CA2478045A1 - Brake control device on steering wheel - Google Patents
Brake control device on steering wheel Download PDFInfo
- Publication number
- CA2478045A1 CA2478045A1 CA002478045A CA2478045A CA2478045A1 CA 2478045 A1 CA2478045 A1 CA 2478045A1 CA 002478045 A CA002478045 A CA 002478045A CA 2478045 A CA2478045 A CA 2478045A CA 2478045 A1 CA2478045 A1 CA 2478045A1
- Authority
- CA
- Canada
- Prior art keywords
- braking
- pressure plate
- steering wheel
- actuation system
- elastically deflectable
- 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.)
- Abandoned
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/08—Brake-action initiating means for personal initiation hand actuated
- B60T7/10—Disposition of hand control
- B60T7/107—Disposition of hand control with electrical power assistance
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Controls (AREA)
Abstract
Disclosed is an improved vehicle braking activation system (10), which provides faster response time by using a hand operated steering wheel mounted braking control system. A centralized end ball (90) underneath a pressure plate (12) within the steering wheel (52), depresses an underlying deformable sensing beam (46) when force is applied by the driver on the pressure plate (12). The signal output of a strain gauge sensor (98) on the sensing beam (46), could then provide the input for a braking controller to electronically control braking proportionally.
Description
_1_ BRAKE CONTROL DEVICE ON STEERING WHEEL
BACKGROUND OF THE INVENTION
1. Field of the Invention This invention relates to an improved car braking system. More specifically, it is concerned with a steering wheel mounted braking control device.
BACKGROUND OF THE INVENTION
1. Field of the Invention This invention relates to an improved car braking system. More specifically, it is concerned with a steering wheel mounted braking control device.
2. Description of the Prior Art Optimized braking in performance sports cars is a vital part of both road safety and racetrack success. Response time of the driver can significantly affect the braking distance required to efficiently slow a fast moving vehicle.
to Fractions of seconds could potentially mean the difference between stopping in time and having an accident. The traditional braking method used in most cars today is the foot activated pedal brake. While this is a reliable method, and is effective because of the strong force that can be exerted on the mechanical brake pedal by the driver, moving a foot over to the brake pedal and pushing down on the mechanical brake linkage requires significant time in the world of auto racing.
The fractions of a second lost are costly in a sport where everything is scrutinized in order to save valuable time. With the present steering wheel-mounted brake activation system, less time would be lost between the driver's initial reaction and the application of the brakes.
2o It is well lmown that the eye-hand coordination is faster than the eye-foot coordination. A brake control operated by the hand, on the steering hand would have some distinct advantages in respect of response time as opposed to a foot-pedal control.
Existing prior art in this field is generally concerned with hand operated vehicle control devices for handicapped users. Most comprise mechanical devices of varying complexities for operating the accelerator axed brake pedals remotely by hand from the steeling wheel or column.
U.S. Patent 5,666,857 issued September 16, 1997 to Sebazco discloses a motor vehicle steering and braying control system. A mechanism fixed _2_ between the steering wheel and the brake pedal allows the brake pedal to be depressed when the operator exerts a downward force on the steering wheel.
U.S. Patent 4,078,628 issued March 14; 1978 to Reichenberger discloses an hand operated automotive control system which is capable of operating both the throttle and bralcing systems through an electro-hydraulic servo system. The device includes a control wheel, concentrically mounted within the conventional steering wheel, which is connected to a position sensor detecting the relative position of the plane of the second control wheel relative to. the steering wheel. The sensor output signal is amplified and sent to a torque motor which to controls the position of a linear actuator. Movement of the linear actuator in one direction applies pressure to the brake system, and in the other increases the throttle setting. Therefore, movement of the control wheel away from the driver activates the vehicles brakes, and movement towards the driver activates the throttle.
U.S. Patent 5,603,674 issued February 18, 1997 to Rivas et al. and Canadian Patent 2,130,334 issued August 3, 1999 to Rivas both disclose a set of motor vehicle controls for assisting drivers handicapped in the lower limbs, comprising controls for the accelerator, brake and clutch, and a plurality of motors, each controlling a pedal assembly. The control for the brake and accelerator are located on the steering wheel, comprising a freely rotating internal hoop bearing two concentric aimular sensors for the brake and accelerator. A
second set of controls, independent of the steering wheel, is used for controlling the clutch and the brake.
