A steering apparatus and a method to steering a vehicle Field of the invention

The present invention relates to steering apparatus which is driver-operable to control a direction of travel of a vehicle. Moreover, the present invention also relates to methods of steering a direction of travel of a vehicle by employing the steering apparatus. Furthermore, the preset invention is concerned with a software product executable on computing hardware for implemented the aforesaid steering apparatus.

Background of the invention

Steering apparatus for controlling directions of travel of corresponding vehicles are well known. In Figure 1, a vehicle is indicated generally by 10 and includes a chassis 20 comprising at least one of a motor and an engine 25 depending on a type of powertrain employed for propelling the vehicle 10. The chassis 20 further includes a set of front wheels 30 and at least one set of rear wheels 40. Moreover, the vehicle 10 includes at a front region thereof a driver console 50 for controlling application of brakes of the vehicle 10, and also for controlling motive power coupled in operation from the motor and/or engine 25 to the set of front wheels 30; alternatively, or additionally, motive power from the motor and/or engine 25 is coupled in operation to the at least one set of rear wheels 40. The driver console 50 further comprises a conventional steering wheel apparatus 60 for controlling a steering angle θ of the set of front wheels 30 of the vehicle 10; optionally, the at least one set of rear wheels 40 of the vehicle 10 are also steerable in operation. When the vehicle 10 is implemented as a specialist vehicle, for example a construction vehicle, steering is achieved by steering the rear set of wheels 40 whilst the set of front wheels 30 are implemented to be non-steerable but are operable to mutually independently rotate. The conventional steering wheel apparatus 60 often includes a direct mechanical link 80 for coupling torque applied by a driver of the vehicle 10 at a driver-adjustable steering wheel 90 of the conventional steering apparatus 60 to the set of front wheels 30 for controlling their steering angle θ. The steering angle θ is defined relative to a longitudinal axis A-A of the vehicle 10. Optionally, the mechanical link 80 is servo-assisted so that torque applied at the steering wheel 90 is amplified; such servo-assisted steering is well known and is often implemented using hydraulic actuators and/or servo electric motors.

Professional drivers, for example heavy commercial vehicle drivers, spend many hours of their working life seated behind the steering wheel 90 of their vehicles 10. It is known for professional drivers to suffer repetitive strain injury associated with rotating their steering wheels 90, as well as back and elbow joint problems, especially after many continuous hours of driving. Although servo-assisted steering is susceptible to reducing occurrence of repetitive strain injury when steering heavy commercial vehicles, further reduction in driver strain is desirable for enhancing driving safety and improving driver comfort.

Hitherto, attention has been focused upon design of driver seat for providing more comfortable driving of heavy commercial vehicles, for example adjustable back support and so forth. Such attention to design of driver seat takes ^' in ^~ tδ ^~ consideration that requiring the a driver to retain a diven seated position for long periods of time, for example several hours uninterrupted, can be fatiguing and uncomfortable to the driver.

Summary of the invention

An object of the present invention is to provide steering apparatus which is capable of reducing occurrence of repetitive strain injury and/or improving driving comfort for drivers of vehicles.

The object of the invention is capable of being addressed by a steering apparatus as defined in appended claim 1. According to a first aspect of the invention, there is provided a steering apparatus for steering a vehicle in operation, the vehicle including at least one wheel and/or articulated joint which is pivotal at a steering angle (0) about its steering axis for steering the vehicle,

characterized in that

the steering apparatus includes a first element and a second element, the second element being operatively slidably moveable along the first element,

the steering apparatus further including a sensing arrangement for sensing a position of the second element relative to the first element and operatively generating a corresponding signal (Q) indicative of the relative position, and

the steering apparatus further including a servo arrangement for steering the at least one wheel and/or articulated joint about its steering axis by the steering angle (θ) in response to the signal (Q) indicative of the relative position.

The invention is of advantage on account of the first and second elements being capable of providing a steering arrangement which is more comfortable and convenient for the driver to employ when steering the vehicle.

An example of a pivotal joint is shown in Figure 21 which is steerable about an angle (h-

Optionally, in the steering apparatus, the first element is implemented as an arcuate component operable to be positioned in front of a driver of the vehicle. Such an arcuate form the first component is susceptible to providing the driver with a comfortable path through which the driver is required to move the second element for steering the vehicle. More preferably, the first element is a substantially semicircular arcuate component.

Optionally, in the steering apparatus, the second element is implemented to encircle a cross- section of the first element. The second element is thereby reliably retained onto the first element and is capable of sliding along the first element in manner which is both reliable and comfortable for the driver when steering the vehicle.

Optionally, in the steering apparatus, the first element is operable to substantially lie in a plane having an inclination angle which is driver adjustable in operation. Such adjustment of the inclination is beneficial for driver comfort when using the apparatus to steer the vehicle.

More optionally, in the steering apparatus, the inclination angle of the first element is operatively compliantly biased to a neutral state when devoid of force applied thereto, and is operatively pivotal from the neutral state to an active inclination angle state in response to the driver operatively applying a force (P) thereto, the active inclination state invoking a braking function of the vehicle. The steering apparatus is thereby both capable of providing a steering function and providing a braking function; the driver is thereby capable of controlling operation of the vehicle to a major extent merely by using the steering apparatus implemented in such a manner; however, the braking function is beneficially supplemented with a provision of one or more foot-operated braking controls. More optionally the braking function includes at least one of: regenerative braking, friction braking. Regenerative braking is especially pertinent when the vehicle is provided with a hybrid powertrain because fuel consumption can thereby be reduced. Yet more optionally, in the steering apparatus, the

braking function is operable to progress from regenerative braking to friction braking in response to progressively more force (P) being applied directly- or indirectly to the first element.

Optionally, in the steering apparatus, the servo arrangement is operable to process the signal (Q) indicative of the relative position pursuant to a first conversion function (K1) for steering the at least one wheel and/or articulated joint through its steering angle (θ) in response to the processed signal (KI(Q)) subject to the first conversion function (K1). More optionally, the first conversion function (K1) is a non-linear function of the signal (Q) indicative of the relative position. A steering function thereby provided is convenient for the driver and avoids unnecessarily large driver arm and hand movements when steering the vehicle in operation. More optionally, to reduce a risk of toppling the vehicle or causing the vehicle to roll when turning, the first conversion function (K1) is also a function of a speed (V) of the vehicle in operation. More optionally, in the steering apparatus, a maximum steering angle (θ) of the at least one wheel and/or articulated joint in response to the signal (Q) indicative of the relative position progressively decreases in response to the speed (V) of the vehicle increasing in operation.

More optionally, in the steering apparatus, the first conversion function (K1) is a function of at least one of:

(a) a nature of a load being transported by the vehicle in operation;

(b) a height above ground of a load being transported by the vehicle in operation; and

(c) a position of a centre of gravity of the vehicle.

More optionally, in the steering apparatus, the first conversion function (K1) is driver selectable for achieving a driver-preferred steering characteristic.

Optionally, in the steering apparatus, first conversion function (K1) is implemented using computing hardware operable to execute one or more software products.

Optionally, in the steering apparatus, the first and second elements are adjustable in height for enabling the driver to steer the vehicle in operation in either a seated posture or a standing posture. Such flexible disposition of the steering apparatus enables the driver to be able to adopt and most suitable and comfortable position for implementing steering when tackling a diversity of mutually different tasks.

