicle maintains the reverse acceleration state (engine or drive motor output size) before the driver takes his / her hands off.

[0226]

[0227] When the driver holds the first motion knob (21) or the second motion knob (22) with his or her finger and rotates it backward, a reaction torque proportional to the size of the acceleration signal is applied to the motion knob connecting shaft (23), and the driver applies a torque (rotational resistance torque) corresponding to the reaction torque to the first motion knob (21) or the second motion knob (22), so that a twist proportional to the size of the reaction torque occurs in the motion knob connecting shaft (23), and therefore, the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) is output as a torque value corresponding to the reaction torque value.

[0228] However, when the driver takes his / her hands off the first motion knob (21) and the second motion knob (22) during the process of inputting the reverse acceleration signal of the driver, the rotational resistance torque disappears and the twist of the motion knob connecting shaft (23) disappears, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) comes out below a predetermined torque value (minimum rotational resistance torque value).

[0229] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the rotation angle of the first motion knob (21) and the second motion knob (22) is maintained as it was before the driver took his / her hands off.

[0230]

[0231] When the driver takes his / her hand off the first motion knob (21) and the second motion knob (22) and then grabs the first motion knob (21) or the second motion knob (22) again and starts to rotate it in the other direction (backward in this embodiment), the reaction torque provided to the motion knob connecting shaft (23) starts from the same size as the reaction torque before the driver takes his / her hand off and is provided by the reaction motor (25) to a size proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0232] When the driver again holds the first motion knob (21) or the second motion knob (22) and starts to rotate it in the other direction (backward in this embodiment) by applying torque, a twist occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) is output at a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0233] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with his or her finger and controls the reaction force motor (25) to provide a reaction force torque proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0234]

[0235] When the maximum reverse acceleration (maximum output of the engine or drive motor) is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes 0, and the driver can sense that the reaction torque has disappeared, thereby knowing that he is now inputting a maximum reverse acceleration signal to the vehicle.

[0236] That is, when the current gear of the transmission is R gear and the motion knob connecting shaft (23) is rotated in the other direction (rearward in this embodiment) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in the other direction from the initial state is greater than or equal to the angle corresponding to the maximum output of the engine or drive motor, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0237]

[0238] According to various embodiments, the reaction force control unit (40) may be characterized by controlling the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to those felt in the idling state of an internal combustion engine when the current gear of the transmission is the R gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state.

[0239]

[0240] When the current gear of the transmission is R, and the driver holds the first motion knob (21) or the second motion knob (22) and rotates it in one direction (forward in this embodiment) while the motion knob connecting shaft (23) is rotated in the other direction (backward in this embodiment) from the initial state, the control unit (50) accordingly reduces the output of the engine or drive motor by a size proportional to the angle (θ) by which the motion knob connecting shaft (23) is rotated in the other direction from the initial state.

[0241] And, when the motion knob connecting shaft (23) returns to the angle corresponding to the initial state, the reaction force control unit (40) controls the reaction force motor (25) to generate a reaction force torque that causes vibrations similar to those felt in the idling state of an internal combustion engine.

[0242] Therefore, the driver can know that he is currently inputting the minimum output signal of the engine or drive motor to the vehicle by detecting the reaction torque which causes the vibration to be felt as if the internal combustion engine is idling.

[0243]

[0244] According to various embodiments, the control unit (50) transmits a signal to the power control unit (10a) or the electric power control unit (10b) to perform regenerative braking at a strength proportional to the angle by which the motion knob connecting shaft (23) is rotated in one direction from the initial state when the current gear of the transmission is R gear and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then the motion knob connecting shaft (23) is rotated in one direction.

[0245] The reaction force control unit (40) may be characterized in that, when the current gear of the transmission is R gear, and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state and then rotates in one direction, if the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value and the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is less than or equal to an angle corresponding to maximum regenerative braking, the reaction force control unit (25) generates a reaction force torque proportional to the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0246]

[0247] When the current gear of the transmission is R, and after the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, when the driver holds the first motion knob (21) or the second motion knob (22) and further rotates it in one direction (forward in this embodiment), the control unit (50) performs regenerative braking with a strength proportional to the angle (θ) by which the motion knob connecting shaft (23) is rotated in one direction from the initial state.

[0248]

[0249] And, in the process of controlling the intensity of regenerative braking through the rotation of the first motion knob (21) or the second motion knob (22), in principle, a reaction torque is provided to the motion knob connection shaft (23) by the reaction motor (25) in a size proportional to the angle at which the motion knob connection shaft (23) is rotated in one direction from the initial state.

[0250] Therefore, the driver can intuitively sense what level of regenerative braking signal he is currently inputting to the vehicle by detecting the magnitude of the reaction torque felt from the first motion knob (21) or the second motion knob (22).

[0251]

[0252] During the process of inputting the driver's regenerative braking signal, if the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the regenerative braking is not canceled, and the first motion knob (21) and the second motion knob (22) are maintained at the rotation angles before the driver took his / her hands off, and the vehicle maintains the regenerative braking state before the driver took his / her hands off.

