AU596911B2

AU596911B2 - Vehicle control apparatus

Info

Publication number: AU596911B2
Application number: AU21194/88A
Authority: AU
Inventors: John Lingenti
Original assignee: Individual
Current assignee: Individual
Priority date: 1987-08-21
Filing date: 1988-08-22
Publication date: 1990-05-17
Anticipated expiration: 2008-08-22
Also published as: AU2119488A

Description

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44 AtISTRALIA Patents Act 596911 COMPLETE SPECIFICATION (ORIG INAL) Glass It. Class Application Number: Lodged: Complete Specification Lodged: Accepted: Published: Priority 449 r 4~ 44*4 t~ 4t 4 It

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4$ C 4 4 C it 4 I 4 9* 94 4 4$ 44 94 4 41 it 4 C C Related Art: APPLICANT'S REF.: C.A.P. of PI 3902 Name(s) of Applicant(s): Address(es) of Applicant(s); Actual Inventor(s); Address for Service is: JOHN LINGENTI 670 Queensberry Street, North Melbourne, Victoria 3051, Australia John Lingenti PHILIPS, ORMONDE AND FITZPATRICK Patent and Trade Mark Attorneys 367 Collins Street Melbourne, Australia, 3000 Complete Specification for the invention entitled: "VEHICLE~ CONTROL APPARATUS" The following statement is a full description of this invention, including the best method of performing it known to applicant(s): pi9/3/s4 t This invention relates to apparatus whereby a motor vehicle can be rendered operable by a physically handicapped person. Such apparatus is known, but is generally not satisfactory for one or more reasons.

A particular difficulty with prior apparatus of the foregoing kind is that it is of complex and therefore expensive construction. Another difficulty is that it cannot be easily mounted on and removed from a vehicle so that conversion between one form of operation and another is inconvenient. Furthermore, the nature of the prior apparatus is such that a significant, and possibly daigerous, time delay occurs between effecting critical operations such as deceleration and brake application.

It is an object of the present invention to provide a relatively simple and inexpensive apparatus of the foregoing kind which can be conveniently attached to and removed from a S vehicle as required. It is a further object of the invention to provide such apparatus which is readily moved from one form 'o of operation to another so that the user can quickly respond to changing driving circumstances.

According to the present invention, there is provided Sapparatus for permitting hand operation of foot pedals of a S motor vehicle, including a support section which is securable to part of the vehicle, a hand operable control lever connected to said support section for movement relative thereto in each of two opposite directions, a first actuator connected to said control lever and being connectable to a S first foot pedal of the vehicle, a second actuator connected to said control lever and being connectaule to a second foot pedal of the vehicle, each said actuator being responsive to said movement of the lever so as to have an operative mode when said movement is in one said direction and an inoperative mode when said movement is in the other said direction, each said actuator being operable in the operative mode to depress the respective pedal and when in the inoperative mode to permit that pedal to return from a depressed position, and the arrangement is such that each said actuator is in the inoperative mode when the other said actuator is in the 39 operative mode.

-2- One particular application for apparatus according to the invention is in providing a hand operated acceleration and braking facility for a person having a physical disability such as to be incapable of operating the conventional foot pedals of a motor vehicle. Apparatus of that kind according to the invention is characterised in that it enables accelerator and brake operation by movement in alternate dir ctions along a substantially straight path, whereas in previous apparatus of the same kind, the relevant mechanism of the apparatus required a substantial change in direction of movement to go from accelerator to brake control, and that increased the time delay between retraction of the accelerator and application of the brakes.

It will be convenient to nereinafter describe one particular form of the apparatus which is suited for miff accelerator and brake control, but that is not the only possible form of the invention.

An embodiment of the invention is described in detail in the following passages of the specificaton which refer to the accompanying drawings. The drawings, however, are merely "t illustrative of how the invention might be put into effect, so that the specific form and arrangement of the various features *i as shown is not to be understood as limiting on the invention.

r .In the drawings: Figure 1 is a seri-diagrammatic perspective view showing one form of apparatus according to the invention connected to Sa vehicle, Figure 2 is a semi-diagrammatic elevation of the apparatus shown in Figure 1, and showing the apparatus operated to actuate the vehicle brakes, Figure 3 is a view similar to Figure 2 but showing the Japparatus operated to actuate the vehicle accelerator, Figure 4 is a view similar to Figure 2 but sLhwing the apparatus modified for left hand operation, Figure 5 is an enlarged perspective view of a pin connector used in the apparatus of Figures 1 to 4.