Optionally, for improving drive safety during an impact event, the steering apparatus is devoid of any central steering column which is susceptible to impacting on a chest region of the driver.

Optionally, in the steering apparatus, the sensing arrangement includes a plurality of sensing devices generating a plurality of independent signals (Q1 , Q2, Q3) indicative of the relative position, the sensing arrangement further including a voting system for receiving the plurality of independent signals (Q1 , Q2, Q3) and disregarding one or more of the plurality of independent signals (Q1, Q2, Q3) which are at a variance with a majority of the plurality in independent signals (Q1, Q2, Q3) for controlling the steering angle (θ) in operation.

Optionally, in the steering apparatus, the servo arrangement includes an actuator in communication with the second element, the actuator being driven in operation in response to a signal within the servo arrangement controlling one or more forces applied to steer the at least one wheel and/or articulated joint, thereby providing sensual feedback via the second element to the driver of steering force operatively required to steer the vehicle. Such feedback is of benefit in that driver is thereby made more aware of functional problems with the vehicle, for example a tyre (tire) of one or more of the wheels may have a puncture which can be progressively felt by the driver. More preferably, in the steering apparatus, the servo arrangement is configured to provide an under-steered or over-steered characteristic feel via the second element to the driver in operation as defined by a second conversion function (K2). More optionally, for enhanced driver comfort and safety, the second conversion function (K2) is driver selectable. Yet more optionally, in the steering apparatus, the second conversion function (K2) is dynamically adaptable in response to a speed of travel (V) of the vehicle in operation.

Optionally, the steering apparatus is operable to assume a first active deployed state for use when steering the vehicle, and a second parked non-deployed state for use when the vehicle is parked and motionless, the second parked state providing enhanced driver access to the vehicle relative to the first deployed state.

According to a second aspect of the invention, there is provided a vehicle including a steering apparatus pursuant to the first aspect of the invention for steering one or more wheels of the vehicle.

According to a third aspect of the invention, there is provided a method of steering a vehicle using a steering apparatus, the vehicle including at least one wheel and/or pivotal joint which is pivotal at a steering angle (θ) about its steering axis for steering the vehicle,

characterized in that the method includes steps of:

(a) arranging a steering apparatus of the vehicle to include a first element and a second element, the second element being operatively slidably moveable along the first element;

(b) using a sensing arrangement the steering apparatus for sensing a position of the second element relative to the first element and operatively generating a corresponding signal (Q) indicative of the relative position; and

(c) using a servo arrangement of the steering apparatus for steering the at least one wheel and/or pivotal joint about its steering axis by the steering angle [θ) in response to the signal (Q) indicative of the relative position.

Optionally, when implementing the method, the first element is implemented as an arcuate component operable to be positioned in front of a driver of the vehicle. More optionally, in the method, the first element is a substantially semicircular arcuate component.

Optionally, when implementing the method, the second element is implemented to encircle a cross-section of the first element.

Optionally, when implementing the method, the first element is operable to substantially lie in a plane having an inclination angle which is driver adjustable in operation.

Optionally, the method includes additional steps of:

(d) operatively compliantly biasing the inclination angle of the first element to a neutral state when devoid of force applied thereto; and

(e) operatively pivoting from the neutral state to an active inclination angle state in response to the driver operatively applying a force (P) to the first element, the active inclination state invoking a braking function of the vehicle .

Optionally, when implementing the method, the braking function includes at least one of: regenerative braking, friction braking. More optionally, in the method, the braking function is

operable to progress from regenerative braking to friction braking in response to progressively more force (P) being applied directly or mdirectlyto the first element.

Optionally, when implementing the method, the servo arrangement is operable to process the signal (Q) indicative of the relative position pursuant to a first conversion function (K1) for steering the at least one wheel and/or pivotal joint through its steering angle (θ) in response to the processed signal (KI(Q)) subject to the first conversion function (K1). More optionally, when implementing the method, the first conversion function (K1) is a non-linear function of the signal (Q) indicative of the relative position. More optionally, when implementing the method, the first conversion function (K1) is also a function of a speed (V) of the vehicle in operation.

Optionally, when implementing the method, a maximum steering angle (θ) of the at least one wheel and/or pivotable joint in response to the signal (Q) indicative of the relative position progressively decreases in response to the speed (V) of the vehicle increasing in operation.

Optionally, when implementing the method, the first conversion function (K1) is a function of at least one of:

(a) a nature of a load being transported by the vehicle in operation; (b) a height above ground of a load being transported by the vehicle in operation; and (c) a position of a centre of gravity of the vehicle.

Optionally, when implementing the method, the first conversion function (K1) is driver selectable for achieving a driver-preferred steering characteristic.

Optionally, when implementing the method, the first conversion function (K1) is implemented using computing hardware operable to execute one or more software products.

Optionally, when implementing the method, the first and second elements are adjustable in height for enabling the driver to steer the vehicle in operation in either a seated posture or a standing posture.

Optionally, to enhance safety in an impact event when implementing the method, the apparatus is devoid of any central steering column.

Optionally, to enhance reliability when implementing the method, the sensing arrangement includes a plurality of sensing devices generating a plurality of independent signals (Q1 , Q2,

Q3) indicative of the relative position, the sensing arrangement further including a voting system for receiving the plurality of independent signals (Q1 , Q2,- Q3) and- disregarding one or more of the plurality of independent signals (Q1, Q2, Q3) which are at a variance with a majority of the plurality in independent signals (Q1 , Q2, Q3) for controlling the steering angle (θ) in operation.

Optionally, when implementing the method, the servo arrangement includes an actuator in communication with the second element, the actuator being driven in operation in response to a signal within the servo arrangement controlling one or more forces applied to steer the at least one wheel and/or pivotal joint, thereby providing sensual feedback via the second element to the driver of steering force operatively required to steer the vehicle. More optionally, when implementing the method, the servo arrangement is configured to provide an under-steered or over-steered characteristic feel via the second element to the driver in operation as defined by a second conversion function {K2).

Optionally, when implementing the method, the second conversion function (K2) is driver selectable.

Optionally, when implementing the method, the second conversion function (K2) is dynamically adaptable in response to a speed of travel (V) of the vehicle in operation.

According to a fourth aspect of the invention, there is provided a software product recorded on a data carrier, the software product being executable on computing hardware for implementing a method pursuant to the third aspect of the invention.

It will appreciated that features of the invention are susceptible to being combine in any combination without departing from the scope of the invention as defined by the appended claims.