U.S. Patent 4,077,487 issued March 7, 1978 to Misinchuk and corresponding Canadian Patent 1,049,590 issued February 27, 1979 to the same inventor, disclose an auxiliary braking system for a vehicle comprised of a steering wheel mounted control switch which is electrically corrected to a linear motor linked to the control rod of the braking vehicle braking system. This permits the driver to apply and free the brakes of the vehicle by sliding the switch on the steering wheel with a thumb or finger of his hand.
U.S. Patent 5,025,905 issued June 25, 1991 to Lenz and Canadian Patent 1,320,413 issued July 27, 1993 to the same inventor, disclose a hand control device for operating both the accelerator and brake pedals of a motor vehicle. This invention comprises a lever mechanism wluch pushes down on an accelerator pedal control member when rotated in one direction, and pushes down on a brake pedal control member when rotated the other direction.
U.S. Patent 5,129,492 issued July 14, 1992 to Lenz discloses a device similar to U.S. Patent 5,025,905 having additionally a flexible support loop passing around the vehicle steering column for receiving and supporting one of the control members.
Therefore, while a significant amount of prior art exists for hand io activated automotive brake controls, most employ a mechanical connection directly attached to the brake pedal. This type of system is often complex and takes up considerable space. The actuation of tln5 type of mechanical system often requires levers to be pulled or pushed, and therefore a hand must be removed from the steering wheel in order to actuate the braking system. This both slows braking reaction time, and means that steering is negatively affected when braking is required. This can be dangerous when situations arise which require the drive to simultaneously slow down and avoid an obstacle or other vehicle.
The few prior art braking systems which utilize electrical signals, nevertheless require hydro-mechanical servos or motors which translate a displacement of a steering wheel mounted switch into displacement of the brakes. These types of systems often require significant skill to control the wheel mounted switches, as they must be accurately displaced by an amount which corresponds to the level of braking required. This movement of the wheel mounted switch also takes more time which reduces the overall time between the driver reaction and the brake application.
SUMMARY OF THE INVENTION
It is an object of the present invention to provide an improved vehicle braying activation system.
It is a further object of the present invention to provide a hand 3o operated, steering wheel-mounted, braying control system providing faster response time, without negatively affecting vehicle steering control.
to Fractions of seconds could potentially mean the difference between stopping in time and having an accident. The traditional braking method used in most cars today is the foot activated pedal brake. While this is a reliable method, and is effective because of the strong force that can be exerted on the mechanical brake pedal by the driver, moving a foot over to the brake pedal and pushing down on the mechanical brake linkage requires significant time in the world of auto racing.
The fractions of a second lost are costly in a sport where everything is scrutinized in order to save valuable time. With the present steering wheel-mounted brake activation system, less time would be lost between the driver's initial reaction and the application of the brakes.
2o It is well lmown that the eye-hand coordination is faster than the eye-foot coordination. A brake control operated by the hand, on the steering hand would have some distinct advantages in respect of response time as opposed to a foot-pedal control.
Existing prior art in this field is generally concerned with hand operated vehicle control devices for handicapped users. Most comprise mechanical devices of varying complexities for operating the accelerator axed brake pedals remotely by hand from the steeling wheel or column.
U.S. Patent 5,666,857 issued September 16, 1997 to Sebazco discloses a motor vehicle steering and braying control system. A mechanism fixed _2_ between the steering wheel and the brake pedal allows the brake pedal to be depressed when the operator exerts a downward force on the steering wheel.
U.S. Patent 4,078,628 issued March 14; 1978 to Reichenberger discloses an hand operated automotive control system which is capable of operating both the throttle and bralcing systems through an electro-hydraulic servo system. The device includes a control wheel, concentrically mounted within the conventional steering wheel, which is connected to a position sensor detecting the relative position of the plane of the second control wheel relative to. the steering wheel. The sensor output signal is amplified and sent to a torque motor which to controls the position of a linear actuator. Movement of the linear actuator in one direction applies pressure to the brake system, and in the other increases the throttle setting. Therefore, movement of the control wheel away from the driver activates the vehicles brakes, and movement towards the driver activates the throttle.
