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
• • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/18—Braking system

Definitions

• the present invention relates to a steering wheel control device, for example accelerator and brake, on board a self-propelled vehicle, in particular intended for children.
• vehicle may for example be a vehicle with an internal combustion engine or an electric motor.
• the object of the present invention is to provide a steering wheel-mounted device having great simplicity, reliability and safety in driving the vehicle.
• Another object of the invention is to allow the driver of the vehicle to operate the control device while keeping his hands on the steering wheel.
• the device for controlling the operation of a self-propelled vehicle comprises a steering column-steering wheel assembly, comprising:
• Transmission members connecting each of the control handles to a functional element of the vehicle and capable of actuating or not actuating the corresponding functional element, by actuation of the first control handle and / or of the second control handle; - And compensation means acting on at least one of the transmission members, so as to activate as a priority the functional element associated with the second control handle, and this by actuation of said second control handle.
• the control handles are mounted on the steering column so as to rotate with the latter.
• the first control handle is an acceleration handle, the second control handle being a braking handle.
• control handles extend to the vicinity of the circumference of the steering wheel.
• the compensation means comprise a spreader articulated on a fixing support integral with the steering column.
• the transmission members comprise cables sliding in corresponding sheaths each ending in a nozzle.
• control device comprises at least one stop mounted on the steering column and against which the ends of the sheaths are in abutment, so as to actuate or not a functional element by a relative sliding between the cable and the corresponding sheath, under the effect of the actuation of the first control handle and / or the second control handle.
• each control handle has an actuating branch extending substantially transversely to the steering column, the second actuating branch being longer than the first branch actuation starting from a respective or common pivot.
• the compensation means are produced by a drive means integral with the second control handle and acting on the first control handle when the second control handle is actuated, so as to bring the first handle back in its non-actuated position or to prevent any actuation of the first control handle.
• the drive means is produced with a shoulder situated at the end of the second control handle and capable of coming to bear against the first control handle.
• control device has the particular advantage of eliminating any additional actuating member, such as a brake or accelerator pedal on the vehicle.
• additional actuating member such as a brake or accelerator pedal on the vehicle.
• FIG. 1 is a perspective view of a steering wheel control device according to the invention.
• FIG. 1 is a top view of the device of Figure 1 at rest;
• FIG. 3 is a top view of the device of Figure 1, in a first actuating position
• FIG. 4 is a top view of the device of Figure 1 in a second actuating position
• FIG. 5 is a top view of another embodiment of the steering wheel control device according to the invention, in a first actuating position
• FIG. 6 is a top view of the device of Figure 5, in a second actuating position
• FIG. 7 is an alternative embodiment of the control device shown in FIGS. 5 and 6.
• the steering wheel control device shown in FIG. 1 is mounted on a steering column 2 ending in a steering wheel 4.
• the control device comprises a first control handle 6 and a second control handle 8, extending on either side of the steering column 2, in the vicinity of the steering wheel 4, and up to the vicinity of the circumference of this, or up to the vicinity of the parts provided for the hands of a driver.
• the control handles 6, 8 are articulated on the steering column 2 by a pivot 10, for example common, of axis orthogonal to the longitudinal axis of said steering column 2.
• the control handles 6, 8 are thus mounted on the steering column 2 or on a part integral with said steering column 2, so as to rotate with the latter.
• the control device also comprises transmission members connecting each of the control handles 6,8 to a functional element of the self-propelled vehicle, and capable of actuating or not the functional element or elements.
• the first control handle 6 activates an accelerator and the second control handle 8 activates a brake.
• the transmission members comprise for example cables 12 and 14 sliding in corresponding sheaths 16 and 18, which end in end pieces.
