GB2590336A

GB2590336A - Vehicle pedal adaptor

Info

Publication number: GB2590336A
Application number: GB2103781.7A
Authority: GB
Inventors: Peter Briggs Owen
Original assignee: BRIG AYD CONTROLS Ltd
Current assignee: BRIG AYD CONTROLS Ltd
Priority date: 2016-01-06
Filing date: 2016-01-06
Publication date: 2021-06-23
Anticipated expiration: 2036-01-06
Also published as: GB2590336B; GB202103781D0

Abstract

A left foot accelerator assembly 10 permitting control of the throttle of a vehicle using the left leg of the driver; and a method of installing a left foot accelerator assembly to a vehicle. The assembly 10 comprises a modular frame assembly 20 and two adjustable pedal assemblies (40 Fig 3) mounted thereto. The frame assembly 20 may be arch-shaped and separable at the top of the arch, such that the two parts of the frame assembly 20 can be connected together from either side of a brake pedal in a left-right direction with respect to a vehicle and without hooking the frame over the brake pedal.

Description

VEHICLE PEDAL ADAPTOR

The present invention relates to a left foot pedal adaptor for a vehicle to permit operation by a driver with a physical disability affecting their right leg.

Conventionally, an automatic-transmission motor vehicle for an able-bodied driver has a large, central pedal that operates the brakes, and a smaller pedal to the right of this that operates the accelerator. Whilst there are a number of older vehicles also include a manual transmission having a third pedal for the clutch (to the left of the brake pedal), such vehicles are not specifically discussed herein.

The currently recommended way to drive an automobile with automatic transmission is to use the right leg only, and to alternate the use of the right foot between the right hand pedal (accelerator) and the central pedal (the brake). However, amputees with their right leg removed, or people with chronic mobility problems of their right leg, are prevented from driving a conventional vehicle.

Adaptors for vehicles to account for such physical disabilities are known.

One such adaptor is the Twin Flip Folding Left Foot Accelerator system illustrated in Figures 1 and 2, and manufactured by Brig-Ayd Ltd. This system comprises a U' shaped bracket that fits around the brake pedal (usually "hooked" over the top, but sometimes passing behind) to transfer the function of the accelerator pedal from the conventional right hand side of the brake pedal to the unconventional left side. In this configuration, either a disabled person can use their left leg, alternating between the large, central brake pedal and the accelerator (now on the left), or an able-bodied person can use their right leg in the conventional manner.

To prevent both accelerator pedals being present and visible at the same time (as is the case in the drawings), the system incorporates a cable assembly so that when the conventional, right-side accelerator pedal is made visible, the cable pulls up the extra, left-side brake pedal, and conversely, when the left-side pedal is made visible, the conventional, right-side accelerator pedal is folded away.

Whilst the above described system works, it has some disadvantages.

Firstly, 'hooking' the transfer mechanism around the brake pedal assembly during installation of the adaptation kit, usually carried out by freelance fitters, is difficult. This is especially so in the small foot well area of many modern cars, and particularly for small cars. A further problem is that there is large variation in car models, and so it is difficult to create a design suitable for all models. Indeed, even for a given model, there are manufacturing variations between individual vehicles. -2 -

Another problem is the degree of customisation required for optimal operation. Often, the driver would prefer the left accelerator pedal to be, for example, a few millimetres to the left or right. Using conventional arrangements, either this cannot be achieved, or it involves physically bending mechanical members, which fitters may be unwilling to do.

All of the above present challenges to the fitters of such systems.

Viewed from a first aspect, the present invention provides a left foot accelerator assembly, comprising: a frame configured to be pivotally mounted to a vehicle; and a pedal connected to the frame, the pedal having an operational position for causing rotation of the frame by a left foot of a driver of the vehicle; wherein the pedal is connected to the frame such that the operational position of the pedal is adjustable.

Thus, the left foot accelerator assembly permits the adjustment of the operational position of the pedal, which is preferably the left-foot accelerator pedal.

It should be understood that the adjustable connection is such that the position can be adjusted without permanently deforming the frame or other parts of the assembly.

As used herein, the term "left foot accelerator assembly" is intended to refer to any apparatus that transfers the accelerator function of a vehicle from a position whereby it is operated by the right foot to one in which it is operated by the left foot, i.e. such that the operational position of the accelerator pedal is to the left of a brake pedal of the vehicle. Thus, when installed, rotation of the frame will actuate the throttle of the vehicle.