The example apparatus shown in the accompanying drawings includes a support section 1 which is securable to the vehicle 39 steering column 2, for example, a brake actuator 3, an accelerator actuator 4, and a control lever 5 for operating both actuators 3 and 4. In the preferred form shown, the support section 1 includes a guide member 6 which slidably receives the brake actuator 3, or part thereof, and which is attachable to the vehicle steering column 2 through a releasable connection 7. In the example shown, the guide member 6 includes an open-ended tube and the releasable connection 7 includes a bracket 8 secured to a side of that guide tube 6 and fastening means 9 in the form of a bolt and wing-nut which is cooperable with both the bracks; 8 and the steering column 2.

The foregoing arrangement is such that the guide tube 6 can be secured to the steering column 2 so that it extends generally in the longitudinal direction of that column 2 and is located to one side of the column 2. The lateral spacing between the steering column 2 and the guide tube 6 can be selected according to requirements.

It is preferred that the guide tube 6 is of square or other non-circular shape in transverse cross-section. The brake actuator 3 includes a rod or bar 10 which Lis slidably S: located in that tube 6 and is of a length such as to project beyond each of the two opposite ends of the tube 6. It is preferred that the cross-sectional shape of the actuator rod 10 is substantially complementary to the internal shape of the tube 6. The end 11 of the actuator rod 10 which is adjacent the steering wheel 12 in use will be hereinafter called the upper end, and the opposite end 13 will be called the lower end.

Y" l Any suitable means is provided at the lower end 13 of the actuator rod 10 to enable releasable connection with the brake pedal 14 (Figure 1) of a vehicle. In the form shown, that connecting means includes a clamp 15 which is secured to the arm 16 of the brake pedal 14, a bifurcated member 17 which can straddle portion of the clamp 15, and a fastening pin 18 which can be passed through aligned holes of the bifurcated member 17 and of the associated portion of the clamp 15. As best seen in Figure 5, the pin 18 may be connected to a clip 19 which is engageable with the lower portion 20 of bhe tod 39 to releasably hold the pin 18 in its operative condition, AT -4- It is also preferre that the bifurcated member 17 is adjustably connected to the actuator rod 10 so that the effective length of the rod 10 can be varied. In the arrangement shown, the bifurcated member 17 cooperatively engages with a screw-thread provided on the rod portion Relative rotation between the bifurcated member 17 and the actuator rod 10 therefore varies the effective length of the rod 10 and permits adjustment of that rod 10 to suit particular circumstances. A lock-nut may be used to releasably secure the bifurcated member 17 in a selected position of adjustment.

The control lever 5 is attached to the support section 6 so as to be movable relative to that section 6, and extends generally transverse to the brake actuator rod 10. Fulcrum means is provided between the lever 5 and the support section ,ttEt, 6 so that the lever 5 can be moved towards and away from the dashboard of a vehicle to which the apparatus is attached. In the preferred arrangement shown, the lever 5 is pivotally J connected at one end to an upper end 21 of a fulcrum bar 22, and the lower end portion 23 of that bar 22 is pivotally 4 attached to the support section 6. Both pivotal attachments may be arranged so that the relative location of the respective pivot axis can be varied to suit individual requirements. By way of example, as shown, the lower end portion 23 of the fulcrum bar 22 may have a plurality of transverse holes 24 located in spaced relationship in the ,t t longitudinal direction of the bar 22, and each hole is capable of receiving a pivot pin which connects the bar 22 to the guide tube or other part of the support sec'tion 6. A similar group of holes 25 may be provided along the end portion of the lever 5 to which the fulcrum bar 22 is attached, so as to "permit selective location of a pivot pin which connects the lever 5 to the fulcrum bar 22.

A connection 26 is also provided between the control lever 5 and the brake actuator rod 10 so that pivotal movement of the lever 5 about the fulcrum bar pivot 27 causes longitudinal movement of the actuator rod 10. That connection 26 may be a pivot connection as shown, and there may be a 39 group of holes 28 through the lever 5 to permit a change in AT ri 1 i; I I .iL--r il -i the location of the axis of that pivot. It is preferred, as shown, that the connection 26 is located between the lever connection 27 with the fulcrum bar 22 and the end 29 of the lever 5 which is engaged by ar operator when in use.

