Steering Wheel Spoke Controls for Intuitive Turn Indicators
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Solution Overview
Problem
The existing configuration of turn indicator controls on steering wheels can cause confusion for drivers when the wheel is rotated, as the positions of the controls for left and right turn indicators change relative to the central hub, making it difficult to intuitively determine which control operates which indicator.
Innovation Solution
The steering wheel design features two upper and two lower controls on each spoke, with the upper controls operating the left and right turn indicators when the wheel is in the neutral position, and the lower controls taking over when rotated by 180 degrees, maintaining a consistent operational situation for the driver.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the turn indicator controls are arranged on opposite sides of the central hub on the spokes, then the driver can operate the turn indicators without removing hands from the steering wheel, but when the steering wheel is rotated, confusion arises as to which control operates which turn indicator
Solution Approach 1:
The control system is segmented into two independent control units, each capable of operating both left and right turn indicators. This segmentation allows each control to function autonomously while providing redundant capability, resolving the confusion by ensuring both controls perform the same function regardless of steering wheel rotation.
Solution Approach 2:
Each control unit is designed with universal functionality to operate both left and right turn indicators. This multi-functionality ensures that regardless of which control the driver uses or how the steering wheel is rotated, the intended turn indicator function is achieved, eliminating the confusion between control functions.
2Ease of manufacture
If the controls are positioned relative to the central hub, then the design is simple and cost-effective, but the driver cannot immediately and intuitively perceive which control operates which turn indicator when the steering wheel is rotated
Solution Approach 1:
The system incorporates visual feedback through indicators that show which turn indicator will be activated by each control unit. This feedback mechanism provides the driver with immediate information about control function, maintaining intuitive perception while preserving the simple radial mounting design relative to the central hub.
3Device complexity
If only two controls are provided on the steering wheel, then the design is simple, but the system lacks redundancy and reliability when the steering wheel is rotated
Solution Approach 1:
The system implements beforehand cushioning by providing redundant control capability through two independently functional control units. This redundancy compensates for potential confusion or failure scenarios that may arise during steering wheel rotation, ensuring reliable operation without significantly increasing overall system complexity.
Solution Approach 2:
The system changes the functional parameter of the controls from fixed-function (each control operates only one turn indicator) to flexible-function (each control can operate either turn indicator). This parameter change increases reliability by allowing adaptive control selection while maintaining a simple two-control design.
Data Source
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AI summary
A motor vehicle steering wheel (1) provided with controls for the turn indicators (FS, FD); the steering wheel (1) has: a central hub (2), which is mounted so as to rotate; an outer crown (5), which extends around the central hub (2), is suited to be held by the driver, and is rigidly coupled to the central hub (2) by means of at least two spokes (6); two upper controls (7, 8), each of which is mounted on an upper surface (9) of a corresponding spoke (6) and operates the right turn indicators (FD) or the left turn indicators (FS); and two lower controls (10, 11), each of which is mounted on a lower surface (12) of a corresponding spoke (6) on the opposite side of the relative upper control (7, 8), and operates the turn indicators (FD, FS) that are opposite to the turn indicators (FS, FD) operated by the relative upper control (7, 8).