Description of the diagrams

Embodiments of the present invention will now be described, by way of example only, with reference to the following diagrams wherein:

Figure 1 is an illustration of principal function components of a vehicle;

Figure 2 is an illustration of principal component parts of a steering apparatus pursuant to the present invention;

Figures 3a and 3b are illustrations of various configurations of the steering apparatus of Figure 2;

Figures 4a, 4B and 4c are illustrations of steering control using the steering apparatus of Figure 2;

Figures 5, 6 and 7 are illustration of various configuration of electronic servo control included as a part of the steering apparatus of Figure 2;

Figures 8 and 9 illustrate control characteristics provided by the steering apparatus of Figure

2;

Figures 10 to 12 are schematic illustration of sensing arrangements employed in conjunction with the steering apparatus of Figure 2;

Figures 13a, 13b and 14 are illustrations of a braking function also optionally provided by the steering apparatus of Figure 2;

Figures 15 to 20 illustrate various manners of deployment of the steering apparatus of Figure 2;

Figure 21 is a schematic illustration of a vehicle including the steering apparatus of Figure 2, the vehicle including a steering pivotal joint as well as steerable back and front sets of wheels;

Figure 22 is a schematic diagram of the steering apparatus of Figure 2 provided with an additional panel of driver controls;

Figure 23 is a schematic diagram of the additional panel of Figure 2 including a subsidiary steering control for use at lower vehicle velocities;

Figure 24 is a schematic diagram of an alternative implementation of the steering apparatus illustrated on Figure 2, the alternative implementation including a plurality of

slidable elements which are individually and independently slidably moveable along a curved element for steering a vehicle;

Figure 25 is a schematic diagram of an alternative implementation of the steering apparatus of Figure 2, the alternative implementation of the apparatus including a slidable element which is slidably moveable along a curved element for steering a vehicle, the slidable element being provided at its ends with twistable controls for controlling an application of one or more brakes of the vehicle and/or a motive output of a motor and/or engine coupled to propel the vehicle; and

Figure 26 is a schematic diagram of active driving and non-active parking positions of the steering apparatus of Figure 2.

Description of embodiments of the invention

The present invention is based upon a general trend that steering in heavy commercial vehicles has evolved from simple direct mechanical links to servo-assisted links. A next evolutionary step is "drive by wire" wherein the aforementioned mechanical link 80 is replaced with an electronic servo control, for example implemented digitally via an electronic control unit (ECU) of the vehicle 10. Use of such "drive by wire" enables established conventions such as use of the aforementioned steering wheel 90 to be challenged. For example, contemporary military aircraft are often controlled by using joysticks which allow for more agile manoeuvring of the military aircraft in combat situations. There is also a growing interest in using joystick control for manoeuvring boats and ships in contradistinction to conventional two-lever controls; such joystick controls are found to be more convenient when manoeuvring boats and ships in confined areas, for example within harbour environments when docking at a quayside.

The inventors of the present invention have appreciated that contemporary steering wheels have evolved so as to enable a driver most conveniently to generate a torque transmissible via a mechanical link for steering a set of front wheels of a vehicle, for example for steering the set of front wheels 30 of the vehicle 10. When servo-assisted steering is employed, for example in a context of the aforementioned mechanical link 80, there is no longer a need to employ a steering wheel except for ensuring similarity with earlier conventional vehicles. However, when "drive by wire" electronic servo control is employed for steering, there is no longer any technical need for the steering wheel to be retained. However, joystick-type

controls as employed on aircraft are not optimal for controlling heavy commercial vehicles which are susceptible to travelling within a large dynamic range of speeds, for example . slowly when manoeuvring in a parking area and also at high speed on a motorway. The inventors have therefore appreciated that an alternative innovative type of steering control is required which synergistically synthesizes benefits of a conventional steering wheel with ease of use afforded by a joystick. Moreover, the alternative type of steering control is beneficially capable of reducing problems associated with repetitive strain injury as elucidated in the foregoing, and enhancing driving comfort.

When the vehicle 10 is adapted pursuant to the present invention, the driver console 50 is provided with a steering apparatus as depicted in Figure 2; the steering apparatus is indicated generally by 200. The steering apparatus 200 replaces the aforesaid steering wheel 90 and is coupled by a "drive by wire" electronic servo control to steer the steering angle 0of the front set of wheels 30 when in operation.

Referring to Figure 2, the steering apparatus 200 in overview comprises a substantially curved rigid element 210. The curved element 210 optionally has straight first and second straight ends as illustrated denoted by 220, 230 respectively. The straight ends 220, 230 are pivotally coupled to support elements 240, 250 respectively. The support elements 240, 250 are inclined at angles ^, fc with respect to a vertical axis denoted by 300. Optionally, the support elements 240, 250 are inclined at a mutually similar angle to the vertical axis 300 such that øi = ø≥. Alternatively, the support elements 240, 250 are inclined at mutually different angles; for example, when the vehicle 10 is designed for right-hand-drive European roads, for example as in Germany and Sweden, the steering apparatus 200 is located on a left-hand side of the vehicle 10, such that the left-side support element 240 is beneficially supported from a position above, whereas the right-side support element 250 is beneficially supported from a position below, thereby providing for convenient driver access via a leftside driver's door of the vehicle 10 as depicted in Figure 3a. Alternatively, the support elements 240, 250 are both supported from below as illustrated in Figure 3b wherein one or more of the support elements 240, 250 are shaped with a bend for providing better knee access for the driver. More optionally, the support elements 240, 250 are pivotally mounted at their ends remote from the curved element 210. Yet more optionally, the support elements 240, 250 are both supported from above as illustrated in Figure 3c.

Referring again to Figure 2, the curved element 210 is provided with a sliding element 320 thereon as illustrated. In operation, the sliding element 320 is driver-slidable between a first extreme left position illustrated in Figure 4a, namely Q = -Q _max , and a second extreme right

position illustrated in Figure 4b, namely Q = +Q _max .; Q is a signal indicative of a position of the sliding element 320 relative to the curved element 210. The steering apparatus 200 is - provided with a sensor arrangement (not shown in Figures 2 to 4) for sensing the aforesaid relative position of the sliding element 320 relative to the curved element 210 for generating the signal Q indicative of this relative position. When the sliding element 320 is symmetrical and centrally adjusted relative to the curved element 210 as depicted in Figure 4c, the signal Q is conveniently of nominally null value, namely Q = O.

Optionally, the steering apparatus 200 is operable to be adjusted so that the signal Q is of a nominally null value when the sliding element 320 is non-centrally adjusted, namely asymmetrical, relative to the curved element 210. Such adjustment of the position of the sliding element 320 along the curved element 210 corresponding to a null value of the signal

Q is beneficially executed when the vehicle 10 is stationary in response to the driver of the vehicle 10 activating a "null position adjustment control" included on the steering console 50; such an adjustment control is conveniently implemented as a driver depressible switch or a driver voice-activated control.

The signal Q is employed in the vehicle 10 implemented pursuant to the present invention to control the aforementioned steering angle θ of the set of front wheels 30 via an electronic servo control 400 as depicted in Figure 5. The electronic servo control 400 is beneficially implemented within an electronic control unit (ECU) 410 of the vehicle 10, for example the electronic control unit (ECU) 410 is beneficially linked via a contemporary CAN data bus to other component parts of the vehicle 10 and is responsible for other functions such as engine management and safety.