The accelerator actuator 4 also preferably includes an elongate rigid bar or rod 30 as shown. An upper end 31 of the rod 30 is connected to one end 32 of a rocker arm 33 which is pivotably connected at 34 to the support section 6. The opposite end 35 of the arm 33 is connected to the lever through a force transmitting link 36, which will be hereinafter described. As with the rod 10, it is preferred that the rod 30 is of adjustable length to permit adaption to various conditions and circumstances.

,i In the arrangement shown a turn-buckle 37 is provided at the uppevr end of the rod 30 and is connected to the arm 33 through a pivotal connection 38, which may include a ball-joint. The turn-buckle 37 can be a operated in a known manner to vary the effective length of the rod 30. A similar screw-threaded djustable arrangement 39 may be provided at the lower end of the rod 30 to provide a second length adjustment facility.

t 4 The lower end of the rod 30 is releasably connectable to the accelerator pedal 40 of the vehicle, and that may achieved in substantially the same manner as adopted for the brake actuator rod 10. That is, a bifurcated member 41 attached to the lower end of the rod 30 is connectable to a clamp 42 t through a pin 43 which may be substantial!v as shown in Figure The clamp 42 is releasably attachable to the arm 44 of the t pedal It will be seen that the arm 33 and the link 36 form a connection between the accelerator rod 30 and the control lever 5. In that regard, the link 36 is connected at or adjacent its opposite ends to the arm 33 and the lever respectively. The connection 45 between the link 36 and the lever 5 is preferably a pivotal connection and is located adjacent the lever hand grip 29. The connection between the link 36 and the arm 33 preferably includes lost motion means so that the link 36 will not always follow movement of the arm 39 33 in one direction. In the arrangement shown, the lost AT -6- -r ~7 I motion means includes a collar 46 connected to the arm end and within which the link 36 slidably engages. A stop 47 is secured to the link 36 so as to be engageable with the collar 46, and that stop 47 is preferably adjustable so that its location along the length of the link 36 can be altered as required.

Means may be provided to enable variation of the overall length of the link 36. In the arrangement shown, that is achieved by having an intermediate section 48 which threadably engages with each of two end sections 49.

As an alternative (not shown) to the accelerator actuator 4 as described above, that actuator may include a flexible cable device which extends between and is connectable ,t to the control lever 5 and the accelerator pedal 40. Such S cable devices are well known and include a length of cable slidable within a relatively rigid tubular casing. The accelerator pedal connection may be arranged so that pulling on the cable causes depression of the accelerator pedal i It will be appreciated from the foregoing description that the apparatus can be quickly and simply attached to a i vehicle. There are three points of attachment one is to the steering column 2 and the other two arr to the brake pedal 14 Sand accelerator pedal 40 respectively, and each is a simple S releasable type connection.

When the apparatus is installed in a vehicle, the arrangement is such that forward movement of the control lever 5 abou' th( pivot 27 as shown in Figure 2, results in the brake actuator rod 10 being depressed. The accelerator rod remainv stationary or i.oves in the reverse direction, accordiiig to circumstances as discussed below. Depression of V the brake actuator rod 10 is effective to apply the vehicle brakes, while movement of the accelerator rod 30 in the reverse direction allows the accelerator pedal 40 to swing in a direction such as to decelerate the vehicle. Such return movement of the peQdal 40 is effected through the usual accelerator pedal spring. Reverse movement of the control l(ver 5 as shown in Figure 3 naturally causes the opposite e4'ect in that the brake is released and the accelerator pedal 39 40 is caused to be depressed.

AT -7- The lost motion connection between the link 36 and the arm 33 allows fthe accelerator rod 30 to remain statl.onary during part of the downward (operative) movement of the brake rod 10. That will occur when the accelerator pedal 40 is at its raised or non-depressed position and results in the stop 47 of the link 36 moving away from the collar 46 as shown in Figure 2.

