Claims:We claim:
1. A switching unit for a vehicle (100) comprising :
a left hand side switching unit (103) adapted to be located on a left side handle bar (312) of a handle bar assembly (130);
said left side switching unit (103) comprising one or more dual function switches (303) to control one or more parameters of said vehicle (100);
one or more display state displayed on an instrument cluster (101) to operate said one more dual function switches (303); and
at least one of said one or more dual function switches (303) in said left side switching unit (103) is configured to control at least a parameter of said vehicle in a predetermined dynamic condition.
2. The switching unit for a vehicle (100) as claimed in claim 1, wherein said one or more display state is a default state and a navigation state.
3. The switching unit for a vehicle (100) as claimed in claim 1, wherein said at least a parameter is a ride mode.
4. The switching unit for a vehicle (100) as claimed in claim 1, wherein said one or more dual function switches (303) are an up direction switch and a down direction switch.
5. The switching unit for a vehicle (100) as claimed in claim 1, wherein said predetermined dynamic condition is a predetermined speed of said vehicle(100).
6. The switching unit for a vehicle (100) as claimed in claim 1, wherein said instrument cluster (101) is at least one of a TFT or LED or a combination of TFT and LED instrument cluster.
7. The switching unit for a vehicle (100) as claimed in claim 1, wherein a parked state enables an up direction switch and a down direction switch and disables a right direction switch and a left direction switch.
8. The switching unit for a vehicle (100) as claimed in claim 1 , wherein said one or more dual function switches (303) is configured geometrically spaced equidistant between a headlight dip switch (315) and an indicator switch (304).
9. The switching unit for a vehicle (100) as claimed in claim 2, wherein said navigation state enables at least one of the dual function switches (303).
10. The switching unit for a vehicle (100) as claimed in claim 1, wherein said one or more display state displayed on a display screen of said instrument cluster (101) or one or more LED.
11. A method to enable a ride mode in a vehicle(100) comprising the steps of:
switching ON an ignition;
checking a state onan instrument cluster (101);
checking a predetermined dynamic condition;
selecting a ride mode through at least a switch from a dual function switches (303) of the left hand side switching unit (103); and
enabling said ride mode.
12. The method to enable a ride mode in a vehicle (100) as claimed in claim 11, wherein said checking said state of said display screen comprising the steps of:
enabling said ride mode in a default state of said display screen; and
enabling a navigation state otherwise.
13. The method to enable a ride mode in a vehicle (100) as claimed in claim 11, wherein said checking a predetermined dynamic condition comprising the steps of:
comparing a vehicle speed with a predetermined speed;
enable a default state when said vehicle speed is greater than said predetermined speed;
and disabling a navigation state. , Description:TECHNICAL FIELD
[0001] The present subject matter generally relates to a vehicle. The present subject matter specifically but not exclusively relates to a switching unit for a saddle type vehicle to access a ride mode on a display screen of an instrument cluster.
BACKGROUND
[0002] Generally vehicles are equipped with mode changing devices capable of changing between one or more driving modes or ride modes such as power mode, economy mode, normal mode, sports mode etc.
[0003] The vehicle may be provided with a TFT screen capable of being navigated by the operable control switches displayed on the TFT screen. Some of the vehicles incorporate a wireless communication device with touch sensitive screen e.g. mobile phones with interactive display to access the display screen of the instrument cluster.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description is described with reference an embodiment of a two wheeled saddle type scooter vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1 illustrates a left side view of an exemplary two-wheeled vehicle in accordance with an embodiment of the present subject matter.
[0006] Fig. 2 illustrates a handlebar assembly with a switch panel comprising one or more switching units.
[0007] Fig. 3 illustrates a block diagram of the present subject matter where a switching unit is depicted to show the interaction between an instrument cluster of the vehicle in accordance with an embodiment of the present subject matter.