U.S. Patent 5,603,674 issued February 18, 1997 to Rivas et al. and Canadian Patent 2,130,334 issued August 3, 1999 to Rivas both disclose a set of motor vehicle controls for assisting drivers handicapped in the lower limbs, comprising controls for the accelerator, brake and clutch, and a plurality of motors, each controlling a pedal assembly. The control for the brake and accelerator are located on the steering wheel, comprising a freely rotating internal hoop bearing two concentric aimular sensors for the brake and accelerator. A
second set of controls, independent of the steering wheel, is used for controlling the clutch and the brake.
U.S. Patent 4,077,487 issued March 7, 1978 to Misinchuk and corresponding Canadian Patent 1,049,590 issued February 27, 1979 to the same inventor, disclose an auxiliary braking system for a vehicle comprised of a steering wheel mounted control switch which is electrically corrected to a linear motor linked to the control rod of the braking vehicle braking system. This permits the driver to apply and free the brakes of the vehicle by sliding the switch on the steering wheel with a thumb or finger of his hand.
U.S. Patent 5,025,905 issued June 25, 1991 to Lenz and Canadian Patent 1,320,413 issued July 27, 1993 to the same inventor, disclose a hand control device for operating both the accelerator and brake pedals of a motor vehicle. This invention comprises a lever mechanism wluch pushes down on an accelerator pedal control member when rotated in one direction, and pushes down on a brake pedal control member when rotated the other direction.
U.S. Patent 5,129,492 issued July 14, 1992 to Lenz discloses a device similar to U.S. Patent 5,025,905 having additionally a flexible support loop passing around the vehicle steering column for receiving and supporting one of the control members.
Therefore, while a significant amount of prior art exists for hand io activated automotive brake controls, most employ a mechanical connection directly attached to the brake pedal. This type of system is often complex and takes up considerable space. The actuation of tln5 type of mechanical system often requires levers to be pulled or pushed, and therefore a hand must be removed from the steering wheel in order to actuate the braking system. This both slows braking reaction time, and means that steering is negatively affected when braking is required. This can be dangerous when situations arise which require the drive to simultaneously slow down and avoid an obstacle or other vehicle.
The few prior art braking systems which utilize electrical signals, nevertheless require hydro-mechanical servos or motors which translate a displacement of a steering wheel mounted switch into displacement of the brakes. These types of systems often require significant skill to control the wheel mounted switches, as they must be accurately displaced by an amount which corresponds to the level of braking required. This movement of the wheel mounted switch also takes more time which reduces the overall time between the driver reaction and the brake application.
SUMMARY OF THE INVENTION
It is an object of the present invention to provide an improved vehicle braying activation system.
It is a further object of the present invention to provide a hand 3o operated, steering wheel-mounted, braying control system providing faster response time, without negatively affecting vehicle steering control.
Therefore, in accordance with the present invention there is provided a steering wheel mounted vehicle braying actuation system adapted for use with a braying controller capable of accepting electrical input signals and controlling brake activation accordingly, the vehicle braying actuation system comprising:
an elastically deflectable member mounted within the steering wheel of the vehicle, and adapted to be deflected by an actuating force applied by a hand of a user;
and an electrical strain gauge sensor fixed to the elastically deflectable member and providing an electrical output signal in response to the actuating force applied;
whereby the electrical output signal provides a direct input to the braying l0 controller.
There is also provided, in accordance with the present invention, a method of bralce actuation for a vehicle comprising the steps of: exerting an actuating . force on a steering wheel mounted, hand actuated pressure plate;
transmitting the actuating force from the pressure plate to an elastically deflectable sensing member; and detecting a deflection of the elastically deflectable sensing member with a strain gauge sensor fixed thereto; providing an electrical output signal from the strain gauge sensor in proportional response to the deflection of the elastically deflectable sensing member; transmitting the electrical output signal directly to a vehicle braking activation element.
2o These objects of the present invention will become fully apparent by refernng to the following detailed description of the preferred embodiments, claims, and the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is an exploded perspective view of the brake control assembly;
Figure 2 is a rear perspective view of the brake control assembly;
Figure 3a is a horizontal elevational view of the brake control device without the steering wheel;
Figure 3b is a schematic view showing an exaggerated deflection of the sensing beam;
Figure 4 is a side perspective view of the brake control assembly;
an elastically deflectable member mounted within the steering wheel of the vehicle, and adapted to be deflected by an actuating force applied by a hand of a user;
and an electrical strain gauge sensor fixed to the elastically deflectable member and providing an electrical output signal in response to the actuating force applied;
whereby the electrical output signal provides a direct input to the braying l0 controller.
