HK1202494A1 - Integrated vehicle control system and apparatus - Google Patents

Description

Integrated vehicle control system and device

Cross Reference to Related Applications

This application claims priority to U.S. application serial No.13/465,468 filed on 7/5/2012 as a continuation-in-part of U.S. application serial No.12/555,477 filed on 8/9/2009, the entire contents of which are hereby incorporated by reference herein to the extent allowed by law.

Technical Field

The present invention relates to vehicle control systems and devices for operating vehicle components that are integrated into the rim of a vehicle steering wheel so that the vehicle control systems and devices can be fully operated without requiring the vehicle driver to remove his/her hands from the steering wheel.

Background

Although used in commercially available motor vehicles for about 70 years, there has been little change in vehicle turn signals since their first use. More recently, vehicles have been equipped with computer-operated functions that allow the vehicle driver or operator to control the vehicle radio, compact disc player, connected devices, mobile phone and navigation system, and other components through a central controller.

Vehicle steering wheels are typically constructed of a cylindrical member, a central hub, and an annular member, and have various components including a turn signal activation switch or switches. In general, turn signal lamps are operated by a "stem switch" or an operation lever located at one side of a steering wheel. Upward movement of the lever switch will signal a right turn and downward movement will signal a left turn. When the lever switch moves upward, the lights on the right side mudguards, which are typically located at the front and rear, begin to blink. Similarly, when the lever switch is moved downward, the lights on the left side mudguards, which are typically located on the front and rear, begin to flash. More generally, the lever switch includes four positions, two upper positions and two lower positions. Or in the upper or lower first position, operates the turn signal and when released, returns to the off position or center. The second position keeps the turn signal on even when the lever switch is released, and the turn signal is off after the steering wheel has been turned to a fixed direction and has returned to a position that is substantially "wheel straight".

There are several well known problems with the above mechanisms. For example, after completing a turn, the turn lights may still remain on and the signal lights still "flash". It is common for the beacon to turn off prematurely if the steering wheel is temporarily turned slightly out of the direction of rotation. Another common situation is that if the steering wheel is turned slightly in one direction and the driver tries to signal a turn in the opposite direction, the turn light will fail. This problem has existed since the first installation of the steering lamp on the motor vehicle.

Recent developments have proposed different physical configurations and different control mechanisms to improve the operation of the turn signal. For example, more complex on-board computer hardware (such as those provided by RLP Engineering of morton, ohio) has allowed steering lamp operation to be managed in real time in order to address issues such as those described above. In such systems, vehicle speed, steering wheel position and other data are monitored in real time to determine if the vehicle is turning and when the turn is complete. However, even in such computer-based systems, the turn signal is activated by toggling the lever switch up and down to turn on the switch and corresponding turn signal lights. The turn signal lights of such computer-based systems can be manually turned off by a button on a lever switch. One drawback of this system is that one hand must be removed from the steering wheel in order to operate the lever switch.

Other modifications of turn signals have focused on replacing the lever switch with a button or paddle located in the hub of the steering wheel, such as the devices described in crossson, Jr, U.S. patent No.5,739,491 and Sakai et al, U.S. patent application publication 2009/01655592. However, these modifications do not address the above-mentioned deficiencies. In particular, placing the turn signal actuation switch in the hub of the steering wheel still requires the driver to either remove one hand from the steering wheel or release his grip on the steering wheel in order to operate the hub mounted switch. These modifications also do not solve the problems that occur when the turn signal is still turned on after turning or when the turn signal is turned off prematurely.

The spoke-mounted turn light actuation switches (such as those envisioned in U.S. Pat. No.5,823,666 in the name of Kinsolver) do not eliminate such a requirement: even if the hand remains in contact with the steering wheel, the driver's hand must be repositioned to actuate the switch. When holding the steering wheel, the natural position of the driver's thumb is aligned with or partially surrounds the rim of the steering wheel. Thus, the driver must release the released grip on the steering wheel to position the thumb on the spoke mounted switch. This change in position is necessary regardless of the location of the spokes around the inner diameter of the steering wheel. If the driver's hand is located proximal to or in contact with and on the spoke, the driver must rotate the hand down to contact the spoke-mounted switches. If the driver's hand is located proximal to or in contact with and below the spoke, the driver must either rotate the hand down to contact the on-spoke switch or move the hand up and rotate the thumb down to contact the switch. This rotation or movement requires the driver to release the grip on the steering wheel in order to move the hand.

Although placing the turn signal switches on the spokes of the steering wheel is advantageous in that it will allow the turn signal to be operated without requiring the driver to remove his/her hands from the steering wheel, in practice the driver must again position his/her hands in order to press the spoke-mounted switches. As mentioned above, this design, similar to a turn light actuated switch placed in the hub of the steering wheel, allows the switch to be operated in a very limited and undesirable position of the hand relative to the steering wheel without removing the hand from the steering wheel.

In U.S. patent No.6,961,644 in the name of Mercier et al, a steering wheel is contemplated having hot buttons located at the "10 o 'clock" and "2 o' clock" positions on the rim of the steering wheel. According to this publication, such a system allows the driver to activate the hot button by using the thumb, thereby turning on the turn signal. According to this publication, this process of turning on the turn signal light will not require the driver to "move his or her hands more greatly". However, the tests carried out have demonstrated that the hot button of such a hypothetical device cannot be pressed in the case where the driver remains holding any part of the upper half of the steering wheel completely with four fingers. Thus, this hypothetical device still faces all the problems with other earlier devices because it only reconfigures the function of the turn signal lever switch to the hot buttons on the rim of the steering wheel. The turn signal lights may be inadvertently turned on by misplacing the hand, or the turn signal lights may still be turned on and the signal lights "blink" after completing the turn for a longer period of time. If the steering wheel is momentarily turned slightly away from the turning direction, the turn signal may turn off prematurely. Also, with this hypothetical device, the driver must loosen the grip on the steering wheel so that the hand can be turned to place the thumb in the proper position to operate the hot button.

According to Transit NZIHT 7^thAnnual Conference (2005), Hands-On by j.a. thomas and d.walton: a Practical approach of the Persidered Riskof the Driving Context ", when Driving at higher risk or in complex situations, most drivers have their hands somewhere in the upper half of the steering wheel. Thus, most drivers believe that driving by gripping the upper half of the steering wheel with both hands provides better control of the vehicle, especiallyWhich is in high risk or complex driving situations. Eisenstein, in "Turn signal negective real data, study by Society of Automotive Engineers," points "48% of the time drivers either ignore using their Turn signals or fail to Turn on the Turn signals when changing lanes.

http:// bottomline.msnbc.msn.com/_ news/2012/05/01/11486051-turn-signal-news-a-real-danger-study-show? lite. Eisenstein also states that "when turning, the failure rate is about 25%. "Id.

In many cases, the driver must remove one hand from the steering wheel to operate the turn signal actuated by the stalk switch, since the stalk switch is not typically located in close proximity to the steering wheel. Regardless of the position of the driver's hand, one hand must be removed from the steering wheel in order to operate the turn signal actuated by the lever switch. The result is substantially the same when the turn signal switch is located in the hub of the face plate. The driver must either remove his hand from the steering wheel to actuate the switches on the hub or must turn his hand so that the thumb of his hand can touch the switches mounted on the hub. During the process of rotating the hand to extend the thumb to the switch, the driver must release his/her grip on the steering wheel even though the hand remains in contact with the steering wheel. Similarly, when the turn light switch is located in a spoke of the steering wheel, the driver must reposition his or her hand in order to operate the spoke-mounted switch.

It would therefore be advantageous to have a turn signal actuation switch and system that does not require the driver to release the grip on the steering wheel in order to operate the switch. It would also be advantageous to have a turn signal actuated switch and system that can be operated in high risk or complex driving situations while maintaining a two-handed grip on the steering wheel. It would also be advantageous to have a turn signal actuated switch and system that does not prematurely turn off or remain on after a turn. It would also be advantageous to have a turn signal actuation switch and system that would not be inadvertently operated.

It is also known to use computer-driver interfaces in motor vehicles. Such an interface may be used to control specific equipment components of a motor vehicle, such as a radio, a compact disc player, a connected device or a wireless communication device. Interfaces such as BMW IDRIVE, AUDI MMI, MERCEDES COMMAND, LEXUS REMOTE TOUCH and FORDSYNC, and MYFORD TOUCH all provide variations for the same type of control. Such a computer-driver interface appears as a mouse/dial/joystick/touch screen combined with a control device located near the gear selector lever. Alternatively, such a computer-driver interface may be located on a stem lever with buttons and switches attached, or in thumb-operated buttons located on the horizontal spoke cross-bars of the steering wheel extending inwardly from the steering wheel ring and near the 3 o 'clock and 9 o' clock positions on the ring. Information from the computer system controlling the motor vehicle equipment components may be displayed to the motor vehicle operator via a screen at the center of the vehicle dashboard, or on a screen in the vehicle operator's instrument cluster and/or in a heads-up display called a HUD.

Typically, the computer-driver interface cannot be operated with the motor vehicle operator remaining fully gripping the ring of the steering wheel, and operating the computer-driver interface would require repositioning of the hand, especially if the hand was initially positioned in the upper half of the steering wheel. Some of the computer-driver interfaces currently on the market have been criticized because their use requires the driver's line of sight to be off the road to locate and operate the interface.

It would therefore be advantageous to have a computer-driver interface and system that does not require the driver to release the grip on the steering wheel in order to operate the interface. It would also be advantageous to have a computer-driver interface and system that can operate while maintaining a two-handed steering wheel during high risk or complex driving situations. It would also be advantageous to have a computer-driver interface and system that would not be inadvertently operated.

Like many personal digital assistants ("PDAs") and mobile phones are assignable cases, these assignable keys are also referred to as "shortcuts". The shortcut key allows the operator to specify a specific function (camera, recorder, media player, etc.) on the PDA or mobile phone. Video game systems such as XBOX or PLAYSTATION or personal computers and personal music devices such as IPOD include menus that provide a sub-portion of the controller where the operator can disengage the device's local default settings and assign specific functions to dedicated keys on the device. Personalized keys are also known for seat, steering wheel, mirror and seat belt position settings and are found in motor vehicles having control buttons, typically provided on the doors of the motor vehicle. These personalized keys are similar to radio presets and allow the driver to adjust selected elements to preset values by pushing a button. It is however obvious that an assignable/reassignable shortcut key is not available as an integrated control in the steering wheel of a motor vehicle.