[0008] Fig. 4 illustrates a method of selecting a ride mode through a switching unit in the vehicle in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[0009] Interactive touch sensitive input may be suitable for a multi-track vehicle which does not require a driver to balance the vehicle without releasing the hands from the steering control unlike single track vehicles like a scooter or a motorcycle. Also, during riding condition of the vehicle, a two wheeler rider may wear gloves and that would limit or hamper the access to the intended display screen with touch based access. Available technology provides a display screen in an instrument cluster which has dedicated switches for each function displayed in a dedicated area of the display screen. Then there are switching apparatuses in a motor vehicle which are configured to change over different driving automation levels of the motor vehicle. The display screen interacts with a selection apparatus to display the selected option for a driving parameter during the configuration of the selected automation level. The common problem with all the available technologies is that each of these available technologies requires an additional switch or a selection apparatus with multiple switches to access each function which may be displayed on the display screen of the instrument cluster.
[00010] The immediate solution would be to provide separate switches on the handlebar of the vehicle as the switches on the handle bar are in proximity to the rider’s hand. The left-hand side handle bar typically comprises of switches for indicators, high beam, low beam, horn etc. In addition to the above-mentioned switches, direction switches are also provided. Therefore, the left-hand side is typically overcrowded and providing an additional switch would demand change in design and increase in the size of the switch console which is undesirable in a two wheeled vehicle. Adding an extra switch will also clutter the left side control region as well as can have adverse impact on the weight balance of the handle bar leading to one side pull or constant correction effort by the rider to counter the imbalance leading to fatigue and discomfort.
[00011] Similarly, the right-hand side of the handle bar is provided with an integrated kill start switch. If the vehicle is electronic throttle-based vehicle then an accelerated position sensor (APS) required for an electronic throttle control is provided adjacent to the right-side handle grip. With the inclusion of the electronic throttle control the switch console size of the right-hand side handle bar further increases and providing an extra switch for changing the ride mode may lead to packaging issue as well as increase in the cost for an extra switch. The adverse impact of imbalance also aggravates the problem.
[00012] Further, during the vehicle running condition, it is important to control the single-track vehicle. The handle grip cannot be left unattended as the vehicle may lose balance and since the right side handlebar has throttle control, it becomes important that the hands should not move to any other location which may jeopardize the safety and life of the rider. Even the vehicle with the manual throttle control the handle grip is held to control the acceleration or deceleration process therefore the throttle grip for controlling the throttle control must not be left unattended while the vehicle is in running condition. Any distraction or overloading on the human hand in form of operating additional switch is highly undesirable especially for a single-track vehicle which can tend to capsize in absence of steering control inputs from the rider. Thus, there exists a need for a solution to configure a ride mode control switch which is ergonomic, ease to use, low cost and effective while overcoming all of the above problems and other problems of known art.
[00013] Hence, the present subject matter provides solution for the above mentioned problems by providing a switching unit which can function as a navigation switch in a navigation state and functions as a ride mode switch in a default state. The navigation switches comprises left direction switch, right direction switch, up direction switch and down direction switch out of which one or more of the switches can enable the ride mode selection in the default state and allow the rider of the vehicle to select at least a pre-set ride mode (economy mode, sports mode, power mode or hybrid mode).
[00014] Another embodiment of the present subject matter provides the switching unit adapted to be located on a left side handle bar of the vehicle henceforth the switching unit is referred as a left-hand side switching unit. The location of the switching unit on the left-hand side handle bar provides easy accessibility as the switching unit is in ergonomic proximity to the hand of the rider and the rider does not require releasing of the hand from the handle bar in order to access or change the ride modes of the vehicle.
[00015] Another embodiment of the present subject matter provides the switching unit wherein at least a switch in said left hand side switching unit to control at least a parameter of said vehicle in a predetermined dynamic condition by accessing a ride mode. The ride mode can control the parameters such as power unit output, brake control to enable a chosen ride mode condition. The ride mode gets enabled in the default state (also called a home screen) of a display screen of an instrument cluster.When the speed of the vehicle achieves a predetermined dynamic condition i.e. a predetermined speed set by a manufacturer the ride mode gets enabled. For instance, if the predetermined speed of the vehicle is ‘x’ m/s and the vehicle’s current speed is below the predetermined speed, then the display screen of the instrument cluster does not show any option to select a ride mode but when the vehicle crosses the speed beyond ‘x’ m/s , then the display screen of the instrument cluster allows the driver to select at least a ride mode using at least a dual function button provided in a left hand side switching unit on a left hand side handle bar. Therefore, the default state is a home screen akin to a smart phone home screen. This ensures that even if the vehicle is running at a high speed the driver does not need to remove his hand from the handle bar to access a ride mode and thereby not hindering the drivability of the vehicle. The present subject matter provides at least a dual function switch which can function as ride mode in one of the states of the vehicle.