[0253]

[0254] When the driver takes his / her hands off the first motion knob (21) and the second motion knob (22) during the driver's regenerative braking signal input process, the rotational resistance torque disappears and the twist of the motion knob connecting shaft (23) disappears, so the output signal of the connecting shaft torque sensor (32) that measures the rotational torque of the connecting shaft torque sensor (32) becomes below a predetermined torque value (minimum rotational resistance torque value).

[0255] At this time, if the output signal of the connecting shaft torque sensor (32) is less than or equal to a predetermined torque value (minimum rotational resistance torque value), the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0. When the driver takes his / her hands off the first motion knob (21) and the second motion knob (22), the reaction force torque provided to the motion knob connecting shaft (23) also becomes 0, and the rotation angle of the first motion knob (21) and the second motion knob (22) is maintained as it was before the driver took his / her hands off.

[0256]

[0257] When the driver takes his / her hand off the first motion knob (21) and the second motion knob (22) and then grabs the first motion knob (21) or the second motion knob (22) again and starts to rotate it in one direction (forward in this embodiment), the reaction torque provided to the motion knob connecting shaft (23) starts from the same size as the reaction torque before the driver takes his / her hand off and is provided by the reaction motor (25) to a size proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22).

[0258] When the driver again holds the first motion knob (21) or the second motion knob (22) and starts to rotate it in one direction (forward in this embodiment) by applying torque, a twist occurs in the motion knob connecting shaft (23), and the output signal of the connecting shaft torque sensor (32) is output at a value exceeding a predetermined torque value (minimum rotational resistance torque value).

[0259] Accordingly, the reaction force control unit (40) determines that the driver is holding the motion knob with his or her finger and controls the reaction force motor (25) to provide a reaction force torque proportional to the rotation angle (θ) of the first motion knob (21) or the second motion knob (22) to the motion knob connecting shaft (23).

[0260]

[0261] When the maximum regenerative braking state is reached, the reaction torque provided to the motion knob connecting shaft (23) becomes 0, and the driver can sense that the reaction torque has disappeared, thereby knowing that he is currently inputting the maximum regenerative braking signal to the vehicle.

[0262] That is, when the current gear of the transmission is R gear, and the motion knob connecting shaft (23) returns to an angle corresponding to the initial state, and then the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, if the angle at which the motion knob connecting shaft (23) is rotated in one direction from the initial state is greater than or equal to the angle corresponding to the maximum regenerative braking, the reaction force control unit (40) controls the reaction force motor (25) so that the reaction force torque becomes 0.

[0263]

[0264] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display one or more of the current gear of the transmission, the degree of current output of the engine or drive motor, and the degree of regenerative braking.

[0265] Figure 7 is an example image showing the current output level and speed of the engine or drive motor and the current gear of the transmission displayed on the display.

[0266]

[0267] As described above, during the process of changing the gear of the transmission or performing acceleration or regenerative braking with the motion knob when the current gear of the transmission is D or R, the display on the instrument panel displays at least one of the current gear of the transmission, the current output level of the engine or drive motor, and the degree of regenerative braking, along with the vehicle speed, etc.

[0268] To display such information, the control unit (50) transmits a signal to the display control unit (60) to display at least one of the current gear of the transmission, the degree of current output of the engine or drive motor, and the degree of regenerative braking.

[0269]

[0270] According to various embodiments, when the current gear of the transmission is D and the motion knob connecting shaft (23) is rotated in one direction from the initial state, or when the current gear of the transmission is R and the motion knob connecting shaft (23) is rotated in the other direction from the initial state, if the BLS signal is on, the control unit (50) may be characterized by resetting the current position of the motion knob connecting shaft (23) to the initial position for measuring the rotation angle of the motion knob connecting shaft (23), and transmitting a signal to the power control unit (10a) or the power control unit (10b) for changing the output of the engine to the output of the idling state or changing the output of the drive motor to 0.

[0271]

[0272] The brake-override function is performed when the brake pedal is pressed while the vehicle is in motion.

[0273] That is, when the current gear of the transmission is D and the motion knob connecting shaft (23) is rotated in one direction from the initial state and is accelerating, and the brake pedal is pressed (BLS signal is on), the control unit (50) resets the current position of the motion knob connecting shaft (23) to the initial position for measuring the rotation angle of the motion knob connecting shaft (23), and changes the output of the engine to the output of the idling state or changes the output of the drive motor to 0 to reduce the speed of the vehicle.

[0274] However, in this specification, the term 'idling state' is used to mean 'fuel cut state' which means 'a state in which fuel is completely cut off and only inertia is used when the accelerator pedal is lifted above a certain speed'.

[0275] Similarly, when the current gear of the transmission is R and the motion knob connecting shaft (23) is rotated in the other direction from the initial state and the vehicle is accelerating backward, and the brake pedal is pressed (BLS signal is on), the control unit (50) resets the current position of the motion knob connecting shaft (23) to the initial position for measuring the rotation angle of the motion knob connecting shaft (23), and reduces the speed of the vehicle by changing the engine output to the output of the idling state or changing the output of the drive motor to 0.

