Disclosed is a user interface capable of controlling various functions of a vehicle, and more particularly a vehicle function control system and a control method using a detachable control device. A method of controlling an integrated control unit includes: recognizing a first detachable control device attached to a first attachment position. among at least one attachment position provided. at an attachment unit; establishing a fist data path with. the first detachable control device; transmitting information about a first function. to be controlled corresponding to the first attachment position to the first detachable control device through the first data path; and when receiving first manipulation information from the first detachable control device, controlling the first function to be controlled based on the first manipulation information.

An integrated driving control device configured to integrally control acceleration, deceleration, shifting and steering of a vehicle, may include a knob unit, a rotating unit engaged to the knob unit and configured to control steering of a vehicle in a response to rotation of the knob unit, and a sliding unit engaged to the rotating unit and configured to control acceleration and deceleration of the vehicle in a response to sliding movement of the knob unit.

The present disclosure relates to a passive haptic device comprising a mechanical member moving with respect to a second mechanical member, one of the mechanical members having a plurality of magnetized zones spaced periodically according to a pitch P1, the other of the mechanical members having a second plurality of magnetized zones spaced periodically according to a pitch P2, a force that varies periodically as a function of the relative position of the mechanical members being created by the magnetic interaction between the mechanical members, the magnetic interaction varying according to a period Pt, wherein all the magnetized zones of at least one of the mechanical members are magnetized in the same sense.

Disclosed herein a user interface device includes a rail extending in a first direction; a hinge configured to slide along the rail; a knob coupled to the hinge to slide and configured to detect a rotation input; and a magnet holder disposed to face the hinge in a second direction of the hinge and extending in the first direction; wherein the hinge is provided with a first magnet, the magnet holder is provided with a second magnet and a third magnet, the second and third magnets have different magnetic poles from that of the first magnet on facing surface thereagainst, the first magnet reacts by an magnetic force of the second or third magnets so that the knob is held to a first position or a second position repectively, a strength of the magnetic force between the first magnet and the second or third magnets is adjustable.

A vehicle lamp assembly includes a lamp finisher, a knob and a retainer. The lamp finisher defines an exterior housing for a light source of the vehicle lamp assembly. The knob is movable with respect to the lamp finisher to operate the light source between an ON state and an OFF state. The retainer is sandwiched between a portion of the lamp finisher and a portion of the knob. The knob is retained to the lamp finisher by the retainer.

To provide an operation input device (100) including an operating knob (11) to be operated by a user; a guide unit (12) having vertices and formed in different directions with respect to each of the vertices being base points, the guide unit (12) indicating an operating area for the operating knob; first sensors (23) each for detecting whether the operating knob (11) is present at a corresponding one of the vertices; and a calculating unit (2) for calculating a set value on the basis of input information received from each of the first sensors (23), by which the user can accurately perform an input operation scale by scale even without looking at the operation input device (100).

A brake operation portion that allows a manual brake operation is included in a vehicle cabin, the brake operation portion includes a grip portion, and an elbow rest member is provided at, in the vehicle rear side of the grip portion, a position on which an elbow of a driver can abut in a state in which the driver grips the grip portion so as to be capable of operating the grip portion. Thus, even a physically disabled driver may freely perform a driving operation and easily manually perform a delicate brake operation.

A driving assistance device enables a driver who manually performs an accelerator operation and a steering operation to easily retain an accelerator operation state in a constant state. A driving assistance device includes a manually operable accelerator operation unit in the vicinity of a steering wheel provided in front of a driver seat in a vehicle cabin. The accelerator operation unit is operable in a state where the steering wheel is gripped and an operation reaction force of the accelerator operation unit exhibits an inflection point POI at which the operation reaction force rapidly becomes large in response to an increase in an operation amount of the accelerator operation unit 21.

An integrated driving control device configured to integrally control acceleration, deceleration, shifting and steering of a vehicle, may include a knob unit, a rotating unit engaged to the knob unit and configured to control steering of a vehicle in a response to rotation of the knob unit, and a sliding unit engaged to the rotating unit and configured to control acceleration and deceleration of the vehicle in a response to sliding movement of the knob unit.

A gearbox below a grain bin floor can have a shift coupling movable between a drive position and a neutral position. A control rod can be axially movable between a corresponding drive position and a corresponding neutral position. A pair of biasing members can be operably positioned between the control rod and the shift coupling to bias the shift coupling in opposite directions. The opposite biasing forces of the biasing members can act against each other to bias the control rod into the neutral positioning recess to retain the external shift coupling and the control rod in the neutral position and the corresponding neutral position, respectively. The opposite biasing force of the biasing members can bias the control rod into the drive positioning recess to retain the external shift coupling and the control rod in the drive position and the corresponding drive position, respectively.