Whilst a right accelerator pedal of the left foot accelerator assembly may be made adjustable, the adjustable pedal is preferably a left foot accelerator pedal of the assembly.

The operational position of the pedal is preferably adjustable in at least a left-right direction relative to the vehicle when installed, i.e. parallel to the axis of rotation of the frame.

The operation position of the pedal is preferably adjustable by at least 1 cm, preferably at least 2cm or at least 3 cm, in the left-right direction, i.e. between the extremes of a range of positions. The pedal is preferably also adjustable in up-down direction of the vehicle, when installed.

The pedal may be connected to the frame via an adjustable connector to provide the adjustability. The adjustable connector may comprise a main shaft -3 -adjustably connected to the frame, wherein the pedal is connected to the main shaft.

One end of main shaft may be pivotally connected to the frame. This allows the angle of the main shaft to be adjusted, which is turn causes movement of the operational position of the pedal. The main shaft is preferably pivotable so to provide at least left-right direction movement of the end of the main shaft, e.g. via a hinge joint or universal joint, e.g. a ball joint.

In a preferred embodiment, the main shaft may be adjustably connected to the frame via a ball joint. A ball joint typically provides two at least degrees of movement, i.e. up-down and left-right. The ball joint may also be configured to provide a third, rotational degree of movement, i.e. such that the main shaft can be rotated about its axis.

The adjustable connector preferably further comprises a locking mechanism to prevent movement of the joint. For example, the locking mechanism may comprise a nut configured to clamp the joint in place. Where a ball joint is used, the nut may encircle the main shaft and tighten against the ball so as to prevent movement of the ball, thus locking the joint.

The pedal may be connected to the main shaft via a swivel joint. That is to say, a joint that permits rotational movement of the pedal about a plane that is not perpendicular to the axis of the main shaft. In a preferred configuration, the swivel axis is perpendicular to the axial direction of the main shaft. This permits the angle of a face of pedal to be changed, i.e. about a substantially horizontal axis -parallel to the rotational axis of the frame. In one embodiment, the swivel plane is parallel to and axially offset from the axis of the shaft.

The swivel joint may be connected to the pedal via a secondary adjustment shaft.

The secondary adjustment shaft may be rigidly connected to the pedal, and the swivel joint may be slidably connected to secondary adjustment shaft, i.e. such that distance between pedal and the swivel joint / main shaft can be adjusted by sliding the swivel joint along the secondary adjustment shaft.

The swivel joint may be rotatably connected to the pedal or the secondary adjustment shaft. This permits the orientation of pedal face to be adjusted, for example to align with the orientation of the foot of the drive. The rotatable connection may comprise a smooth shaft that can be rotated within a bore of the swivel joint. In an alternative, the rotatable connection may comprise a non-smooth -4 -shaft, such as a spline shaft or other shaft having a rotationally-symmetrical cross-section, or a shaft having a key member, such that the shaft can be removed from a correspondingly-shaped bore of the swivel joint and re-inserted at a new orientation.

The swivel joint may comprise a locking mechanism to prevent rotation and/or sliding of the swivel joint with respect to the secondary adjustment shaft. This allows the position of the pedal with respect to the swivel joint, and hence the main shaft. The locking mechanism preferably comprises a threaded member, such as screw, bolt, worm screw or the like, configured to engage the secondary adjustment shaft, but other mechanisms are possible too.

The pedal, in some embodiments via swivel joint, may be slidably connected to the main shaft so as to slide up and down the axis of the shaft, and/or rotatably connected to the main shaft so as to rotate about the axis of the shaft. This permits adjustment of the position of the pedal with respect to the main shaft The pedal may be foldably connected to the frame, for example such that the pedal also has a retracted position, for example to prevent accidental actuation when not in use. The pedal may be foldably connected by virtue of the adjustable connector being pivotably connected to the frame in up-down direction.

The pedal may be textured and may, for example, include rubber surface for a foot of the driver.

In some embodiments, the pedal may be provided as part of a detachable pedal assembly. This facilitates simpler installation, as the frame can be installed first and then the pedals attached later. It also facilitates modular replacement, for example if the pedal mechanism fails, it can be replaced without removing the entire assembly, which can be a complex procedure.