There is also provided, in accordance with the present invention, a method of bralce actuation for a vehicle comprising the steps of: exerting an actuating . force on a steering wheel mounted, hand actuated pressure plate;
transmitting the actuating force from the pressure plate to an elastically deflectable sensing member; and detecting a deflection of the elastically deflectable sensing member with a strain gauge sensor fixed thereto; providing an electrical output signal from the strain gauge sensor in proportional response to the deflection of the elastically deflectable sensing member; transmitting the electrical output signal directly to a vehicle braking activation element.
2o These objects of the present invention will become fully apparent by refernng to the following detailed description of the preferred embodiments, claims, and the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is an exploded perspective view of the brake control assembly;
Figure 2 is a rear perspective view of the brake control assembly;
Figure 3a is a horizontal elevational view of the brake control device without the steering wheel;
Figure 3b is a schematic view showing an exaggerated deflection of the sensing beam;
Figure 4 is a side perspective view of the brake control assembly;
Figure Sa is a perspective view of the steering column mating flange;
Figure Sb is a side elevational view of the detail shown in Figure 5a;
Figure 6a is a perspective view of the steering column adapter pivot;
Figure 6b is a partial axial cross-sectional view of the detail shown'' in Figure 6a; and Figure 7 is a perspective view of the Lulderside of the braking interface pressure plate.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring now to Figs. 1 and 2 of the brake control assembly device 10, a , generally circular braking interface pressure plate 12 is shown mounted on a steering wheel. The plate 12 defines a lower oval cut-out region 14, three radially located rectangular cut-outs 16 for spolce clearance spaced at 90°
from each other, a circular centre hole 18 and three dowel pin holes 20 equally spaced 120° apart. The braying interface pressure plate 12 can equally be modified to be of various shapes, in order to accommodate the most effective and ergonomic design. A central end ball 90 fits into the centre hole 18 and protrudes 2o from the lower surface 13 of the pressure plate 12. Dowel pins 22 retain the pressure plate 12, and permit slideable translation when the driver's fingers or hands depress the plate. The annular circumferential slots 24 on either end of the dowel pins 22 for reception of the C-clip fasteners 28, retain the dowel pins 22 in place, ensure contact between the end ball 90 and the sensing beam 46, and prevent the disassembly of the entire device. The dowel pins 22 descend down through the holes 58 in the support ring 54 which is fixed to the spokes 32 of the spoke element 30.
The spoke element 30 is comprised of the three spokes 32 spaced at 90° from each other. The T-shaped base plate 34 has a large circular centre hole 36 and three smaller circular threaded holes 38. All three spokes each have two support ring fastener holes 44. The two laterally opposing spokes 32 also include two sensing beam fastener holes 44. The remaining upwardly extending spolce includes a single dowel pin hole 40. The central end ball 90 protruding from the lower surface 13 of the pressure plate 12 rests on the top surface 49 of the rectangular sensing beam 46, which itself is fixed by two beam fastener pins onto the laterally opposing spolces 32.
Referring also to Fig. 2, the steering wheel rim 52 is fixed to the ends of the spokes 32. The pressure plate support ring 54 is fixed to the underside of the spokes 32 by six spoke fastener pins 64 through the spoke fastener holes 60.
The support ring 54 has a chamfered inside surface 56 for mating with the l0 undersides of the spokes 32. This permits the flat top surface 55 of the support ring 54 to remain parallel to the pressure plate 12. Therefore ensuring that the dowel pin holes 58 allow the pins 22 to be perpendicular to both the top surface 55 of the support ring 54 and the under surface 13 of the pressure plate 12. This ensures that the pressure plate 12 can slide freely on the dowel pins 22, and that the force applied to the top of the pressure plate 12 will cause the end ball 90 to deflect the rectangular sensing beam 46 in an amount proportional to the force applied to the pressure plate 12 by the driver.
A strain gauge sensor 98 is fixed to the under surface 47 of the rectangular sensing beam 46. This sensor measures the strain in the sensing beam 46 created by the centralized force applied to it by the end ball 90 mounted to the pressure plate 12. The entire assembled spoke element 30 to which the steering wheel rim 52, pressure plate support ring 54 and sensing beam 46 are also attached, is fixed to the vehicle steering shaft by a steering colmnn mating flange 66 and a steering column adapter pivot 76.
