CA1187419A - Speed control - Google Patents
Speed controlInfo
- Publication number
- CA1187419A CA1187419A CA000455322A CA455322A CA1187419A CA 1187419 A CA1187419 A CA 1187419A CA 000455322 A CA000455322 A CA 000455322A CA 455322 A CA455322 A CA 455322A CA 1187419 A CA1187419 A CA 1187419A
- Authority
- CA
- Canada
- Prior art keywords
- pedal
- block
- force transmitting
- accelerator
- mounting
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
Abstract
ABSTRACT
An accelerator control means for a foot operated accelerator of a motor vehicle comprising a block or blocks pivotably mounted on an accelerator pedal, the block(s) in operative position is pivoted to a stop bolt limiting position perpendicular to the pedal and the pedal(s) with block(s) is limited in movement by an adjusting rod which engages an abutment such as the floor boards of a vehicle to give a controlled speed(s) of the vehicle.
An accelerator control means for a foot operated accelerator of a motor vehicle comprising a block or blocks pivotably mounted on an accelerator pedal, the block(s) in operative position is pivoted to a stop bolt limiting position perpendicular to the pedal and the pedal(s) with block(s) is limited in movement by an adjusting rod which engages an abutment such as the floor boards of a vehicle to give a controlled speed(s) of the vehicle.
Description
DISCLOSURE
This invention is directed to vehicle controls and more particularly to throttle controls varied by a stop adjust-ing device on the gas pedal of a vehicle.
In a electronic cruise control or speed control it is known that it has many specific parts which can fail electronically and mechanically, thus rendering the device out of control and call for the emergency action of the driver of the automobile to which the control is attached. It is also known that as these electronic controls maintain a speed of -2 or +2 miles of the set speed depending on the condition of the engine also that readjustment to the vacuum is necessary when driving at higher altitudes. It is also known that as the electronic control makes it unnecessary for the driver to have his foot on the accelerator, that should the driver fall asleep while the electronic control is maintaining a set speed, then if the automobile crashed it would crash at the set speed. In one emergency action, it is recommended by manufacturers of known electronic cruise control units that as a last resort, if all other emergency action fails, that the driver switch off the ignition in which case a power brake and power steering would fail and would require extra effort to stop the vehicle, also by this same emergency action in European cars, the lights would be swi~ched off from the ignition switch.
The road speed censors which are positioned on the drive shaft can become covered by mud or ice etc., these censors do not return a correct signal to the control unit in which case, the vehicle can overrun or underrun +
or - M.P.~I. of the set speed control; also when the vehicle suddenly comes upon icy patches, the driver has to depend on the control unit to prevent wheel spin and precious seconds are lost when the signals to the control unit fail to operate correctly and instantly, wh;ch can be dangerous. It is also known that these electronic control units cannot be set for speeds lower than about 15 M.P.H., also they cannot be used on some cliesel powered vehicles. In my invention, the mechanism does not depend on electronics or vacuum systems or road speed censors to engage or disengage the control.
Other objects and a fuller understanding of the invention may be had byreferring to the following description and claims taken in conjunction with the accompanying drawings in which:
Figure 1 is a plan of the device assembled in cross section.
Figure 2 is a cross section of the block with adjusting rod.
Figure 3 is a plan view of pedal mounting plate.
Figure 4 indicates an adjusting rod.
Figure 5 indicates a plastic tube cover.
Figure 6 is a side view of the assembled device.
Figure 7 indicates a block cover or casing.
Figure 8 indicates a mounting pad between the pedal and pedal mounting plate.
' ~ ~
1nis invention is a device to stabilize pre-set R.P.~. of engine by the driver's direct control in a saFe manner.