[0276] In addition, the vehicle's speed is further reduced by regenerative braking or mechanical braking depending on how much the brake pedal is pressed.

[0277]

[0278] When the brake pedal is pressed while the vehicle is running, the brake-override function is performed, and the current position of the motion knob connecting shaft (23) is reset to the initial position for measuring the rotation angle of the motion knob connecting shaft (23).

[0279] Accordingly, when the driver takes his / her foot off the brake pedal and rotates the first motion knob (21) or the second motion knob (22) to accelerate the vehicle, the vehicle accelerates as if the first motion knob (21) or the second motion knob (22) were rotated from the beginning, and accordingly, the reaction torque provided to the motion knob connecting shaft (23) by the reaction motor (25) is also provided in a size proportional to the angle by which the first motion knob (21) or the second motion knob (22) is rotated from the position at the time the brake pedal is pressed.

[0280]

[0281] When the brake pedal is pressed during power driving of the vehicle (because the BLS signal is on) and the control unit (50) transmits a signal to the power control unit (10a) or the electric power control unit (10b) to change the output of the drive motor to 0, when the brake pedal returns to the initial position (because the BLS signal is off again), the vehicle is driven in a coasting mode in which the driver's acceleration signal is 0 and the output of the drive motor is 0.

[0282] Therefore, this brake-override function allows the driver to conveniently enter coasting mode by lightly pressing and releasing the brake pedal while driving.

[0283] In some electric vehicles, regenerative braking is automatically activated when the accelerator pedal is completely released. However, in order to drive in coasting mode without regenerative braking, the driver must keep the accelerator pedal depressed to an appropriate level.

[0284] In contrast, in the vehicle control system according to the present invention, the driver can drive in coasting mode immediately by lightly pressing and releasing the brake pedal while driving with power, and the vehicle control system according to the present invention has the advantage of significantly reducing driver fatigue when driving in coasting mode.

[0285] In addition, no matter how high the efficiency of regenerative braking is, the driving distance extended through coasting mode driving using inertial force is longer than the driving distance extended through regenerative braking, so the vehicle control system according to the present invention has the advantage of being able to further increase the driving distance depending on the situation.

[0286]

[0287] According to various embodiments, a vehicle control system (1) including a steering wheel equipped with a motion knob according to one embodiment of the present invention further includes a control unit (50) that receives a BLS signal, an output signal of a connecting shaft angle sensor (31), a current gear of a transmission, an input state of an input button, and a speed of a vehicle, wherein the input button includes a cruise button (81) operated by a driver when starting or ending cruise driving, and the control unit (50) may be characterized in that, when the current gear of the transmission is D gear, the cruise button (81) is on, the speed of the vehicle is 0, and the BLS signal is off, if the motion knob connecting shaft (23) is rotated in the other direction, a signal is transmitted to the display control unit (60) to display a guidance message to the effect of turning the motion knob forward.

[0288]

[0289] When the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle.

[0290] Unlike conventional cruise control methods, the cruise control mode in this embodiment operates even when the vehicle speed is 0.

[0291] When the current gear of the transmission is D and the cruise button (81) is on, if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) will set a speed proportional to the angle by which the motion knob connecting shaft (23) is rotated in one direction from the initial state as the target speed.

[0292] However, even if the first motion knob (21) or the second motion knob (22) is rotated in the other direction (rearward in this embodiment) from the initial state when the current gear of the transmission is D, the cruise button (81) is on, the vehicle speed is 0, and the brake pedal is not pressed (the BLS signal is off), the vehicle does not move backward.

[0293] Accordingly, when the current gear of the transmission is D, the cruise button (81) is on, the vehicle speed is 0, and the BLS signal is off, and the first motion knob (21) or the second motion knob (22) is rotated in the other direction (rearward in this embodiment) from the initial state, the control unit (50) transmits a signal to the display control unit (60) to display a guidance message to the effect that the motion knob should be turned forward.

[0294]

[0295] According to various embodiments, the control unit (50) may be characterized in that, when the current gear of the transmission is D, the cruise button (81) is on, and the motion knob connecting shaft (23) is rotated in one direction from the initial state, the control unit sets a speed proportional to the angle by which the motion knob connecting shaft (23) is rotated in one direction from the initial state as a target speed, and changes the output of the engine or drive motor to control the vehicle to drive at the target speed.

[0296]

[0297] As described above, when the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle.

[0298] Accordingly, when the current gear of the transmission is D and the cruise button (81) is on, if the motion knob connecting shaft (23) is rotated in one direction (forward in this embodiment) from the initial state, the control unit (50) sets a speed proportional to the angle by which the motion knob connecting shaft (23) is rotated in one direction from the initial state as the target speed.

[0299] And, the control unit (50) controls the vehicle to run at a target speed by changing the output of the engine or drive motor.