The steering column mating flange 66 comprises four radial equally spaced cap screw holes 68, a top circular boss 70, a bottom circular boss 72 of larger diameter, and circumferential edge chamfers 74. The T-shaped base plate 34 of the spoke element 30 meets with the steering column mating flange 66.
They are radially aligned by the top circular boss 70 of the column mating flange 66 fitting into the large circular centre hole 36 in the T-shaped base plate 34 of the spoke elements 30. The larger diameter bottom circular boss 72 of the steering column mating flange 66 protrudes into the centre axial hole 86 in the top radial _7_ flange 80 of the steering column adapter pivot 76, thereby radially aligning the entire brake control assembly 10.
The four cap screw holes 82 in the top radial flange 80 of the adapter pivot 76, can then be aligned with the four cap screw holes 68 of the mating flange 66, and the three threaded cap screw holes 38 of the T-shaped base plate 34 of the spoke element 30. The cap screws 88 then provide the axial fixation of all the elements of the brake control assembly 10. The smaller diameter centre axial through hole 84 of the cylindrical body 78 in the steering column adapter pivot 76, is intended for slideable mating with and fixation onto l0 the end of the steering column. shaft of the vehicle.
The entire invention therefore is a brake activation device, for an electronic braking system. When the driver applies force on the pressure plate 12, the transferred force concentrated at the centre through the end ball 90 and onto the deformable sensing beam 46, provides the mechanical input which the strain gauge sensor 98.
Referring to Figure 3, the amount of deformation Y of the sensing beam 46 is detected by the attached strain gauge sensor 98, which transmits a corresponding electrical signal equivalent to the degree of strain in the sensing beam 46, to a separate braking controller which would manage the input signals and proportionally control the braking according. The output of the stain gauge sensor 98 could also be amplified or reduced according to need and braying calibration required. Therefore, the force applied to the pressure plate 12 by the driver and picked up by the strain gauge sensor 98, would be electronically sent directly to the brakes. This eliminates the slower traditional mechanical braking system movements and slower physical movements required by the. driver for applying a foot brake pedal, and therefore reduces reaction time and permits faster brake application.
Although the preferred embodiment of the present invention has been described in the foregoing specification in detail, it is to be understood that 3o minor modifications may be made to the invention without departing from the scope and purview of this invention as defined by the appended claims.
Figure Sb is a side elevational view of the detail shown in Figure 5a;
Figure 6a is a perspective view of the steering column adapter pivot;
Figure 6b is a partial axial cross-sectional view of the detail shown'' in Figure 6a; and Figure 7 is a perspective view of the Lulderside of the braking interface pressure plate.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring now to Figs. 1 and 2 of the brake control assembly device 10, a , generally circular braking interface pressure plate 12 is shown mounted on a steering wheel. The plate 12 defines a lower oval cut-out region 14, three radially located rectangular cut-outs 16 for spolce clearance spaced at 90°
from each other, a circular centre hole 18 and three dowel pin holes 20 equally spaced 120° apart. The braying interface pressure plate 12 can equally be modified to be of various shapes, in order to accommodate the most effective and ergonomic design. A central end ball 90 fits into the centre hole 18 and protrudes 2o from the lower surface 13 of the pressure plate 12. Dowel pins 22 retain the pressure plate 12, and permit slideable translation when the driver's fingers or hands depress the plate. The annular circumferential slots 24 on either end of the dowel pins 22 for reception of the C-clip fasteners 28, retain the dowel pins 22 in place, ensure contact between the end ball 90 and the sensing beam 46, and prevent the disassembly of the entire device. The dowel pins 22 descend down through the holes 58 in the support ring 54 which is fixed to the spokes 32 of the spoke element 30.
The spoke element 30 is comprised of the three spokes 32 spaced at 90° from each other. The T-shaped base plate 34 has a large circular centre hole 36 and three smaller circular threaded holes 38. All three spokes each have two support ring fastener holes 44. The two laterally opposing spokes 32 also include two sensing beam fastener holes 44. The remaining upwardly extending spolce includes a single dowel pin hole 40. The central end ball 90 protruding from the lower surface 13 of the pressure plate 12 rests on the top surface 49 of the rectangular sensing beam 46, which itself is fixed by two beam fastener pins onto the laterally opposing spolces 32.
Referring also to Fig. 2, the steering wheel rim 52 is fixed to the ends of the spokes 32. The pressure plate support ring 54 is fixed to the underside of the spokes 32 by six spoke fastener pins 64 through the spoke fastener holes 60.