[00016] Another embodiment of the present subject matter provides the default state of the display screen which gets enabled after achieving a predetermined dynamic condition to access a ride mode.After achieving the predetermined dynamic condition a right direction button and a left direction button in the dual function switch used for call and message operation gets disabled and at the same time the up direction button and down direction button in the dual function switch gets enabled for selecting a ride mode. When the vehicle is running at a high speed it is necessary to disable the call and message features to avoid any accident because any indication, in the form of light or sound, may divert the attention of the driver The up direction button and the down direction button can be used for navigating up and down to select a menu when the ride mode is not enabled for the rider. The above embodiments and advantages of the subject matter will be better understood with the following description, appended claims and accompanying drawings.
[00017] Fig. 1 illustrates a left side view of an exemplary two-wheeled scooter type saddle vehicle (100), in accordance with an embodiment of the present subject matter. The vehicle (100) illustrated, has a schematically shown frame member (105). In the present embodiment, the frame member (105) is step-through type and includes a head tube (105A), and a main frame (105B) that extends rearwardly downward from an anterior portion of the head tube (105A). The main frame (105B) extends inclinedly rearward to a rear portion of the vehicle (100).
[00018] The vehicle (100) includes one or more prime movers that are connected to the frame member (105). In the present implementation, one of the prime movers is an internal combustion (IC) engine (115) mounted to the frame member (105). In the depicted embodiment, the IC engine (115) is mounted to a structural member (135) that is pivoted 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 electric motor (120) is hub mounted to one wheel of the vehicle (100). In another embodiment, more than one electric motor is mounted to wheels of the vehicle. In the depicted embodiment, the vehicle (100) includes at least two-wheels and the electric motor (120) is hub mounted to the rear wheel (125) of the vehicle. A front wheel (110) is rotatably supported by the frame member (105) and is connected to a handle bar assembly (130) that enables manoeuvring of the vehicle (100).
[00019] Further, the vehicle (100) includes a high capacity on-board 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 cells. The high capacity battery can be disposed at a front portion, a rear portion, or at the centre of the vehicle (100). The high capacity battery is supported by the frame member (105) and the vehicle (100) includes plurality of body panels, mounted to the frame member (105) for covering various components of the vehicle (100). The plurality of panels includes a front panel (140A), a leg shield (140B), an under-seat cover (140C), and a left and a right side panel (140D). A glove box may be mounted to a leg shield (140B).
[00020] A floorboard (145) is provided at the step-through portion defined by the main tube (105B). A seat assembly (150) is disposed rearward to the step-through portion and is mounted to the main frame (105B). The seat assembly (150) that is elongated in a longitudinal direction F-R of the vehicle (100) enables the user to operate the vehicle in a saddle ride-type posture. One or more suspension(s) connect the wheels (110), (125) to the vehicle (100) and provide comfortable ride. The vehicle (100) comprises of plurality of electrical and electronic components including a headlight (155A), a taillight (155B), a starter motor (not shown), a horn etc. Also, the vehicle (100) includes a master control unit (not shown) that takes control of the overall operation of the vehicle (100) including the function of the IC engine (115), the electric motor (120), charging of the batteries from a magneto/integrated starter generator (ISG), driving of loads by the magneto/ISG, charging of the high capacity batteries by the electric motor operating in generator mode, and any other operations associated with the operation of the vehicle (100). The vehicle (100) can be a two-wheeled saddle type or a three wheeled vehicle.