[0300]

[0301] According to various embodiments, the control unit (50) may be characterized by controlling the engine or drive motor so that the vehicle accelerates to reach a target speed with an acceleration inversely proportional to the time taken for the motion knob connecting shaft (23) to reach a state rotated in one direction from an initial state.

[0302]

[0303] As described above, when the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle, and in this process, the degree to which the vehicle is accelerated to reach the target speed is determined depending on how quickly the first motion knob (21) or the second motion knob (22) is turned.

[0304] That is, the control unit (50) controls the output of the engine or drive motor so that the vehicle accelerates to reach the target speed with an acceleration inversely proportional to the time taken for the motion knob connecting shaft (23) to reach a state in which it is rotated in one direction (forward in this embodiment) from the initial state.

[0305]

[0306] According to various embodiments, the reaction force control unit (40) receives an output signal of a connecting shaft angle sensor (31), an output signal of a connecting shaft torque sensor (32), a current gear of a transmission, and an input state of an input button, and when the current gear of the transmission is D gear, the cruise button (81) is on, and the motion knob connecting shaft (23) is rotated in one direction from the initial state, if the rotational torque of the motion knob connecting shaft (23) exceeds a predetermined torque value, the reaction force control unit (25) may be characterized in that it controls the reaction force motor (25) to generate a reaction force torque of a predetermined size.

[0307] Figure 8 is an image of the rotation angle of the motion knob - reaction torque curve and the motion knob operation status displayed on the display when the current gear of the transmission is D and the cruise button is on.

[0308]

[0309] As described above, when the cruise button (81) is pressed, the rotation angle of the first motion knob (21) or the second motion knob (22) corresponds to the target speed of the vehicle. When the driver holds the first motion knob (21) or the second motion knob (22) and rotates it in one direction (forward in this embodiment) from the initial state to set the target speed, the driver can intuitively sense that he or she is currently operating the first motion knob (21) or the second motion knob (22) to set the target speed by detecting a reaction torque of a certain size from the first motion knob (21) or the second motion knob (22).

[0310]

[0311] According to various embodiments, the input button further includes an increase button (82) for increasing the target speed during cruise driving and a decrease button (83) for decreasing the target speed during cruise driving, and the control unit (50) may be characterized in that, when the current gear of the transmission is D gear and the cruise button (81) is in the on state, if the increase button (82) is pressed for a time shorter than a preset time, the target speed is intermittently increased by a predetermined speed unit, and if the decrease button (83) is pressed for a time shorter than a preset time, the target speed is intermittently decreased by a predetermined speed unit.

[0312]

[0313] As shown in FIGS. 1 and 2, the input buttons for cruise control may be configured to include a cruise button (81), an increase button (82), and a decrease button (83) arranged on the steering wheel (20).

[0314] When the current gear of the transmission is D and the cruise button (81) is on, if the speed increase button (82) is pressed for a time shorter than the preset time, the control unit (50) intermittently increases the target speed in predetermined speed units.

[0315] For example, each time the speed up button (82) is pressed, the target speed can be increased by 1 mile per hour or 1 kilometer per hour.

[0316] And, when the current gear of the transmission is D and the cruise button (81) is on, if the deceleration button (83) is pressed for a shorter time than the preset time, the control unit (50) intermittently reduces the target speed by a predetermined speed unit.

[0317] For example, each time the deceleration button (83) is pressed, the target speed can be reduced by 1 mile per hour or 1 kilometer per hour.

[0318]

[0319] According to various embodiments, the control unit (50) may be characterized in that, when the speed-up button (82) is pressed for a time longer than a preset time, the target speed is continuously increased by a predetermined speed unit during the time the speed-up button (82) is pressed, and when the speed-down button (83) is pressed for a time longer than a preset time, the target speed is continuously decreased by a predetermined speed unit during the time the speed-down button (83) is pressed.

[0320]

[0321] When the current gear of the transmission is D and the cruise button (81) is on, if the speed increase button (82) is pressed for a time longer than the preset time, the control unit (50) continuously increases the target speed by a predetermined speed unit.

[0322] For example, if the speed increase button (82) is pressed continuously for more than 3 seconds, the target speed can be increased by 5 miles per hour or 10 km per hour every 0.5 seconds during the time the speed increase button (82) is pressed.

[0323] And, when the current gear of the transmission is D and the cruise button (81) is on, if the deceleration button (83) is pressed for a time longer than the preset time, the control unit (50) continuously reduces the target speed by a predetermined speed unit.

[0324] For example, if the deceleration button (83) is pressed continuously for more than 3 seconds, the target speed can be reduced by 5 miles per hour or 10 km per hour every 0.5 seconds during the time the deceleration button (83) is pressed.

[0325]

[0326] According to various embodiments, the control unit (50) may be characterized by transmitting a signal to the display control unit (60) to display the set target speed.

[0327]

[0328] During the cruise control operation process as described above, the current speed of the vehicle and the set target speed are displayed on the instrument panel.

