FIELD OF THE INVENTION
The present disclosure relates to switches for automobiles, and in particular relates to a
switch for handlebar/steering assembly.
BACKGROUND
Switches are known in automobiles to exhibit various functions such as dimming-actions,
wiper-action, variation of fan-speed etc. One of the category of switches are located within the
handlebar or steering-assembly of an automobile, wherein a single-switch is oriented in a
plurality of directions to lead to multiple functions. Provision of such switches usually aims at
extracting maximum functions from the handlebar assembly while minimizing the number of
switches present therein.
An example of the switch known in the handlebar/steering is an assembly of a knob
movable within a fixed housing to thereby act a moving-contact based switch. Such switch
operates partly as a slide-switch and partly as a toggle-switch and has been exemplarily depicted
in Fig. 1. In an example, the switch may be a dimmer-switch with pass-function as known in
automobiles for varying between high and low light-beams and executing a ‘dipper’ action.
While the sliding leads to variation between high and low beams, the toggling performs the pass
function.
Continuing with the example of dimmer switch, as shown in Fig. 2, the knob is slid
forward from the low beam position (Fig. 2a) as a slidable-switch to a ‘high beam position’ as
shown in Fig. 2b, thereby shifting from an in-built detent profile of Fig. 2a to another in-built
detent profile of Fig. 2b, respectively. In case a pass-function is required, the knob is pushed
downwards as a toggle switch from the ‘low-beam’ position in Fig. 2a to attain the position the
depicted in Fig. 2c. Upon release of user-force acting upon the knob, the knob gets automatically
restored to the ‘low-beam’ position by virtue of torsion-spring action as depicted in Fig. 1.
Likewise, other examples of slide cum toggle based moving contact switches in the
handlebar-assembly include wiper-switches, fan-speed switches. Yet such type of slide and
toggle based switches usually lack an ease of operation owing to an imbalanced assembly of
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constituent-components and generation of high frictional-forces within the switch upon
operation, thereby leading to a deteriorated operation in the long run. In a nutshell, owing to an
imbalanced, uneven and unstable assembly of components coupled with generation of high
frictional forces during the operation, the conventional switches for handlebar/steering assembly
have a short life span and exhibit high wear and tear.
Accordingly, there lies a need of an improved switch for usage in handlebar/steering
assemblies of automobiles to at-least obviate the disadvantages of the slide and toggle based
switches.
SUMMARY OF THE INVENTION:
This summary is provided to introduce a selection of concepts in a simplified format that
are further described in the detailed description of the invention. This summary is not intended to
identify key or essential inventive concepts of the claimed subject matter, nor is it intended for
determining the scope of the claimed subject matter.
In accordance with an embodiment of the invention, the present subject matter describes
rotary-switch for handlebar assembly in a vehicle. The rotary-switch comprises a rotatable knob,
and a housing defined by a first-side for mounting the knob and a second-side acting as the
enclosure. A voltage-divider arrangement is enclosed within the second-side of the housing and
defined by a stationary-structure supporting one or more resistive-elements, and a rotatable
member coupled to the knob to follow the rotary motion thereof to selectively contact the
resistive elements and thereby vary an output voltage in accordance with at-least three operable
states. Such three operable states correspond to a default position of the knob defined by an
engagement of the rotatable member with a detent-profile of the housing, a first position of the
rotated knob defined by an engagement of the rotary member with the detent-profile, and a
second position of the rotated knob defined by an dis-engagement of the rotary member from the
detent-profile.
The present subject matter’s rotary switch at least renders an ease of operation owing to
an balanced assembly of constituent-components and minimizes frictional-forces within the
switch upon operation. At least due to said features, the present subject matter’s rotary switch
exhibits durability and is lesser prone to wear and tear.
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The present subject matter’s rotary switch is an improved switch for usage in
handlebar/steering assemblies of automobiles to at-least obviate the disadvantages of the slide
and toggle based switches.
To further clarify advantages and features of the present invention, a more particular
description of the invention will be rendered by reference to specific embodiments thereof,
which is illustrated in the appended drawings. It is appreciated that these drawings depict only
typical embodiments of the invention and are therefore not to be considered limiting of its scope.
