GB2104463A - Vehicle engine speed and brake control by single pedal - Google Patents

Abstract

Both the brake and the accelerator of an automobile are controlled by a single pedal 1 having two stages of travel in which the first stage is a speed control travel for controlling the engine speed and the second stage is a brake travel for use in braking the automobile. A spring 25 urges the pedal 1 into a raised position corresponding to the maximum opening of engine fuel inlet valve 78, depression of the pedal first progressively closing the valve 78 and subsequently actuating the brake master cylinder through linkage including a spring which absorbs that part of the pedal travel during which the valve 78 is actuated. The pedal 2 can be operated by a hand control 3, and a control knob 5 is used to enable control of the fuel inlet valve 78 by the pedal 1 before starting. <IMAGE>

Description

SPECIFICATION Method and apparatus for controlling both the brake and the accelerator of an automobile by one single pedal This invention relates to the brake and the accelerator of an automobile, and more particularly to a method and an apparatus for controlling both the brake and the accelerator of an automobile by one single pedal.

Since the introduction of automobiles, there have been a lot of efforts made to simplify orto improve the operation of the control of the automobiles.

Although the improvement has reached a relatively acceptable level, there still remains certain inconvenience, for example, in driving a non-automatic shift type automobile the driver has to use his right foot to control the accelerator pedal and to control the brake pedal alternately. As is known, the accelerator pedal is operated to control the opening of the fuel inlet valve and thus to control the engine speed and, on the other hand, the brake pedal is operated to brake the automobile. The functioning effects of these two pedals are almost totally opposite. As in conventional automobiles, these two pedals are controlled by the same right foot of the driver. It is rather inconvenient for the driver to use a foot to control two pedals of opposite functioning.In addition to this inconvenience, to control these two pedals by the same foot of the driver is also subjected to a potential danger that the driver is ready to get confused and to operate the wrong pedal to result in disastrous accidents especially when he encounters a sudden change of road situation. Thus, it is needed to provide an apparatus for controlling both the brake and the accelerator by one single pedal in an automobile with or without automatic shift arrangement.

As well known, in the conventional automobile, the accelerator and the brake are arranged in a manner such that the accelerator pedal in normal state (without being stepped on) presents a low engine speed position and the accelerator, when being stepped and pressed downward, changes the mixture ratio of the fuel with the air to increase the engine speed. And, the brake pedal, when being pressed downward by the driver's right foot, energizes the brake master cylinder, the hydraulic press ure of the brake master cylinder is transferred to each brake wheel cylinder through brake line so as to cause the friction of the brake lining with the brake drum and thus to brake the wheels of the automobile.

We have sought to provide a method and an apparatus for controlling both the engine speed and the brake of an automobile, in which the automobile driver can accelerate and brake the automobile by the same pedal without the need of exchanging pedal and the operation can be accomplished in a rapid, safe and convenient manner. As described in detail hereinafter, our embodiments of apparatus are so arranged that when the pedal is in normal state (i.e. without being applied with force), the fuel inlet valve is at its maximum opening and the engine speed at its maximum level. When the pedal is stepped downward, the opening of the fuel inlet valve is reduced gradually, and the engine speed will be at its minimum level as the opening of the fuel inlet valve is reduced to a minimum degree.Further downward movement beyond this point will produce the brake function, and the further the pedal is stepped downward, the more the brake effect is obtained.

In accordance with a first aspect of the present inventidn, there is provided a method for controlling both the engine speed and the brake of an automobile by one single pedal, characterized in that, the travel of said pedal includes a speed control travel and a brake travel; the engine speed increases as the pedal is released and the engine speed decreases as the pedal is stepped downward; and the brake effect gradually increases as the pedal is stepped downward to the brake travel subsequent to speed control travel.

In a second and alternative aspect of this invention, I provide an apparatus for setting the opening of a fuel inlet valve of an automobile, comprising a fuel volume control knob for setting the position of a fuel volume control link, and a toothed rod connecting a wire rope for changing the position of the sheath terminal of a speed control wire rope in adjacence of the fuel inlet valve so as to drag and move the fuel volume control link to effect the setting of the opening of the fuel inlet valve.

In a third alternative aspect of my invention, there is provided an apparatus for controlling the brake of an automobile, comprising a brake pedal and a brake linkage in which a compression spring is provided between a brake link and a brake link sleeve, and the compression spring serves to absorb the displacement produced during the speed control travel of the pedal.