Thus, in another aspect, the present invention may also provide a pedal assembly for attachment to a frame, e.g. of a left foot accelerator assembly. The detachable pedal assembly may comprise: a pedal having an operational position for causing rotation of the frame by a foot of a driver of the vehicle, wherein the pedal is configured to connect to the frame such that the operational position of the pedal is adjustable relative to the frame.

In various embodiments, the pedal assembly may be a detachable pedal assembly, i.e. such that it can be attached and released from the frame, for example, using a releasable fastener such as a bolt or clip. In other embodiments, the pedal assembly may constitute an intermediate component used during -5 -manufacturing the frame, and may be configured to be permanently attached to the frame, e.g. by welding or the like.

The discrete pedal assembly may include any or all of the optional features of or relating to the pedal described above or below.

In various embodiments, the apparatus may comprise a second pedal for operation by right foot of a driver. The frame may be configured such that, in use, the first pedal is to the left of a brake pedal of the vehicle and the second pedal is to the right of the brake pedal. Thus, the apparatus facilitates operation either by left foot or a right foot of the driver, e.g. when a care is used by both an able-bodied person and a disabled person.

Preferably the second pedal also has an operational position and the apparatus is configured such that only one pedal is in the operational position at any time. This prevents accidental actuation of the wrong pedal, for example so that a person using conventional, right foot controls does not inadvertently actuate the left foot pedal, and vice versa.

The pedals may each be foldably connected to the frame, for example, as described above. The pedals may further be connected to one another such that when one is moved to the operational position, the other is moved to the retracted position. For example, a wire may connect the two pedals together, and may, for example, run along the frame.

The frame is preferably configured to pivotally connect to the vehicle on the left side of the brake pedal.

In various embodiments, the frame may have an arched shape (or an inverted U-shape), for example, so as to fit around a brake pedal of the vehicle.

The frame is preferably made from a substantially rigid material, i.e. sufficient that it can sustain typical loads applied to an accelerator assembly without significant bending, and preferably made of metal, such as steel, or the like.

Preferably, where the frame includes two pedals, the frame has a modular configuration, for example so that it can be installed about a brake pedal from either side, i.e. without "hooking" the frame over the brake pedal.

For example, the first pedal may be mounted to a first portion of a frame and the second pedal may be mounted to a second portion of the frame, wherein the first portion of the frame is separable from the second portion of the frame. This configuration simplified assembly of the frame, particularly in vehicles having limited space in the foot well. -6 -

Indeed, the modular configuration of the frame may be applied more generally to frames having non-adjustable pedals, or to frames having removable pedals such that either adjustable or non-adjustable pedals may be attached.

Thus, viewed from another aspect, the present invention may provide a left foot accelerator assembly, comprising a first portion of a frame for connection to a first pedal and a second portion of the frame for connection to a second pedal, the frame being configured to be pivotally mounted to a vehicle such that the first pedal is positioned to the left of a brake pedal of the vehicle and a second pedal is positioned to the right of the brake pedal, wherein the first portion of the frame is separable from the second portion of the frame. This aspect may be combined with any or all of the optional features described above in respect of the frame and/or the pedals.

Preferably the first and second portions are separable such that they can be connected from either side of the brake pedal, i.e. without hooking over the brake pedal. For example, where the frame is U-shaped, the first and second portion may be separable at the base of the U-shape.

The first and second portions are not limited to being solid, and may themselves comprise additional modular components. For example, as discussed above, the pedal may be part of a pedal assembly that is detachable from the frame portion.

The left foot accelerator assembly may further comprise a customisation component so as to adapt the shape of the frame for a specific model of vehicle. For example, one or both of the first and second portions may be generic components suitable for use with a plurality of vehicle models and the customisation component may be suitable for use with only one or a subset of the plurality of vehicles. This configuration permits generic components to be used with multiple models of vehicle. Where the customisation component is relatively small and cheap, it may then be practical to store a large number of different customisation components on site without the need to store a large number of frames.

In various embodiments, the left foot accelerator assembly may be provided as a kit of parts. The kit of parts may include a plurality of different customisation components for adapting the shape of the frame for different models of vehicle. Thus, the kit may be suitable for multiple vehicles and the installer simply selects -7 -the appropriate customisation component for the vehicle into which the assembly is to be installed.