Figure-l is a plan of the device assembled in cross section showing l and l-A are metal blocks left and right respectively, 2 of figure-l is a hole about three quarters of the length of the metal block. 3 of figure-l is about one quarter of the length oF the metal block and is treaded to accommodate 6 of figure-l and figure-2 and figure-4. 6 is a treaded adjusting rod which when finally adjusted to required length is then covered by plastic tube which is shown to be figure-5. 7 of figure-l, figure-2, and figure-6 is a lock nut which holds 6 in position and also holds 8 of figure-l, figure-2, figure-3, and figure-6 secured to l-A of figure~l, figure-2, and figure-6also to l oF figure-l which is the left hand side of the device. 5 of figure-l is a bolt which is treaded in l and l-A respectively though not shown in figure-2 because figure-2 is a cross section of l-A of figure-l nor is it visible in figure-6, this bolt hold 8 of figure-l, figure-2, figure-3, and figure-3 secure to l-A oF figure-l, figure 2, and figure-6, and l of figure-l respectively.
Fig. 7 is a rubber non slip casing approximately l/8" thick covers metal blocks l and l-A of Fig. l. And is shown in position on one of the metal blocks No l of isometric view of exploded drawing, this is to prevent the sole of a shoe from slipping off the device while operating the device.
Fig. 8 is approximately l/8" pad which can be placed between the accelerator pedal and the fixing plate No. l3 of Fig. 3 to raise it in order to ensure no interference to moving parts oF hinge by accelerator pedal.
When either Block l or l-A is raised to engaged position, the head of Bolt 5 of either block will sit on accelerator pedal preventing the block from tipping forward thus holding it firmly in a right angle position to accelerator pedal.
In this invention the cruise or speed control is mechanical only and requires the deliberate effort of the driver to hold this device in position by using his Foot to operate it when desired and this in itself is a safety factor in that if a driver does fall asleep while driving, the physical effort is no longer applied and the automobile should slow down as pressure on the device which is attached to the accelerator decreases.
In this invention the driver is in direct control of the speed contrQl device in any emergency.
This device does not depend on any springs which can fail nor does it interfere with the return of the accelerator which complies with Ministry of Transport Section 124, S.A.E.* requiring that the accelerator pedal return to off position in one second for cars and two seconds for trucks. Although this device weighs slightly more than one pound, its weight does not depress the accelerator although it does assist the driver in that the pounds pressure required to depress the accelerator pedal is decreased by slightly more than one pound.
*S.A.E. - SOCIETY OF AUTOMOTIVE ENGINEERS
~s the driver's -Foot is removed from the device attached to the accelerator pedal, the metal block and rod are forced by gravity to fall flat and parallel with the accelerator pedal because of the acute angle of the accelerator pedal. This action by gravity is further assisted by the force of the accelerators return spring though not dependant upon it. It is still further assisted by the momentum of the vehicle in motion though not dependant upon it. At this point the accelerator pedal is in disengaged position and the device is in it's own disengaged position, this leaving the accelerator free for normal use without set control. In this position, a flat surface which is covered with non-slip material is presented and is about the width of a shoe surface area, about 3~ inches wide by about 2 inches. As this device does not depend on the quality of the engine's performance nor is it dependant on electrical or vacuum systems, it can be adjusted simply and very precisely to the required R.P.M. of the engine by reading the speedometer, by lifting one of the metal blocks of the device to a right angle position to theaccelerator pedal then depress the combined device and accelerator pedal to obtain the desired speedometer reading. Then the treaded rod which projects through the metal block and towards the driver can now be screwed by hand towards the floor of the vehicle to bridge the gap between the floor and the accelerator pedal, this giving resistance to any further pressure on the combined device and accelerator pedal. The excess of the rod which may still project through the metal block towards the driver can now be cut off about one half inch below the flush surface of the metal block. In case any later adjustment to the rod is required, this one cut should eliminate any further cutting, now the rod is at the necessary length, it can now be locked by the locknut provided. This adjustment can also be done with the second metal block provided thus giving two different speed controls.
