阅读说明：本技术 用于鞍乘型车辆的开关单元 (Switch unit for saddle-ride type vehicle ) 是由 R·普拉萨德 R·瓦莎丽 P·L·坦贾 于 2021-05-12 设计创作，主要内容包括：本主题通常涉及车辆(100)。本主题具体但非排他地涉及一种用于车辆(100)的,该开关单元设置在左侧车手(312)上,靠近驾驶员的手,从而允许驾驶员在不用从车把上松开手的情况下在仪表盘(101)的显示屏上访问骑行模式。左手侧开关单元(103)可以在显示屏的默认状态下在显示屏上在导航模式和骑行模式中进行导航。(The present subject matter relates generally to vehicles (100). The subject matter relates particularly, but not exclusively, to a switch unit for a vehicle (100) disposed on a left-hand rider (312) in proximity to a driver's hand, allowing the driver to access a riding mode on a display screen of an instrument panel (101) without releasing the hand from the handlebar. The left hand side switch unit (103) can navigate in the navigation mode and the riding mode on the display screen in a default state of the display screen.)

1. A switch unit for a vehicle (100), comprising:

a left hand side switch unit (103) adapted to be located on a left hand handlebar (312) of the handlebar assembly (130);

the left side switch unit (103) comprises one or more dual function switches (303) to control one or more parameters of the vehicle (100);

one or more display states displayed on the dashboard (101) to operate the one or more dual function switches (303); and

at least one of the one or more dual function switches (303) in the left switch unit (103) is configured to control at least one parameter of the vehicle under predetermined dynamic conditions.

2. The switch unit for a vehicle (100) according to claim 1, wherein the one or more display states are a default state and a navigation state.

3. The switch unit for a vehicle (100) according to claim 1, wherein said at least one parameter is a riding mode.

4. The switch unit for a vehicle (100) according to claim 1, wherein the one or more dual function switches (303) are an upward direction switch and a downward direction switch.

5. The switching unit for a vehicle (100) according to claim 1, wherein the predetermined dynamic condition is a predetermined speed of the vehicle (100).

6. The switch unit for a vehicle (100) according to claim 1, wherein the dashboard (101) is at least one of a TFT or an LED or a combination of a TFT and an LED dashboard.

7. The switch unit for a vehicle (100) according to claim 1, wherein the parking state enables the upward direction switch and the downward direction switch, and disables the right direction switch and the left direction switch.

8. The switch unit for a vehicle (100) according to claim 1, wherein the one or more dual function switches (303) are configured in a geometrically equidistant manner between a headlamp dip switch (315) and an indicator switch (304).

9. The switch unit for a vehicle (100) according to claim 2, wherein the navigation state enables at least one of the dual function switches (303).

10. The switch unit for a vehicle (100) according to claim 1, wherein the one or more display states are displayed on a display screen or one or more LEDs of the dashboard (101).

11. A method of enabling a ride mode in a vehicle (100), comprising the steps of:

turning on an ignition switch;

checking the status on the dashboard (101);

checking for predetermined dynamic conditions;

selecting a riding mode by at least one of the dual function switches (303) of the left hand side switch unit (103); and

enabling the cycling mode.

12. The method of enabling a ride mode in a vehicle (100) of claim 11, wherein said checking said status of said display screen comprises the steps of:

enabling the riding mode in a default state of the display screen; and

otherwise the navigation state is enabled.

13. Method for enabling a riding mode in a vehicle (100) according to claim 11, wherein said checking predetermined dynamic conditions comprises the steps of:

comparing the vehicle speed to a predetermined speed;

enabling a default state when the vehicle speed is greater than the predetermined speed; and disabling the navigational state.

Technical Field

The present subject matter relates generally to vehicles. The present subject matter relates particularly, but not exclusively, to a switch unit for a saddle-ride type vehicle to access a riding mode on a display screen of an instrument panel.

Background

Generally, vehicles are equipped with a mode change device that is capable of switching between one or more driving modes or riding modes, such as a power mode, an economy mode, a normal mode, a sport mode, and the like.

The vehicle may be provided with a TFT screen that can be navigated by means of operable control switches displayed on the TFT screen. Some vehicles incorporate a wireless communication device with a touch sensitive screen, such as a mobile phone with interactive display capability, to access the display screen of the dashboard.