[00021] Fig.2 illustrates a handlebar assembly (130) of the vehicle (100). The handlebar assembly (130) comprises of a connecting rod (311) extending from left hand side (L) to right hand side (R) on the front portion of the vehicle (100) located on the head tube (105A) providing support to the peripheral parts and strength to the handlebar assembly. The handlebar assembly (300) is mounted rotatably and hence the handlebar assembly (130) can be rotated in a clockwise direction and in an anti-clockwise direction. During driving condition of the vehicle (100) the rider is seated along a longitudinal mid plane of the vehicle co-axial with the steering axis and places the hands on both the ends of the handlebar assembly(130),handle grips (302,310), to achieve stability and direction in which the vehicle(100) need to be maneuvered.
[00022] Further, the handlebar assembly (130) has a clutch lever (302) on the left hand side (L) whenever the clutch lever (302) is pulled closer to the rider the engine of the vehicle (100) disengages power from the rear wheel and when the clutch lever is released the power is restored to the rear wheel. The right side handle grip (310) is rotatable and it is used for throttle control of the powertrain e.g. an IC engine or electric motor or a hybrid unit.. The degree of rotation of the right side handle grip (310) determines the throttle valve opening in an IC engine powertrain and controls the amount of air intake into the combustion chamber of the engine. Hence, while driving, the driver frequently changes the throttle opening and there is constant requirement from the rider to keep the hands on the right side handle grip (310).
[00023] The opening of the throttle valve depends on the type of the road onto which the vehicle is in running condition. The roads can change in different places like in cities; the roads may be good but may encounter pits and pebbles during random and unpredictable occasion. In undeveloped places with poor infrastructure, the roads may become lot more unpredictable and terrain may keep on changing and so the requirement of the throttle opening may undergo frequent change. Hence, it becomes very important that the driver should not keep the throttle control unattended. The throttle control may be either a manual or an electronic but both the system demands attention of the driver all the time. The only difference between the above two throttle system is that the electronic throttle may have a throttle sensor circuitry on the right hand side (R) of the handle bar assembly (130) in order to measure the degree of rotation of the right side handle grip (310). The inclusion of a new circuit for detecting the change in the degree of rotation of the right hand side handle grip (310) leads to additional weight on the right side of the handlebar assembly (130) and at the same time making the area crowded to accommodate an additional switch for entirely a new function which is undesirable. In an drive-by-wire type throttle control, the requirement of rider in contact with the throttle inputs remains mostly unchanged.
[00024] The handlebar assembly (130) comprises a left-hand side switching unit (103) and a right-hand side switching unit (314). The left-hand side switching unit (103) comprises an indicator switch (304), a headlight dip switch (315) and one more dual function switches (303). The indicator switch (304) is used to inform other drivers driving on the road when a change of direction is intended. The indicator switch (304) can be a slider type toggle switch with a slidable handle sliding between three contact terminals for two positions corresponding to left hand side indication and a right-hand side indication respectively. The headlight dip switch (315) triggers a relay to enable the headlight to flash as long the headlight dip switch (315) is in a press condition and the moment the headlight dip switch (315) is released the contact opens and the headlight switches OFF. The dual function switches (303) are located between the headlight dip switch (315) and indicator switch (304) to give a ease of movement of thumb finger in between the dual function switches (303) and the indicator switch (304). Since both the aforementioned switches i.e. headlamp dip switch (315) and indicator switch (304) would be accessed intermittently, configuring the dual function switches in between these two switches enables ergonomic positioning of the thumb in normal anthropometric orientation on the navigation switch during default handlebar grab position. Configuring the thumb in a normal anthropometric position reduces any undue stress on the thumb and the thumb needs to be moved by the user intermittently upwards or downwards to actuate the other two switches as and when desired. The close disposition of the three switch clusters in the above order and in a geometric equidistant relation ensures reduced thumb movement thereby eliminating any fatigue or strain on the hand over prolonged driving. Therefore, the current layout of the aforementioned switches geometrically equidistant and located next to each other ensures better access as well as reachability for the rider to actuate any of the switches with least effort.