To operate, simply lift the metal block with the toe of a shoe to engage position, then depress the metal block towards the floor as one would normally depress an accelerator pedal. Now the R.P.M. is stabilized because of the accelerator being held in an exact position by the foot and rod. This is now the manual speed control device in operation. This device offers two distinct speed controls, one on left and one on right of accelerator. It ofFers a speed control as low as the engines R.P.M. will allow. It can be attached to most accelerator pedals known to date. The effort required to operate this device is miniscule compared to the safety it offers on the road as a direct result of the driver's direct control of the device, especially in icy, muddy or other hazardous road conditions. Precious seconds are not lost in disengaging the device in any emergency as this device responds instantly to the driver's direct control in that it is reliable in any prevailing weather related road conditions. For example, no overrun or wheel spin on ice due to powered overrun.
In a case of a driver falling asleep at the wheel, the deliberate effort required to operate this device is no longer applied, therefore, the vehicle should slow down as exerted pressure on accelerator pedal decreases. To compensate when driving up a steep grade hill, simply, with the foot already on the metal block, alter the angle of the rod to the floor by a slight backward movement of the foot which allows the accelerator pedal to be depresses as necessary.
4 ~
Fatigue o~ the leg musc1es are greatly reduced on long distance driving, because of the rigid resistance to effort pressure exerted on accelerator pedal equals use of one set of leg muscles to push forward in one direction only. This device eliminates the necessity to use another set of leg muscles to pull back, the simultaneous use of the push and pull muscles of the leg causes tremendous fatigue. This device is a much safer and more reliable means of speed control.
.1:'~
This invention is directed to vehicle controls and more particularly to throttle controls varied by a stop adjust-ing device on the gas pedal of a vehicle.
In a electronic cruise control or speed control it is known that it has many specific parts which can fail electronically and mechanically, thus rendering the device out of control and call for the emergency action of the driver of the automobile to which the control is attached. It is also known that as these electronic controls maintain a speed of -2 or +2 miles of the set speed depending on the condition of the engine also that readjustment to the vacuum is necessary when driving at higher altitudes. It is also known that as the electronic control makes it unnecessary for the driver to have his foot on the accelerator, that should the driver fall asleep while the electronic control is maintaining a set speed, then if the automobile crashed it would crash at the set speed. In one emergency action, it is recommended by manufacturers of known electronic cruise control units that as a last resort, if all other emergency action fails, that the driver switch off the ignition in which case a power brake and power steering would fail and would require extra effort to stop the vehicle, also by this same emergency action in European cars, the lights would be swi~ched off from the ignition switch.
The road speed censors which are positioned on the drive shaft can become covered by mud or ice etc., these censors do not return a correct signal to the control unit in which case, the vehicle can overrun or underrun +
or - M.P.~I. of the set speed control; also when the vehicle suddenly comes upon icy patches, the driver has to depend on the control unit to prevent wheel spin and precious seconds are lost when the signals to the control unit fail to operate correctly and instantly, wh;ch can be dangerous. It is also known that these electronic control units cannot be set for speeds lower than about 15 M.P.H., also they cannot be used on some cliesel powered vehicles. In my invention, the mechanism does not depend on electronics or vacuum systems or road speed censors to engage or disengage the control.
Other objects and a fuller understanding of the invention may be had byreferring to the following description and claims taken in conjunction with the accompanying drawings in which:
Figure 1 is a plan of the device assembled in cross section.
Figure 2 is a cross section of the block with adjusting rod.
Figure 3 is a plan view of pedal mounting plate.
Figure 4 indicates an adjusting rod.
Figure 5 indicates a plastic tube cover.
Figure 6 is a side view of the assembled device.
Figure 7 indicates a block cover or casing.
Figure 8 indicates a mounting pad between the pedal and pedal mounting plate.
' ~ ~
1nis invention is a device to stabilize pre-set R.P.~. of engine by the driver's direct control in a saFe manner.