Brief Description of Drawings

Embodiments of a two-wheeled saddle-ride type scooter vehicle will be described in detail with reference to the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to similar features and components.

Fig. 1 illustrates a left side view of an exemplary two-wheeled vehicle in accordance with an embodiment of the present subject matter.

FIG. 2 illustrates a handlebar assembly with a switch panel that includes one or more switch units.

Fig. 3 illustrates a block diagram of the present subject matter, wherein a switch unit is depicted to illustrate interaction between dashboards of a vehicle according to an embodiment of the present subject matter.

Fig. 4 illustrates a method of selecting a ride mode through a switch unit in a vehicle, according to an embodiment of the present subject matter.

Detailed Description

The interactive touch-sensitive input may be suitable for multi-track vehicles that, unlike single-track vehicles such as scooters or motorcycles, do not require the driver to balance the vehicle without releasing his hands from the steering controls. Also, in the riding state of the vehicle, a two-wheeled rider may wear gloves, which would limit or prevent access to the intended display screen through touch-based access. Available technology provides a display screen in the dashboard with dedicated switches for each function displayed in a dedicated area of the display screen. Then, there is a switching device in the motor vehicle, which is configured to switch different driving automation levels of the electric motor vehicle. The display screen interacts with the selection device to display selected options of the driving parameters during configuration of the selected automation level. A common problem with all available technologies is that each of these available technologies requires an additional switch or a selection device with multiple switches to access each function that may be displayed on the display screen of the dashboard.

An immediate solution is to provide a separate switch on the handlebar of the vehicle, since the switch on the handlebar is close to the rider's hand. The left hand side handlebar typically includes switches for indicators, high beams, low beams, horns, etc. In addition to the above-described switches, a direction switch is provided. Therefore, the left hand side is often overcrowded and providing additional switches would require changing the design and increasing the size of the switch console, which is undesirable in two-wheeled vehicles. Adding an additional switch would also confuse the left control area and could adversely affect the weight balance of the handlebar, resulting in rider unidirectional pull or constant corrective force to offset the imbalance, which leads to fatigue and discomfort.

Similarly, the right side of the handlebar is provided with an integrated kill-start switch. If the vehicle is an electronic throttle based vehicle, an Acceleration Position Sensor (APS) required for electronic throttle control is provided near the right-hand handle. With the addition of electronic throttle controls, the switch console size of the right hand handlebar has further increased, and providing additional switches to change riding modes may lead to packaging problems and increased costs for additional switches. The adverse effects of imbalance also exacerbate this problem.

In addition, it is important to control the monorail vehicle in a vehicle running state. Since the vehicle may be out of balance and since the right hand handlebar has throttle control, it is important not to leave the handle unattended, and not to move the hand to any other position that may jeopardize the safety and life of the rider. Even in vehicles with manual throttle control, the handle is grasped to control the acceleration or deceleration process, and therefore, the throttle grip for controlling throttle control must not be left unattended while the vehicle is in a driving state. Any disturbance or overload in the form of a human-operated additional switch is highly undesirable, especially for monorail vehicles, which tend to reach the upper limit size without steering control input from the rider. Accordingly, there is a need for a solution to configure an ergonomic, easy to use, low cost, and efficient cycling mode control switch while overcoming all of the above-referenced problems and other problems of the known art.

Accordingly, the present subject matter provides a solution to the above-described problem by providing a switch unit that can function as a navigation switch in a navigation state and can function as a ride mode switch in a default state. The navigation switches include a left directional switch, a right directional switch, an up directional switch, and a down directional switch, wherein one or more of the switches may enable a riding mode selection in a default state and allow a rider of the vehicle to select at least a preset riding mode (economy mode, sport mode, power mode, or hybrid mode).

Another embodiment of the present subject matter provides a switch unit that is adapted to be located on the left handlebar of a vehicle, and thus is referred to as a left hand side switch unit. The switch unit is ergonomically located close to the rider's hand, the location of the switch unit on the left hand side handlebar provides convenient accessibility, and the rider can access or modify the ride pattern of the vehicle without releasing the hand from the handlebar.