The present invention also provides a method of installing the left foot accelerator assembly. A method of installing a left foot accelerator assembly may comprise: connecting a first portions of a frame of the assembly to the vehicle, the first portion of a frame being for connection to a first pedal; and connecting a second portion of the frame to the first portion, the second portion of the frame being for connection to a second pedal.

Preferably the first and second portions are connected together in a left-right direction with respect to the vehicle, for example one portion is brought towards the other from the left or the right of a brake pedal of the vehicle.

Preferably the method does not include hooking the frame over a brake pedal of the vehicle.

The pedal assemblies described above are particularly applicable to vehicles having suspended pedals.

Certain preferred embodiments of the present invention will now be described, by way of example only and with reference to the accompanying drawings, in which: Figures 1 and 2 illustrate a left foot pedal adaptor assembly; Figure 3 illustrates a side view of an adjustable pedal for attachment to the assembly; Figure 4 illustrates a bottom view of the adjustable pedal; and Figure 5 illustrates a cross-section of a swivel joint of the assembly. Figures 1 and 2 show a left foot pedal adaptor assembly 10. The adaptor assembly 10 comprises a frame 20 and two pedal assemblies 30 connected to the frame 20.

The frame 20 comprises a main body 22 that is generally arch shaped and shaped so as to fit over the top of the brake pedal of a vehicle, when installed into the vehicle. The frame further comprises a transfer arm 24 for connection to the vehicle. The arm 24 is configured to pivotally attach the vehicle so that a generally downward pressure applied to one of the pedal assemblies 30 will cause the adaptor assembly 10 to rotate.

The adaptor assembly 10 is configured so as to be attached to the vehicle in a manner such that rotation of the assembly actuates a throttle of the vehicle. This may be, for example, by connection to a sensor that determines the degree of -8 -rotation, where the throttle is electrically controlled based on the signal from the sensor (drive-by-wire), or connected to a throttle cable, for example via a mechanical linkage, so as to mechanically control the throttle as the assembly 10 is rotated.

Each of the pedal assemblies 30 includes a pedal 32 positioned such that when the assembly 10 is installed in a vehicle, the pedal 32 is positioned in a suitable operational position for actuation by either the left foot or the right foot, respectively, of the driver.

Each of the pedal assemblies 30 further comprises a pivot 34 and a biasing spring 36 that cause the pedal assembly 30 to have a bi-stable configuration, i.e. in either an operational position (as shown in Figures 1 and 2) or a non-operational position so that a driver cannot inadvertently activate the assembly 10 using that pedal 32.

Connected between the pedal assemblies 30 is a cable (not shown), which is connected to each assembly such that tension on the cable will cause the pedal assembly to move to the folded position. The length of the cable is set such that only one pedal assembly 30 can be in the operational position at any one time, i.e. as one pedal 32 is folded down into the operational position, the tension in the cable causes the other pedal 32 to be folded up into the non-operational position.

Figures 3 and 4 show an alternative pedal assembly 40 that can be used in place of the pedal assembly shown in Figures 1 and 2.

The pedal assembly 40 comprises a pedal 42 and a mounting portion 44 for connection of the assembly 40 to the frame 20. The pedal 42 is connecting to the mounting portion 44 by means of a hinge 46 and an adjustable connector 50.

The hinge 46 operates in substantially the same manner as the hinge 34 in the pedal assembly 20 shown in Figures 1 and 2. Although not shown, a spring and cable may be similarly implemented in the pedal assembly 40 shown in Figures 3 and 4.

For example, a spring or other biasing member may connect an upper member of the adjustable connector 50 to the mounting portion 44 via connection holes 45, 51 or the like. The holes are positioned such that the hinge 46 has a bistable configuration, i.e. the hinge will either be biased towards the operational position or a folded position. This is achieved because, in the operational position, a line between the connection holes 45, 51 passes to one side of a rotational axis of the hinge 46 in the operational position and the line passes to the other side of the -9 -axis in the folded position. Thus, the spring must pass through a maximum length in the middle of the hinge motion and is at a shorter length in either the folded or operational positions.

Also, a cable may be attached to the upper member of an adjustable connector 50 and pass through a cable hole 47 that is rigidly connected to the mounting portion 44, such that tension applied to the cable will cause the pedal 42 to move into the folded position by rotation about the hinge 46.

The adjustable connector 50 is the main distinction from the assembly 20 shown in Figure 1 and 2. The adjustable connector 50 permits simple adjustment of the operational position of the pedal without permanent deformation of the structure of the assembly 40 or the frame 10, and in fact provides six degrees of freedom of motion.