When the lever 5 is moved in the reverse direction as shown in Figure 3 so as to cause upward (inoperative) movement of the brake rod 10, the link 36 will be pulled back through the collar 46 towards a position at which the stop 47 will engage the collar 46. After that engagement, continued movement of the lever 5 in the direction as shown in Figure 3 results in the accel\ -ator actuator rod 30 being pushed S f downward (operative) to cause depression of the accelerator pedal 40. At the same time, the brake actuator rod 10 is being drawn upwards (inoperative) so as to allow the brake pedal 14 to return to the non-depressed position. In fact, the lost motion connection can allow for substantial or total release of the brakes before there is effective depression of the accelerator pedal 14.

Upward or inoperative movement of the brake actuator rod St' 10 can be aided by a biasing spring 50 connected between that rod 10 and the support section 6. In the arrangement shown, the spring 50 is a tension spring which is extended during operative or downward movement of the rod Ct It is a simple matter to reverse the apparatus to suit left or right hand operation. Figure 4 shows a reversal of hand to that shown in Figures 2 and 3. Such reversal is simply effected by releasing the connection 26 and the connection at the lower end of the fulcrum bar 22, and re-establishing those connections in the reversed condition of the lever 5. Such reversal is assisted by the attachment plate 51 which is secured to or forms part of the support section 6 and extends on two sides of that section 6 so as to allow for attachment of the fulcrum bar 22 at either of those sides.

Installation of the apparatus can be carried out so that 39 the accelerator actuatoz 4 can cause acceleration and AT -8iC---li~ -I I-r deceleration over a suitable speed range without hindrance by the connection of the apparatus to the brake pedal 14. On the other hand, movement of the control lever 5 beyond the position at which accelerator depression is minimal, will automatically cause application of the vehicle brakes. The apparatus is therefore extremely simple to operate and is much safer than prior apparatus of the same kind because the same type of movement results in both accelerator and brake control. In particular, the operator does not need to struggle with the apparatus to transfer between accelerator and brake operating conditions as is required with prior apparatus.

If desired, the brake actuator rod 10 may be constructed so that it is capable of extension in terms of its effective length after the brake pedal 14 has fully returned from a depressed position. That enables the accelerator pedal 40 to be depressed, without restraint, by further movement of the lever 5 in the direction shown in Figure 3. Such extension might be achieved by forming the rod 10 of two parts which are capable of limited relative longitudinal movement. By way of S example, the spring 50 may operate to normally hold those S parts in a non-extended position.

*1 It will also be apparent that the apparatus can be quickly installed on and removed from a vehicle. That enables a vehicle to be converted from conventional type operation to special operation as provided for by way of the apparatus.

S There are three relevant attachments and they are formed by the fastening means 9 and the pins 18 and 43.

It will be appreciated that the apparatus according to the invention is equally suitable for and applicable to both left and right hand drive vehicles, Various alterations, modifications and/or additions may be introduced into the constructions and arrangements of parts previously described without departing from the spirit or ambit of the invention as defined by the appended claims.

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Claims

1. Apparatus for permitting hand operation of foot pedals of a motor vehicle, including a support section which is securable to part of the vehicle, a hand operable control lever connected to said support section for movement relative thereto in each of two opposite directions, a first actuator connected to said control lever and being connectable to a first foot pedal of the vehicle, a second actuator connected to said control lever and being connectable to a second foot pedal of the vehicle, each said actuator being responsive to said movement of the lever so as to have an operative mode when said movement is in one said direction and an inoperative mode when said movement is in the other said direction, each t, said actuator being operable in the operative mode to depress t the respective pedal and when in the inoperative mode to permit that pedal to return from a depv'essed position, and the arrangement is such that each said actuator is in the inoperative mode when the other said actuator is in the t operative mode.

2. Apparatus according to claim 1, wherein at least one of said actuators includes a rigid elongate member having one end connected to said lever and having connecting means at the end portion thereof opposite said one end, and said connecting means is operable to releasably connect said member to a foot pedal of a vehicle so hat the member and the foot pedal are able to move in unison.

3. Apparatus according to claim 2, wherein the or each said 4 actuator member is adjustable so that the distance between said one end thereof and saxd connecting means can be varied.