Another embodiment of the present subject matter provides a switching unit, wherein at least one switch in the left hand side switching unit controls at least one parameter of the vehicle under predetermined dynamic conditions by accessing a ride mode. The ride mode may control parameters such as power unit output, brake control, and the like to enable selected ride mode conditions. The ride mode is enabled in a default state of the dashboard display (also referred to as the home screen). The ride mode will become enabled when the speed of the vehicle reaches a predetermined dynamic condition (i.e., a predetermined speed set by the manufacturer). For example, if the predetermined speed of the vehicle is 'x'm/s and the current speed of the vehicle is below the predetermined speed, the display of the dashboard does not show any options to select a ride mode, but when the vehicle crosses over a speed of 'x'm/s, the display of the dashboard then allows the driver to select at least one ride mode using at least one dual function button in the left hand side switch unit located on the left hand side handlebar. Thus, the default state is a home screen similar to the smartphone home screen. This ensures that the driver does not need to remove his hands from the handlebars to access the riding mode even if the vehicle is traveling at high speed, thereby not hindering the drivability of the vehicle. The present subject matter provides at least one dual function switch that can be used as a ride mode in one state of the vehicle.

Another embodiment of the present subject matter provides for a default state of the display screen to become enabled after a predetermined dynamic condition is implemented to access the cycling mode. After the predetermined dynamic condition is achieved, the right and left direction buttons in the dual function switch for call and message operations will become disabled, while the up and down direction buttons in the dual function switch will become enabled to select the riding mode. When the vehicle is traveling at high speeds, it is necessary to disable the call and message functions in order to avoid any accidents, since any indication in the form of light or sound may divert the attention of the driver. When the ride mode is not enabled for the rider, the up and down direction buttons may be used to navigate up and down to select a menu. The above-described embodiments and advantages of the present subject matter will be better understood from the following description, appended claims, and accompanying drawings.

Fig. 1 illustrates a left side view of an exemplary two-wheeled saddle-ridden vehicle (100) according to an embodiment of the present subject matter. The vehicle (100) is shown with a schematically shown frame member (105). In the present embodiment, the frame member (105) is of a step type, and includes a head pipe (105A) and a main frame (105B) extending rearward and downward from a front portion of the head pipe (105A). The main frame (105B) extends rearward obliquely to the rear of the vehicle (100).

The vehicle (100) includes one or more prime movers connected to the frame member (105). In this implementation, one of the prime movers is an Internal Combustion (IC) engine (115) mounted on the frame member (105). In the depicted embodiment, the internal combustion engine (115) is mounted to a structural member (135) that pivots to the frame member (105). In one embodiment, the structural member (135) is a rigid member made of metal. The vehicle (100) also includes another prime mover, which is an electric motor (120). In a preferred embodiment, the motor (120) hub is mounted on a wheel of the vehicle (100). In another embodiment, more than one electric motor is mounted on a wheel of the vehicle. In the depicted embodiment, the vehicle (100) includes at least two wheels, and the electric motor (120) is hub mounted to a rear wheel (125) of the vehicle. The front wheel (110) is rotatably supported by the frame member (105) and is connected to a handlebar assembly (130) capable of steering the vehicle (100).

Further, the vehicle (100) includes a high-capacity vehicle-mounted battery (not shown) that drives the electric motor (120). The high capacity battery may include one or more high capacity battery packs or one or more low capacity batteries. The high capacity battery may be disposed at the front, rear, or center of the vehicle (100). The high capacity battery is supported by a frame member (105), and the vehicle (100) includes a plurality of body panels mounted to the frame member (105) to cover various components of the vehicle (100). The plurality of panels includes a front panel (140A), a leg shield (140B), a seat lower cover (140C), and left and right side panels (140D). The glove box may be mounted to a leg shield (140B).

A floor (145) is provided at a stride portion defined by the master tube (105B). A seat assembly (150) is disposed rearward of the stride portion and is mounted to the main frame (105B). A seat assembly (150) elongated in the longitudinal direction F-R of the vehicle (100) enables a user to operate the vehicle in a saddle riding posture. One or more suspensions connect the wheels (110), (125) to the vehicle (100) and provide a comfortable ride. The vehicle (100) includes a plurality of electrical and electronic components including headlamps (155A), tail lamps (155B), a starter motor (not shown), a horn, and the like. Further, the vehicle (100) includes a master control unit (not shown) that controls the overall operation of the vehicle (100), including the functions of the internal combustion engine (115), the electric motor (120), charging of the battery from the magneto/Integrated Starter Generator (ISG), load driving through the magneto/ISG, charging of the high capacity battery by the electric motor operating in generator mode, and any other operations related to the operation of the vehicle (100). The vehicle (100) may be a two-wheeled saddle-ride type or a three-wheeled vehicle.