Figure-l is a plan of the device assembled in cross section showing l and l-A are metal blocks left and right respectively, 2 of figure-l is a hole about three quarters of the length of the metal block. 3 of figure-l is about one quarter of the length oF the metal block and is treaded to accommodate 6 of figure-l and figure-2 and figure-4. 6 is a treaded adjusting rod which when finally adjusted to required length is then covered by plastic tube which is shown to be figure-5. 7 of figure-l, figure-2, and figure-6 is a lock nut which holds 6 in position and also holds 8 of figure-l, figure-2, figure-3, and figure-6 secured to l-A of figure~l, figure-2, and figure-6also to l oF figure-l which is the left hand side of the device. 5 of figure-l is a bolt which is treaded in l and l-A respectively though not shown in figure-2 because figure-2 is a cross section of l-A of figure-l nor is it visible in figure-6, this bolt hold 8 of figure-l, figure-2, figure-3, and figure-3 secure to l-A oF figure-l, figure 2, and figure-6, and l of figure-l respectively.
Fig. 7 is a rubber non slip casing approximately l/8" thick covers metal blocks l and l-A of Fig. l. And is shown in position on one of the metal blocks No l of isometric view of exploded drawing, this is to prevent the sole of a shoe from slipping off the device while operating the device.
Fig. 8 is approximately l/8" pad which can be placed between the accelerator pedal and the fixing plate No. l3 of Fig. 3 to raise it in order to ensure no interference to moving parts oF hinge by accelerator pedal.
When either Block l or l-A is raised to engaged position, the head of Bolt 5 of either block will sit on accelerator pedal preventing the block from tipping forward thus holding it firmly in a right angle position to accelerator pedal.
In this invention the cruise or speed control is mechanical only and requires the deliberate effort of the driver to hold this device in position by using his Foot to operate it when desired and this in itself is a safety factor in that if a driver does fall asleep while driving, the physical effort is no longer applied and the automobile should slow down as pressure on the device which is attached to the accelerator decreases.
In this invention the driver is in direct control of the speed contrQl device in any emergency.
This device does not depend on any springs which can fail nor does it interfere with the return of the accelerator which complies with Ministry of Transport Section 124, S.A.E.* requiring that the accelerator pedal return to off position in one second for cars and two seconds for trucks. Although this device weighs slightly more than one pound, its weight does not depress the accelerator although it does assist the driver in that the pounds pressure required to depress the accelerator pedal is decreased by slightly more than one pound.
*S.A.E. - SOCIETY OF AUTOMOTIVE ENGINEERS
~s the driver's -Foot is removed from the device attached to the accelerator pedal, the metal block and rod are forced by gravity to fall flat and parallel with the accelerator pedal because of the acute angle of the accelerator pedal. This action by gravity is further assisted by the force of the accelerators return spring though not dependant upon it. It is still further assisted by the momentum of the vehicle in motion though not dependant upon it. At this point the accelerator pedal is in disengaged position and the device is in it's own disengaged position, this leaving the accelerator free for normal use without set control. In this position, a flat surface which is covered with non-slip material is presented and is about the width of a shoe surface area, about 3~ inches wide by about 2 inches. As this device does not depend on the quality of the engine's performance nor is it dependant on electrical or vacuum systems, it can be adjusted simply and very precisely to the required R.P.M. of the engine by reading the speedometer, by lifting one of the metal blocks of the device to a right angle position to theaccelerator pedal then depress the combined device and accelerator pedal to obtain the desired speedometer reading. Then the treaded rod which projects through the metal block and towards the driver can now be screwed by hand towards the floor of the vehicle to bridge the gap between the floor and the accelerator pedal, this giving resistance to any further pressure on the combined device and accelerator pedal. The excess of the rod which may still project through the metal block towards the driver can now be cut off about one half inch below the flush surface of the metal block. In case any later adjustment to the rod is required, this one cut should eliminate any further cutting, now the rod is at the necessary length, it can now be locked by the locknut provided. This adjustment can also be done with the second metal block provided thus giving two different speed controls.
To operate, simply lift the metal block with the toe of a shoe to engage position, then depress the metal block towards the floor as one would normally depress an accelerator pedal. Now the R.P.M. is stabilized because of the accelerator being held in an exact position by the foot and rod. This is now the manual speed control device in operation. This device offers two distinct speed controls, one on left and one on right of accelerator. It ofFers a speed control as low as the engines R.P.M. will allow. It can be attached to most accelerator pedals known to date. The effort required to operate this device is miniscule compared to the safety it offers on the road as a direct result of the driver's direct control of the device, especially in icy, muddy or other hazardous road conditions. Precious seconds are not lost in disengaging the device in any emergency as this device responds instantly to the driver's direct control in that it is reliable in any prevailing weather related road conditions. For example, no overrun or wheel spin on ice due to powered overrun.