[0329] That is, when the cruise button (81) is pressed and turned on, an image indicating cruise mode is displayed on the display of the instrument panel, and when the driver sets the target speed by operating the first motion knob (21), the second motion knob (22), the speed increase button (82), or the speed decrease button (83), an image indicating the set target speed appears on the speedometer in the form of a red triangle image or the like.

[0330] When an analog speedometer is displayed on the display of the instrument panel, when a target speed is set by the driver, the indicator indicating the target speed on the analog speedometer is displayed in red, as shown in FIG. 8, and when the speed of the vehicle reaches the target speed, the color of the indicator can be implemented to return to the color of the normal speedometer.

[0331] For example, as shown in Figure 8, if the initial speed of the vehicle is 22 miles per hour and the driver sets the target speed to 62 miles per hour (left image), the vehicle will accelerate with a red indicator displayed at the 62 miles per hour position on the analog speedometer (middle image), and when the vehicle reaches the target speed of 62 miles per hour, the color of the indicator will change to black, which is the color of a normal speedometer (right image).

[0332] To display such information, the control unit (50) transmits a signal to the display control unit (60) to display the current speed of the vehicle, the set target speed, etc., and accordingly, the numbers and images as described above are displayed on the display of the instrument panel.

[0333]

[0334] According to various embodiments, the input button further includes a CANCEL button operated by the driver when pausing the cruise mode, and the control unit (50) may be characterized in that, when the current gear of the transmission is D gear and the cruise button (81) is in the on state, the cruise mode is paused when the CANCEL button is pressed.

[0335]

[0336] Although not shown in FIGS. 1 and 2, the steering wheel (20) may further include a CANCEL button (not shown) in addition to the cruise button (81), the speed increase button (82), and the speed decrease button (83) as input buttons for cruise control.

[0337] The CANCEL button is a button operated by the driver when pausing the cruise mode. When the CANCEL button is pressed by the driver, the control unit (50) pauses the cruise mode.

[0338] At this time, the smart cruise control function is temporarily disabled, and the cruise mode display image, target speed, and distance to vehicle display may disappear from the instrument panel display.

[0339]

[0340] According to various embodiments, the control unit (50) may be characterized by pausing the cruise mode when the BLS signal is on.

[0341]

[0342] When the brake pedal is pressed while driving in cruise mode (BLS signal is on), the control unit (50) temporarily suspends the cruise mode.

[0343] At this time, the smart cruise control function may be temporarily disabled, and the cruise mode display image, target speed, and distance between vehicles may disappear from the instrument panel display.

[0344] In addition, the vehicle's speed is reduced by regenerative braking or mechanical braking depending on how much the brake pedal is pressed.

[0345]

[0346] If the driver wishes to use the paused cruise mode again, the cruise can be implemented to resume at the target speed previously set by pressing the speed increase button (82) or the speed decrease button (83).

[0347] Meanwhile, to end the cruise mode, the driver must press the cruise button (81) to turn the cruise button (81) off, and accordingly, the control unit (50) ends the cruise mode.

[0348]

[0349] According to a vehicle control system including a steering wheel equipped with a motion knob according to the present invention, there is an advantage in that acceleration of the vehicle can be controlled by operating the motion knob equipped on the steering wheel, and deceleration of the vehicle can be controlled by using the brake pedal on the floor of the driver's seat, thereby fundamentally eliminating the phenomenon of sudden acceleration due to pedal confusion.

[0350] Additionally, there is an advantage in that the gears of the transmission can be changed by operating the motion knob when the brake pedal is pressed while the vehicle is stopped.

[0351] Additionally, while the vehicle is in motion, there is an advantage in that the output of the engine or drive motor or the degree of regenerative braking can be changed by operating the motion knob, speed increase button or speed decrease button.

[0352] In addition, when the brake pedal is pressed during power driving and the control unit changes the output of the drive motor to 0 and the brake pedal returns to the initial position, the vehicle enters coasting mode without regenerative braking, which has the advantage of reducing driver fatigue and increasing driving distance depending on the situation by conveniently entering coasting mode.

[0353] In addition, after the cruise button is pressed, there is an advantage in that the target speed can be changed by operating the motion knob, speed up button, or speed down button.

[0354] In addition, there is an advantage in that information about the operation status of the motion knob and the driving status of the vehicle is controlled to be displayed on the vehicle display, so that the driver can immediately grasp information about the operation status of the motion knob and the driving status of the vehicle.

[0355] In addition, there is an advantage in that the corresponding reaction torque is transmitted to the motion knob when the motion knob is operated, so that the driver can receive appropriate feedback with his / her hand.

[0356]

[0357] In the above, the present invention has been described by specific details such as specific components and limited examples and drawings, but these are provided only to help a more general understanding of the present invention, and the present invention is not limited to the above examples, and those with ordinary knowledge in the technical field to which the present invention pertains will be able to make various modifications and variations from this description.

[0358] Therefore, the idea of ​​the present invention should not be limited to the embodiments described above, and all modifications equivalent to or equivalent to the claims described below should be interpreted as being included in the scope of the present invention.