Fig. 2 shows a handlebar assembly (130) of the vehicle (100). The handlebar assembly (130) includes a link (311) that extends from the left hand side (L) to the right hand side (R) on the front of the vehicle (100) on the head tube (105A), provides support for peripheral parts, and provides strength to the handlebar assembly. The handlebar assembly (300) is rotatably mounted so that the handlebar assembly (130) can rotate in a clockwise direction and a counterclockwise direction. In the driving state of the vehicle (100), the rider sits along the longitudinal mid-plane of the vehicle coaxial with the steering axis and places his hands at both ends of the handlebar assembly (130), handlebars (302,310), to achieve the stability and direction required to steer the vehicle (100).

Further, the left hand side (L) of the handlebar assembly (130) has a clutch lever (302) thereon, the engine of the vehicle (100) disconnects power from the rear wheel each time the clutch lever (302) is pulled closer to the rider, and power is restored to the rear wheel when the clutch lever is released. The right hand lever (310) is rotatable and is used for throttle control of a drive train, such as an internal combustion engine or an electric motor or a hybrid. The degree of rotation of the right hand grip (310) determines the throttle opening in the powertrain of the internal combustion engine and controls the amount of intake air into the engine combustion chamber. Therefore, while driving, the driver often changes the throttle opening, and is required to constantly hold the hand on the right handle (310).

The opening degree of the throttle valve depends on the type of road on which the vehicle is running. Roads may vary in different places as in cities; the road may be good but may encounter pits and gravel in random and unpredictable situations. In undeveloped areas with poor infrastructure, the roads may become more difficult to predict, the terrain may change constantly, and thus the throttle opening requirement may change frequently. Therefore, it becomes very important that the driver should not keep the throttle valve out of control. Throttle control can be either manual or electronic, but both systems always require driver attention. The only difference between the two throttle systems described above is that the electronic throttle may have a throttle sensor circuit on the right hand side (R) of the handlebar assembly (130) to measure the degree of rotation of the right hand grip (310). The addition of a new circuit for detecting a change in the degree of rotation of the right hand handle (310) results in additional weight being added to the right side of the handlebar assembly (130) while crowding the area accommodating the additional switches for implementing the entirely new function, which is undesirable. In drive-by-wire throttle control, the rider's requirement for contact with the throttle input remains substantially unchanged.

The handlebar assembly (130) includes a left hand side switch unit (103) and a right hand side switch unit (314). The left hand side switch unit (103) includes an indicator switch (304), a headlamp dip switch (315), and one or more dual function switches (303). When a change in direction is expected, an indicator switch (304) is used to inform other drivers driving on the road. The indicator switch (304) may be a slide type toggle switch having a slidable handle that slides between three contact terminals for two positions corresponding to left-hand indication and right-hand indication, respectively. As long as the headlight dip switch (315) is in a pressed state, the headlight dip switch (315) triggers a relay that causes the headlight to blink, and when the headlight dip switch (315) is released, the contacts are opened and the headlight switch is opened. The dual function switch (303) is located between the headlamp dip switch (315) and the indicator switch (304) to facilitate movement of the thumb and finger between the dual function switch (303) and the indicator switch (304). Since the aforementioned switches, i.e., the headlight dip switch (315) and the indicator switch (304), are both intermittently accessible, configuring the dual function switch between these two switches allows the thumb to be positioned ergonomically on the navigation switch in the normal ergonomic orientation during the default handlebar grip position. Positioning the thumb in the normal anthropometric position can reduce any undue pressure on the thumb and requires the user to intermittently move the thumb up or down to actuate the other two switches as and when required. The three switch clusters are closely arranged in the order and in a geometrically equidistant relationship, which ensures that the movement of the thumb is reduced, thereby eliminating the fatigue or strain of the hand during long-term driving. Thus, the current layout, in which the aforementioned switches are geometrically equidistant and arranged adjacent to each other, ensures better access and accessibility for the rider to actuate any switch with minimal effort.