The signal Q derived from the aforesaid sensor associated with the curved element 210 and sliding element 320 of the steering apparatus 200 is processed via a conversion unit 420 in the electronic servo control 400 to generate a corresponding processed signal K1{Q) wherein K1 is a conversion function exhibited by the conversion unit 420 when in operation. The processed signal K1(Q) is coupled to a non-inverting control input of a servo amplifier 450 which is operable to drive actuators 460 defining the steering angle θ at the set of front wheels 30; alternatively, the vehicle 10 is steered by steering an angle of one or more of its articulated joints as illustrated in Figure 21. A sensor 470 included at the set of front wheels 30 is operable to sense the steering angle θ of these wheels 30 and generate a corresponding feedback signal R; additionally or alternatively, the sensor 470 is included at one or more steerable articulated joints as illustrated in Figure 21 when included in the

vehicle 10. The feedback signal R is coupled to an inverting input of the servo amplifier 450 as illustrated.

In operation, the driver slides the sliding element 320 in an arced manner along the curved element 210 to control the steering angle θ of the set of front wheels 30. When the sliding element 320 is in a symmetrical centre position as depicted in Figures 2 and 4c for which Q = 0, the steering angle θ of the set of front wheels 30 is also zero, namely θ = 0, so that the vehicle 10 drives in a forward direction, namely straight ahead. The servo amplifier 450 is operable to force a condition that R = K1(Q).

The actuator 460 is beneficially a hydraulic device, an electric motor and/or a stepper motor. Other implementations of the actuator 460 are also feasible. The conversion unit 420 and the servo amplifier 450 are susceptible to being implemented, at least in part, using software executable on computing hardware. The sensor 470 is preferably a robust device mounted in a vicinity of the wheels 30; for example, the sensor 470 is optionally implemented as a potentiometer, an optical encoder, a magnetic rotary sensor (rotary LVDT), a differential Hall- effect device to mention a few examples.

Controlling a direction of travel of the vehicle 10 in operation by the driver adjusting the sliding element 320 along the curved element 210 is ergonomically highly synergistically beneficial on account of combining benefits of a steering wheel with aspects of control associated typically with a joystick; for example, a need for a convention steering column is avoided. However, in comparison with a joystick, manipulation of the curved element 210 involves larger motions that utilize larger groups of muscles. Thus, more relaxed, natural and ergonomically appropriate postures can be used according to the driving task at hand. The steering motions can be kept close to these beneficial postures. Static muscle strain for keeping a constant steering control actuation can be avoided. Although an example is described of the curved element 210 being substantially semicircular as depicted in Figure 2 wherein an arcuate angle β = 180°, it will be appreciated that the element 210 can be implemented:

(a) with an arc angle of less than 180°; optionally, the element 210 is implemented as an arcuate element having the arcuate angle β in a range of 10° to 170°, more optionally in a range of 30° to 150°; and

(b) with an arc angle of more than 180°, for example an arc angle of 210°.

The curved element 210 may more optionally be implemented as a substantially linear component along which the sliding element 320 slides in a linear manner in operation; this, corresponds to the arcuate angle β being substantially 0°. Optionally, the straight ends 220, 230 of the curved element 210 can have diminutive length, or even zero length. A plane including the curved element 210 is beneficially horizontal in operation. Optionally, the plane including the curved element 210 is beneficially included at a tilt angle relative to a horizontal plane, the tilt angle being non-zero. For example a middle portion of the curved element 210 can be higher in operation than its straight ends 220, 230 to mimic slightly a conventional backwardly-inclined steering wheel as depicted in Figure 18. Optionally, the tilt angle is adjustable in response to driver preference as will be elucidated in more detail later. More optionally, the driver presses a switch or button on driver console 50 or a pedal on the floor when adjusting the tilt angle of the curved element 210 relative to the horizontal plane for reasons which will be elucidated later, for example for improving driver comfort.

The electronic servo control 400 as depicted in Figure 5 is susceptible to being further modified so as to provide the driver of the vehicle 10 with sensual feedback regarding a steering force which is applied in operation to steer the set of front wheels 30. Thus, the electronic servo control 400 is susceptible to being modified to provide an electronic servo control 500 as depicted in Figure 6; the electronic servo control 500 differs from the . electronic servo control 400 on account of the servo control 500 including an additional amplifier 510 coupled to drive an actuator 520 operable to apply a force to the sliding element 320. The amplifier 510 is connected at its input to an output of the servo amplifier 450 which is connected to an input of the aforesaid actuator 460. For best driver steering feeling, the feedback signal could also come directly from the sensor 470 at the pivot point of the wheel. An advantage of the electronic servo control 500 is that it potentially further enhances driving safety by rendering the driver more aware of a manner in which the vehicle 10 is behaving in operation when being driven and steered along a road, motorway or highway by registering road surface undulations, bumps and variations in road grip.

The servo control 500 as depicted in Figure 6 is susceptible to being yet further modified to provide an electronic servo control 600 as depicted in Figure 7; a second converter unit 620 providing a conversion function K2 therethrough is included in the servo control 600 preceding the additional amplifier 510 so as to provide a force to the sliding element 320 which is a function of the measured signal Q. It is thereby possible using the servo control 600 to provide the sliding element 320 with a feel of an under-steered and/or an over-steered characteristic in response to the measured signal Q. It will be appreciated from the foregoing

that the measured signal Q is a function of the position of the sliding element 320 relative to the curved element 210.

The electronic servo controls 400, 500, 600 are optionally implemented so that their conversion units 420, 620 are operable to provide the conversion functions K1, K2 respectively therethrough which is at least one of:

(a) driver selectable and/or adjustable;

(b) operable to provide a signal transmission characteristic therethrough which is dependent upon one or more other operating physical parameters of the vehicle 10, for example upon a speed of travel V as well as currently experienced acceleration/retardation of the vehicle 10 in all directions and/or the measured signal Q; and

(c) a non-linear function of the measured signal Q.

When the vehicle 10 is implemented in a convention manner, the steering wheel 90 can be driver-rotated many times to steer the front set of wheels 30 of the vehicle 10 through their full steering angle. When the vehicle 10 is implemented pursuant to the present invention, a complete movement of the sliding element 320 along the curved element 210 is required for the vehicle 10 to achieve a corresponding steering adjustment of its set of front wheels 30 without being excessively sensitive when being adjusted by the driver of the vehicle 10. Referring to (b) immediately above, it has been appreciated by the inventors that a large maximum steering angle 0 as illustrated in Figure 1 , for example -30° < θ < +30°, is not required when the vehicle 10 is travelling a high speeds, for example when the speed of the vehicle V > 50 km/hour, as centrifugal forces generated by the vehicle 10 turning in a small turning circle at such high speeds would cause the vehicle 10 to tip over or even roll. Conversely, the inventors have appreciated that the front set of wheels 30 may be required to exhibit a relatively large steering angle θ when the vehicle 10 is travelling at low speeds, for example when the speed of the vehicle V < 20 km/hour, for example when parking the vehicle 10 or performing a sharp right- or left-turn at a junction or traffic lights at low speed. It is thus highly beneficial that the conversion function K1 is modulated by the speed V of the vehicle 10 as depicted in Figure 7. In an event that the driver of the vehicle 10 finds that the sliding element 320 is at its adjustment limit along the curved element 210, the driver then has an option of obtaining a greater steering adjustment by decelerating the vehicle 10 slightly, for example by applying one or more brakes of the vehicle 10. Once the driver has learnt the "look and feel" of the electronic servo control 600, such adjustment becomes second nature and quite safe in real driving situations. Similar considerations of scaling the

conversion function K1 in response to the speed of the vehicle V are also relevant for the aforementioned. electronic servo controls 400, 500 illustrated in Figures 5 and 6 respectively.,.: n