4. Apparatus according to claim 2 or 3, wherein said connecting means includes a clamp which is attachable to a said pedal, a bifurcated member attached to or forming part of said actuator and which is locatable over portion of said clamp, and a fastening pin locatable through said clamp and said bifurcated member so as to be operative to releasably connect the clamp and the bifurcated member. Apparatus according to claim 4, wherein a spring clip is attached to said pin and is connectable to said actuator so as 39 to releasably retain said pin in said operative condition.

AT _-a -7

6. Apparatus according to any one of claims 2 to 5, wherein each said actuator includes a said rigid member and the connection between a said actuator member and said lever includes lost motion means whereby said lever is able to move in one of said directions without causing corresponding movement of that actuator member.

7. Apparatus according to any preceding claim, wherein said support section includes a tubular member, and said first actuator is slideably located in said tubular member.

8. Apparatus according to claim 7 when appended to any one of claims 2 to 6, wherein said first actuiator includes a said rigid elongate member, and said first actuator member is slideably located in said tubular member.

9. Apparatus according to claim 8, wherein said one end of the first actuator member is pivotally connected to said lever at a location between the ends of that lever, and fulcrum means provided At one end of said lever.

Apparatus according to claim 9, wherein said fulcrum means includes a fulcrum member which is pivotally connected to said lever one end and is attached to said support section against movement relative thereto.

11. Apparatus according to claim 10, wherein said fulcrum member attachment is adjustable to permit variation of the relative location of the fulcrum member pivotal connection.

12. Apparatus according to claim 10 or 11, wherein said fulcrum member attachment and said pivotal connection between the lever and the first actuator are both releasable to permit said fulcrum member to be located on either of two opposite sides of said support section according to whether said lever is to be adapted for left hand or right hand operation.

13. Apparatus according to claim 12, wherein means for forming said fulcrum member attachment is provided at each said two sides of the support section.

14. Apparatus according to any one of claims 7 to 13, wherein said first actuator is restrained against rotation relative to the tubular member about the axis of that tubular member.

Apparatus according to claim 14, wherein the bore of 39 said tubular member is of non-circular shape in transverse AT -11- I' I cross-section and a portion of said first actuator which is slideable in that bore is of substantially complementary shape in cross-section.

16. Apparatus acoarding to any preceding claim, wherein a rocker arm is pi %,1ly connected to said support section at a locatior between two opposite ends of said arm, said second actuator is connected to one of said arm ends, and a force transmitting link is connected to the other said arm end and to said control lever.

17. Apparatus according to claim 16 when appended to claim 6 or to any claim appended to claim 6, wherein said lost motion means is provided at the connection between said link and said arm, said lost motion means includes a collar attached to said •r arm and within which said link is slideably located, and a S stop member is secured to said link and is engageable with S said cllar to prevent longitudinal movement of said link in one direction relative to said collar.

18. Apparatus according to claim 17, wherein the position of It said stop member on said link is adjustable.

19. Apparatus according to any one of claims 16 to 18 when S appended to claim 2 or any claim appended to claim 2, wherein said second actuator includes a said rigid member which is S connected to said arm through a screw-threaded turn-buckle S which is operable to cause said distance variation.

20. Apparatus according to claim 19, wherein said turn buckle is at one end of the said second actuator member and is Sconnected to said lever thrugh a ball joint.

21. Apparatus according to 1eim 19 or 20, wherein further length adjustment means is prvided on said second actuator member at the end thereof opposite to said one end.

22. Apparatus according to any one of claims 16 to 22 when appended to claim 9 or any claim appended to claim 9, wherein said link is connected to said lever at the side of the pivotal connection between said lever and said first actuator which is remote from said lever one end.

23. Apparatus according to any one of claims 16 to 23, wherein said link is adjustable so as to permit variation of the effective length thereof extending between said lever and 39 Said arm. -12-

24. Apparatus according to any preceding claim, wherein said support section is releasably attachable to the steering column of a vehicle so as to be held against movement relative thereto.

Apparatus according to any preceding claim, wherein said first actuator is a brake pedal actuator and said second actuator is an accelerator pedal actuator.

26. Apparatus substantially as herein particularly described with reference to what is shown in the accompanying drawings. DATED: 22nd August, 1988 JOHN LINGENTI By his Patent Attorneys: PHILLIPS, ORMONDE AND FITZPATRICK 6269C A i 1 4 t« AT -13- I I