[00025] 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 purpose to select or to reject a menu displayed on the display screen of the instrument cluster (101). As per an aspect of the present invention, the right direction switch is configured to open a new interface on a display screen of an instrument cluster (101), whereas the left direction switch is configured to close the interface opened during the pressing of the right direction switch. This configuration thereby allows accessing the previous screen on the display screen of the instrument cluster (101) as part of a home return mode. As per an additional embodiment, in a default state of the vehicle, the right direction switch is additionally configured to enable receiving of a call, if the instrument cluster (101) is connected to a wireless communication device such as smart phone, through a wireless media such as a Bluetooth, Wi-Fi etc. Similarly, the left direction switch is configured to enable the rider to cancel or to disconnect an incoming call from the wireless communication device. In an embodiment, the vehicle is in a parked condition during the default state of the vehicle which allows the rider to accept the call and messages.
[00026] In an embodiment, in the default state, the up-direction switch and the down direction switch can be configured to perform one or more predetermined functions other than navigation function like controlling the contrast, viewing distance travelled etc.. Similarly in a riding state, the left and right direction switches can be used as navigation switches. Similarly, the up and down switches can also be used for changing the mode of the vehicle when the display screen is in default state and the vehicle in a riding state. In order to change the ride mode of the vehicle, the vehicle needs to satisfy a predetermined condition like the speed of the vehicle. The ride mode contributes to change in the vehicle performance parameters such as engine output, suspension control, torque control, brake control etc. Also, it is important from safety point of view, that when the vehicle (100) is running at a high speed, the rider should not receive a call and hence as per an aspect of the present invention, after achieving a predetermined riding condition, the left direction switch / button and right direction switch / button gets disabled and enabling the default state. When the default state gets enabled, the up-direction switch / button and the down direction switch / button also gets enabled to change the riding modes. As per an alternate embodiment, the dual function switches (303) can be an integrated switch console with four sub-switches provided with dual bi-directional functionality each independently selectable for actuation of a dedicated function.
[00027] The instrument cluster (101) sends the input provided by the rider from the dual function switches (303) of the left hand side switching unit (103) to an ECU (102) which would take necessary decision depending on the input provided by the rider using the dual function switches (303). As per an alternate embodiment, the present subject matter can be applied in vehicles without the display screen in the instrument cluster (101). In such an embodiment, the ride mode changes and selection can be indicated to the user using any other indicating means that can be visual based, audio based, audio-visual or haptic in nature. For instance, in one embodiment, the indicating means can be a LED based indicator, which is optimally located to provide indication to the rider without any obstacle therebetween. For example, the LED based indicators can be integrated to the instrument cluster (101).
[00028] The instrument cluster (101) with an interactive type display screen allows the rider to select various options according to his driving requirements. The instrument cluster (101) may provide several ride modes. The rider may choose at least one of the ride modes available and depending on the chosen ride mode, the instrument cluster (101) communicates with the ECU (102) of the vehicle (100) to bring an effect on the power unit (engine or motor or the battery). Each ride mode has one or more prefixed values for each parameter which controls the operation of the vehicle components such a power unit (engine or a battery), headlamp, tail lamp etc.
[00029] Depending on the terrain and the road condition, the requirement of the torque also changes. When a vehicle is in running condition, the torque required by the vehicle keeps on changing and hence the amount of fuel or energy usage also keeps on changing. The continuous change in the requirement of the torque for a vehicle due to the dynamic behaviour of the torque requires constant attention of the rider. The parameters controlling the said vehicle components need to be optimized so that energy consumption can be monitored and at the same time the unnecessary fuel/energy usage can be prevented. Hence, a ride mode allows the driver to choose from multiple options which optimizes the parameters based on the driver’s requirement. The ride mode can be an economy mode, a normal mode, a sports mode or a hybrid mode. The economy mode allows the vehicle operated in such the way that less amount of fuel or energy gets wasted and at the same time provides better efficiency e.g. in the economy mode, the engine gets turned OFF if there is no requirement to put the vehicle into motion like in a traffic signal. The throttle valve opening is controlled and the combustion is stopped when there is no requirement.