Referring to Figure 8, there is shown a graph having a abscissa axis denoting the steering angle øof the set of front wheels 30 and an ordinate axis representing the signal Q indicative of the angular or linear position of the sliding element 320 along the curved element 210 for various speeds of the vehicle V1, V2, V3; for example the speeds V1, V2 and V3 correspond substantially to 15 km/hour, 30 km/hour and 80 km/hour respectively. A maximum angle through which the set of front wheels 30 can be steered in operation is a function of the speed V and can either be a linear or non-linear relationship between the steering angle øand the position-indicative signal Q. At the higher speed V3, it is no possible to steer the set of wheels 30 through such a large steering angle θ, thereby reducing a risk that the driver causes the vehicle 10 to roll or overturn whilst providing an appropriate adjustment range depending on the driving speed V. Figure 9 is related to Figure 8 and illustrates a manner in which the maximum steering angle θ available varies as a function of the speed V of the vehicle 10. As elucidated in the foregoing, the conversion function K1 is beneficially rendered dynamically variable in order to provide a characteristic as represented in Figures 8 and 9.

Optionally, the transmission function K1 is also rendered to be a function of a weight W of load being transported by the vehicle 10; for example, the maximum steering angle 6L _8x available as a function of speed is modulated by the weight W, and optionally also a height H of a centre of gravity of the weight W. Yet more optionally, the conversion function K1 is also rendered to be a function of a nature of the load providing the weight W; for example, when ^" the ^" load is a liquid whose centre of gravity is susceptible to be unexpectedly dynamically variable under driving conditions, the conversion function K1 can be appropriately further restricted in range as a function of the speed V to reduce a risk of potential accident when causing the vehicle 10 to turn.

Beneficially, one or more of the conversion functions K1, K2 are implemented using computing hardware operable to execute one or more software products comprising executable program code. Alternatively, the conversion functions K1, K2 are implemented using hardware.

Referring again to Figure 2, a practical implementation of the sliding element 320 on its curved element 210 will now be described. The sliding element 320 is preferably provided

with a low-friction interface, for example provided by roller bearings, polytetrafluoroethylene (PTFE) bushings; nylorπbushings and so forth, so that it is capable of sliding with relative- ease along the curved element 210 when the driver's hand force is applied thereto. Ends of the sliding element 320 are preferably provided with seals to prevent items become wedged between the sliding element 320 and the curved element 210 which could hinder their relative movement in operation; for example, the aforesaid seals prevent a corner of an item of clothing, for example a corner of a sleeve of the driver's shirt, becoming wedged and hindering movement of the sliding element 320 relative to the curved element 210. Optionally, one or more of the curved element 210 and the sliding element 320 are at least partially flexible to assist in their relative sliding movement in operation. The sliding element 320 is beneficially furnished on its outer surface accessible to the driver of the vehicle 10 with ridges and other spatially relieved features as well as the choice of surface material for assisting driver gripping of the sliding element 320 in operation; such ridges assist to ensure a satisfactory grip when the driver's hands become sweaty or there are traces of lubricant such as oil deposits on an outer surface of the sliding element 320.

Sensing of the position of the sliding element 320 relative to the curved element 210, namely generating the signal Q, is required for implementing the present invention. Such sensing can be implemented in several alternative ways. For example, in Figure 10, there is shown a schematic illustration by way of a block representation of the curved element 210 with the sliding element 320 operable to slide along the curved element 210 as denoted by an arrow 700. The sliding element 320 is coupled via a cord, flexible band or miniature chain 710 around two pulleys 720, 730; a sliding movement of the sliding element 320 relative to the curved element 210 results in the cord, band or chain 710 moving back and forth as denoted by an arrow 740 and in the two pulleys 720, 730 to correspondingly rotate. Beneficially, the pulley 720 is a rotary encoder which is operable to generate the aforesaid signal Q. The rotary encoder is optionally implemented as an optical rotary encoder, a magnetic rotary encoder, a capacitive rotary encoder and/or a potentiometer. The pulley 730 is beneficially a rotary actuator for implementing the aforementioned actuator 520 as illustrated in Figures 6 and 7 for providing force feedback to the driver of the vehicle 10. Optionally, the rotary encoder and the rotary actuator are collocated at a same pulley. Optionally, the pulleys 720, 730 and their associated rotary encoder are enclosed within the curved element 210 implemented as a hollow member; more optionally, the rotary actuator is also enclosed within the curved element 210. Optionally, more than one rotary encoder can be included coupled to the sliding element 320. Yet more optionally, three or more rotary encoders can be included to sense the position of the sliding element 320 and a voting arrangement coupled to their outputs; in an event that one of the three or more rotary encoders providing a position

indicative output Q1 indicative of the position of the sliding element 320 fails in operation so rthat jts output Q1 israt .variance with corresponding outputs Q2, Q3 and so forth from the other rotary encoders, the voting arrangement is operable to ignore the output Q1 and use the outputs Q2, Q3 and so forth for steering the front set of wheels 30 of the vehicle 10. Such a voting arrangement is beneficially implemented using a software product executable on computing hardware of the vehicle 10 and is susceptible to improving reliability and hence safety of the vehicle 10.

As an alternative, or an addition, to employing one or more rotary encoders for sensing the position of the sliding element 320 relative to the curved element 210 for generating the signal Q, linear encoders can be employed as depicted in Figure 11. For example, an optical linear encoder 800 can be included along the curved element 210 implemented as a hollow member; alternatively, the optical encoder 800 is included externally to the curved element 210. The linear encoder 800 includes a strobed illumination source 810 for illuminating a portion of the sliding element 320 with strobed light radiation; the portion of the sliding element 320 is provided with spatially-distributed features providing optical contrast. The sliding element 320 is operable to reflect the strobed light radiation incident thereupon to generate reflected light radiation for receipt at an optical detector 820 of the linear encoder 800. The reflected light radiation as detected by the optical detector 820 is synchronously detected in respect of the aforementioned strobe to generate an optical signal which is then processed to generate the signal Q indicative of the position of the sliding element 320. The linear encoder 800 can optionally utilize one or more of: optical image correlation, Moire fringe detection, optical pulse counting for sensing movement of the sliding element 320. Use of strobed illumination assists to reduce a risk of unstrobed ambient illuminations, for example sunlight, from affecting the signal Q.

As a yet further alternative, or an addition, to employing one or more rotary encoders for sensing the position of the sliding element 320 relative to the curved element 210 for generating the signal Q, magnetic and/or capacitive readout devices 900 can employed to sense the position of the sliding element 320 and generate the corresponding signal Q as depicted in Figure 12. The sliding element 320 is beneficially provided with capacitively or magnetically detectable features whose relative movement to one or more sensor elements 910 are susceptible to being detected. The devices 900 can also simultaneously be implemented as a linear magnetic motor for synergistically implementing the actuator 520 as illustrated in Figures 6 and 7.