There is provided in a fourth and further alternative aspect of my invention, an apparatus for controlling both the engine speed and the brake of an automobile, comprising a single pedal, the pedal travel of which includes a speed control portion and a brake portion, the pedal being adapted to be depressed in use and being biased for return; a fuel inlet valve arranged to be controlled by said pedal so as to be at its maximum opening for maximum engine speed when said pedal is not depressed, and being arranged gradually to close as said pedal is depressed in said speed control portion of its travel for corresponding reduction of engine speed, and means for engaging the brake or brakes of said automobile, which means are linked to said pedal so that as said pedal enters the brake portion of its travel, the brake is engaged, the braking effect increasing the more the pedal is depressed in said brake portion of its travel.

The invention is hereinafter more particularly described by way of example only with reference to the accompanying drawings wherein: Figure 1 is a schematic view showing one embodi ment of this invention arranged around the driver's seat within an automobile; Figure 2 is a schematic view similar to that of Figure 1; Figure 3 is a schematic perspective view showing the arrangement of one embodiment of the apparatus according to this invention; Figure 4 is a schematic exploded perspective view illustrating the pedal and the brake linkage assembly; Figure is a schematic elevational view, partly in section, illustrating the brake linkage assembly;; Figure 6 is a schematic exploded perspective view showing the hand control handle included in the embodiment of Figure 3 Figure 7is a schematic exploded perspective view showing the pedal and its associated parts included in the embodiment of Figure 3; Figure 8 is a schematic view illustrating the control of the fuel inlet valve or the accelerator control of the automobile, included in the embodiment of Figure 3; Figure 9 is an exploded sectional view showing several parts included in Figure 8; and Figure 70 is an exploded perspective view showing the accelerator control knob and its associated parts included in Figure 8.

In the first place, the operation of an embodiment of the apparatus according to this invention will be described with reference to Figure 3.

Referring to Figure 3, when the automobile is not used, the accelerator control knob 5 is positioned at a right-most position and the fuel volume control link 76 is pulled to a position corresponding to the minimum opening of the fuel inlet valve by the return spring 77. Since the slide terminal 74 of the speed control wire rope 71 is subjected to the tension of the compression 75. At this state, even if the pedal 1 is stepped on, the opening of the fuel inlet valve can not be changed.

Prior to the start of the engine, the accelerator control knob 5 is pulled to a suitable position and then the engine is started, in order to provide a greater mixture ratio of fusel with air for facilitating the start of the engine. If the engine needs to warm up after start, the control knob 5 can be positioned at a suitable right-hand position to let the engine operate at low speed for a while.

Before running the automobile, the pedal 1 is stepped on and then the control knob 5 is pulled toward a high position, i.e. the left-hand position as shown in Figure 3. (The position of the control knob can determine the opening of the fuel inlet valve, and when the control knob is pulled to its highest position, the link 76 is in a position corresponding to the maximum opening of the fuel inlet valve.) Thereafter, the engine speed can be easily and simply controlled by adjusting the release extent of the pedal by utilizing the right foot of the driver.

If it is desired to brake the automobile, the pedal 1 is stepped downward. After the opening of the fuel inlet valve is reduced by the downward movement of the pedal 1. The pedal connecting plate 2 compresses the brake master cylinder 67 through the brake linkage 6 to produce the effect of brake. As soon as the automobile has stopped running, the control knob 5 is returned to its lowest position to release the return spring 77 and thus prevent the spring 77 from fatigue failure.

The hand control handle 3 is provided for use in a special situation in which the automobile driver's right foot is subjected to a sudden uncomfortable predicament such as a great pain or a fit of convulsions. Instead of using the right foot, the driver can use his right hand to turn the hand control handle 3 and then to change the position of the toothed rod connected to the handle 3 as desired.

This would provide a further safety protection for the driver.

The fuel inlet valve can be set in a fixed opening position as desired by the driver, simply by manipulating the hand control handle 3 and fixing the toothed rod 31 in suitable position by a detent retainer 42. Thus, when the automobile is running on a smooth road, the right foot of the driver can be free from the work of maintaining the pedal position. The right foot of the driver is needed to step on the pedal only when speed decrease or brake is required.

Therefore, the driver's labor of maintaining the pedal position by his right foot can be relieved or eliminated.