In a case of a driver falling asleep at the wheel, the deliberate effort required to operate this device is no longer applied, therefore, the vehicle should slow down as exerted pressure on accelerator pedal decreases. To compensate when driving up a steep grade hill, simply, with the foot already on the metal block, alter the angle of the rod to the floor by a slight backward movement of the foot which allows the accelerator pedal to be depresses as necessary.
4 ~
Fatigue o~ the leg musc1es are greatly reduced on long distance driving, because of the rigid resistance to effort pressure exerted on accelerator pedal equals use of one set of leg muscles to push forward in one direction only. This device eliminates the necessity to use another set of leg muscles to pull back, the simultaneous use of the push and pull muscles of the leg causes tremendous fatigue. This device is a much safer and more reliable means of speed control.
.1:'~
Claims (8)
1. Accelerator speed control means for an accelerator pedal of a vehicle comprising in combination; a force transmitting means having an adjustable stop means, pedal mounting means to fasten the control means to the pedal, force transmitting mounting means attached to the force transmitting means and hinge means connecting the force transmitting mounting means to the pedal mounting means to fasten the control means to the pedal, force transmitting mounting means attached to the force transmitting means and hinge means connecting the force transmitting mounting means to the pedal mounting means to allow pivotal movement therebetween enabling the force transmitting means to go to or from an operative position thereby allowing driver control of the pedal to the degree permitted by the adjustable stop means as the driver applies force to the force transmitting means in its operative position.
2. An accelator control means as claimed in claim 1 wherein the force transmitting means is in the form of two separate manually operable blocks independantly pivotable by reason of the hinge means and each with an adjustable stop means, pivot limiting means on the blocks for engaging the pedal to limit the block movement to the operative position thereby providing two separate speed limits as selected.
3. An accelerator control means as claimed in claims 1 or 2 wherein the stop means is in the form of a threaded rod threadedly engaging the force transmitting means.
4. An accelerator control means as claimed in claim 1 or 2 wherein the force transmitting means is or are covered by a slip resistant material and a spacer pad on the pedal mounting means is adapted to engage the pedal.
5. Accelerator control means For an accelerator pedal of a vehicle comprising in combination: a block type manually operable force transmitting means mounted on a block plate, a pedal plate for mounting on the accelerator pedal and a hinge connecting the block plate to the pedal plate to enable relative motion to a block operating position governed by a stop bolt in the block, threadably adjustable stop rod means on the block means to limit the movement of the block means and pedal toward an abutment thereby controlling the speed of the vehicle as the driver applies force to the block.
6. Accelerator control means as claimed in claim 5 wherein the block type force transmitting means is in the form of two separate blocks each with a mounting block plate and adjustable stop rod means thereby provinding two separate selectable speed limits.
7. Accelerator control means as claimed in claim 6 wherein the block stop bolt is mounted one in each block for engagement with the pedal to limit the pivoting of each block to a position perpendicular to the pedal, a slip resistant casing on each block, a spacer pad on the pedal plate to engage the pedal and a lock nut and plastic cover on each adjustabel stop rod.
8. Accelerator control means as claimed in claim 7 wherein the component parts are made of rust resistant material.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000455322A CA1187419A (en) | 1984-05-29 | 1984-05-29 | Speed control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000455322A CA1187419A (en) | 1984-05-29 | 1984-05-29 | Speed control |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1187419A true CA1187419A (en) | 1985-05-21 |
Family
ID=4127959
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000455322A Expired CA1187419A (en) | 1984-05-29 | 1984-05-29 | Speed control |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1187419A (en) |
-
1984
- 1984-05-29 CA CA000455322A patent/CA1187419A/en not_active Expired
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEC | Expiry (correction) | ||
| MKEX | Expiry |