[00030] Then, a normal mode is a mode which enables the driver drive the vehicle in normal condition i.e. the parameters of the vehicle are controlled by the driver and therefore normal mode is a default mode in the vehicle. There is no predefined value set for any parameter in the normal mode of operation.
[00031] The sports mode is also called as a power mode in which the fuel or energy consumption is maximum and usually preferred where the terrain is uniform and without any traffic jam so that the vehicle can be steered at a high speed without any halt.
[00032] The hybrid mode is generally used in hybrid vehicle which uses the power in combination of the fuel run engine along with electricity driven motor. The hybrid mode is environment friendly and allows switching between the power sources to run the vehicle.
[00033] Therefore, the ride mode can be operated in a TFT (thin film transistor) based instrument cluster (101) through the up direction switch and down direction switch of the left hand side switching unit (103) or in another embodiment the up direction switch and down direction switch can be utilized to change the ride mode without the TFT cluster.
[00034] The right hand side (R) of the handlebar assembly (130) is provided with the right hand side switching unit (103) which comprises an electric start switch (309) and an engine cut-off switch (314). The input provided by these different switch provided on the handlebar assembly (130) is transferred to the ECU (102) through input cables (305,308) via plug unit (306a, 307a). The input cables (305,308) are provided with plurality of couplers (306b, 307b) which connects to the instrument cluster (101) to access the options displayed on the display screen of the instrument cluster (101).
[00035] Fig.3 illustrates a block diagram of the present subject matter where a left hand side switching unit (103) ,with a dual function switches (303), is depicted to show the interaction between the instrument cluster (101) of the vehicle (100) in order to control one or more functions such as navigation, ride modes etc. The left hand side switching unit (103) is located on the left side handle bar (312) of the vehicle.
[00036] The left-hand side switching unit (103) is electrically connected to instrument cluster (101) through plurality of couplers (306b, 307b) enabling transmitting of one or more input to the instrument cluster (101). The instrument cluster (101) may have at least a display screen which can display one or more display states such as a navigation state and a default state in order to allow the switches in the left-hand side switching unit (103) to perform a dedicated function. The left-hand side switching unit (103) may have one or more switches and dual function switches (303) configured one in each direction such that each switch may have one or more function depending on the display state of the display screen. After, selecting an option on the display screen of the instrument cluster (101), the ECU (102) controls different components of the vehicle (100) based on the values of the parameters in the selected option.
[00037] The ECU (102) communicates with the instrument cluster (101) over CAN bus network by sensing data packets. The CAN lines between the ECU (102) and the instrument cluster (101) is bidirectional data lines. As per an alternate embodiment, the communication between the ECU (102) and the instrument cluster (101) can be wireless.
[00038] Fig. 4 illustrates method of selecting a ride mode through at least one switch of the dual function switches (303) of the switching unit (103) in the vehicle. In step 201, the ignition of the vehicle is switched ON. Then in step 202, the ECU (102) checks whether the display screen of the instrument cluster (101) is in a default state . If the display screen of the instrument cluster (101) is not in the default state then, in step 203, navigation state remains in active condition and the rider can use the left-hand side switching unit (103) for navigation purpose. The ECU (102) continuously checks for the state of the display screen.
[00039] When the ECU (102) detects that the display screen of the instrument cluster (101) is in default state then the ECU (102) further, in step 204, checks 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 for the vehicle. If the vehicle obtains the speed equal to or greater than the predetermined speed then in step 205, the navigation state gets disabled and the rider can select the ride mode using the dual function switches (303) on the left hand side switching unit (103) and display it on the display screen after selecting the ride mode and in step 204a, if the vehicle is in parked condition the user can use the navigation feature to scroll through one or more menu displayed on the display screen of the instrument cluster (101) The rider can use the dual function switches (303) on the left hand side switching unit (103) to navigate between multiple ride modes and enable the selected ride mode, in step 206.
In an alternative embodiment, the present invention allows the ECU to restrict the selection and/or changing of ride mode when the vehicle is coasting beyond a predetermined speed. Such an option can be manually selected by the rider in the default state. In an aspect of the present invention, such a selection would ensure that safety of the rider is not compromised at speeds higher than a predetermined speed of the vehicle.