It would therefore be advantageous to have a computer-driver interface and system that includes assignable/assignable shortcuts that are integrated into a ring of a motor vehicle steering wheel, so that an operator sitting behind the steering wheel can assign functions to these shortcuts, which can then be changed to a different function at will.

The operation of all the paddle/thumb shifters on motor vehicles in the consumer market appears to require the driver of the motor vehicle to relax or change the full wrap four finger grip on the steering wheel of the motor vehicle. These paddles are particularly used in sporty driving mode. It is reasonable to assume that in those situations the potential desire of the driver of the vehicle is to maintain control of the steering wheel as much as possible. Dial shifters have emerged at least in 1912 and have evolved in the consumer market to significantly mimic the F1 dial, which has enjoyed competitive success in the late eighties of the twentieth century. Today, most automobile manufacturers provide various paddle shifters in at least one model of motor vehicle. These paddle shifters are sold, on the one hand, as a compromise to automobile purchasers who wish to shift motor vehicle transmissions both manually and automatically, and, on the other hand, as a device that can shift gears faster than conventional manual transmissions on automobiles, such as FERRARI.

It would therefore be advantageous to have a dial shifter for a motor vehicle that is integrated into a ring of a motor vehicle steering wheel so that the driver of the motor vehicle does not have to loosen or change the full wrap four-finger grip on the steering wheel when operating the dial shifter. It would also be advantageous to provide an integrated vehicle control system and apparatus that includes a computer-driver interface and system having assignable/reassignable shortcuts integrated into a ring of a steering wheel of a motor vehicle so that an operator can freely assign the functions of a paddle shifter to the shortcuts.

"hands-free" control in a vehicle occurs primarily in response to a request to maintain the hand of the operator of the motor vehicle on the steering wheel, not necessarily because the driver wishes to "say" each command to operate the motor vehicle. There are a variety of commands that the driver wishes to keep secret. In the event of a car hijacking or kidnapping, this feature, which enables the driver to send a distress signal to 911 in secrecy and at the same time appears as if the car was driven with both hands on the steering wheel alone, has never been presented in the market before.

It would therefore be advantageous to have an integrated vehicle control system that can be operated while maintaining a two-handed grip on the steering wheel in high risk or complex driving situations, and that facilitates the transmission of distress signals to emergency responders. In a vehicle equipped with a GPS system, the request signal can also send a real-time address to emergency responders, and a hidden camera in the car can be activated to capture a photo or video image. Taxi drivers and bus drivers no longer need to venture their hands to reach the radio or press "bank teller type" hidden buttons for assistance if there is an integrated vehicle control system that can be operated without the driver removing their hands from the steering wheel of the motor vehicle.

It would also be advantageous to have a computer-driver interface and system that does not require the driver to release the grip on the steering wheel in order to operate the interface, and that is also integrated with the HUD system of the motor vehicle. It would also be advantageous for the driver to be able to access the HUD system to obtain information such as vehicle speed, navigation information and location proximity alerts, or to be able to use the vehicle's night vision capabilities, while the driver maintains a line of sight on the road surface and while maintaining a full four-finger loop around the steering wheel of the vehicle.

Disclosure of Invention

The present invention provides an activation switch and system that is integrated into the rim of the steering wheel and can be operated without the driver needing to change his/her grip on the steering wheel. More specifically, the present invention more specifically provides a motor vehicle thumb shifter system that allows for shifting a transmission of a motor vehicle while maintaining a two-handed four-fingered grip on the steering wheel during high risk or complex driving situations. In a preferred embodiment, the present invention provides an integrated motor vehicle thumb shifter system for use with a motor vehicle steering wheel having a ring. The integrated thumb shifter system includes: a left actuator attached to the steering wheel ring between the 9 o 'clock position and the 12 o' clock position on the ring; a right actuator attached to the steering wheel ring between the 3 o 'clock position and the 12 o' clock position on the ring; and a controller connected to the left and right actuators, the controller further connected to a system controller that causes a motor vehicle transmission to shift gears. The left and right actuators of this embodiment do not overlap. Further, the controller activates the left and right actuators when the left and right actuators are simultaneously depressed and remain depressed for a preset threshold time, thereby providing an activated left actuator and an activated right actuator. According to the present invention, the transmission upshifts and downshifts when one of the left and right actuators is depressed. The integrated motor vehicle thumb shifter system is capable of causing the transmission to shift into a neutral gear when the activated left actuator and the activated right actuator are simultaneously depressed. The integrated motor vehicle thumb shifter system is capable of causing the transmission to shift into a park position when the activated left actuator and the activated right actuator are simultaneously depressed and the motor vehicle is not moving.

In yet another embodiment of the present invention, each of the left and right actuators may include a switch array such that the switch array may be depressed in multiple positions using multiple positions of a hand. In one embodiment, the controller determines when a thumb-sized pattern of switches in the switch array is depressed. If the thumb-sized pattern has been depressed, the controller will consider the corresponding actuator to be in the "on" position. In other embodiments, an audible signal may be emitted and/or an instrument panel light turned on when an activated actuator is depressed to energize a corresponding exterior turn signal light.

The present invention also provides an integrated motor vehicle equipment component control system for use with a motor vehicle steering wheel having an annular ring and a motor vehicle equipment component having a function. The integrated motor vehicle equipment component control system includes: a left actuator attached to a steering wheel ring between a 9 o 'clock position and a 12 o' clock position on the ring; a right actuator attached to a steering wheel ring between a 3 o 'clock position and a 12 o' clock position on the ring; and a controller connected to the left and right actuators, the controller also being connected to motor vehicle components such as radios, compact disc players, connected devices, mobile phones and navigation systems, among others. The left actuator and the right actuator do not overlap, and the controller activates the left actuator and the right actuator when the left actuator and the right actuator are simultaneously depressed and remain depressed for a preset threshold time. Activating a function of a motor vehicle equipment component when an actuator is depressed, the actuator being selected from the group consisting of a left actuator and a right actuator.

The integrated motor vehicle equipment component control system of the present invention may further comprise actuators, each of which comprises a switch array.

The present invention also provides an integrated motor vehicle equipment component control system having a controller that activates left and right actuators when thumb-sized patterns of switches in an array of switches in each of the left and right actuators are simultaneously depressed.

The present invention also provides an integrated motor vehicle equipment component control system for a motor vehicle having a steering wheel and having a left actuator and a right actuator such that the left actuator is preferably positioned to begin at the 11 o 'clock position on the steering wheel annulus and preferably extend a two inch arc toward the 9 o' clock position and the right actuator is preferably positioned to begin at the 1 o 'clock position on the steering wheel annulus and preferably extend a two inch arc toward the 3 o' clock position.

The present invention also provides an integrated motor vehicle equipment component control system having left and right actuators such that the left and/or right actuators cause a controller to control motor vehicle equipment components, or optionally, a controller to issue signals to a system controller that controls motor vehicle equipment components, and wherein the motor vehicle equipment components may be one or more of a sound system, an entertainment system, a radio, a compact disc player, a connected device, a mobile phone, a navigation system, an internet access system, a bluetooth system, and other motor vehicle components.

Drawings

Fig. 1a is a view of the hand of a driver holding a steering wheel in a four-finger hold.

Fig. 1b is another view of the driver's hand holding the steering wheel in a four-finger hold.

Fig. 2 is a view of a steering wheel of an embodiment of the present invention.

Fig. 3 is a view of a clock position specifying a position on the steering wheel.

FIG. 4 is a view of the steering wheel of one embodiment of the present invention showing a preferred actuator position.

Figure 5 is a view of a preferred actuator design of the present invention.

Fig. 6 is a diagram of one embodiment of the present invention in which the actuator includes a plurality of switches in a plurality of switch arrays.

FIG. 7 is a view of a prior art steering wheel showing the position of a turn signal switch mounted on the steering wheel.

FIG. 8a is a view of a driver holding the prior art steering wheel of FIG. 7, showing the position of the driver's hand relative to turn signal light switches mounted on the steering wheel.

FIG. 8b is another view of the driver holding the prior art steering wheel of FIG. 7, showing the position of the driver's hand relative to the turn signal light switches mounted on the steering wheel.

FIG. 8c is yet another view of the driver holding the prior art steering wheel of FIG. 7, showing the position of the driver's hand relative to turn signal light switches mounted on the steering wheel.

FIG. 8d is yet another view of the driver holding the prior art steering wheel of FIG. 7, showing the position of the driver's hand relative to the turn signal light switches mounted on the steering wheel.

FIG. 9a illustrates a driver holding the steering wheel of the present invention while maintaining a four-finger hold and activating the turn signal light actuator.

Fig. 9b illustrates a driver holding the steering wheel of the present invention in a four-finger hold.

Fig. 9c illustrates another view of the steering wheel of the present invention held by the driver in a four finger grip.

FIG. 9d illustrates a driver holding the steering wheel of the present invention while maintaining a four-finger hold and activating the turn signal light actuator.

FIG. 10 is a simplified diagram of an embodiment of the system of the present invention showing a steering wheel, a controller, a stem switch and turn signal lamp circuitry.

FIG. 11 is a logic diagram illustrating the operation of an embodiment of the present invention.

12a and 12b are logic diagrams illustrating the operation of an embodiment of the present invention in which a controller is used to determine when a thumb is pressed on a steering wheel to turn on a turn signal.

FIG. 13 is a diagrammatic view of an embodiment of the system of the present invention showing the steering wheel, controller and motor vehicle transmission.

FIG. 14 is a diagram of an embodiment of the system of the present invention showing the steering wheel, controller, interface controller and device components.

FIG. 15 is a diagram of an embodiment of the system of the present invention showing a steering wheel, controller, interface controller, display screen and device components.

FIG. 16 is a logic diagram illustrating the operation of a control device component of an embodiment of the present invention.