The steering apparatus 200 in its various alternative implementations as described in the foregoing is capable of being further adapted not only to provide steering for the vehicle 10 but also a braking function for the vehicle 10. Beneficially, the driver console 50 of the vehicle 10 includes a release control, for example a button or switch; whilst the control is activated, the driver is allowed by pressing the release control to change the tilt angle fa, φι of the curved element 210 as illustrated in Figure 2 for optimal driver comfort when driving the vehicle 10; driver comfort is important for avoiding repetitive strain injury and also in view of the driver of the vehicle 10 spending many hours at the driving console 50. For example, some drivers of the vehicle 10 will prefer the curved element 210 to be raised at its centre relative to its straight ends 220, 230, for example as depicted in Figure 18, whereas other drivers will prefer the curved element 210 to be lower at its centre relative to its straight ends 220, 230. When the release control is no longer depressed, a defined working value for the angles fa, fa is thereby defined and hence corresponding angles fa, φ ₄ respectively as depicted in Figures 13a, 13b also defined; the curved element 210 is thereby set to its nominally neutral operating position. Beneficially, the curved element 210 is provided with a compliant mechanism, for example at a pivotal interface between the curved element 210 and its support elements 240, 250, which permits the centre of the curved element 210 to be pushed down against a biasing spring force and thereby pivot in respect of the support elements 240, 250 as illustrated in Figures 13a, 13b and 14; the curved element 210 pivots so that its angles fa, φ ₄ are modified to fa', φ ₄ ' by an angular shift of a magnitude Aφ'. Such pivoting as illustrated in Figures 13a, 13b and 14 is beneficially operable to cause brakes of the vehicle 10 to be applied. Such operation of brakes can be in addition to, or alternative to, the vehicle 10 being provided with foot-operated brake pedals.

When the motor and engine 25 of the vehicle 10 forms a part of hybrid powertrain, a braking characteristic provided by depressing a centre of the curved element 210, for example by applying a downward force P to the sliding element 320 and hence thereby indirectly to the curved element 210, progressively invokes one or more braking functions of the vehicle 10. For example, referring to Figure 14, a region of operation denoted by R1 corresponds to the curved element 210 being in its neutral drive position wherein brakes of the vehicle 10 are not applied and sliding the sliding element 320 relative to the curved element 210 implements steering of the front set of wheels 30 as elucidated in the foregoing. By the driver applying moderate downward pressure P onto the sliding element 320 or the curved element 210 to cause the curved element 320 to be slightly tilted to invoke a region of operation denoted by R2, regenerative braking is applied whereby momentum of the vehicle 10 is converted, for example using one or more electric generators or motors of the vehicle 10, into recovered energy for storing in a storage element, for example an electrical battery

of the vehicle 10; the recovered energy is subsequently available for providing motive power to propel the vehicle.10.- -Moreover,- by-the driver applying heavy downward pressure P onto the sliding element 320 or the curved element 210 to cause the curved element 320 to be considerably tilted to invoke a region of operation denoted by R3, full mechanical brakes and optionally also regenerative braking is applied to slow a speed of travel of the vehicle 10, or to even bring the vehicle 10 to a complete standstill. In an event of the driver applying a very strong force P to the curved element 210, for example in an emergency braking situation, all brakes of the vehicle 10 are applied, taking due regard to antiskid ABS if such functionality is provided on the vehicle 10. In operation, the driver seated or standing at the driver console 50 beneficially uses one hand to guide the sliding element 320 along the curved element 210, and uses another hand to hold the curved element 210 in preparation for a need to invoke one or more of regenerative braking and mechanical braking; alternatively, the driver uses both hands to hold the sliding element 320 in order to both steer and activate the braking function.

As an alternative, or addition, to employing the inclination angle ^ ₃ to control braking functions of the vehicle 10 when equipped with the steering arrangement 200, the sliding element 320 is implemented using compressible deformable material, for example a natural rubber or synthetic flexible polymer material, which is susceptible to being squeezed by the driver. The sliding element 320 is provided with pressure sensors which are operable to sense a squeezing force applied by the driver to the sliding element 320 and apply one or more of regenerative brakes and friction brakes is response to the applied squeezing force. For example, a little squeezing force applied to the sliding element 320 invokes regenerative braking associated with a hybrid powertrain of the vehicle 10, whereas a strong squeezing force applied to the sliding element 320 invokes both regenerative rakes and friction brakes. As elucidated in the foregoing, operation of the steering arrangement 200 to invoke a braking function in the vehicle 10 is beneficially supplementary to the vehicle 10 being provided with a conventional brake pedal. Including both hand-operated brakes and pedal-operated brakes is potentially susceptible to providing enhanced safety in case the driver is momentarily unexpectedly unable to use hands to apply brakes, as well as providing enhanced comfort by allowing the posture to be adapted according to the driving task at hand.

Examples of the steering assembly 200 will now be described with reference to Figures 15 to 20. In Figure 15, the driver of the vehicle 10 is denoted by 1000 and is shown in a standing position with both hands holding the sliding element 320. Such a standing position in Figure

15 is relevant when the vehicle 10 is a heavy construction vehicle where it is advantageous

for the driver 1000 to be in a standing position to most advantageously observe and manipulate objects in-front of -the -vehicle -10. Beneficially, the control assembly 200 is susceptible to being adjusted to enable the driver 1000 in a standing position to drive the vehicle 10.

In Figure 16, a manner in which the driver 1000 is capable of holding the sliding element 320 to move it in a right-hand direction as denoted by an arrow 1010 relative to the curved element 210 is illustrated. The sliding element 320 is shown at its extreme right-hand position in relation to the curved element 210, namely Q = +Q _max . The radius of the curved element 320 can be adapted according to the relevant driver population as well as to applicable driving postures and facilities for adjustment can be provided. For example, the curved element may be exchangeable for adaptation to different drivers or different driving tasks.

In Figure 17, a manner in which the driver 1000 is capable of holding the sliding element 320 to move it in a left-hand direction as denoted by an arrow 1020 relative to the curved element 210 is illustrated. The sliding element 320 is shown at its extreme left-hand position in relation to the curved element 210, namely Q = -Q _max .

The steering apparatus 200 can also be adjusted so that the driver 1000 is able to control the vehicle 10 when the driver 1000 is in a seated posture as shown in Figure 18. Optionally, as illustrated in Figure 18, the curved element 210 is orientated so that its centre is higher than its ends in a manner slightly akin to a normal conventional steering wheel. However, the steering apparatus 200 has important advantages, for example in that it does not have a steering column in a .manner akin to a normal conventional steering wheel. Without a conventional steering column and a circular steering wheel rim, the hands and arms can be held lower and closer to the driver body to support driver comfort over long time periods as well as enhanced readiness when quick actions are needed. During vehicle impact events, severe chest injuries can arise from drivers being thrown onto steering columns; the steering apparatus 200 is capable of providing considerably enhanced driver safety during impact events by potentially avoiding such chest injuries from occurring.

In Figure 19, the steering apparatus 200 is illustrated in side view with the driver 1000 in a seated posture providing a field of view, namely field-of-vision, with an elevation angle range P ₁ ; the angle pi is chosen so that that the driver 1000 is provided with a view of any other vehicle immediately in front of the vehicle 10 and also any overhead road signs which the driver 1000 needs to take into consideration when driving. The seated posture is beneficially

adopted when driving the vehicle 10 for longer distances, for example along a motorway, turnpike or highway. The cab of- the vehicle- 10 has a roof denoted by 1010, and a front forward-facing panel 1020 to provide protection for the driver. A front glass window of the cab is denoted by 1030.