The support ring 54 has a chamfered inside surface 56 for mating with the l0 undersides of the spokes 32. This permits the flat top surface 55 of the support ring 54 to remain parallel to the pressure plate 12. Therefore ensuring that the dowel pin holes 58 allow the pins 22 to be perpendicular to both the top surface 55 of the support ring 54 and the under surface 13 of the pressure plate 12. This ensures that the pressure plate 12 can slide freely on the dowel pins 22, and that the force applied to the top of the pressure plate 12 will cause the end ball 90 to deflect the rectangular sensing beam 46 in an amount proportional to the force applied to the pressure plate 12 by the driver.
A strain gauge sensor 98 is fixed to the under surface 47 of the rectangular sensing beam 46. This sensor measures the strain in the sensing beam 46 created by the centralized force applied to it by the end ball 90 mounted to the pressure plate 12. The entire assembled spoke element 30 to which the steering wheel rim 52, pressure plate support ring 54 and sensing beam 46 are also attached, is fixed to the vehicle steering shaft by a steering colmnn mating flange 66 and a steering column adapter pivot 76.
The steering column mating flange 66 comprises four radial equally spaced cap screw holes 68, a top circular boss 70, a bottom circular boss 72 of larger diameter, and circumferential edge chamfers 74. The T-shaped base plate 34 of the spoke element 30 meets with the steering column mating flange 66.
They are radially aligned by the top circular boss 70 of the column mating flange 66 fitting into the large circular centre hole 36 in the T-shaped base plate 34 of the spoke elements 30. The larger diameter bottom circular boss 72 of the steering column mating flange 66 protrudes into the centre axial hole 86 in the top radial _7_ flange 80 of the steering column adapter pivot 76, thereby radially aligning the entire brake control assembly 10.
The four cap screw holes 82 in the top radial flange 80 of the adapter pivot 76, can then be aligned with the four cap screw holes 68 of the mating flange 66, and the three threaded cap screw holes 38 of the T-shaped base plate 34 of the spoke element 30. The cap screws 88 then provide the axial fixation of all the elements of the brake control assembly 10. The smaller diameter centre axial through hole 84 of the cylindrical body 78 in the steering column adapter pivot 76, is intended for slideable mating with and fixation onto l0 the end of the steering column. shaft of the vehicle.
The entire invention therefore is a brake activation device, for an electronic braking system. When the driver applies force on the pressure plate 12, the transferred force concentrated at the centre through the end ball 90 and onto the deformable sensing beam 46, provides the mechanical input which the strain gauge sensor 98.
Referring to Figure 3, the amount of deformation Y of the sensing beam 46 is detected by the attached strain gauge sensor 98, which transmits a corresponding electrical signal equivalent to the degree of strain in the sensing beam 46, to a separate braking controller which would manage the input signals and proportionally control the braking according. The output of the stain gauge sensor 98 could also be amplified or reduced according to need and braying calibration required. Therefore, the force applied to the pressure plate 12 by the driver and picked up by the strain gauge sensor 98, would be electronically sent directly to the brakes. This eliminates the slower traditional mechanical braking system movements and slower physical movements required by the. driver for applying a foot brake pedal, and therefore reduces reaction time and permits faster brake application.
Although the preferred embodiment of the present invention has been described in the foregoing specification in detail, it is to be understood that 3o minor modifications may be made to the invention without departing from the scope and purview of this invention as defined by the appended claims.
Claims (15)
1. A braking control system for a vehicle comprising:
a hand controlled braying interface means;
a deformable sensing beam member;
a localized force transmission means between said hand controlled braking interface means and said deformable sensing beam member; and an electrical strain gauge sensor.
a hand controlled braying interface means;
a deformable sensing beam member;
a localized force transmission means between said hand controlled braking interface means and said deformable sensing beam member; and an electrical strain gauge sensor.
2. The invention as defined in claim 1, wherein said hand controlled braking interface is a steering wheel mounted pressure plate.
3. The invention as defined in claim 2, wherein said force transmission means is an end ball mounted under said steering wheel mounted pressure plate.
4. The invention as define in claim 1, wherein said electrical strain gauge sensor is mounted on said deformable sensing beam member.