Detailed Description

It is often desirable (even if inappropriate) for a driver to hold the steering wheel of a motor vehicle in a four-fingered hold while driving the motor vehicle, with the fingers of the hand encircling the rim of the steering wheel. A four finger grip is illustrated in fig. 1a and 1 b. This four-finger grip positions the steering wheel securely in the driver's hand. Embodiments of the present invention are directed to allowing a driver to maintain a four-fingered grip on a steering wheel while being able to operate the vehicle's turn lights or other mechanical components of the motor vehicle, including radios, compact disc players, mobile phones, navigation systems, internet access systems, bluetooth systems, and other components of motor vehicles via a computer-driver interface.

In one embodiment, the present invention provides a system that allows for the controlled operation of the turn signals of a motor vehicle without requiring the driver to loosen or remove a fully wrapped four-finger grip on the steering wheel. As described more fully below, other embodiments provide a computer-driver interface that facilitates operation of equipment components of a motor vehicle and facilitates mechanical functions, and that can program functions to be operated. Referring now to fig. 2, the system of an embodiment of the present invention may include a switch, sensor or gauge, collectively actuator, integrally mounted to the steering wheel 10. As shown in fig. 2, the actuators 40, 50 may be close to each other, but the actuators 40, 50 do not overlap each other. The steering wheel 10 of this embodiment includes a ring 15, which ring 15 may be connected to a hub 30 by one or more spokes 20. Other configurations of steering wheels are known to those of ordinary skill in the art.

Referring now to fig. 3, the upper half of the ring 15 of the steering wheel 10 may be designated from the 3 o 'clock position on the right hand side of the steering wheel to the 9 o' clock position on the left hand side of the steering wheel 10. As also shown in fig. 2, the actuator 40 may be positioned to cover a portion of the steering wheel 10 between the 3 o 'clock position and the 12 o' clock position. Similarly, the actuator 50 may be positioned to cover a portion of the steering wheel 10 between the 9 o 'clock position and the 12 o' clock position. When the actuators 40, 50 are so positioned, they can abut, but not overlap. Thus, in one embodiment, the left actuator is positioned near the 9 o 'clock position on the steering wheel ring and the opposite end of the left actuator is positioned near the 12 o' clock position of the steering wheel ring such that the left actuator is sized to span the distance between the 9 o 'clock position and the 12 o' clock position. A standard size steering wheel has a diameter of about 15 inches. Thus, the circumferential segment or "arc segment length" of the ring 15 from the 3 o 'clock position to the 12 o' clock position is about 12 inches in length. Similarly, the arc segment from the 9 o 'clock position to the 12 o' clock position is also about 12 inches in length.

As described above, actuators 40, 50 may be sized such that actuators 40, 50 cover the entire arc segment length between the 3 o 'clock position and the 12 o' clock position and the entire arc segment length between the 9 o 'clock position and the 12 o' clock position, respectively. Alternatively, actuators 40, 50 may be sized such that actuators 40, 50 cover only a portion of the arc segment length between the 3 o 'clock position and the 12 o' clock position and only a portion of the arc segment length between the 9 o 'clock position and the 12 o' clock position, respectively. As shown in fig. 4, one preferred size and location for actuators 40, 50 is an arcuate segment length of 2 inches, and actuators 40, 50 cover a portion of ring 15 of steering wheel 10 that terminates at approximately the 1 o 'clock position and a portion that terminates at the 11 o' clock position, respectively, such that actuator 50 extends counterclockwise toward the 9 o 'clock position and actuator 40 extends clockwise toward the 3 o' clock position.

The actuators 40, 50 of the present invention may be membrane switches manufactured by Tapecon corporation of TapeconMembrane Switch Division, rocchester, new york. As is well known in the art, membrane switches can be manufactured in a variety of configurations, each of which is a single pole, single throw switch that is normally open. Membrane switch configurations include standard membrane switch configurations, tactile plastic dome configurations, and stainless steel dome configurations. Fig. 5 illustrates one type of membrane switch 41, which membrane switch 41 includes a top cover 42, an adhesive layer 43, a top circuit 44, a circuit pad 45, a bottom circuit 46, a bottom cover 47, and a contact 48. The membrane switch 41 is normally open. When the top overlay 42 is depressed, the top circuit 44 bends to form a closed circuit at the contact 48. The actuators 40, 50 may each include one or more membrane switches according to the arcuate segment length as described above. For example, in WO1995001302 entitled "cut-forming Sensor Array Pad" teaches a membrane switch Array covering an area larger than that of a single membrane switch. The actuators 40, 50 may be fiber optic pressure sensors or fiber optic pressure sensor arrays manufactured by Luna Innovations, black castle, va. Alternatively, the actuators 40, 50 may be a Large Area flexible pressure Sensor Matrix as described in "A Large-Area, FlexiblePresure Sensor Matrix With Organic Field-Effect for engineering purposes Skin Applications" by T.Someya et al, Inc. in volume 101, 27 of PNAS, 6 d 7/7 2004, Tokyo, Japan and developed by Quantum-Phase Electronics Center, Tokyo university, Tokyo, Japan. Further, the actuators 40, 50 may be flexible strain gauges available from omega engineering, Inc. of Stanford, Connecticut.

Where the material of construction of the actuators 40, 50 is compatible with the material of construction of the steering wheel 10 and is readily attachable, the actuators 40, 50 may be mechanically bonded to the steering wheel, for example by heat welding or sonic welding (sonic welding). The actuators 40, 50 may be attached to the steering wheel 10 using an adhesive. After the actuators 40, 50 are attached to the steering wheel 10, the actuators 40, 50 may be covered by a cover or skin (not shown) such that the actuators 40, 50 are located under the skin of the steering wheel 10. The actuators 40, 50 can be positioned under the skin of the steering wheel 10 so that the actuators 40, 50 are not visible to the human eye. The actuators 40, 50 may be molded into the steering wheel 10 during the process of manufacturing the steering wheel 10. When molded into the steering wheel 10, the actuators may be positioned below the surface of the steering wheel 10, in the event that the material of construction of the steering wheel 10 is sufficiently deformable such that deformation of the steering wheel 10 can also activate the actuators 40, 50.

The characteristics of the material of construction of the steering wheel 10 are well known to those of ordinary skill in the art, and therefore possible attachment methods of attaching the actuators 40, 50 to the steering wheel 10 will also be understood by those of ordinary skill in the art. For example, as taught in U.S. Pat. No.4,567,217 to Yamazaki et al, it is known in the art that steering wheels can be molded from flexible crosslinked vinyl chloride polymers. It should also be understood in the art that a flexible sensor such as a membrane switch may be encapsulated in a molded part as taught in U.S. patent No.5,762,853 to Harris et al. Also, as taught in U.S. Pat. No.5,198,629 to Hayashi et al, insert molded membrane switches have been used as horn switches mounted on the steering wheel hub.

To accommodate different hand positions used by the driver during operation of the vehicle, the actuators 40, 50 may be configured to sense when the thumb of the hand presses one or both of the actuators 40, 50. Fig. 6 illustrates a design in which each of the actuators 40, 50 is comprised of a switch array 140, 150, respectively, and in which the switch arrays 140, 150 each include a plurality of switches 160. Only the switch arrays 140, 150 of fig. 6 are illustrated without showing the necessary construction of the switches 160. The switch 160 is normally open (open) and is closed (on) when depressed or selected and returns to an open (open) state when deselected. Each of the switches 160 is connected to the controller 60 so that the controller 60 can sense when the switch 160 is in the open position or the closed position. The switches 160 may be connected to the controller 60, for example, via a wire harness (not shown), such that each switch 60 is connected to a terminal (not shown) by a wire, and the terminal is connected to the controller 60 via the wire harness. One of ordinary skill in the art will recognize other connection methods for connecting the switch 60 to the controller 60. The controller 60 may determine the activation state of each switch 160 in the switch arrays 140, 150, i.e., determine whether the switch 160 is on or off. In typical operation, the switch 160 opens and closes a circuit between the switch 160 and the controller 60. If only the switches 160 corresponding to the thumb-sized pattern are depressed, the controller 60 will consider the actuators 40, 50 to be in the "on" position. However, if the switch 160 corresponding to a pattern larger than the thumb is depressed, the actuators 40, 50 are considered to be in the "off" position.

In embodiments of the present invention that include actuators 40, 50 as shown in fig. 6, controller 60 is programmed to determine when switch 160 is depressed in a thumb-sized pattern. As used herein, a thumb-sized pattern refers to an area in the range of about 0.5 square inches to about 2.25 square inches. Therefore, in the case of completely holding the steering wheel 10 with four fingers, depending on where the driver places his or her hand on the steering wheel, the size of the pattern of the depressed switches 160 may exceed the size of the switch pattern formed when the thumb depresses one of the actuators 40, 50. Under such conditions, controller 60 does not activate actuators 40, 50, and controller 60 considers actuators 40, 50 to be in the "off position. However, if a thumb is then placed on either actuator 40 and 50, the switch that controller 60 records the thumb-sized pattern has been depressed, and controller 60 recognizes either actuator 40 or actuator 50 as being in the "on" position accordingly. Once the actuators 40, 50 are activated via the controller 60, either the actuator 40 or the actuator 50 may be depressed in order to turn on a corresponding signal light (not shown) or operate a corresponding vehicle equipment component or function, such as a radio, compact disc player, mobile phone or navigation system (not shown). After being activated, pressing both actuator 40 and actuator 50 simultaneously will not turn on the corresponding turn signal lights. If the controller 60 has not activated the actuators 40, 50, depressing the actuator 40 or the actuator 50 will not turn on the corresponding turn signal lights or operate the corresponding vehicle functions. It will be understood by those of ordinary skill in the art that a piece of equipment of a motor vehicle will have at least one function, such as being turned on/off, but may have multiple functions.

In one embodiment, pressing the activated actuator 40 or the activated actuator 50 will turn on a sound signal in addition to turning on the corresponding turn signal light. The audible signal may be used to indicate to the driver that the turn signal has been turned on. The sound signal may also be used to indicate that the actuator 40, 50 has been activated. In one embodiment, the sound signal may come from a speaker system of the motor vehicle, for example for signaling that the door is open when the ignition key remains in the ignition switch. In another embodiment, the audible signal may come from the same sound source as used to alert the driver of the motor vehicle that the turn signal operated by the lever switch has been turned on. In another embodiment, a system may be usedThe technology broadcasts sound signals wirelessly so that an earphone or headphone worn by the driver receives the sound signals, and the driver thereby hears the sound signals. In yet another embodiment, the actuators 40, 50 may be connected to corresponding turn signal indicator lights located in the dashboard of the motor vehicle such that pressing the activated actuator 40 or the activated actuator 50 will illuminate the corresponding turn signal indicator light.