The dual function switches (303) correspond to different directions, such as a left direction switch, a right direction switch, an up direction switch, and a down direction switch for navigation purposes, to select or reject a menu displayed on a display screen of the dashboard (101). According to an aspect of the present invention, the right direction switch is configured to turn on a new interface on a display screen of the instrument panel (101), and the left direction switch is configured to turn off the interface that is turned on when the right direction switch is pressed. Thus, this configuration allows access to the previous screen on the display screen of the dashboard (101) as part of the primary key return mode. According to another embodiment, the right direction switch is also configured to be able to receive a call if the dashboard (101) is connected to a wireless communication device, such as a smartphone, via a wireless medium, such as bluetooth, Wi-Fi, etc., in a default state of the vehicle. Similarly, the left directional switch is configured to enable the rider to cancel or disconnect an incoming call from the wireless communication device. In one embodiment, the vehicle is in a parked state during a default state of the vehicle, which allows the rider to accept calls and messages.

In an embodiment, in a default state, the up direction switch and the down direction switch may be configured to perform one or more predetermined functions other than the navigation function, such as controlling contrast, viewing distance traveled, and the like. Similarly, in the riding state, the left and right direction switches may be used as navigation switches. Similarly, the up and down switches may also be used to change the mode of the vehicle when the display screen is in the default state and the vehicle is in the riding state. In order to change the riding mode of the vehicle, the vehicle needs to satisfy a predetermined condition, such as the speed of the vehicle. The ride mode facilitates changing vehicle performance parameters, such as engine output power, suspension control, torque control, braking control, and the like. Also, from a safety perspective, it is important that the rider should not answer the call when the vehicle (100) is traveling at high speed, and therefore, according to one aspect of the present invention, the left and right direction switches/buttons become disabled and enable the default state after a predetermined riding state is reached. When the default state is enabled, the up direction switch/button and the down direction switch/button will also be enabled to change the cycling mode. According to an alternative embodiment, the dual function switch (303) may be an integrated switch console having four sub-switches provided with dual bidirectional functions, each of which is independently selectable for actuating a dedicated function.

The dashboard (101) sends rider-provided inputs from the dual function switch (303) of the left hand side switch unit (103) to the ECU (102), which ECU (102) will make the necessary decisions based on the inputs provided by the rider using the dual function switch (303). According to an alternative embodiment, the present subject matter may be applied to a vehicle that does not have a display screen in the dashboard (101). In such embodiments, the change and selection of the cycling mode may be indicated to the user using any other indication device that may be visual, audio-based, audio-visual, or tactile in nature. For example, in one embodiment, the indicating device may be an LED-based indicator that is optimally positioned to provide an indication to the rider without any obstruction therebetween. For example, the LED-based indicator may be integrated into the dashboard (101).

An instrument panel (101) with an interactive type display allows the rider to select various options according to his driving requirements. The dashboard (101) may provide several riding modes. The rider can select at least one available riding mode and, depending on the selected riding mode, the dashboard (101) communicates with the ECU (102) of the vehicle (100) to affect the power unit (engine, motor or battery). Each parameter of each ride mode has one or more prefixed values that control the operation of vehicle components, such as the power unit (engine or battery), headlamps, tail lamps, etc.

The torque requirements also vary depending on terrain and road conditions. When the vehicle is in a running state, the torque required by the vehicle constantly changes, and therefore the amount of fuel or energy used also constantly changes. The continuous variation of the vehicle torque demand due to the dynamic behavior of the torque requires constant attention by the rider. There is a need for an optimized control of the parameters of the vehicle components so that the energy consumption can be monitored and at the same time unnecessary fuel/energy usage can be prevented. Thus, the ride mode allows the driver to select from a number of options that optimize the parameters according to the driver's requirements. The riding mode may be an economy mode, a normal mode, a sport mode, or a hybrid mode. The economy mode allows the vehicle to operate in such a manner: less fuel or energy is wasted while providing better efficiency, e.g. in economy mode the engine will be shut down if it is not necessary to put the vehicle into motion, like for example at a traffic light. The throttle opening is controlled and combustion is stopped when not needed.