[0359] [Explanation of symbols]

[0360] 1: Vehicle control system including a steering wheel equipped with a motion knob

[0361] 10a: Power control unit 10b: Power control unit

[0362] 20: Steering wheel 21: 1st motion knob

[0363] 22: Second motion knob 23: Motion knob connecting shaft

[0364] 25: Reaction motor 26: Heat sink

[0365] 31: Connecting shaft angle sensor 32: Connecting shaft torque sensor

[0366] 33: Brake lamp switch

[0367] 35: First motion knob position sensor 36: Second motion knob position sensor

[0368] 40: Reaction force control unit

[0369] 50: Control unit

[0370] 60: Display control unit

[0371] 70: Transmission control unit

[0372] 81: Cruise Button

[0373] 82: Speed ​​Up Button 83: Speed ​​Down Button

Claims

1. Power control unit (PCU) or electric power control unit (EPCU) that receives information from various sensors installed in the vehicle; A first motion knob rotatably installed on one side of the steering wheel; A second motion knob rotatably installed on the other side of the steering wheel; A motion knob connecting shaft connecting the first motion knob and the second motion knob; A connecting shaft angle sensor that detects the rotation angle of the above motion knob connecting shaft; A reaction motor that provides a reaction torque to the above motion knob connecting shaft; and It includes a reaction force control unit that controls the reaction force motor to provide a reaction force torque corresponding to the motion knob connecting shaft according to the operation state of the first motion knob or the second motion knob and the driving state of the vehicle; A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the power control unit or the electric power control unit receives a BLS signal output by the brake lamp switch measuring whether the brake pedal is operated, an output signal of the connecting shaft angle sensor, the current gear of the transmission, and the speed of the vehicle, and controls the output of the engine or drive motor, the speed of the vehicle, or the degree of regenerative braking.

2. In paragraph 1, A first motion knob position sensor that detects whether the first motion knob is moved in the other direction of the steering wheel; A second motion knob position sensor that detects whether the second motion knob is moved in one direction of the steering wheel; A control unit that receives an output signal of the first motion knob position sensor, an output signal of the second motion knob position sensor, the BLS signal, an output signal of the connecting shaft angle sensor, a current gear of the transmission, and a speed of the vehicle; and A vehicle control system including a steering wheel equipped with a motion knob, characterized in that it further includes a display control unit that controls a display installed inside a vehicle so that information related to the operation status of the first motion knob or the second motion knob and the driving status of the vehicle is displayed.

3. In paragraph 2, The above control unit, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that when the BLS signal is on, the speed of the vehicle is 0, and the current gear of the transmission is P or N, a signal to display a gear shift guidance message is transmitted to the display control unit.

4. In paragraph 2, The above control unit, When the BLS signal is on, the vehicle speed is 0, the first motion knob is moved in the other direction of the steering wheel, and the second motion knob is in the initial position, When the above motion knob connecting shaft is rotated in one direction, a signal for shifting the gear of the transmission to gear D is transmitted to the transmission control unit (TCU), the power control unit, or the power control unit. A vehicle control system including a steering wheel equipped with a motion knob, characterized in that when the motion knob connecting shaft is rotated in the other direction, a signal for shifting the gear of the transmission to the R gear is transmitted to the transmission control unit, the power control unit, or the electric power control unit.

5. In paragraph 2, The above control unit, When the BLS signal is on, the vehicle speed is 0, the first motion knob is in the initial position, and the second motion knob is moved to one side of the steering wheel, When the above motion knob connecting shaft is rotated in one direction, a signal for shifting the gear of the transmission to P gear is transmitted to the transmission control unit (TCU), the power control unit or the power control unit, Even if the BLS signal is off and the vehicle speed is not 0, if the first motion knob is in the initial position and the second motion knob is moved in one direction of the steering wheel, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that when the motion knob connecting shaft is rotated in the other direction, a signal for shifting the gear of the transmission to N gear is transmitted to the transmission control unit, the power control unit, or the electric power control unit.

6. In paragraph 2, The above control unit, When the BLS signal is on, the vehicle speed is 0, the first motion knob is moved in the other direction of the steering wheel, and the second motion knob is also moved in the one direction of the steering wheel, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that a signal is transmitted to the display control unit to display a guidance message indicating that only one of the first motion knob and the second motion knob should be moved in the direction of the steering wheel for shifting.

7. In paragraph 4 or 5, The above reaction force control unit is, The output signal of the first motion knob position sensor, the output signal of the second motion knob position sensor, the BLS signal, the output signal of the connecting shaft angle sensor, the current gear of the transmission, and the speed of the vehicle are input, The above BLS signal is on, the vehicle speed is 0, The first motion knob is moved in the opposite direction of the steering wheel and the second motion knob is in the initial position, or With the first motion knob in the initial position and the second motion knob moved in one direction of the steering wheel, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that when the motion knob connecting shaft is rotated in one or the other direction, the reaction motor is controlled so that a change curve of a reaction torque applied to the motion knob connecting shaft in response to the rotation angle of the motion knob connecting shaft becomes the same as a rotation angle - reaction torque curve of a rotary switch equipped with a rotation stop mechanism.