Fig. 7 illustrates a steering wheel 110 of the related art, and fig. 8a to 8d illustrate a driver's hand grasping the steering wheel 110 of fig. 7. In fig. 7, the thermal buttons 115, 120 are shown positioned on the steering wheel 110 as described in the prior art. The term "hot button" as used herein refers to a single on/off switch that can be turned on by pressing the switch and turned off by pressing the switch again. Thus, hot buttons 115, 120 are located at the 10 o 'clock position and the 2 o' clock position, respectively, on steering wheel 10. Referring to fig. 8a, it is clear that in order to rotate the thumb to the position where the hot button 115 is depressed, the driver's four-finger grip must be released, and the steering wheel 110 cannot be fully gripped. In fig. 8b, the driver must again change the four-finger grip to accommodate the spoke 125 to contact and depress the hot button 115. In fig. 8c, it is also clear that in order to rotate the thumb to the position where hot button 120 is depressed, the driver's four-finger grip must be released, thereby failing to fully grip steering wheel 110. As seen in fig. 8b, fig. 8d illustrates how the driver must change the four-finger grip to accommodate the spoke 125 in order to contact and depress the hot button 120.

In one embodiment, the actuators 40, 50 are preferably positioned on the ring 15 of the steering wheel 10 and face the driver. When positioned in this position, the actuators 40, 50 will be activated when the driver presses on the steering wheel using the thumb of the left or right hand. Fig. 9a to 9d illustrate the driver gripping the ring 15 of the steering wheel 10, wherein in fig. 9b and 9c the driver's thumb is positioned for full four-finger gripping and in fig. 9a and 9d the driver's thumb is positioned on the actuators 40, 50. It will be appreciated by those skilled in the art that the actuators 40, 50 may be located in other positions than on the side of the ring 15 directly facing the driver.

Referring now to fig. 10, which illustrates an embodiment of the present invention, the actuators 40, 50 are connected to a controller 60. The controller 60 includes a processor 70. The processor 70 includes a logic circuit 80, a timer 90, and a memory device 100. The controller 60 is connected to a right side signal circuit 140 and a left side signal circuit 150. The right signal circuit 140 includes a right signal light (not shown) and the left signal circuit (150) includes a left signal light (not shown). A turn signal lever switch (not shown) may also be connected to the controller 60.

In one embodiment of the present invention, the controller 60 controls the operation of the actuators 40, 50 such that when the actuator 40 is depressed, the right signal light (not shown) of the right signal circuit 140 is energized, and when the actuator 50 is depressed, the left signal light (not shown) of the left signal circuit (150) is energized. When energized, the right hand signal lights and/or the left hand signal lights (not shown) may "blink" as may all turn signals.

FIG. 11 illustrates the circuit logic of one embodiment of the present invention. In this embodiment, when the actuator 40 is depressed, the actuator 40 is in a closed position and forms a closed circuit with the controller 60. Similarly, when the actuator 50 is depressed, the actuator 50 and the controller 60 form a closed circuit. If both actuators 40 and 50 are depressed, controller 60 measures the time each of controllers 40 and 50 is depressed via timer 90 (shown in FIG. 10). If the measured time exceeds a preset threshold time (e.g., 1 second), the controller 60 activates the actuators 40, 50. If the measured time is less than the preset threshold time, the controller 60 does not activate the actuators 40, 50. The preset threshold time can be varied and programmed into the memory device 100 shown in fig. 10 such that the logic circuit 80 shown in fig. 10 in the controller 60 activates the actuators 40, 50. The preset threshold time may be about 0.5 seconds to about 5 seconds. Preferably, the preset threshold time is about 1 second. When activated, depressing actuator 40 causes the right signal light (not shown) of right signal circuit 140 to be energized, while depressing actuator 50 energizes the left signal light (not shown) of left signal circuit (150). When energized, the right hand signal lights and/or the left hand signal lights (not shown) may "blink" as may all turn signals.

Fig. 12 shows the logic of another embodiment of the present invention, wherein the actuators 40, 50 are of the type shown in fig. 6. In this embodiment, actuators 40 and 50 are comprised of switch arrays 140, 150, respectively, wherein each switch array 140, 150 includes a plurality of switches 160. The switch 160 is normally open (open), closes (on) when depressed or selected, and returns to open (open) when deselected. Each of the switches 160 is connected to the controller 60 so that the controller 60 can sense when the switch 160 is in the open position or the closed position. In typical operation, the switch 160 opens and closes a circuit between the switch 160 and the controller 60. If only the switch 160 corresponding to the thumb pattern is depressed, the controller 60 will consider the actuators 40, 50 to be in an "on" state. However, if the switch 160 corresponding to a pattern larger than the thumb-sized pattern is depressed, the actuators 40, 50 will be considered to be in an "off" state. The controller 60 is programmed to determine when the thumb-sized pattern of switches 160 is depressed. Thus, if the steering wheel 10 is held entirely with four fingers, the size of the pattern of depressed switches 160 may exceed the size of the pattern formed when the thumb depresses actuators 40, 50, depending on where the driver's hand is placed on the steering wheel. Under such conditions, controller 60 does not activate actuators 40, 50, and controller 60 considers actuators 40, 50 to be in the "off position. However, if a thumb is subsequently placed on the actuator 40, 50, the controller 60 records that the switch of the thumb-sized pattern has been depressed, and in the event that the actuator 40, 50 is depressed for at least a preset threshold time, the controller 60 will activate the actuator 40, 50. When the controller 60 activates the actuators 40, 50, either the actuator 40 or the actuator 50 may be depressed to turn on the corresponding signal lights (not shown). If controller 60 has not activated actuators 40, 50, depressing actuator 40 or actuator 50 will not turn on the corresponding signal lights.

To deactivate the actuators 40, 50, both actuators 40, 50 may be depressed simultaneously and held depressed for a preset threshold time. Referring to fig. 10, a timer 90 of the controller 60 measures the time each of the actuators 40 and 50 is depressed. If the measured time exceeds a preset threshold time (e.g., 1 second), the controller 10 deactivates the activated actuators 40, 50. If the measured time is less than the preset threshold time, the controller 60 does not deactivate the actuators 40, 50. The preset threshold time may be varied and programmed into the memory device 100 shown in fig. 10 such that the logic circuit 80 shown in fig. 10 in the controller 60 deactivates the activated actuators 40, 50. Preferably, the preset threshold time is about 1 second. When the actuators 40, 50 are deactivated, depressing the actuators 40, 50 will not turn on the corresponding turn signal lights.

In driving a motor vehicle equipped with a steering wheel to which the present invention is applied, a driver can turn on a turn light of the vehicle using a stem switch (talk switch) of the vehicle. Preferably, the operation of the lever switch is not changed by applying the present invention to the steering wheel, and modifications can be made without changing the concept contained in the present specification. After the controller 60 has activated the actuators 40, 50 provided herein, the actuators 40, 50 may be used to turn on and off turn signals of the motor vehicle. Thus, in a preferred embodiment, the actuators 40, 50 operate in parallel with the vehicle's stalk switch and turn the turn lights on when the activated actuator 40 or the activated actuator 50 is depressed and turn the turn lights off when the activated actuator 40 or the activated actuator 50 is released. Unlike conventional lever switches that are closed when the steering wheel is rotated away from the turning direction, in the preferred embodiment of the present invention, the turn signal light is operated only when one of the actuators 40 and 50 is depressed. In critical or high stress driving conditions, the driver need only place his or her thumb on the actuator 40, 50, depress the actuator 40, 50 and hold the actuator 40, 50 in the "on" position for a predetermined time, and then use only one of the actuators 40, 50 to operate the turn signal lights. With the system and apparatus of the present invention, the turn signal lights are not turned off prematurely or accidentally. Once the actuators 40, 50 are activated, the turn light can be turned on by depressing one of the actuators 40, 50 and can be turned off by releasing the depressed actuator.

In another embodiment using the actuators 40 and 50 of the present invention shown in fig. 11, two activation settings for the actuators 40 and 50 are possible: (1) the actuators 40 and 50 require activation of the actuators each time the motor vehicle is started, or (2) the actuators 40 and 50 are always in an activated state when the engine of the motor vehicle is running after the actuators 40 and 50 have been activated. The controller 60 in this embodiment is a programmable controller or alternatively a computer-implemented device that allows the on/off state of the actuators 40 and 50 to be programmed. Thus, if both actuators 40 and 50 are depressed, controller 60 measures the time each of actuators 40 and 50 is depressed via timer 90 (shown in fig. 10). Controller 60 may be preprogrammed with two threshold time ranges, e.g., a first threshold time range and a second threshold time range, such that by depressing actuators 40 and 50 simultaneously for a time within the first threshold time range (e.g., 1 to 2 seconds) will only activate actuators 40 and 50 for a period of time during which the engine of the motor vehicle is running. It should be noted that one of ordinary skill in the art will appreciate that the first threshold time range may be as short as a fraction of a second, such that the actuators 40, 50 are immediately activated. Further, one of ordinary skill in the art will appreciate that any threshold time range implemented with respect to embodiments of the present invention may be varied to suit particular requirements and uses. In this case, at each start of the motor vehicle, it is necessary to activate the actuators 40 and 50 as described above. However, if actuators 40 and 50 are depressed and remain depressed simultaneously through a first threshold time range and for a time within a second threshold time range (e.g., 3 to 5 seconds), actuators 40 and 50 are always in the on state because actuators 40 and 50 are always activated while the engine of the motor vehicle is running. If the measured time is within the first threshold time range or the second threshold time range, the controller 60 activates the actuators 40, 50. If the measured time is less than the first threshold time range, the controller 60 does not activate the actuators 40, 50. The preset threshold time range can be varied and programmed into the memory device 100 shown in fig. 10 such that the logic circuit 80 shown in fig. 10 in the controller 60 activates the actuators 40, 50. The preset threshold time range may vary from about 0.5 seconds to about 5 seconds. Preferably, the first preset threshold time range is about 1 to 2 seconds and the second preset threshold time range is about 3 seconds to about 5 seconds. When activated, depressing actuator 40 causes the right signal light (not shown) of right signal circuit 140 to be energized, and when actuator 50 is depressed, the left signal light (not shown) of left signal circuit (150) is energized. When energized, the right hand signal lights and/or the left hand signal lights (not shown) may "blink" as may all turn signals.