5. A steering wheel mounted vehicle braying actuation system adapted for use with a braying controller capable of accepting electrical input signals and controlling brake activation accordingly, the vehicle braking actuation system comprising:
an elastically deflectable member mounted within the steering wheel of the vehicle, and adapted to be deflected by an actuating force applied by a hand of a user;
and an electrical strain gauge sensor fixed to the elastically deflectable member and providing an electrical output signal in response to the actuating force applied;
whereby the electrical output signal provides a direct input to the braking controller.
an elastically deflectable member mounted within the steering wheel of the vehicle, and adapted to be deflected by an actuating force applied by a hand of a user;
and an electrical strain gauge sensor fixed to the elastically deflectable member and providing an electrical output signal in response to the actuating force applied;
whereby the electrical output signal provides a direct input to the braking controller.
6. The braking actuation system as defined in claim 5, wherein the actuating force is applied to a hand actuated pressure plate, contiguous with the elastically deflectable member.
7. The braking actuation system as defined in claim 5, wherein the electrical output signal is substantially proportional to the actuating force applied.
8. The braking actuation system as defined in claim 7, wherein the discrete braking controller is adapted to apply a vehicle braking force proportional to the electrical output signal.
9. The braking actuation system as defined in claim 6, wherein the hand actuated pressure plate can be actuated without releasing the steering wheel.
10. The braking actuation system as defined in claim 6, wherein the hand actuated pressure plate displaces an amount substantially corresponding to an amount of deflection of said elastically deflectable member.
11. The braking actuation system as defined in claim 5, wherein the electrical output signal produced by the strain gauge sensor is substantially proportional to an amount of defection of the elastically deflectable member.
12. The braking actuation system as defined in claim 6, wherein a localized force transmission member fixed to the pressure plate is adapted to transmit force between the pressure plate and the elastically deflectable member.
13. The braking actuation system as defined in claim 12, wherein the elastically deflectable member is a beam fixed at its ends.
14. The braking actuation system as defined in claim 13, wherein the localized force transmission member acts substantially at the middle of the beam.
15. A method of brake actuation for a vehicle comprising the steps of:
exerting an actuating force on a steering wheel mounted, hand actuated pressure plate;
transmitting the actuating force from the pressure plate to an elastically deflectable sensing member; and detecting a deflection of the elastically deflectable sensing member with a strain gauge sensor fixed thereto;
providing an electrical output signal from the strain gauge sensor in proportional response to the deflection of the elastically deflectable sensing member;
transmitting the electrical output signal directly to a vehicle braking activation element.
exerting an actuating force on a steering wheel mounted, hand actuated pressure plate;
transmitting the actuating force from the pressure plate to an elastically deflectable sensing member; and detecting a deflection of the elastically deflectable sensing member with a strain gauge sensor fixed thereto;
providing an electrical output signal from the strain gauge sensor in proportional response to the deflection of the elastically deflectable sensing member;
transmitting the electrical output signal directly to a vehicle braking activation element.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002478045A CA2478045A1 (en) | 2001-03-02 | 2002-03-04 | Brake control device on steering wheel |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002339740A CA2339740A1 (en) | 2001-03-02 | 2001-03-02 | Brake control device on steering wheel |
| CA2,339,740 | 2001-03-02 | ||
| CA002478045A CA2478045A1 (en) | 2001-03-02 | 2002-03-04 | Brake control device on steering wheel |
| PCT/CA2002/000269 WO2002070310A1 (en) | 2001-03-02 | 2002-03-04 | Brake control device on steering wheel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2478045A1 true CA2478045A1 (en) | 2002-09-12 |
Family
ID=33419238
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002478045A Abandoned CA2478045A1 (en) | 2001-03-02 | 2002-03-04 | Brake control device on steering wheel |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2478045A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115335273A (en) * | 2020-12-16 | 2022-11-11 | 广州汽车集团股份有限公司 | System, vehicle, method and non-transitory computer-readable storage medium for improving driving safety |
| CN115649130A (en) * | 2022-12-08 | 2023-01-31 | 陈予 | Brake control method and device of electric automobile |
-
2002
- 2002-03-04 CA CA002478045A patent/CA2478045A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115335273A (en) * | 2020-12-16 | 2022-11-11 | 广州汽车集团股份有限公司 | System, vehicle, method and non-transitory computer-readable storage medium for improving driving safety |
| CN115649130A (en) * | 2022-12-08 | 2023-01-31 | 陈予 | Brake control method and device of electric automobile |
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| FZDE | Discontinued |