The invention will be described and explained with additional specificity and detail with the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features, aspects, and advantages of the present invention will become
better understood when the following detailed description is read with reference to the
accompanying drawings in which like characters represent like parts throughout the drawings,
wherein:
Figure 1 depicts an exploded view of a prior-art switch for an automobile;
Figure 2 (a-c) different operational-positions of the prior-art switch with respect to Fig. 1;
Figure 3 (a-b) depicts an assembled and partially exploded-view of switch for
handlebar/steering assembly of an automobile, in accordance with an embodiment of the present
subject matter;
Figure 4 (a-b) depicts an assembled and exploded view of constituent-components within
the switch of Fig. 3, in accordance with an embodiment of the present subject matter;
Figure 5 depicts an exploded-view of the switch of Fig. 3 depicting the constituent
components as housing, carrier assembly and base-assembly, in accordance with an embodiment
of the present subject matter;
Figure 6 (a-b) depicts exploded-views of the carrier-assembly and the base-assembly, in
accordance with an embodiment of the present subject matter;
Figure 7 (a-f) depicts different knob-positions with respect to the switch in accordance
with an embodiment of the present subject matter;
Figure 8 (a-c) depicts the different knob-positions of Fig. 7 along-side correspondingfunctions,
in accordance with an embodiment of the present subject matter;
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Further, skilled artisans will appreciate that elements in the drawings are illustrated for
simplicity and may not have been necessarily been drawn to scale. For example, the flow charts
illustrate the method in terms of the most prominent steps involved to help to improve
understanding of aspects of the present invention. Furthermore, in terms of the construction of
the device, one or more components of the device may have been represented in the drawings by
conventional symbols, and the drawings may show only those specific details that are pertinent
to understanding the embodiments of the present invention so as not to obscure the drawings
with details that will be readily apparent to those of ordinary skill in the art having benefit of the
description herein.
DETAILED DESCRIPTION OF FIGURES
For the purpose of promoting an understanding of the principles of the invention,
reference will now be made to the embodiment illustrated in the drawings and specific language
will be used to describe the same. It will nevertheless be understood that no limitation of the
scope of the invention is thereby intended, such alterations and further modifications in the
illustrated system, and such further applications of the principles of the invention as illustrated
therein being contemplated as would normally occur to one skilled in the art to which the
invention relates.
It will be understood by those skilled in the art that the foregoing general description and
the following detailed description are explanatory of the invention and are not intended to be
restrictive thereof.
Reference throughout this specification to “an aspect”, “another aspect” or similar
language means that a particular feature, structure, or characteristic described in connection with
the embodiment is included in at least one embodiment of the present invention. Thus,
appearances of the phrase “in an embodiment”, “in another embodiment” and similar language
throughout this specification may, but do not necessarily, all refer to the same embodiment.
The terms "comprises", "comprising", or any other variations thereof, are intended to
cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does
not include only those steps but may include other steps not expressly listed or inherent to such
process or method. Similarly, one or more devices or sub-systems or elements or structures or
components proceeded by "comprises... a" does not, without more constraints, preclude the
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existence of other devices or other sub-systems or other elements or other structures or other
components or additional devices or additional sub-systems or additional elements or additional
structures or additional components.
Unless otherwise defined, all technical and scientific terms used herein have the same
meaning as commonly understood by one of ordinary skill in the art to which this invention
belongs. The system, methods, and examples provided herein are illustrative only and not
intended to be limiting.
Embodiments of the present invention will be described below in detail with reference to
the accompanying drawings.
Figure 3 (a and b) represents a rotary-knob based switch assembly 100 for
handlebar/steering assembly for an automobile, in accordance with an embodiment of the
present subject matter.
Fig. 3(a) illustrates a front-view of the switch assembly 100. Further, Fig. 3(b) illustrates
a partially-exploded view of the switch-assembly 100, thereby depicting the constituent
components such as a rotary-knob 102, housing-assembly 104, wave-spring 106, and screw 108.
As may be understood, the switch-assembly 100 may be fixed to the automobile through
a screw-thread mechanism, within which the rotary knob 102 is rotatable with respect to a fixed
housing assembly 104 of the switch assembly 100. A first-side of the housing-assembly 104 is
used for mounting the knob 102 and a second-side thereof acts as the enclosure to accommodate
components. The rotatable knob 102 is axially connected to the first side of the housingassembly
104 and to a rotatable member or rotatable carrier 122 (as later shown in figures 4 and
5). Each of the rotary-knob 102 and the housing-assembly 104 (and accordingly the components
within the housing assembly 104) comprises a threaded through-bore for receiving a screw as a
fastener to thereby achieve the axial-connection.