In yet another embodiment, upon initial activation of actuators 40 and 50, a display (not shown), such as a liquid crystal display ("LCD") mounted on the motor vehicle, may display an "always on" selectable option. The use of LCDs in motor vehicles is well known. The LCD of such a motor vehicle is driven by the vehicle computer. In this embodiment, the controller 60 can be connected to the vehicle mount computer, or alternatively, the controller 60 can be a component of the vehicle mount computer, which can be a hard-wired component, or a component programmed to enable the vehicle mount computer to be programmed to perform the functions of the controller 60, or a combination of both hard-wired and programmed components. If the motor vehicle operator enters, for example, "yes" in response to an inquiry as to whether to select or reject the option of "always on", the selection of the option of "always on" is stored in the electronic storage device of the on-board computer or in a digital storage device attached to the on-board computer, so that each time the motor vehicle is started later, both actuators 40 and 50 are activated until the setting is changed.

In other embodiments, the systems and devices of the present invention may be used to control other device components of a motor vehicle other than the turn signal lights. These embodiments of the present invention are intended to allow a driver to maintain a four-finger grip on the steering wheel while operating vehicle components. These components may include, but are not limited to, climate control, access and control of the sound system or connected devices of the motor vehicle, access and use of the navigation system of the motor vehicle, access and use of the mobile phone of the motor vehicle, opening and closing of the motor vehicleSystem, access to the internet and shift a gearbox of a motor vehicle. One of ordinary skill in the art will recognize other components that can be controlled by the control system apparatus of the present invention.

In one embodiment, referring to FIG. 13, the actuators 40 and 50 function as a computer-driver interface with the processor 70 of the controller 60, the actuators 40 and 50 collectively functioning to allow both paddle shifting and thumb shifting of the transmission 250 of the motor vehicle. Accordingly, the present embodiments provide an integrated motor vehicle thumb shift system. For actuators 40 and 50 used for thumb shifts, the controller 60 sends an electrical signal to the system controller 260, which in turn will cause the gearbox 250 to change gear. The system controller 260 may be of an electromechanical or hydromechanical type and is of a type well known in the art for operating a paddle-shift gearbox. One such system is described in U.S. patent No.7,892,143 (the' 143 patent). The' 143 patent also describes a complete paddle shift system that includes a controller, a transmission and a clutch suitable for use with the present invention. As is well known to those skilled in the art, the system controller 260 will operate those auxiliary systems required to shift the transmission gears, including the transmission itself and clutches (not shown). The clutch may be one of many different types of clutches known in the art, including an electric clutch.

A non-limiting example of how the controller 60 can be programmed to allow the actuators 40 and 50 to be used as thumb shifters is given. The thumb shift function may be activated when the transmission of the motor vehicle is in a drive position and both actuators 40 and 50 are simultaneously depressed for a preset duration. The right actuator 40 will control an upshift by gear, i.e. a shift from a low gear, e.g. first gear, to a high gear, e.g. second gear, while the left actuator 50 will control a downshift by gear from a high gear to a low gear. Simultaneously depressing both actuators 40 and 50 for a predetermined duration will cause controller 60 to shift the gearbox to neutral position. In another embodiment, pressing both actuators 40 and 50 simultaneously, and at the same time also pressing the brake pedal of the motor vehicle, will put the gearbox in neutral position. As will be understood by those of ordinary skill in the art, the selection of a transmission gear by an upshift or downshift and out of neutral position is determined by the RPM and/or speed of the vehicle as calculated by the on-board computer so that the shift will not damage the engine of the motor vehicle and will be in a gear corresponding to an optimal power band based on the engine RPM. Actuators 40 and 50 are deactivated by simultaneously depressing actuators 40 and 50 for a preset time that is significantly longer than the duration of time that causes the transmission to shift into neutral. Once actuators 40 and 50 cease to function as thumb shifters, control of the transmission will return to the original automatic shifting state.

FIG. 14 illustrates the circuit logic of one embodiment of the present invention in which actuators 40 and 50 provide the thumb shift function for a motor vehicle. In this embodiment, when the actuator 40 is depressed, the actuator 40 is in the closed position and the actuator 40 forms a closed circuit with the controller 60. Similarly, when the actuator 50 is depressed, the actuator 50 forms a closed circuit with the controller 60. If both actuators 40 and 50 are depressed, controller 60 measures the time each of actuators 40 and 50 is depressed via timer 90 (shown in FIG. 13). If the measured time is within the preset activation threshold time range, the controller 60 activates the actuators 40, 50. If the measured time is outside of the preset activation threshold time range, the controller 60 does not activate the actuators 40, 50. The preset activation threshold time range can be varied and programmed into the memory device 100 shown in fig. 13 such that the logic circuit 80 shown in fig. 13 in the controller 60 activates the actuators 40, 50. Once activated, actuators 40 and 50 may function as thumb shifters, and controller 60 measures the time each of actuators 40 and 50 is depressed via timer 90 (shown in fig. 13). In this example, there are two preset threshold time ranges: the first preset threshold time range mentioned above, which determines whether the actuators 40, 50 are to be activated; and a preset neutral time range. The preset threshold time range will vary depending on the function to be performed by actuators 40 and 50. For example, to activate actuators 40 and 50 as thumb shifters, actuators 40 and 50 would be depressed for a duration of preferably 1 to 2 seconds, although this duration could vary between about 0.1 to 1 second or between 0.5 to about 5 seconds. After actuators 40 and 50 have been activated, when actuators 40 and 50 are simultaneously depressed, actuators 40 and 50 are released, and then actuators 40 and 50 are depressed again for a duration that is within a certain time range (e.g., about 0.1 seconds to about 1 second), actuators 40 and 50 will signal controller 60 that system controller 260 will place transmission 250 in a neutral gear. When the actuator 40 in this example of the invention is activated, depressing the actuator 40 alone causes the controller 60 to send a signal to the system controller 260 to operate the clutch of the motor vehicle and shift the gearbox to a higher gear. When the actuator 50 in this example of the embodiment is activated, depressing the actuator 50 alone will cause the controller 60 to send a signal to the system controller 260 to operate the clutch of the motor vehicle and shift the gearbox to a lower gear.

The embodiment of the present invention using the actuators 40, 50 as thumb shifters as shown in FIG. 13 can be further modified such that the actuators 40, 50 can be used to implement a variety of functions of conventional shifters as will be understood by those of ordinary skill in the art. The following non-limiting examples are given to further illustrate these changes.

The actuators 40, 50 are activated. When the motor vehicle has been modified to include the system and apparatus of the present invention, the actuators 40, 50 may be activated when an ignition switch (not shown) of the motor vehicle is on and the transmission 250 of the motor vehicle is in a neutral or park position. The operator of the motor vehicle may then activate actuators 40 and 50 by simultaneously depressing actuators 40 and 50 for a time within a preset threshold time range. Alternatively, when the ignition of the motor vehicle is turned on and the motor vehicle is stopped (the transmission 250 is in the drive position and the motor vehicle operator brakes the brakes of the motor vehicle), depressing both actuators 40 and 50 simultaneously will immediately activate both actuators 40 and 50. As further described above, once the actuators 40 and 50 are activated, depressing the actuator 40 will cause the gearbox 250 to upshift from a park gear, for example, to first gear, while depressing the actuator 50 will cause the gearbox 250 to downshift from a park gear, for example, to a reverse gear. In a variant of the invention, depressing the actuators 40, 50 while the motor vehicle is running will immediately activate the actuators 40, 50 in the corresponding gear in which the gearbox 250 was in when the actuators 40, 50 were activated.

The actuators 40, 50 are operated. When a motor vehicle is modified to include the system and apparatus of the present invention, the following example illustrates a modification of the present invention in which actuators 40 and 50 are activated and then used as thumb shifters, in which:

1) depressing the actuator 40 will cause the gearbox 250 to upshift (e.g., from first gear to second gear);

2) depressing the actuator 50 will cause the transmission 250 to downshift (e.g., from second gear to first gear);

3) depressing both actuators 40 and 50 for a first preset threshold duration or range of times will cause the transmission 250 to shift to a neutral position; and

4) depressing both actuators 40 and 50 for a second preset threshold duration that is longer than the first preset threshold duration will turn off actuators 40 and 50.

Operating the actuators 40, 50-other modifications. When a motor vehicle is modified to include the system and apparatus of the present invention, the following example illustrates a modification of the present invention in which the motor vehicle's ignition switch (not shown) is turned on, the actuators 40 and 50 are activated and then used as thumb shifters to place the motor vehicle's transmission 250 in a neutral or park gear. In this modification:

1) depressing both actuators 40 and 50 simultaneously for a first preset threshold time range or duration will place the transmission 250 in a neutral gear;

2) continuing to simultaneously depress actuators 40, 50 for a second preset threshold duration longer than the first preset threshold duration will cause gearbox 250 to be in a park position (a park position of gearbox 250 cannot be engaged any time the motor vehicle is not fully stopped);

3) in the case where the motor vehicle is already in a parking position as described in step 2), releasing both actuators 40, 50, then depressing both actuators 40, 50 simultaneously for a first preset threshold duration will cause the gearbox 250 to shift into neutral; and

4) continued simultaneous depression of actuators 40 and 50 for a third preset threshold duration that is longer than both the first preset threshold duration and the second preset threshold duration will deactivate or turn off actuators 40, 50.