Optionally, the support elements 240, 250 are pivotally mounted to the cab structure 20 of the vehicle 10 so that the steering apparatus 200 is able to pivot at remote ends 1050 of the support elements 240, 250 to enable the driver 1000 to exit and enter into a region defined by the steering apparatus 200. Such pivoting movement is susceptible to providing enhanced driver access to the steering apparatus 200.

Pivoting of the support elements 240, 250 at their remote ends 1050 enables the steering apparatus 200 to optionally assume a standing configuration as illustrated in Figures 15, 16, 17 and 20, and a seated configuration as illustrated in Figures 18 and 19. In Figure 20, the driver 1000 is shown in a standing posture which provides the driver 1000 with a field of view, namely field-of-vision, with an elevation angle range p ₂ ; the angle p ₂ is chosen so that the driver 1000 is provided with a view of a region immediate in front of the vehicle 10 whilst also enabling the driver 1000 to look straight ahead. Such a standing position is beneficial in tight situations/areas as well as when the vehicle 10 is a garbage truck, a distribution vehicle, etc. with a high frequency of driver getting in and out of the vehicle, or a heavy construction vehicle and when the driver 1000 is manipulating apparatus, for example an articulated bucket, articulated grabbing claw or articulated shovel, immediately in close proximity in front of the vehicle 10.

Application of embodiments of the present invention in relation to the vehicle 10 has been described in the foregoing. However, the present invention is also susceptible to being employed with other types of vehicle. For example, referring to Figure 21 , there is shown a vehicle indicated generally by 1200 to which the steering apparatus 200 as represented by the curved element 210 and the sliding element 320. The vehicle 1200 includes a front cab portion 1210 pivotally coupled at a pivot 1220 relative to a rear portion 1230 designed to carry a load. The front cab portion 1210 is operable to pivot by an angle &ι relative to the rear portion 1230. The front set of wheels 30 of the front cab portion 1210 are steerable by an angle θ _\ . Moreover, the rear set of wheels 40 of the rear portion 1230 are steerable by an angle O ₃ . In the vehicle 1200, the rear set of wheels 40 are driven by the engine or motor 25. Optionally, the engine or motor 25 is built into the wheels 40 when implemented as electric motors.

In a similar manner.as.elucidated-in the-for.egoing, the position of the sliding element 320 relative to the curved element 210 generates a signal Q which is processed in operation via an electronic control servo denoted by 1240 and thereby employed to steer the vehicle 1200. Such steering of the vehicle 1200 is achieved by at least one of options:

(a) steering the front set of wheels 30 such that the steering angle θ _\ is a function of the signal Q;

(b) steering the front cab portion 1210 of the vehicle 1200 relative to its rear portion 1230 such that the steering angle 6b is a function of the signal Q; and

(c) steering the rear set of wheels 40 such that the steering angle O ₃ is a function of the signal Q.

Optionally, a choice of options (a) to (c) is a function of a speed of travel V of the vehicle 1200 and/or is driver 1000 definable by pressing various switches and controls on the console 50 associated with the steering apparatus 200. Optionally, the electronic control servo 1240 is operable to switching smoothly and gradually between one or more of the options (a) to (c) automatically in response to the speed V and the parameters of the vehicle 1200.

Steering modes M which are feasible for the vehicle 1200 are listed in Table 1.

Table 1 :

Although the vehicle 1200 is described as including the pivot 1220, it will be appreciated that the vehicle 1200 is susceptible to being adapted to include more than one such pivot 1220, for example when the vehicle 1200 is implemented as a three or more segment advanced articulated urban passenger bus including two or more such pivots 1220.

Referring to Figure 21 and 22, the aforementioned console 50 is susceptible to being included as an integral part of the steering apparatus 200. The console 50 is beneficially implemented as a panel 1300 which is supported via a mount 1310 to a portion of the curved element 210 along which the sliding element 320 is not actuated in use as illustrated. Optionally, an angular inclination of the panel 1300 is driver-adjustable relative to the curved element 210. Beneficially, the panel 1300 is generally closer to the driver 1000 than the sliding element 320 so that palms of hands of the driver 1000 are able to rest for comfort of the panel 1300 when actuating the sliding element 320 relative to the curved element 210. The panel 1300 could also be in front of or above the curved element 210 for vehicles operated with a high frequency of steering. For comfort, the panel 1300 is provided with one or more soft support pads 1330; for example, the one or more support pads 1330 are implemented with silicone-gel inserts or similar soft compliant material. As shown in lower

insert in Figure 22, there are optionally provided left-hand and right-hand support pads 1330 with a control panel 1340..-included,- centrally:; therebetween; the control panel 1340 is configured to be conveniently operated by thumbs of hands of the driver 1000. Conveniently, the driver 1000 is able to rest palms of hands on the pads 1330 whilst employing fingers to control the sliding element 320 and thumbs to control switches on the control panel 1340, thereby being able to invoke functions whilst retaining steering control of the vehicle 10, 1200.

In an alternative implementation, the support pad 1330 is implemented in arcuate form is illustrated in inset at a top of Figure 22; the support pad 1330 conveniently has a form on the panel 1300 akin to a "horse shoe". Conveniently, the control panel 1340 is implemented in a similar arcuate form with switches, indicator lights and so form disposed in a curved row.

An implementation of the control panel 1340 is illustrated in greater detail in Figure 23. The control 1340 in Figure 23 includes a left-hand array of switches and indicator lamps denoted by 1400 and a right-hand array of switches and indicator lamps denoted by 1410. The arrays of switches 1400, 1410 beneficially include functions such as one or more of for example: cruise control, hazard warning lamps, direction turning indicator lamp controls, windscreen wiper control, fog lamp control, headlight control, air conditioning control or specific vehicle application functions according to the main usage of the vehicle. In a centre region of the control panel 1340 is included an alternative steering control 1420 which is usable as an alternative to the steering arrangement 200, for example when controlling the vehicle 10, 1200 at low speeds for the speed V < 15 km/hour when a very high precision of steering control is required. The alternative steering control 1420 is driver 1000 selectable, for example by pressing an appropriate switch on the control panel 1340, and/or automatically activated in response to the speed V of the vehicle 10, 1200. The alternative steering control 1420 is conveniently implemented as an elongate element akin to a hand grip which is pivotable about a centre of rotation denoted by 1430. The elongate element is provided with a first switch 1450 at an upper region thereof as illustrated; activating the first switch 1450 enables driver rotation of the elongate element around the centre of rotation 1430 to control the steering angle θ^ of the front set of wheels 30. Moreover, the elongate element is provided with a second switch 1440 at a lower region as illustrated; activating the second switch 1440 enables driver rotation of the elongate element around the centre of rotation 1430 to control the steering angle (k of the rear set of wheels of the vehicle 1200. Furthermore, activating the switches 1450, 1440 simultaneous invokes simultaneous steering of both the front and rear sets of wheels 30, 40.