Figure 4a depicts an isometric-view of housing-assembly 104 of Fig. 3(b) from an
opposite-side. As shown in the figure, the housing-assembly 104 comprises a torsion-spring 110
for enabling a resilient rotary-motion of the rotatable-member assembly or a carrier-assembly
114 (shown in Fig. 5a) supported within the housing-assembly 104, wherein the carrier-assembly
114 and the knob 102 rotate as a single-unit. The torsion-spring 110 is provided between the
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knob 102 and the first side of the housing–assembly 104 to facilitate restoration of the knob 102
to a default-position from the rotated-positions. Further, the housing-assembly 104 comprises a
plurality of arcuate-grooves to facilitate axial-connection between the knob 102 located at the
first-side with the rotatable-carrier 122 (shown in Fig. 5) located at the second-side of the
housing-assembly 104.
Fig. 4b depicts an exploded-view of the housing-assembly 104, thereby depicting a subassembly
of the housing 112 supporting inside the rotatable carrier 114 and a stationary member,
hereinafter referred to as the base-assembly 116, which is shown outside. The base-assembly
116 comprises a resistive-track 120 and contact-terminals 118 linked to the resistive-track 120,
such that the both the terminals 118 and the resistive-track 120 are selectively contacted or
traversed by wiper-contacts 126 so as to increase and decrease an amount of resistance within an
electrical-circuit linked to the base-assembly 116. The curved surface of the housing-assembly
104 and the base-assembly 116 are shaped to achieve a snap-fit connection there-between.
Fig. 5a depicts an exploded-view of the sub-assembly of the housing 112 and the carrier
assembly 114, thereby depicting the housing 112 and the carrier-assembly 114 as separate
components. The carrier assembly 114 is allowed to undergo a limited rotation within the
housing 112 by a pre-determined angle. As aforementioned, the housing assembly 112
comprises the plurality of arcuate-grooves (as shown in Fig. 4a) to facilitate the axial-connection
between the knob 102 located at the first-side with the carrier-assembly 114 located at the
second-side. The arcuate-grooves allow the protrusions of the rotatable-carrier assembly 114 to
be received within the cylindrical grooves of the rotary-knob 102 and accordingly define limit
for the rotation of the combination of the knob 102 and the rotatable carrier assembly 114.
Accordingly, the rotation of the carrier assembly 114 with respect to the housing 112 is allowed
to the extent wherein protrusions of the carrier-assembly 114 are able to traverse the zone
defined by the arcuate grooves.
While in rest or during rotation, the rotatable carrier-assembly 114 is supported within
the housing 112 at two angularly separated pre-defined locations within the housing 112 (at two
symmetrically spaced-apart locations within the housing) by virtue of establishment of a snug-fit
connection between the v-shaped groove (detent-profile) and carrier-assembly 114. As later
described, such two positions are operable states corresponding to a default state and a rotated
state of the switch assembly 100. Another operable state of the switch assembly 100, which is
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also a rotated state, however leads to unstable support of the carrier assembly 114 within the
housing 112.
Further, Fig. 5b depicts an isometric-view of the base-assembly 116 from another-side
with respect to the view shown in Fig. 4b. As is evident from Fig. 5b, the base-assembly 116
depicts a partly circular resistive-track(s) 120 and contact-terminals 118, which are selectivelycontacted
by wiper-contacts 126 of the rotatable carrier assembly 114 during operation, as and
when rotary-carrier assembly 114 undergoes rotation within the housing 112 in order to
introduce variable-resistance within the electrical circuit linked to the base-assembly 116.
Fig. 6a depicts an exploded view of the rotatable carrier-assembly 114, thereby depicting
the assembly of a rotatable-member 122 or a rotatable-carrier 122 with a pair of wiper-contacts
(or movable-contacts) 126, wherein the plurality of contacts 126 are supported within the
rotatable carrier-assembly 114 through spring as a joining-means. More specifically, the
rotatable-carrier 122 or the rotatable member 122 is a hub and spoke arrangement 122
comprising provision of springs at the pair of diametrically-opposite spokes. The provision of
spring at-least facilitates a smooth sail of the wiper-contacts 126 over the resistive
track/terminals within the base-assembly 116 and minimizes friction there-between. In other
words, the wiper-contacts 126 are resiliently supported at the spokes through spring-mechanism.