The motor vehicle is driven forward using the actuators 40, 50. When a motor vehicle is modified to include the system and apparatus of the present invention, the following example illustrates a modification of the present invention in which the ignition switch (not shown) of the motor vehicle is turned on and the actuators 40 and 50 are activated and then used as thumb shifters to move the transmission 250 of the motor vehicle from a park or neutral gear to a forward gear. In this modification:

1) depressing the actuator 40 will place the transmission 250 in first gear and the vehicle will move forward; and

2) in an alternative embodiment of the present modification, depressing the actuator 40 while depressing the brake pedal of the motor vehicle will place the gearbox 250 in first gear and the motor vehicle will not move forward until the brake pedal is released.

The motor vehicle is reversed using the actuators 40, 50. When a motor vehicle is modified to include the system and apparatus of the present invention, the following example illustrates a modification of the present invention in which the motor vehicle's ignition switch (not shown) is turned on, the actuators 40 and 50 are activated and then used as thumb shifters to move the motor vehicle's transmission 250 from park or neutral to reverse. In this modification:

1) when the motor vehicle is stopped and the gearbox 250 is in neutral gear or in park, the reverse gear of the gearbox 250 can be engaged immediately by depressing the actuator 50; and

2) in another embodiment of this modification, a reverse gear of the gearbox 250 may be engaged by depressing the actuator 50 when the motor vehicle is stopped in a neutral gear or a park gear and the brake pedal of the motor vehicle is depressed.

The actuators 40, 50 are used when the motor vehicle is reversing. When a motor vehicle is modified to include the system and apparatus of the present invention, the following example illustrates a modification of the present invention in which the ignition switch (not shown) of the motor vehicle is turned on, the actuators 40 and 50 are activated and then used as thumb shifters to move the transmission 250 of the motor vehicle from a reverse gear to a park, neutral, or forward gear. In this modification:

1) when the gearbox of the motor vehicle is in reverse gear and the motor vehicle is moving backwards, depressing the actuators 40, 50 simultaneously will immediately engage the neutral gear of the gearbox 250; and

2) when the gearbox of the motor vehicle is in reverse gear and the motor vehicle is stopped, depressing the actuators 40, 50 simultaneously with a first preset threshold duration as described above will engage the neutral gear of the gearbox, or alternatively depressing the actuators 40, 50 simultaneously with a second preset threshold duration longer than the first preset threshold duration will place the gearbox 250 in park; and

3) when the gearbox 250 is in reverse gear and the motor vehicle is stopped, depressing the actuator 40 will place the gearbox 250 in first gear.

In another embodiment, as shown in FIG. 15, the controller 60 is connected to an interface controller 360, the interface controller 360 being vehicle-resident and controlling the selection of available equipment components 340 and equipment component functions on the motor vehicle, and an integrated motor vehicle equipment component control system is provided. For example, the interface controller 360 may be a computer-driver interface, such as a BMW idle. IDRIVE, illustrated by equipment component 340 in fig. 15, and similar systems provided in some form by most automotive manufacturers, enable an operator to control the setup and operation of various equipment components in a motor vehicle, such as climate control systems, sound systems, navigation systems, mobile phones, bluetooth devices, and systems for accessing the internet. The available equipment components and their functions can be displayed on a display screen 380 (which is usually located in the middle of the dashboard of the motor vehicle facing the front-seat passenger) or on a small screen (which is located on the driver's dashboard and between the speedometer and tachometer facing the driver) or on a head-up display (HUD) (which is projected on the windscreen in front of the driver) or on a combination of these display devices. In this embodiment, interface controller 360 may be programmed to allow an operator to assign a specified function to actuator 40 or actuator 50, and to enable function selection through the use of vehicle-resident system selectors, such as dials, mice, joysticks, or touch screen capabilities integrated into display screen 380. Such a system selector function is widely used on commercially available motor vehicles, including passenger cars, and thus will be understood by those of ordinary skill in the art.

As an example of the embodiment of the present invention shown in fig. 15, the interface controller 360 will be programmed to allow the operator to assign a specific function to an actuator 40 or 50, and this program will be stored in the memory device (100 in fig. 15) and can control which device component or function will be affected by operating the actuators 40 and 50 after the actuators 40 and 50 are activated according to the method of the present invention. Function selection of device components is implemented through the use of system selectors inherent to the vehicle (e.g., a dial, mouse, joystick, or touch screen capability integrated into the display screen 380). Alternatively, the controller 60 can be programmed to implement the functions of the interface controller 360 as described above. When starting the motor vehicle, either by starting the engine or by turning on the vehicle's power supply without starting the engine, the motor vehicle operator will depress both actuators 40 and 50 simultaneously for a first time interval of preset duration, providing an activated actuator 40, 50. Without releasing actuators 40 and 50, the motor vehicle operator continues to depress both actuators 40 and 50 for an additional preset duration of a second time interval (which is longer than the first time interval). For convenience, during the first and second time intervals, an audible signal can be emitted from a speaker in the motor vehicle to inform the operator of the motor vehicle that the actuators 40 and 50 have been depressed for an appropriate preset duration. After actuators 40 and 50 have been depressed for a preset second time interval, a signal is sent to interface controller 360 via controller (60), causing interface controller 360 to enter a mode that assigns actuators 40 and 50 device components and functions to be operated. The mode in which interface controller 360 has entered for assigning the actuators 40 and 50 to the equipment components and functions to be operated may be accompanied by a sound signal and/or display content on display screen 380. The operator of the motor vehicle may then switch or scroll through the available equipment components and functions of the vehicle using the vehicle's inherent selector connected to controller 360 and optionally to controller 60. The process steps for selecting motor vehicle equipment components and functions may be displayed on the display screen 380. After the operator of the motor vehicle selects a desired equipment component or function by, for example, highlighting an option on the display screen 380 and then entering the option on the display screen 380, the operator of the motor vehicle may depress one of the actuators 40, 50 for a preset duration, which assigns the corresponding actuator to the highlighted function. The dispensing actuator 40 or 50 may be accompanied by an audible signal and/or content displayed on the display screen 380 to alert the operator of the motor vehicle that the dispensing has been successful. It should be noted that device components or functions may be assigned to actuators 40, 50 via interface controller 360 and display screen 380 even if actuators 40, 50 are not activated. In this modification of the invention, the selection is stored in the on-board computer storage of the motor vehicle until such time as the actuators 40, 50 are activated. In another embodiment, an interface controller 360 and display screen 380 or other input/output device used with an on-board computer of a motor vehicle may be used to activate/deactivate the actuators 40, 50.

In other embodiments of the invention, the duration of simultaneous or separate depression of actuators 40 and 50 may correspond to functions depending on what type of device component and function is assigned to the actuator. For example, when actuators 40, 50 are assigned to control the sound system of a motor vehicle, different commands such as pause, next track, previous track, rewind, or fast forward may correspond to depressing actuators 40 and/or 50 for a shorter duration, for shorter durations, for long durations, or for any combination of these durations. As will be readily understood by those of ordinary skill in the art, it is well known that these control functions may be used with IPOD headsets, for example with IPODs remotely connected to the headset right ear wire.

In another embodiment using the actuators 40 and 50 of the present invention shown in fig. 16, two activation settings for the actuators 40 and 50 are possible: (1) actuators 40 and 50 require actuator activation each time the motor vehicle is launched; or (2) once activated, actuators 40 and 50 remain activated while the engine of the motor vehicle is running. The controller 60 in this embodiment is a programmable controller, or alternatively a computer-implemented device, that allows the on/off states of the actuators 40 and 50 to be programmed. Thus, if both actuators 40 and 50 are depressed, controller 60 measures the time that each of actuators 40 and 50 are depressed via timer 90 (shown in fig. 15). Controller 60 may be preprogrammed with two threshold time ranges, e.g., a first threshold time range and a second threshold time range, such that by depressing actuators 40 and 50 simultaneously for a time within the first threshold time range (e.g., 1 to 2 seconds), actuators 40 and 50 will only be activated during the time period that the engine of the motor vehicle is running. In this case, it is necessary to activate the actuators 40 and 50 in the manner described above each time the motor vehicle is started. However, if actuators 40 and 50 are depressed and remain depressed simultaneously through a first threshold time range and for a time within or greater than a second threshold time range (e.g., 3 to 5 seconds), actuators 40 and 50 are always on because actuators 40 and 50 are always active when the engine of the motor vehicle is running. If the measured time is within the first or second threshold time range, the controller 60 activates the actuators 40, 50. If the measured time is less than the first threshold time range, the controller 60 does not activate the actuators 40, 50. The preset threshold time range can vary and can be programmed into the memory device 100 shown in fig. 15 such that the logic circuit 80 shown in fig. 15 in the controller 60 activates the actuators 40, 50. The preset threshold time may range from about 0.1 seconds to about 5 seconds. Preferably, the first preset threshold time range is about 0.1 to 2 seconds, and the second preset threshold time range is greater than the first preset threshold time range. When activated, depressing the actuator 40 causes the interface controller 360 to initiate one function of the device component 340, while depressing the activated actuator 50 will cause the interface controller 360 to initiate a different function of the device component 340. For example, as will be understood by those of ordinary skill in the art, the system and apparatus of the present invention may be programmed such that depressing actuator 40 will cause controller 60 to send a signal to interface controller 360 to turn on the compact disc player of the motor vehicle, while depressing actuator 50 will cause controller 60 to send a signal to interface controller 360 to turn off the compact disc player of the motor vehicle. Other variations and alternatives to this embodiment may be modified by those of ordinary skill in the art. The steps of the process of selecting device components and functions of the motor vehicle may be displayed on the display screen 380. After the operator of the motor vehicle selects a desired piece of equipment or function by, for example, highlighting an option on the display screen 380 and then entering the option on the display screen 380, the operator of the motor vehicle can then depress one of the actuators 40, 50 for a preset duration, which assigns the corresponding actuator to the highlighted function. The dispensing of the actuator 40 or 50 may be accompanied by an audible signal and/or display on the display screen 380 to alert the motor vehicle operator that the dispensing has been successful.