In an emergency situation, the_driver_tOOQπriay.;neechto:. react quickly and grab for the sliding element 320 for steering the vehicle 10, 1200 equipped with the steering arrangement 200 implemented pursuant to the foregoing. It is desirable that the driver 1000 is not inadvertently, when reacting quickly, prone to accidentally activating critical functions via the control panel 1340. Critical functions such as engine on/off, steering type select, brake functions, tipping functions, door opening are beneficially implemented so that their respective switches are not susceptible to being invoked by the driver's hands inadvertently contacting in haste onto the control panel 1340 in an emergency situation when reacting quickly and instinctively. For example, certain critical functions are provided by switches on an underside of the control panel 1330 in a manner wherein contact of the panel 1330 onto knees of the driver 1000 are not susceptible to inadvertently activating critical functions; such critical functions are beneficially invoked only when the driver's fingers are used to activate the switches controlling such functions.

Referring to Figure 24, the steering arrangement 200 is shown in modified form as denoted by 1500. The steering arrangement 1500 includes the aforesaid curved element 210 arranged on its supports 240, 250 but is provided with two sliding elements 320a, 320b. The two sliding elements 320a, 320b are mutually independently slidable along the curved element 210 for defining two steering signals Q1, Q2 respectively. The steering servo control 1240 is operable to compute an average value Q _av wherein Q _av = — — ^—^ which is employed to control one of more of the steering angles θ _u fy, O ₃ . The steering arrangement 1500 is of benefit in that the driver's left and right hands are operable to control positions of the sliding elements 320a, 320b respectively relative to the curved element 210 and thereby allowing for finer, and yet ergonomically convenient, control of wheel steering angle for the vehicle 10, 1200 in aforesaid various embodiments of the present invention. Having separate sliding elements that are not solidly linked to each other, can also be part of available adjustment opportunities to further increase steering comfort according to the size of different drivers.

Optionally, the support elements 240, 250 are implemented to be telescopic comprising a plurality of at least partially overlapping members which are operable to mutually slide relative to one another to enable a height of the curved element 210 to be adjusted pursuant to driver preference. The curved element 210 is not limited to being an arcuate component and is optionally of more complex shape, for example a combination of one or more straight sections and one or more curved sections of various radii of curvature for facilitating different

hand grip opportunities. For example, the curved element 210 is then capable of being implemented with a straight middle..p,ortion _™ and-cuπved.;endrpotions; the straight middle portion being used in normal driving of the vehicle 10, and the curved end portions being used when performing manoeuvres for parking the vehicle 10 at low travelling speeds, for example V < 15 km/hour.

Referring to Figure 25, the steering apparatus 200 is shown in a modified implementation wherein the sliding element 320 is provided at one or more of its remote ends with twistable controls denoted by 1600. The twistable controls 1600 are operable to twist in a manner indicated by arrows 1610. Moreover, the twistable controls 1600 are operable to slide together with the sliding element 320 along the curved element 210 for steering the vehicle 10. Optionally, one or more of the twistable controls 1600 are operable to control an application of one or more brakes of the vehicle 10. Optionally, one or more of the twistable controls 1600 are operable when twisted to control a rate of supply of fuel supplied to an engine of the vehicle 10; alternatively or additionally, one or more of the twistable controls 1600 are operable when twisted to control power applied to an electric traction motor of the vehicle 10.

Implementation of the steering apparatus 200 in a manner as illustrated in Figure 25 provides numerous benefits. Whereas the sliding element 320 is actuated by the driver 1000 to steer the vehicle 10 by way of the driver 1000 invoking a sliding motion of the sliding element 320 by using muscles in the driver's 1000 arms and torso, braking and/or acceleration of the vehicle 10 is achieved via the one or more twistable controls 1610 using primarily the driver's

1000 wrist muscles. In consequence, a greater number of the driver's 1000 muscles are used which results in enhanced driving comfort over long periods of time, for example over several hours. The one or more twistable controls 1610 are provided in supplement to corresponding foot controls, so that the driver 1000 is provided with more than one approach for applying brakes of the vehicle 10, thereby potentially enhancing driving safety.

Optionally, application of one or more brakes of the vehicle 10 is electronically controlled to automatically override any demand input by the driver 1000 for more fuel supply to the engine and/or more power to be applied to the motor of the vehicle 10.

Ease of access of the driver 1000 to the driver console 50 when implemented using the steering apparatus 200, and variants thereof described in the foregoing, is a feature which is susceptible to enhancing ease of use of the vehicle 10. Beneficially, the steering apparatus 200 is operable to assume a first active deployed state when employed by the driver 1000 to steer the vehicle 10, and a second inactive parked state when the driver 1000 is desirous to

enter of leave a vicinity of the driver console 50. In Figure 26, the steering apparatus 200 is shown both in its second parked stater whereat trrerapparatus_200Js-pivoted to substantially align up against the front glass window 1030 to provide unhindered access for the driver 1000 to and from the vehicle 10, and in its first deployed state wherein its sliding element 320 can be actuated by the driver 1000 either in a standing position or in a seated position.

In Figure 26, the sliding element 320 and its associated curved element 210 are shown in an upwardly-pivoted orientation. Alternatively, or additionally, the sliding element 320 and its curved element 210 are susceptible to being rotated to a downwardly-pivoted orientation so as to substantially align with the support elements 240, 250.

Optionally, driver 1000 actuation of the steering apparatus 200 to the second parked state is operable to automatically invoke one or more of: (a) a parking brake of the vehicle 10; (b) a gear box of the vehicle 10 to be maintained rotationally coupled, namely "in gear";

(c) an immobilizer of the vehicle 10 is applied to assist to hinder theft and/or towing of the vehicle 10; and

(d) an antitheft function of the vehicle 10, for example a theft alarm of the vehicle 10 is activated after a defined time period commencing from an instance the steering apparatus 200 is moved from its first deployed state to its second parked state.

The steering apparatus in accordance with the invention can be used with the second element 320 in an off centre position in relation to the first element 210 when the steering angle is neutral to the longitudinal axis of the vehicle (10). This option can be useful when the vehicle is used as a work vehicle, e.g. for paving asphalt or for painting road markings.

It will be appreciated that embodiments of the invention as described in the foregoing are susceptible to being modified without departing from the scope of the invention as defined by the appended claims. Although the present invention is described in the context of heavy commercial vehicles, the present invention is susceptible to be modified for use with other types of vehicles, for example one or more of: automobiles, aircraft, taxis, boats, ships, water scooters, snow scooters, helicopters, gliders, golf buggies, invalid vehicles for handicapped and elderly people, submarines, steering manipulators of robotic devices, robotic surgery, spacecraft and such like. For aquatic vehicles, steering of wheels is analogous to a steering angle of a fluid jet, rudder or propeller; the appended claim set should be construed accordingly. For airborne vehicles, steering of wheels is analogous to steering angle of one

or more wing flaps, jet or rocket engine jets or propellers; the appended claim set should be construed accordingly.

Expressions such as "has", "is", "include", "comprise", "consist of, "incorporates" are to be construed to include additional components or items which are not specifically defined; namely, such terms are to be construed in a non-exclusive manner. Moreover, reference to the singular is also to be construed to also include the plural. Furthermore, numerals and other symbols included within parentheses in the accompanying claims are not to be construed to influence interpreted claim scope but merely assist in understanding the present invention when studying the claims.