Further, a spring/steel-ball based mechanism is provided at other pair of diametricallyopposite
spokes to cause a snug-fit engagement with the detent profile of the housing 112. In an
example, the carrier 122 includes a pair of steel-balls 124 symmetrically supported within the
spokes through a spring, wherein the steel-balls 124 set inside the v-shaped groove (detent
profile) and are also symmetrically provided within the housing 112 at diametrically oppositelocations.
Such action of steel-balls 124 setting within the detent-profile facilitates a rest-position of
the rotatable carrier 122 at two different-locations within the housing 112. In an example, the
detent-profile within the housing 112 may be angularly separated by 30 degrees. Such two
different locations correspond to two states that may be defined by:
a) a default state of the knob 102 defined by an engagement of the rotatable carrier 122
with a detent-profile of the housing 112; and
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b) a first-state of the rotated knob 102 defined by an engagement of the rotatable carrier
122 with the detent-profile. Accordingly, the movement from the default state to the first state
and vice-versa requires a torque imparted from the user, since the same involves a change-over
from one detent- profile to another.
However, another rotated-state of the rotated-knob 102 is defined by a dis-engagement of
the rotatable-carrier 122 from the detent-profile of the housing 112. In such a scenario, the
spokes of the carrier 122 having the spring/steel ball slide along slopes described within the
housing 112 and accordingly does not set inside the detent-profile. Now, since the rotation of the
rotatable carrier 122 also compresses the torsion-spring 110 so as to attain such second state, a
restoring-force helps restoration to the default position from the second state as and when the
user-provided torque is released from the rotary knob 102.
Further, Fig. 6b depicts an exploded view of the base assembly 116. As illustrated in the
figure, the base-assembly 116 comprises a base 130 or a stationary-member 130 that acts as a
frame to vertically support the resistive-track 120 and rivets 118 (i.e. electrical contacts). The
rivets 118 act a terminal to contact the wiper-contacts 126 of the carrier-assembly 114. Further,
the resistive-track(s) 120 is also supported within the base 130. While one pair of wiper-contacts
126 contacts the terminal 118, the other pair of wiper-contacts 126 traverses the resistive track
120. The combination of the carrier 122 and the base-assembly 116 constitutes a resistance
based voltage-divider arrangement to vary the output-voltage through the switch-assembly 100.
In an example, the electrical-contact making and breaking among the terminals 118, the resistors
120 and the wiper contacts 126 increases or decreases an overall resistance within the rotary
switch 100 to thereby cause variation of the output-voltage.
Fig. 7 (a till c) illustrates different operational positions of a rotary-knob 102 within the
switch corresponding to the present subject matter. More specifically, the different operational
positions correspond to angular orientations. Fig. 7 (d till f) illustrates the different positions or
angular orientations of the carrier-assembly 114 with respect to the base-assembly 116, which
correspond to the different operational positions of the rotary-knob 102 depicted in Fig. 7 (a till
c). As may be understood, both the rotary knob 102 and the carrier assembly 114 rotate as a
single-unit.
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Fig. 7a and Fig. 7d depicts a rest position or default position of the rotary knob 102 and
the carrier assembly 114, respectively. In such a position, the carrier assembly 114 is stable or
fixedly oriented within the housing 112 owing to engagement of steel balls 124 within a first set
of v-grooves (i.e. first detent-profile) of the housing 112. Moreover, in such a position, the wiper
contacts 126 of the carrier assembly 114 are in contact with selected terminals 118 and the
resistive track 120 so as to introduce a pre-defined or moderate amount of the resistance with the
electrical circuit of the automobile.
The ‘rest position’ of Fig. 7a and 7d corresponds to following exemplary operations of
the switch in the handlebar/steering assembly of the automobile:
a) Emergence of “a low-beam” from a headlight of the automobile
b) Engine ON condition
c) ON state of windscreen-wipers
Fig. 7b and Fig. 7e depict a 30o counter clock-wise (CCW) rotated position of the rotary
knob 102 and the carrier assembly 114, respectively. In such a position, the carrier assembly 114
is fixedly oriented within the housing 112 owing to engagement of steel-balls 124 within a
second set of v-grooves (i.e. second detent-profile). Moreover, in such a position, the wiper
contacts 126 of the carrier assembly 114 are in contact with a different-set of terminals 118
(when compared with Fig. 7 a and d) and rather oriented away from the resistive track 120 so as
to incorporate a ‘least’ amount of resistance within the electrical circuit of the automobile.