8. In paragraph 2, The above control unit, When the above BLS signal is on, the vehicle speed is 0, and the current gear of the transmission is D, When the above motion knob connecting shaft is rotated in the other direction from the initial state, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that a signal is transmitted to the display control unit to display a guidance message indicating that the motion knob should be turned forward.

9. In paragraph 2, Further comprising a connecting shaft torque sensor for detecting the rotational torque of the above motion knob connecting shaft; The above control unit, If the current gear of the above transmission is D and the motion knob connecting shaft is rotated in one direction from the initial state, The motion knob connecting shaft transmits a signal to the power control unit or the electric power control unit that changes the output of the engine or the drive motor in proportion to the angle at which the motion knob connecting shaft is rotated in one direction from the initial state, The above reaction force control unit is, The output signal of the above connecting shaft angle sensor, the output signal of the above connecting shaft torque sensor, the current gear of the transmission, and the speed of the vehicle are input, If the current gear of the above transmission is D and the motion knob connecting shaft is rotated in one direction from the initial state, If the rotational torque of the above motion knob connecting shaft exceeds a predetermined torque value and the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is less than or equal to an angle corresponding to the maximum output of the engine or the driving motor, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so as to generate a reaction torque proportional to the angle by which the motion knob connecting shaft is rotated in one direction from an initial state.

10. In paragraph 9, The above reaction force control unit is, If the current gear of the above transmission is D and the motion knob connecting shaft is rotated in one direction from the initial state, If the rotational torque of the above motion knob connecting shaft is less than or equal to a predetermined torque value or the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is greater than or equal to the maximum output of the engine or the driving motor, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so that the reaction torque becomes 0.

11. In paragraph 8, The above reaction force control unit is, The current gear of the above transmission is D. When the above motion knob connecting axis returns to the angle corresponding to the initial state, A vehicle control system comprising a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled to generate a reaction torque that causes vibrations felt similar to those felt in the idling state of an internal combustion engine.

12. In paragraph 11, The above control unit, The current gear of the above transmission is D. When the motion knob connecting axis returns to the angle corresponding to the initial state and the motion knob connecting axis is rotated in the other direction, The motion knob connecting shaft transmits a signal to the power control unit or the electric power control unit to perform regenerative braking at a strength proportional to the angle at which the motion knob connecting shaft is rotated in the other direction from the initial state, The above reaction force control unit is, The current gear of the above transmission is D. When the motion knob connecting axis returns to the angle corresponding to the initial state and the motion knob connecting axis is rotated in the other direction, If the rotational torque of the above motion knob connecting shaft exceeds the predetermined torque value and the angle at which the motion knob connecting shaft is rotated in the other direction from the initial state is less than or equal to the angle corresponding to the maximum regenerative braking, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so as to generate a reaction torque proportional to the angle by which the motion knob connecting shaft is rotated in the other direction from an initial state.

13. In paragraph 11, The above reaction force control unit is, The current gear of the above transmission is D. When the motion knob connecting axis returns to the angle corresponding to the initial state and the motion knob connecting axis is rotated in the other direction, If the rotational torque of the above motion knob connecting shaft is less than or equal to a predetermined torque value or the angle at which the motion knob connecting shaft is rotated in the other direction from the initial state is greater than or equal to the angle corresponding to the maximum regenerative braking, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so that the reaction torque becomes 0.

14. In paragraph 2, The above control unit, When the above BLS signal is on, the vehicle speed is 0, and the current gear of the transmission is R, When the above motion knob connecting shaft is rotated in one direction from the initial state, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that a signal is transmitted to the display control unit to display a guidance message indicating that the motion knob should be turned backward.

15. In paragraph 2, Further comprising a connecting shaft torque sensor for detecting the rotational torque of the above motion knob connecting shaft; The above control unit, When the current gear of the above transmission is R and the motion knob connecting shaft is rotated in the other direction from the initial state, The motion knob connecting shaft transmits a signal to the power control unit or the electric power control unit that changes the output of the engine or the drive motor in proportion to the angle at which the motion knob connecting shaft is rotated in the other direction from the initial state, The above reaction force control unit is, The output signal of the above connecting shaft angle sensor, the output signal of the above connecting shaft torque sensor, the current gear of the transmission, and the speed of the vehicle are input, When the current gear of the above transmission is R and the motion knob connecting shaft is rotated in the other direction from the initial state, If the rotational torque of the above motion knob connecting shaft exceeds a predetermined torque value and the angle at which the motion knob connecting shaft is rotated in the other direction from the initial state is less than or equal to an angle corresponding to the maximum output of the engine or the driving motor, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so as to generate a reaction torque proportional to the angle by which the motion knob connecting shaft is rotated in the other direction from an initial state.