In another embodiment, the logic diagram illustrated in FIG. 12 may be adapted to operate a piece of equipment (not shown) of a motor vehicle such that the function of the piece of motor vehicle replaces the functions of "left signal light on" and "right signal light on" shown in FIG. 12. Referring to fig. 12, the actuator 40 and the actuator 50 for this embodiment are respectively constituted by switch arrays 140, 150, each switch array 140, 150 including a plurality of switches 160. The switch 160 is normally open (open), closes (on) when depressed or selected, and returns to open (open) when deselected. Each switch 160 is connected to the controller 60 so that the controller 60 can sense when the switch 160 is in the open position or the closed position. In typical operation, the switch 160 opens and closes a circuit between the switch 160 and the controller 60. If only the switch 160 corresponding to the thumb pattern is depressed, the controller 60 will consider the actuators 40, 50 to be "on". However, if the switch 160 corresponding to a pattern larger than the thumb-sized pattern is depressed, the actuators 40, 50 will be considered to be "off". The controller 60 is programmed to determine when the switches 160 corresponding to the thumb-sized pattern are depressed. Thus, in the case of a full four-finger grip of steering wheel 10, depending on where the driver places his or her hand on the steering wheel, the size of the pattern of depressed switches 160 may exceed the size of the thumb-sized pattern when the thumb depresses actuators 40, 50. In this case, controller 60 does not activate actuators 40, 50, and controller 60 considers actuators 40, 50 to be in the "off position. However, if a thumb is subsequently placed on the actuator 40, 50, the controller 60 records that a switch corresponding to the thumb-sized pattern has been depressed, and if the actuator 40, 50 is depressed for at least a preset threshold time, the controller 60 will activate the actuator 40, 50. When controller 60 activates actuators 40, 50, actuator 40 or actuator 50 may be depressed to initiate a corresponding function of an equipment component (not shown) of the motor vehicle. If the controller 60 has not activated the actuator 40, 50, depressing the actuator 40 or 50 will not initiate a corresponding function of an equipment component (not shown) of the motor vehicle.

The advent of "hands-free" control in motor vehicles has largely responded to the need to maintain the hands of the motor vehicle operator on the steering wheel. There may be a variety of commands that the driver wishes to keep private. In another embodiment of the invention, where controller 60 is programmed to send a distress signal to 911 upon depressing actuators 40 and/or 50 in a preprogrammed sequence, the operator of the motor vehicle can use actuators 40 and/or 50 to secretly send a distress signal to 911 while at the same time appearing to just drive the car with both hands. In vehicles equipped with GPS systems, distress signals can also send real-time locations to the police, and can also activate hidden cameras in the car to capture images or video images of a criminal.

Embodiments of the invention may be suitably applied in a car for operating a turn signal, controlling the high beam function of headlights, controlling fog lights, operating the sound and/or entertainment system of a car, operating a mobile phone of a car, operating a carThe system, a navigation system to operate the car, a rear seat DVD player to operate the car, an IPOD to operate a connection to a car entertainment system, a window/sunroof controller, a parking assist camera, and night vision to access and operate the car. Embodiments of the present invention may also be adapted for use in military vehicles, such as in HUMVEE, JEEP, and trucks. The present systems and apparatus that integrate actuators into the steering wheel of a vehicle enable military vehicle operators to operate radios, send distress signals, operate vehicle navigation systems, operate the lights of the vehicle, or operate the weapons system of the vehicle. A separate military vehicle operator can, for example, rotate the turret gun using actuator 50, fire with the turret gun using actuator 40, and maintain a firm grip on the vehicle steering wheel at all times. Embodiments of the present invention may also be adapted for use on industrial or agricultural vehicles, boats, fire trucks, ambulances, armored vehicles, police vehicles, all-terrain vehicles, and golf carts.

It is therefore apparent that there has been provided, in accordance with the present invention, a turn signal activation switch and system and a vehicle control system and apparatus for operating vehicle components, each integrated onto the rim of a steering wheel that fully achieves the objects, aims, and advantages set forth above.

While the invention has been described in conjunction with specific embodiments thereof, it is evident that many alternatives, modifications, and variations will be apparent to those skilled in the art in light of the foregoing description. Accordingly, the invention is not limited by the foregoing description. On the contrary, the invention includes all alternatives, modifications and variations as may be set forth within the spirit and scope of the appended claims.

The claims (modification according to treaty clause 19)

1. An integrated motor vehicle equipment component control system for use with a motor vehicle steering wheel having an annulus and a functional motor vehicle equipment component selected from the group consisting of a sound system, an entertainment system, a radio, an on-board camera, a head-up display, a night vision system, a compact disc player, a connected device, a mobile phone, a navigation system, an internet access system and an internet access systemA group of systems, said integrated motor vehicle equipment component control system comprising:

a left actuator attached to a ring of the steering wheel between a 9 o 'clock position and a 12 o' clock position on the steering wheel;

a right actuator attached to a ring of the steering wheel between a 3 o 'clock position and a 12 o' clock position on the steering wheel;

a controller connected to the left and right actuators, the controller also connected to the motor vehicle equipment component;

wherein the left actuator and the right actuator do not overlap;

wherein the controller activates the left and right actuators when the left and right actuators are simultaneously depressed and remain depressed for a preset threshold time, thereby providing an activated left actuator and an activated right actuator; and is

Wherein the function of the motor vehicle equipment component is activated when an activated actuator is depressed, the actuator being selected from the group consisting of the left actuator and the right actuator.

2. The integrated motor vehicle equipment component control system of claim 1 wherein each of the right and left actuators includes a switch array.

3. The integrated motor vehicle equipment component control system of claim 2 wherein the controller activates the left and right actuators when thumb-sized patterns of switches in the switch array of each of the left and right actuators are depressed simultaneously.

4. And (5) deleting.

5. And (5) deleting.

6. The integrated motor vehicle equipment component control system of claim 1 wherein one end of the left actuator is positioned near a 9 o 'clock position on the ring of the steering wheel and an opposite end of the left actuator is positioned near a 12 o' clock position on the ring of the steering wheel such that the left actuator is sized to span the distance between the 9 o 'clock position and the 12 o' clock position.

7. The integrated motor vehicle equipment component control system of claim 1 wherein one end of the right actuator is positioned near a 3 o 'clock position on the ring of the steering wheel and an opposite end of the right actuator is positioned near a 12 o' clock position on the ring of the steering wheel such that the right actuator is sized to span the distance between the 3 o 'clock position and the 12 o' clock position.

8. The integrated motor vehicle equipment component control system of claim 1 further comprising an acoustic signal generating component for generating an acoustic signal; wherein the sound signal sounds when the left actuator or the right actuator is depressed.

9. An integrated motor vehicle equipment component control system for use with a motor vehicle steering wheel having an annulus with a skin and a motor vehicle equipment component selected from the group consisting of sound systems, entertainment systems, radios, in-vehicle cameras, heads-up displays, night vision systems, compact disc players, connected devices, mobile phones, navigation systems, internet access systems anda set of systems, the motor vehicle equipment component having multiple functions, the integrated motor vehicle equipment component control system comprising:

a left actuator attached to the ring of the steering wheel between the 9 o 'clock position and the 12 o' clock position on the ring, the left actuator being covered by the skin;

a right actuator attached to the ring of the steering wheel between the 3 o 'clock position and the 12 o' clock position on the ring, the right actuator being covered by the skin;

a controller connected to the left and right actuators, the controller further connected to a system controller adapted to activate at least a first function and a second function;

wherein the left actuator and the right actuator do not overlap;

wherein the controller activates the left and right actuators when the left and right actuators are simultaneously depressed and remain depressed for a preset threshold time, thereby providing an activated left actuator and an activated right actuator;

wherein the first function is activated when the activated left actuator is depressed; and is

Wherein the second function is activated when the activated right actuator is depressed.

10. The integrated motor vehicle equipment component control system of claim 9 wherein each of the right actuator and the left actuator includes a switch array.

11. The integrated motor vehicle equipment component control system of claim 10 wherein the controller activates the left and right actuators when thumb-sized patterns of switches in the switch array of each of the left and right actuators are depressed simultaneously.

12. And (5) deleting.

13. And (5) deleting.

14. And (5) deleting.

15. The integrated motor vehicle equipment component control system of claim 9 wherein the left and right actuators are molded into a ring of the steering wheel.

16. The integrated motor vehicle equipment component control system of claim 9 wherein the integrated motor vehicle equipment component control system is mounted on a motor vehicle selected from the group consisting of an automobile, a HUMVEE, a JEEP, a truck, a motorized farm machine, a military vehicle, a marine vessel, an all-terrain vehicle, and a golf cart.

17. An integrated motor vehicle thumb shifter system for use with a steering wheel and a motor vehicle transmission of a motor vehicle, the steering wheel having a ring-shaped member, the integrated motor vehicle thumb shifter system comprising:

a left actuator attached to the ring of the steering wheel between the 9 o 'clock position and the 12 o' clock position on the ring;

a right actuator attached to the ring of the steering wheel between the 3 o 'clock position and the 12 o' clock position on the ring;

a controller connected to the left and right actuators, the controller further connected to a system controller adapted to operate the gearbox;

wherein the left actuator and the right actuator do not overlap;

wherein the controller activates the left and right actuators when the left and right actuators are simultaneously depressed and remain depressed for a preset threshold time, thereby providing an activated left actuator and an activated right actuator;

wherein the system controller is activated when an activated actuator is depressed, the activated actuator being selected from the group consisting of the activated left actuator and the activated right actuator; and wherein the system controller causes the transmission to upshift when one of the activated left actuator and the activated right actuator is depressed and causes the transmission to downshift when the other of the activated left actuator and the activated right actuator is depressed.

18. The integrated motor vehicle thumb shifter system of claim 17 wherein the system controller will cause the transmission to shift to a neutral position when the activated left actuator and the activated right actuator are simultaneously depressed.

19. The integrated motor vehicle thumb shifter system of claim 17 wherein the system controller will cause the transmission to shift into a park position when the activated left actuator and the activated right actuator are simultaneously depressed and the motor vehicle is not moving.

20. The integrated motor vehicle thumb shifter system of claim 17 wherein each of the right and left actuators includes a switch array.

21. The integrated motor vehicle equipment component control system of claim 1 wherein the arc segment length of the left actuator is about two inches and the arc segment length of the right actuator is about two inches.

22. The integrated motor vehicle equipment component control system of claim 21 wherein the left actuator covers a portion of the ring that terminates at the 11 o 'clock position and extends counterclockwise toward the 9 o' clock position and the right actuator covers a portion of the ring that terminates at the 1 o 'clock position and extends clockwise toward the 3 o' clock position.