The other type of ‘rest position’ in Fig. 7b and 7e corresponds to following exemplary
operations of the switch 100 in the handlebar/steering assembly of the automobile:
d) Emergence of “a high-beam” from a headlight of the automobile
e) Engine OFF condition
f) OFF state of windscreen-wipers
Fig. 7c and Fig. 7f depict a 30o clock-wise (CW) rotated position of the rotary knob 102
and the carrier assembly 114, respectively. In such a position, the carrier assembly 114 is only
momentarily stable as long as the knob 102 is held under force of human-hand. Upon release of
force, both the knob 102 and the carrier assembly 114 return to their original state as defined
under Fig. 7a and Fig. 7d respectively. This is due to the fact that no ‘v groove’ or detent-profile
gets engaged with the steel balls 124 with respect to the present scenario depicted by Fig. 7c and
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Fig. 7f. The fact that the torsion spring 110 is connected to the knob 102, the default position of
Fig. 7a gets restored soon upon release of force owing to resilience.
Nevertheless, within the position referred in Fig. 7f, the wiper contacts 126 of the carrier
assembly 114 are in contact with maximum number of terminals 118 of the base assembly 116
(when compared with Fig. 7d) and with the resistive track 120 as well, thereby introducing a
maximum-resistance with the electrical circuit of the automobile.
The ‘momentary or unstable position’ in Fig. 7c and 7f corresponds to following example
operations of the switch 100 in the handlebar/steering assembly of the automobile:
g) momentarily “switching off” the headlight. Such momentary switching off of the
headlight may be referred as a “pass position” or “dipper action” in the field of
automobiles.
h) Ignition ON condition
i) A single wiper-pass
j) Water–splash at the windscreen
The original state of Fig. 7a and Fig 7d is restored soon upon the release of force from
the rotary knob 102 and owing to the action of torsion-spring 110.
Fig. 8 illustrates different knob-positions through Fig. 8(a), Fig. 8(b) and Fig. 8(c), which
respectively corresponds to operational-positions, depicted in Fig. 7(a), Fig. 7(b) and Fig. 7(c),
respectively. More specifically, as may be shown in Fig. 8a to Fig. 8c, the operational positions
of the knob 102 have been annotated with the corresponding list of functions (exemplary) as
have been already indicated in the description of Fig. 7.
In a first example, the rotary-switch 100 as depicted in present and preceding figures may
be used for turning Engine OFF and ON. For such purpose, the rotary switch 100 may be moved
to a position of Fig. 8(a) for turning engine ON and thereafter to position of Fig. 8(b) for turning
Engine OFF. In other words, the rotary switch 100 may be simply rotated for turning Engine
OFF and ON.
In a second example, the rotary-switch 100 in Fig. 8 may be used as an IGNITION
switch. For such purposes, the rotary switch 100 may be rotated to the momentary-position of
Fig. 8(c) for acting as an ignition-switch.
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In a third example, the rotary-switch 100 in Fig. 8 may be used as a dimmer-switch. For
such purpose, the rotary switch may be moved to a position of Fig. 8(a) for achieving a “Lowbeam”
of headlamp, and thereafter to a position of Fig. 8(b) for achieving “High Beam” of
headlamp. In case a passing action is required, the switch 100 may be moved to the momentary
position as depicted in Fig. 8(c).
In a fourth example, the rotary-switch 100 in Fig. 8 may be used as a wiper-switch. For
such purpose, the rotary switch 100 may be moved to a position in Fig. 8(a) for switching ON
the wiper, and thereafter to a position in Fig. 8(b) for switching OFF the wiper. In case a ‘single
wiper pass’ is required, the switch 100 may be moved to the momentary position as depicted in
Fig. 8(c). Optionally, such position in Fig. 8(c) may instead or in addition lead to ‘a fluid spray’
action across the windscreen for washing purposes.
Likewise, the present rotary switch 100 may be appropriated for further analogous
functions as known to be associated with switches in handlebar/steering assembly of the
automobile. Accordingly, the aforesaid examples are merely illustrative in nature and shall not
be construed to limit the applications of the present subject matter.