Then, the normal mode is a mode that enables the driver to drive the vehicle in a normal state, i.e., the parameters of the vehicle are controlled by the driver, and thus the normal mode is a default mode in the vehicle. In the normal operation mode, no predefined values are set for any of the parameters.

The sport mode is also referred to as power mode, where fuel or energy consumption is greatest and is generally preferred in situations where the terrain is even and there is no traffic jam, so that the vehicle can be steered at high speeds without any stops.

The hybrid mode is typically used in a hybrid vehicle that uses power in combination with a fuel-operated engine and an electrically-driven motor. The hybrid mode is environmentally friendly and allows switching between power sources to run the vehicle.

Therefore, the riding mode can be operated in the TFT (thin film transistor) based dashboard (101) by the upward direction switch and the downward direction switch of the left-hand side switch unit (103), and the riding mode can be changed by the upward direction switch and the downward direction switch without a TFT cluster in another embodiment.

The right-hand side (R) of the handlebar assembly (130) is provided with a right-hand side switch unit (103) that includes an electric start switch (309) and an engine cut-off switch (314). The inputs provided by these various switches provided on handlebar assembly (130) are transmitted to ECU (102) through input cable (305,308) via plug units (306a, 307 a). The input cable (305,308) is provided with a plurality of couplers (306b, 307b) that are connected to the dashboard (101) to access options displayed on the display screen of the dashboard (101).

Fig. 3 illustrates a block diagram of the present subject matter, wherein a left hand side switch element (103) with a dual function switch (303) is used to represent interaction between a dashboard (101) of a vehicle (100) for controlling one or more functions, such as navigation, cycling modes, etc. The left hand side switch unit (103) is located on the left hand handlebar (312) of the vehicle.

The left hand side switch unit (103) is electrically connected to the dashboard (101) by a plurality of couplers (306b, 307b) so as to be able to transmit one or more inputs to the dashboard (101). The dashboard (101) may have at least one display screen that may display one or more display states, such as a navigational state and a default state, to allow the switches in the left hand side switch unit (103) to perform a dedicated function. The left-hand side switch unit (103) may have one or more switches and a dual function switch (303) and be configured one in each direction so that each switch may have one or more functions according to the display state of the display screen. Thereafter, an option is selected on a display screen of the instrument panel (101), and the ECU (102) controls different components of the vehicle (100) based on parameter values in the selected option.

The ECU (102) communicates with the dashboard (101) over the CAN bus network by sensing packets. The CAN line between the ECU (102) and the instrument panel (101) is a bidirectional data line. According to an alternative embodiment, the communication between the ECU (102) and the dashboard (101) may be wireless.

Fig. 4 illustrates a method of selecting a riding mode through at least one switch of the dual function switches (303) of the switch unit (103) in the vehicle. In step 201, an ignition switch of the vehicle is turned on. Then, in step 202, the ECU (102) checks whether the display screen of the instrument panel (101) is in a default state. If the display of the dashboard (101) is not in the default state, then in step 203 the navigation state remains active and the left hand side switch unit (103) can be used by the rider for navigation purposes. The ECU (102) continuously checks the state of the display screen.

When the ECU (102) detects that the display screen of the instrument panel (101) is in the default state, the ECU (102) further checks in step 204 whether the speed of the vehicle (rotation of the wheels) is greater than a predetermined dynamic condition. The predetermined dynamic condition is a predetermined speed of the vehicle. If the vehicle attains a speed equal to or greater than the predetermined speed, then in step 205 the navigational state will become disabled and the rider can select the ride mode using the dual function switch (303) on the left hand side switch unit (103). And displays it on the display screen after selecting the riding mode, and in step 204a, if the vehicle is in a parked state, the user can scroll through one or more menus displayed on the display screen of the dashboard (101) using the navigation function. In step 206, the rider can navigate between the multiple riding modes and enable the selected riding mode using the dual function switch (303) on the left hand side switch unit (103).

In an alternative embodiment, the present invention allows the ECU to limit the selection and/or change of ride mode when the vehicle coasts beyond a predetermined speed. The rider can manually select this option in the default state. In one aspect of the invention, this choice will ensure that the safety of the rider is not compromised at speeds above the predetermined speed of the vehicle.