16. In paragraph 15, The above reaction force control unit is, When the current gear of the above transmission is R and the motion knob connecting shaft is rotated in the other direction from the initial state, If the rotational torque of the above motion knob connecting shaft is less than or equal to a predetermined torque value or the angle at which the motion knob connecting shaft is rotated in the other direction from the initial state is greater than or equal to the maximum output of the engine or the driving motor, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so that the reaction torque becomes 0.

17. In paragraph 14, The above reaction force control unit is, The current gear of the above transmission is R gear, When the above motion knob connecting axis returns to the angle corresponding to the initial state, A vehicle control system comprising a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled to generate a reaction torque that causes vibrations felt similar to those felt in the idling state of an internal combustion engine.

18. In paragraph 17, The above control unit, The current gear of the above transmission is R gear, When the motion knob connecting axis returns to the angle corresponding to the initial state and the motion knob connecting axis is rotated in one direction, The motion knob connecting shaft transmits a signal to the power control unit or the electric power control unit to perform regenerative braking at a strength proportional to the angle at which the motion knob connecting shaft is rotated in one direction from the initial state, The above reaction force control unit is, The current gear of the above transmission is R gear, When the motion knob connecting axis returns to the angle corresponding to the initial state and the motion knob connecting axis is rotated in one direction, If the rotational torque of the above motion knob connecting shaft exceeds the predetermined torque value and the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is less than or equal to the angle corresponding to the maximum regenerative braking, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so as to generate a reaction torque proportional to the angle by which the motion knob connecting shaft is rotated in one direction from an initial state.

19. In paragraph 18, The above reaction force control unit is, The current gear of the above transmission is R gear, When the motion knob connecting axis returns to the angle corresponding to the initial state and the motion knob connecting axis is rotated in one direction, If the rotational torque of the above motion knob connecting shaft is less than or equal to a predetermined torque value or the angle at which the motion knob connecting shaft is rotated in one direction from the initial state is greater than or equal to the angle corresponding to the maximum regenerative braking, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled so that the reaction torque becomes 0.

20. In any one of paragraphs 9 to 13 and paragraphs 15 to 19, The above control unit, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that a signal is transmitted to the display control unit to display at least one of the current gear of the transmission, the degree of current output of the engine or the drive motor, and the degree of regenerative braking.

21. In paragraph 9 or paragraph 15, The above control unit, The current gear of the above transmission is D and the motion knob connecting shaft is rotated in one direction from the initial state, or When the current gear of the above transmission is R and the motion knob connecting shaft is rotated in the other direction from the initial state, If the above BLS signal is on, Reset the current position of the above motion knob connecting axis to the initial position for measuring the rotation angle of the above motion knob connecting axis, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that a signal for changing the output of the engine to an idling state output or changing the output of the drive motor to 0 is transmitted to the power control unit or the electric power control unit.

22. In paragraph 1, Further comprising a control unit that receives the BLS signal, the output signal of the connecting shaft angle sensor, the current gear of the transmission, the input status of the input button, and the speed of the vehicle; The above input button is, Includes a cruise button operated by the driver to initiate or terminate cruise driving; The above control unit, If the current gear of the above transmission is D, the cruise button is on, the vehicle speed is 0, and the BLS signal is off, When the above motion knob connecting shaft is rotated in the other direction, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that a signal is transmitted to the display control unit to display a guidance message indicating that the motion knob should be turned forward.

23. In paragraph 22, The above control unit, When the current gear of the above transmission is D, the cruise button is on, and the motion knob connecting shaft is rotated in one direction from the initial state, The above motion knob connecting shaft is set to a target speed with a speed proportional to the angle at which it is rotated in one direction from the initial state, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the vehicle is controlled to drive at the target speed by changing the output of the engine or the drive motor.

24. In paragraph 23, The above control unit, A vehicle control system including a steering wheel equipped with a motion knob, characterized in that the engine or the drive motor is controlled so that the vehicle accelerates to the target speed with an acceleration inversely proportional to the time taken for the motion knob connecting shaft to reach a state rotated in one direction from an initial state.

25. In paragraph 23 or 24, The above reaction force control unit is, The output signal of the above connecting shaft angle sensor, the output signal of the above connecting shaft torque sensor, the current gear of the transmission, and the input status of the input button are received, When the current gear of the above transmission is D, the cruise button is on, and the motion knob connecting shaft is rotated in one direction from the initial state, If the rotational torque of the above motion knob connecting shaft exceeds the specified torque value, A vehicle control system comprising a steering wheel equipped with a motion knob, characterized in that the reaction motor is controlled to generate a reaction torque of a certain size.

26. In any one of paragraphs 23 to 25, The above control unit, A vehicle control system comprising a steering wheel equipped with a motion knob, characterized in that a signal for displaying a set target speed is transmitted to the display control unit.

27. In any one of paragraphs 23 to 25, The above control unit, A vehicle control system including a steering wheel having a motion knob, characterized in that the cruise mode is paused when the BLS signal is on.

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