• the first control handle 6 and the second control handle 8 are therefore connected respectively to the cables 12, 14, sliding in the sheaths 16, 18 corresponding.
• the cables 12, 14 are therefore capable of activating a functional element of the vehicle.
• One end of the cables 12, 14 is connected to the corresponding control handle 6 or 8 by means of a fixing member 12a, 14a, while the other end (not shown) of the cables 12, 14 is connected to a corresponding functional element of the vehicle.
• the control device also includes compensation means acting on at least one of the transmission members.
• the control device for this purpose comprises a lifter 20 mounted on the steering column 2, using a fixing support 22.
• the lifter 20 is articulated on the fixing support 22 by a pivot 24
• the compensation means therefore comprise the lifter 20 articulated by the pivot 24 on the fixing support 22, which is integral with the steering column 2.
• the lifter 20 constitutes, at one of these ends, a stop for the sheath 16 and the fixing support 22 constitutes a stop for the sheath 18.
• One of the stops is therefore fixed relative to the steering column 2, and the other mobile.
• Each control handle 6, 8 comprises an actuating branch 6a, 8a extending substantially transversely to the steering column 2 and a longitudinal branch 6b, 8b extending substantially longitudinally relative to the steering column 2. L ' end of the longitudinal branch 8b is capable of coming to bear against the lifter 20.
• FIG. 2 shows, for example, the longitudinal branch 8b in abutment against the lifter 20. The latter is thus blocked in its pivoting plane, as is the sheath 16 secured to the end of said lifter 20.
• the lifting beam 20 thus constitutes one of the stops and the fixing support 22 constitutes the other stop of the respective sheaths 16 and 18.
• the latter have end caps allowing them to be fixed respectively to the lifting beam 20 and to the fixing support 22.
• the lifter 20 is capable of abutting against the longitudinal branch 8b of the second control handle 8 when the second control handle 8 is not actuated.
• the fixing support 22 provides a fixed stop for the end piece of the sheath 18 associated with the second control handle 8.
• the fixing support 22 also supports the pivot 24 of the lifter 20.
• the latter in turn constitutes a movable stop integral with the end piece of the sheath 16 associated with the first control handle 6 and capable of moving said sheath 16 relative to the cable 12.
• the lifter 20 is, for example, a hollow rectangular piece traversed by the steering column 2 so as to have at least one bearing edge 20b for example on either side of said steering column 2.
• Other shapes such as an "L” or “U” shaped piece may also be suitable for making the lifter 20.
• Each control handle 6, 8 is for example symmetrical with respect to its longitudinal median plane passing through the steering column
• the spacing of the longitudinal branches 8b is chosen so as to correspond substantially to the spacing of the support edges 20b of the lifter 20, so as to allow the support edges 20b to abut against the end of the longitudinal branches 8b .
• the pivoting of the lifter 20 becomes possible with the pivoting of the longitudinal branches 8b of the second control handle 8.
• the release of the lifter 20 is shown diagrammatically by the arrow "F” in FIG. 4, where the arrows "E” and “G” respectively represent the pivoting of the first control handle 6 of the second control handle 8.
• the longitudinal branches 6a of the first control handle 6 are preferably shorter than the longitudinal branches 6b of the second control handle 8 so as to do not interfere with the pivoting of the lifting beam 20.
• the longitudinal branches 6b, 8b are also provided with rods 6e, 8e making stops against the steering column 2, when the control handles 6, 8 are not actuated.
• Return springs can be provided to return the control handles 6, 8 to their so-called “non-actuated” positions.
• the control device shown in FIGS. 1 to 4 works as follows: the user by placing his hands on the steering wheel 4 can directly access the control handles 6 and 8 without letting go of the steering wheel 4. When the user does not operate not the control handles 6, 8, these are found in the position shown in Figures 1 and 2.
• the lifter 20 is immobilized by the longitudinal branch 8b.
• the actuation of the first control handle 6 thus makes it possible to slide the cable 12 relative to the sheath 16 and to actuate a functional element, in this case the accelerator.
• An actuation of the second control handle 8 shown diagrammatically by the arrow "G" in FIG. 4 makes it possible to release the lifter 20 from its support on the longitudinal branch 8b.
• the pivoting of the actuating branch 8a allows for example to pull the cable 14, which can thus actuate another functional element, for example a brake.