23. The integrated vehicle component system of claim 1 wherein the component has a plurality of functions, the controller configured to activate a first function when the activated left actuator is depressed and configured to activate a second function when the activated right actuator is depressed.

24. The integrated vehicle component system of claim 3 wherein the component has multiple functions, the controller configured to activate a first function when the activated left actuator is depressed and configured to activate a second function when the activated right actuator is depressed.

25. The integrated motor vehicle equipment component control system of claim 9 wherein the arc segment length of the left actuator is about two inches and the arc segment length of the right actuator is about two inches.

26. The integrated motor vehicle equipment component control system of claim 25 wherein the left actuator covers a portion of the ring that terminates at the 11 o 'clock position and extends counterclockwise toward the 9 o' clock position and the right actuator covers a portion of the ring that terminates at the 1 o 'clock position and extends clockwise toward the 3 o' clock position.

27. The integrated vehicle component system of claim 9 wherein the controller is configured to activate a first function when the activated left actuator is depressed and configured to activate a second function when the activated right actuator is depressed.

28. The integrated vehicle component system of claim 11 wherein the controller is configured to activate a first function when the activated left actuator is depressed and configured to activate a second function when the activated right actuator is depressed.

29. The integrated motor vehicle equipment component control system of claim 17 wherein the arc segment length of the left actuator is about two inches and the arc segment length of the right actuator is about two inches.

30. The integrated motor vehicle equipment component control system of claim 29 wherein the left actuator covers a portion of the ring that terminates at the 11 o 'clock position and extends counterclockwise toward the 9 o' clock position and the right actuator covers a 31. portion of the ring that terminates at the 1 o 'clock position and extends clockwise toward the 3 o' clock position.

32. The integrated motor vehicle equipment component control system of claim 20 wherein the controller activates the left and right actuators when thumb-sized patterns of switches in the switch array of each of the left and right actuators are depressed simultaneously.

33. The integrated motor vehicle equipment component control system of claim 1 wherein the component has a plurality of functions, one of the left and right actuators comprises a plurality of actuators, and the controller is configured to activate one of the plurality of functions when an activated first one of the plurality of actuators is depressed and configured to activate one of the plurality of functions when an activated second one of the plurality of actuators is depressed.

34. The integrated motor vehicle component control system of claim 32 wherein the controller is configured to activate a first one of the plurality of functions when an activated first one of the plurality of actuators is depressed and configured to activate a second one of the plurality of functions when an activated second one of the plurality of actuators is depressed.

35. The integrated motor vehicle equipment component control system of claim 9 wherein one of the left and right actuators comprises a plurality of actuators and the controller is configured to activate one of the plurality of functions when an activated first one of the plurality of actuators is depressed and configured to activate one of the plurality of functions when an activated second one of the plurality of actuators is depressed.

36. The integrated motor vehicle component control system of claim 34 wherein the controller is configured to activate a first one of the plurality of functions when an activated first one of the plurality of actuators is depressed and configured to activate a second one of the plurality of functions when an activated second one of the plurality of actuators is depressed.

37. The integrated motor vehicle component control system of claim 3 wherein the controller is configured to activate the function when a first thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed, and is configured to activate the function when a second thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed.

38. The integrated motor vehicle component control system of claim 3 wherein the function comprises a plurality of functions and the controller is configured to activate a first one of the plurality of functions when a first thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed and configured to activate a second one of the plurality of functions when a second thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed.

39. The integrated motor vehicle component control system of claim 11 wherein the controller is configured to activate one of the plurality of functions when a first thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed and to activate the one of the plurality of functions when a second thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed.

40. The integrated motor vehicle component control system of claim 11 wherein the controller is configured to activate a first one of the plurality of functions when a first thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed, and configured to activate a second one of the plurality of functions when a second thumb-sized pattern of switches in one of the activated left actuator and the activated right actuator is depressed.

Claims (20)

1. An integrated motor vehicle equipment component control system for use with a motor vehicle steering wheel having an annular ring and a functional motor vehicle equipment component, the integrated motor vehicle equipment component control system comprising:

a left actuator attached to the ring of the steering wheel between the 9 o 'clock position and the 12 o' clock position on the ring;

a right actuator attached to the ring of the steering wheel between the 3 o 'clock position and the 12 o' clock position on the ring;

a controller connected to the left and right actuators, the controller also connected to the motor vehicle equipment component;

wherein the left actuator and the right actuator do not overlap;

wherein the controller activates the left and right actuators when the left and right actuators are simultaneously depressed and remain depressed for a preset threshold time, thereby providing an activated left actuator and an activated right actuator;

wherein a function of an equipment component of the motor vehicle is activated when an actuator is depressed, the actuator being selected from the group consisting of the left actuator and the right actuator.

2. The integrated motor vehicle equipment component control system of claim 1 wherein each of the right and left actuators includes a switch array.

3. The integrated motor vehicle equipment component control system of claim 2 wherein the controller activates the left and right actuators when thumb-sized patterns of switches in the switch array of each of the left and right actuators are depressed simultaneously.

4. The integrated motor vehicle equipment component control system of claim 1 wherein the motor vehicle equipment component is selected from the group consisting of a sound system, an entertainment system, a radio, a compact disc player, a connected device, a mobile phone, a navigation system, an internet access system, anda group of systems.

5. The integrated motor vehicle equipment component control system of claim 5 wherein the controller activates the left and right actuators when thumb-sized patterns of switches in the switch array of each of the left and right actuators are depressed simultaneously.

6. The integrated motor vehicle equipment component control system of claim 1 wherein one end of the left actuator is positioned near a 9 o 'clock position on the ring of the steering wheel and an opposite end of the left actuator is positioned near a 12 o' clock position on the ring of the steering wheel such that the left actuator is sized to span the distance between the 9 o 'clock position and the 12 o' clock position.

7. The integrated motor vehicle equipment component control system of claim 1 wherein one end of the right actuator is positioned near a 3 o 'clock position on the ring of the steering wheel and an opposite end of the right actuator is positioned near a 12 o' clock position on the ring of the steering wheel such that the right actuator is sized to span the distance between the 3 o 'clock position and the 12 o' clock position.

8. The integrated motor vehicle equipment component control system of claim 1 further comprising an acoustic signal generating component for generating an acoustic signal; wherein the sound signal sounds when the left actuator or the right actuator is depressed.

9. An integrated motor vehicle equipment component control system for use with a motor vehicle steering wheel having an annular member with a skin and a motor vehicle equipment component having multiple functions, the integrated motor vehicle equipment component control system comprising:

a left actuator attached to the ring of the steering wheel between the 9 o 'clock position and the 12 o' clock position on the ring, the left actuator being covered by the skin;

a right actuator attached to the ring of the steering wheel between the 3 o 'clock position and the 12 o' clock position on the ring, the right actuator being covered by the skin;

a controller connected to the left and right actuators, the controller further connected to a system controller adapted to activate at least a first function and a second function;

wherein the left actuator and the right actuator do not overlap;

wherein the controller activates the left and right actuators when the left and right actuators are simultaneously depressed and remain depressed for a preset threshold time, thereby providing an activated left actuator and an activated right actuator;

wherein the first function is activated when the activated left actuator is depressed; and is

Wherein the second function is activated when the activated right actuator is depressed.

10. The integrated motor vehicle equipment component control system of claim 13 wherein each of the right and left actuators includes a switch array.

11. The integrated motor vehicle equipment component control system of claim 14 wherein the controller activates the left and right actuators when thumb-sized patterns of switches in the switch array of each of the left and right actuators are depressed simultaneously.

12. The integrated motor vehicle equipment component control system of claim 16 wherein the motor vehicle equipment is provided withThe spare part is selected from the group consisting of a sound system, an entertainment system, a radio, a compact disc player, a connected device, a mobile phone, a navigation system, an internet access system anda group of systems.

13. The integrated motor vehicle equipment component control system of claim 16 wherein each of the right and left actuators includes a switch array.

14. The integrated motor vehicle equipment component control system of claim 18 wherein the controller activates the left and right actuators when thumb-sized patterns of switches in the switch array of each of the left and right actuators are depressed simultaneously.

15. The integrated motor vehicle equipment component control system of claim 13 wherein the left and right actuators are molded into a ring of the steering wheel.

16. The integrated motor vehicle equipment component control system of claim 13 wherein the integrated motor vehicle equipment component control system is mounted on a motor vehicle selected from the group consisting of an automobile, a HUMVEE, a JEEP, a truck, a motorized farm machine, a military vehicle, a marine vessel, an all-terrain vehicle, and a golf cart.

17. An integrated motor vehicle thumb shifter system for use with a steering wheel and a motor vehicle transmission of a motor vehicle, the steering wheel having a ring-shaped member, the integrated motor vehicle thumb shifter system comprising:

a left actuator attached to the ring of the steering wheel between the 9 o 'clock position and the 12 o' clock position on the ring;

a right actuator attached to the ring of the steering wheel between the 3 o 'clock position and the 12 o' clock position on the ring;

a controller connected to the left and right actuators, the controller further connected to a system controller adapted to operate the gearbox;

wherein the left actuator and the right actuator do not overlap;

wherein the controller activates the left and right actuators when the left and right actuators are simultaneously depressed and remain depressed for a preset threshold time, thereby providing an activated left actuator and an activated right actuator;

wherein the system controller is activated when an actuator is depressed, the actuator being selected from the group consisting of the left actuator and the right actuator; and is

Wherein the system controller causes the transmission to upshift when one of the left and right actuators is depressed and causes the transmission to downshift when the other of the left and right actuators is depressed.

18. The integrated motor vehicle thumb shifter system of claim 17 wherein the system controller will cause the transmission to shift to a neutral position when the activated left actuator and the activated right actuator are simultaneously depressed.

19. The integrated motor vehicle thumb shifter system of claim 17 wherein the system controller will cause the transmission to shift into a park position when the activated left actuator and the activated right actuator are simultaneously depressed and the motor vehicle is not moving.

20. The integrated motor vehicle thumb shifter system of claim 17 wherein each of the right and left actuators includes a switch array.