The present subject matter at least substantially facilitates a symmetric arrangement of
detent profiles. Further, a smooth lodgment of steel balls within the detent profile is rendered
through a spring action, thereby substantially obviating the frictional forces that get generated
due to conventional means of engagement with the detent profiles. For contact making, the two
moving contacts or wiper contacts smoothly sail over the base-assembly (during rotation of the
carrier assembly), thereby leading to a smooth and ease of operation. Overall, a symmetric &
balanced structure of the present subject matter’s switch ensures a substantial ease of operation
and durability.
While specific language has been used to describe the disclosure, any limitations arising
on account of the same are not intended. As would be apparent to a person in the art, various
working modifications may be made to the method in order to implement the inventive concept
as taught herein.
The drawings and the forgoing description give examples of embodiments. Those skilled
in the art will appreciate that one or more of the described elements may well be combined into a
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single functional element. Alternatively, certain elements may be split into multiple functional
elements. Elements from one embodiment may be added to another embodiment.
The scope of embodiments is by no means limited by these specific examples. Numerous
variations, whether explicitly given in the specification or not, such as differences in structure,
dimension, and use of material, are possible.
Benefits, other advantages, and solutions to problems have been described above with
regard to specific embodiments. However, the benefits, advantages, solutions to problems, and
any component(s) that may cause any benefit, advantage, or solution to occur or become more
pronounced are not to be construed as a critical, required, or essential feature or component.

WE CLAIM:
1. A rotary-switch (100) for steering-assembly in a vehicle, said rotary-switch (100) comprising:
a rotatable knob (102);
a housing (104, 112) defined by a first-side for mounting the knob (102) and a
second-side acting as the enclosure; and
a voltage-divider arrangement enclosed within the second-side of the housing (104,
112) and defined by:
a stationary-structure (116, 130) supporting one or more resistiveelements
(120) and rivets (118); and
a rotatable-member (114, 122) coupled to the knob (102) to follow the
rotary-motion thereof to selectively contact the resistive elements (120) and rivets
(118) and thereby vary an output voltage in accordance with at-least three operable
states, said states corresponding to:
a default state of the knob (102) defined by an engagement of the
rotatable-member (114, 122) with a detent-profile of the housing;
a first state of the rotated knob (102) defined by an engagement of
the rotatable-member (114, 122) with the detent-profile; and
a second state of the rotated knob (102) defined by an disengagement
of the rotatable-member (114, 122) from the detent-profile.
2. The rotary-switch (100) as claimed in claim 1, wherein the rotary-switch further comprises:
a torsion spring (110) provided between the knob (102) and the first side of the
housing (104, 112) to facilitate restoration of the knob (102) to a default-position from the
first and second position during rotation.
3. The rotary-switch (100) as claimed in claim 1, wherein the rotatable-knob (102) is axially
connected to the first side of the housing (104, 112) and to the rotatable-member (114, 122).
4. The rotary-switch (100) as claimed in claim 1, wherein the housing (104, 112) comprises a
plurality of grooves to facilitate at least one of:
the axial-connection between the knob (102) located at the first side with the rotatable
member (114, 122) located at the second side;
define limit for the rotation of the combination of the knob (102) and the rotatable
member (114, 122).

5. The rotary-switch (100) as claimed in claim 1, wherein the stationary-member (130) is a
circular-disk supporting the plurality of resistive-elements (120) and the rivets (118) as fixed
electrical-contacts.
6. The rotary-switch (100) as claimed in claims 1 and 5, wherein the rotatable-member (114,
122) is a hub and spoke arrangement comprising the wiper-contacts (126) supported at the
spokes to selectively contact the electrical contacts of the stationary member (130).
7. The rotary-switch (100) as claimed in claim 6, wherein the wiper-contacts (126) are resiliently
supported at the spokes through spring mechanism.
8. The rotary-switch (100) as claimed in claims 1 and 5, wherein the rotatable-member (114,
122) is a hub and spoke arrangement comprising a spring-based mechanism at the spokes to
cause a snug-fit engagement with the detent profile of the housing (104, 112)
9. The rotary-switch (100) as claimed in claim 1, wherein each of the rotary knob (102), housing
(104, 112), the rotatable-member (114, 122), and stationary-member (130) comprises a threaded
through-bore for receiving a screw as a fastener (108) along with a wave spring (106) to thereby
achieve the axial-connection.
10. The rotary-switch (100) as claimed in claim 1, wherein the curved surface of the housing
(104, 112) and the stationary member (130) are shaped to achieve a snap-fit connection therebetween.