Now, one embodiment of the apparatus according to this invention will be described with reference to the accompanying drawings. In Figure 1,there is shown the single pedal 1, the accelerator control knob 5, the hand control handle 3, the pedal connecting plate 2, the clutch pedal 4, the shifting lever 92 (if the automobile is of automatic shift type, the shifting lever 92 and the clutch pedal 4 are absent). All of these are included in the embodiment of the apparatus according to this invention. The steering wheel 91 and the hand brake 93 bear no direct relation to the apparatus of th is invention and detailed description thereof is omitted.

Figure 2 is a schematic side view similar to Figure 1. In Figure 2, there is shown the hand control handle 3, the toothed rod 31 connected to the control handle, the wire rope 41 connected to the control handle, the pedal 1,the pedal connecting plate 2, the pedal return spring 25, the brake master cylinder linkage 6, the brake master cylinder 67, speed control wire rope 71 and other components shown in Figure 1.

Figure 3 is a schematic perspective view showing various main components of the embodiment, from which the general structure of the embodiment according to this invention can be understood. The pedal 1 is mounted on the pedal connecting plate 2.

The speed control chain 7 has one end connected to the pedal connecting plate 2 and another end connected to a speed control wire rope 71 which is sheathed with a wire rope wheath 72. In addition, another wire rope 57 with sheath 58 is provided for the accelerator control knob 5 to pull the drag block 59, the sheath 58 has its ends connected to fixed plates 83 and 85 respectively. The wire rope 57 has one end mounted onto the accelerator control toothed rod 50, this toothed rod 50 being fixed integrally with the accelerator control knob 5, (refering to Figures 3,8 and 9). And the wire rope 57 has another end mounted onto the drag block 59 of the speed control wire rope wheath terminal 73 and the wire rope is fixed onto the drag block by means of screw 79.The slide terminal 74 is journalled with a compression spring 75 which extends through the guide hole of the guide bracket 89 and is fixed together with the speed control wire rope sheath terminal 73 and the drag block 59 by means of a screw.

The speed control wire rope 71 has one end connected to the speed control chain 7 as described above, and another end connected to the fuel volume control link 76. The fuel volume control link 76 is connected to a return spring 77 the opposite end of which is fixed to the adjacent part of the automobile body. The fuel volume control link 76 would be the control link of the throttle valve of a carburetor in case of a gasoline engine, or the link of the control valve of a fuel nozzle in case of a diesel engine.

When using the automobile, the accelerator control knob 5 is pulled out and the wire rope 57 pulls and moves the drag block 59 (refering to Figures 3,8 and 10), and thus the drag block 59 causes the speed control wire rope sheath terminakl 73 and slide terminal 74 to move toward left, and causes the sheath terminal 73 together with the sheath 72 and the speed control wire rope 71 within the sheath to move toward left too. Since the middle portion of wire rope 71 and sheath 72 can be bent, the fuel volume control link 76 is caused to be pulled to a position corresponding to the maximum opening of the fuel inlet valve.

At this stage, if the pedal 1 is stepped on, the speed control wire rope 71 becomes loose and the fuel volume control link 76 will be pulled toward right-hand side by the return spring and thus the opening of the fuel inlet valve is reduced.

When the pedal is released, the speed control wire rope 71 is pulled toward left-hand side by the pedal return spring 25, the fuel volume control link 76 is caused to move toward left-hand side, and thus the opening of the fuel inlet valve is increased.

Figure 8 illustrates the condition in which the control knob 5 is pulled to an intermediate position, the fuel volume control link 76 is located in an intermediate position and the engine is operating at an intermediate speed.

Preferably, the pedal return spring 25 has a Hooke's coefficient of about 0.8 kg/mm, the fuel volume control link return spring 77 has a Hooke's coefficient of about 0.03 kg/mm, and the compression spring 75 of the slide terminal has a Hooke's coefficient of about 0.02 kg/mm.

And also, it can be seen from Figure 4, the brake link sleeve 61 has one end mounted onto the pedal connecting plate 2, (referring to Figures 3,4 and 5), and another end fitted with a compression spring 64 and a brake link 66. The middle section of the brake link 66 is provided with thread for screwing into an adjustment nut 65. The brake link 66 has another extends into the brake master cylinder 67. The compression spring 64 has a Hooke's coefficient of about 0.03 kg/mm.

When the pedal 1 is stepped on, the pedal connecting plate 2 is rotated around the pivot axis 16. The displacement of the brake link sleeve is absorbed by the compression spring 64 and the pedal 1 is in a speed control travel at this stage.

When the brake link sleeve 61 comes in contact with the nut 65, the pressure on the pedal 1 begins to be transmitted to the brake master cylinder 67 through the nut 65 and link 66. The compression spring 64 become unable to absorb the displacement of the brake link sleeve 61 at this stage.