• the pivoting of the lifter 20 also makes it possible to slide the sheath 16 on the corresponding cable 12 and to compensate or neutralize the actuation of the functional element, for example accelerator, initially actuated by traction on the cable 12.
• the command linked to the actuation of the first control handle 6 is thus rendered inoperative.
• the compensation means by acting on at least one of the transmission members, thus make it possible to actuate in priority the functional element associated with the second control handle 8, and this by actuation of the latter.
• the lifter 20 can advantageously be mounted against a return force of a spring not shown.
• connection device makes it possible to obtain priority control for the second control handle 8, neutralizing if necessary the control of the first control handle 6, even if the latter remains actuated by the user.
• the latter could in fact not have the reflex of releasing the accelerator control, in this case the first control handle 6 simultaneously with a brake control via the second control handle 8.
• the transmission members are produced with a system of rods.
• the transmission members can also be produced with hydraulic means, comprising valves and control members for said valves.
• control device shown in Figures 5 to 7 is an alternative embodiment of the invention.
• the elements structurally or functionally identical to those shown in Figures 1 to 4 retain the same references.
• each control handle 6, 8 has an actuating branch 6a, 8a extending substantially transversely to the steering column 2.
• the second actuating handle 8a is substantially longer than the first actuating handle 6a starting from a pivot 10. The latter may be common to the two actuating branches 6a, 8a.
• the control handles 6, 8 are articulated on a fixing piece 30 integral with the steering column 2-flywheel assembly 4.
• the sheaths stops 18 and 16 are made using an additional piece 32 fixed on the steering column 2.
• the end pieces (not shown) of the sheaths 18 and 16 are also fixed to the complementary part 32 and are therefore fixed relative to the steering column 2. Only the cables 12 and 14 can thus slide relative to the sheaths 16, 18.
• the compensation means s are produced by a drive means integral with the second control handle 8 and acting on the first control handle 6 when the second control handle 8 is actuated, so as to bring back the first control handle 6 in its non-actuated position or to prevent any actuation of the first control handle 6.
• the drive means is for example produced, as shown in FIG. 5 or 6, by a shoulder 8c situated at the end of the second control handle 8.
• the shoulder 8c is capable of coming to bear against the first control handle 6 when the second control handle 8 is actuated. This support is shown for example in Figure 6.
• the first control handle 6 is returned to its so-called position of rest or not actuated, according to arrow "J" in FIG. 6 and shown in phantom in FIG. 5.
• the shoulder 8c bears on a part 6c of the first control handle 6 located beyond the pivot 10.
• the drive means according to an alternative embodiment shown in Figure 7, is constituted by a rod 8d extending orthogonally to the actuating branch 8a, to engage in an oblong slot 6d provided in the actuating branch 6a of the first control handle 6. The user can thus actuate the first control handle 6, causing traction on the cable 12.
• the rod 8d When actuation on the second control handle 8, the rod 8d abuts at one end of the lumié re oblong 6d and drives the first control handle 6 in its position, called at rest, and shown in phantom in Figure 7.
• the length of the lever arm between the pivot 10 and the actuating end of the second handle 8 is substantially greater than the lever arm extending between the pivot 10 and the actuation part of the first control handle 6.
• the length difference is chosen so as to prioritize any command resulting from an actuation of the second control handle 8. It is thus possible to obtain an activation or an actuation of the functional braking element whatever the control of a functional acceleration element.
• the present invention also finds its application for vehicles intended for disabled people, motor sport, or handling.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Mechanical Control Devices (AREA)

Applications Claiming Priority (3)

Publications (1)

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ID=8858996

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Family Cites Families (6)

• 2001
  • 2001-01-18 FR FR0100697A patent/FR2819453B1/fr not_active Expired - Fee Related
• 2002
  • 2002-01-18 EP EP02700337A patent/EP1351835A1/de not_active Withdrawn
  • 2002-01-18 WO PCT/FR2002/000213 patent/WO2002057106A1/fr not_active Application Discontinuation

Non-Patent Citations (1)

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