During the brake travel, the end of the speed control wire rope 71 near the pedal is easy to become bent. Thus, the section of the speed control wire rope 71 near the pedal is replaced with the chain 7 which is ready to become bent, in order to avoid the bending and deformation of the wire rope during the brake travel, and thus to improve the longevity of the wire rope.

Figure 4 is a schematic exploded perspective view showing the pedal, the pedal connecting plate, the brake link sleeve, the compression spring, the brake link, the adjustment nut, the brake master cylinder and other components associated therewith.

Figure 5 is a schematic view showing the brake link sleeve, the compression spring, the adjustment nut and the brake link in combination state.

Figure 6 is an exploded perspective view showing the hand control handle and other components associated therewith. As shown in Figure 6, on either side of the toothed rod end sleeve 33 there is provided an elongated oval hole 49 which is connected to the end of the toothed rack 31 by means of a spring pin 34 so as to allow the toothed rack 31 to effect a rotation of about 45" within the toothed rod end sleeve.

The control handle connecting plate 38 has its upper and mounted to the mounting 44 by means of pin 47 and C-type retainer ring 48, its middle connected to the control handle wire rope 41 from the pedal connecting plate 2, and its lower end connected to the toothed rod end sleeve 33 by means of a pin 36 and C-type retainer ring 37. Since the arm of force of the control handle connecting plate 38 is sufficiently large, it is not laborsome to operate the control handle. The control handle 3 is fixed together with the toothed rack 31, thus normally the detent retainer 42 is subjected to the action of the torsional spring 43 and the rack 31 can be pulled backward but can not be pushed forward, (which can serve to set the opening of the fuel inlet valve).When it is desired to control the speed and the brake by the driver's right hand, the handle 3 should be turned (about 45" in anticlockwise direction) to cause the teeth of the rack 31 disengage from the detent retainer and thus let the smooth portion contact with the detent retainer, so as to allow the control handle 3 smoothly move forward and backward.

Figure 7 is an exploded perspective view showing the pedal, the pedal connecting plate and other components associated therewith included in this embodiment. The pedal shaft 21 is mounted to the lower end of the pedal connecting plate 2 and a reinforcing plate 13 is welded thereto for reinforcement purpose. The pedal 1 is provided with a transverse through-hole 27. The pedal shaft 21 is inserted into the through-hole 27 and a nut 11 is screwed onto the threaded portion at the end of the pedal shaft 21. There is provided a flat packing between the pedal 1 and the pedal setting nut 11 so that the pedal 1 can effect a suitable rotation on the pedal shaft in response to the step of the driver.

Figure 8 is a schematic side view of the accelerator control system. In Figure 8 the control knob 5 is in the semi-extended, position, the drag block 59 is pulled forward, and the control link 76 is pulled to an intermediate position corresponding to a half opening of the fuel inlet valve of the automobile. Mounting plates 83, 85 and 87 are provided to mount the sheath terminals 84,86 and 88 onto the automobile body not shown.

Figure 9 is an exploded sectional view showing the wire rope sheath terminal 73, the drag block 59, the guide bracket 89 and the slide wheath 74 shown in Figure 8.

Figure 10 is an exploded view of the accelerator control knob 5, the accelerator control knob toothed rod 50 and other components associated therewith as shown in Figure 8. The knob 5 is fixed integrally with the toothed rod 50, the detent retainer 52 is subjected to the action of the torsional spring 53, the knob 5 can be pulled backward but can not be pushed forward. If it is desired to push the knob 5 forward, the knob 5 should be turned through an angle (about 40 ) to let the detent retainer 52 engage with the smooth portion of the toothed rod 50, and then the knob 50 can be pushed forward. Connecting plate 60 is provided between the wire rope 57 and the toothed rod 50 and connected together by means of pin 69 and C-type retainer ring 70.

Several reference numberals which have not been specified herein before and which are trivial and of less importance are specified as follows: 12 indicates flat washers, 14 indicates hole for fastening one end of the speed control chain 7, 15 indicates hole for fastening one end of the brake linkage 6, 17 indicates hole for fastening one end of the pedal return spring 25, 18 indicates hole for fastening one end of the control handle wire rope 41,22 indicates rotating axis of the pedal connecting plate 2, 23 indicates flat washers, 24 indicates nuts, 26 indicates stopping pin for limiting the maximum rotating angle of the pedal connecting plate 2, 32 indicates toothed rod sleeve, 35 indicates connecting plate, 39 indicates pin, 40 indicates C-type retainer ring, 45 indicates pin, 46 indicates C-type retainer ring, 51 indicates toothed rod sleeve, 54 indicates pin, 55 indicates C-type retainer ring, 56 indicates fastening member, 62 indicates bolt, 63 indicates nuts, 68 indicates brake liquid reservoir, and 78 indicates carburetor of petroleum engine or nozzle control valve of fuel for diesel engine.

From the above description, this invention can be summarized as comprising three main portions. The first portion includes the pedal and other components associated therewith, and the pedal's travel is divided into two stages, speed control travel stage and brake travel stage. The second portion includes the accelerator control knob and other components associated therewith, and the accelerator control knob can be used to set the position of the accelerator control link. The third portion includes the hand control handle and other components associated therewith. The hand control handle can be used to further reduce the opening of the fuel inlet valve set by the accelerator control knob (i.e. after the accelerator control knob has been set to a desired opening of the fuel inlet valve, the hand control handle can be suitably raised to have the pedal set at a smaller angle). If the hand control handle is rotated through an angle of about 45" in counterclockwise direction by the driver's right hand, then the manipulation of the hand control handle by right hand can be used in place of the manipulation of the pedal by right foot of the automobile driver.

In another embodiment of this invention, the hand control handle and other components associated therewith may be omitted, the pedal connecting plate 2 can be shortened and the pedal return spring 25 can be replaced by a torsion spring so as to save space.

Claims (9)

1. A method for controlling both the engine speed and the brake of an automobile by one single pedal, characterized in that, the travel of said pedal includes a speed control travel and a brake travel; the engine speed increases as the pedal is released and the engine speed decreases as the pedal is stepped downward; and the brake effect gradually increases as the pedal is stepped downward to the brake travel subsequent to speed control travel.

2. An apparatus for setting the opening of a fuel inlet valve of an automobile, comprising a fuel volume control knob for setting the position of a fuel volume control link, and a toothed rod connecting a wire rope for changing the position of the sheath terminal of a speed control wire rope in adjacence of the fuel inlet valve so as to drag and move the fuel volume control link to effect the setting of the opening ofthefuel inletvalve.

3. An apparatus for controlling the brake of an automobile, comprising a brake pedal and a brake linkage in which a compression spring is provided between a brake link and a brake link sleeve, and the compression spring serves to absorb the displacement produced during the speed control travel of the pedal.

4. An apparatus as claimed in claim 2 or 3 wherein a hand control handle is provided for controlling the engine speed and the brake of an automobile by the driver's right hand in place of the driver's right foot in case the driver's right foot is subjected to a sudden uncomfortable predicament such as a great pain or a fit of convulsions; the hand control handle produces a lever function by means of a control handle connecting plate, in which the arm for exerting force having a longer length is connected to a toothed rod by means of a toothed rod end sleeve, and the arm for receiving force having a shorter length is connected to the pedal connecting plate through a wire rope; when the hand control handle is rotated through an angle of about 45" in counterclockwise direction, the toothed portion of the toothed rod will disengage from a detent retainer to allow the toothed rod to be manipulated forward or backward in order to control the engine speed and the brake of the automobile.

5. Apparatus for controlling both the engine speed and the brake of an automobile, comprising a single pedal, the pedal travel of which includes a speed control portion and a brake portion, the pedal being adapted to be depressed in use and being biased for return; a fuel inlet valve arranged to be controlled by said pedal so as to be at its maximum opening for maximum engine speed when said pedal is not depressed, and being arranged gradually to close as said pedal is depressed in said speed control portion of its travel for corresponding reduction of engine speed; and means for engaging the brake or brakes of said automobile, which means are linked to said pedal so that as said pedal enters the brake portion of its travel, the brake is engaged, the braking effect increasing the more the pedal is depressed in said brake portion of its travel.

6. Apparatus for controlling both the engine speed and the brake of an automobile, substantially as hereinbefore described with reference to and as shown in the accompanying drawings.

7. Apparatus for setting the opening of the fuel inlet valve of an automobile, substantially as herein before described with reference to and as shown in the accompanying drawings.

8. Apparatus for controlling the brake of an automobile, substantially as hereinbefore described with reference to and as shown in the accompanying drawings.

9. A method for controlling both the engine speed and the brake of an automobile by one single pedal, and substantially as hereinbefore described with reference to the accompanying drawings.