The adjustable connector 50 comprises an upper member that is connected to the hinge 46 (or to the mounting member 44 in the absence of a hinge 46). A ball joint 52 is in turn connected to the upper member. The ball joint 52 comprises a ball received within a socket formed on an upper member of the connector 50. A main shaft 54 is rigidly connected to the ball and extending from the ball joint. Movement of the ball permits three degrees of movement of the shaft 54 -rotation of the shaft 54 about its axis, up-down movement of the shaft 54, and left-right movement of the shaft 54. A nut 56 is provided over the socket and having a hole through which the shaft passes. When the nut 56 is tightened, it will clamp the ball into the socket to prevent movement of the ball, hence locking the position and orientation of the shaft 54.

The adjustable connector 50 further comprises a swivel joint 58, which is illustrated in cross-section in Figure 5. The swivel joint 58 comprises first and second portions 60, 62 that can rotate with respect to one another about a swivel axis 70 Onto the page in Figure 3). Each portion 60, 62 has a bore extending therethrough in a direction perpendicular to the swivel axis 70. The bore of the first portion 60 of the swivel joint 58 receives the main shaft 54. The bore of the second portion 62 of the swivel joint 58 receives a secondary adjustment shaft 64, which is connected rigidly to the pedal 42.

The first portion 60 is a female member and the second portion 62 is a male member. A retaining ring 72 is provided within respective annular grooves of the first and second portions 60, 62 so as to permit rotation of the portions 60, 62 whilst preventing axial separation.

-10 -Each of the shafts 54, 64 is able to both rotate and slide axially within the respective bore of the swivel joint 58. Furthermore, the swivel joint 58 permits swivelling of its two portions 60, 62 with respect to one another about the swivel axis 70. Thus, the swivel joint 58 provides five degrees of motion (though rotation of the swivel joint 58 about the main shaft 54 duplicates the degree of freedom provided by the ball joint 52 by rotation of the shaft 54 about its axis).

The swivel joint 58 comprises a tightening fixture 66, such as a grub screw, that locks the swivel joint 58 in place when tightened. That is to say, it prevents axial movement and rotation of both shafts 54, 64, as well as swivelling motion between the two portions 60, 62 of the swivel joint 58.

The tightening fixture 66 operates by pressing against one of the shafts 62, which in turn presses against a clamp member 74 provided within a bore along the swivel axis 70 that connects the two shaft bores, such that the clamp member 74 presses the other shaft 54 against the far side of its bore. This frictionally clamps both shafts against rotational movement, as well as pushing the first and second portions 60, 62 axially apart, which locks rotation by friction against the retaining ring 74.

As will be appreciated, the adjustable connector 50 thus provides six unique degrees of freedom of motion, permitting a fitter installing the assembly 10 into a vehicle to precisely adjust the operational position of the pedal 42 in the desired location of the driver.

A further modification that may be made to the assembly 10, is to replace the main body 22 of the frame 20 shown in Figures 1 and 2 with a modular frame. The modular frame comprises two modular frame portions. The frame portions can be disconnected from one another for ease of assembly, but when assembled have substantially the same shape as the frame 10 shown in Figures 1 and 2. The join between the frame portions is at approximately the top of the arch of the frame, i.e. the bend of the U-shape.

Thus, the first portion of the frame provides a connection for a right pedal assembly and the second portion of the frame provides a connection for a left pedal assembly. The second portion of the frame further comprises the arm 24 for connection of the frame to the vehicle.

Installing the modular, left foot accelerator assembly comprises connecting the first frame portion to the vehicle, connecting the second frame portion to first frame portion, and connecting the left and right pedal assemblies 20, 40 to the respective connections of the modular frame.

This method thus avoids the need for a fitter to "hook" the entire frame portion over the brake pedal, which has been known to cause difficulties when installing the frame 10 shown in Figures 1 and 2.

Furthermore, the frame 20 of the assembly 10 shown in Figures 1 and 2 must be specifically manufactured for each model of vehicle, so as to fit around the brake pedal but to remain out of sight in the bulkhead. The main body 22 of the frame 20 is usually an arch shape that is manufactured by cutting a specific shape from metal. Additional components cut to the specific measurements of the vehicle are then welded onto the main body 22 so as to form the frame assembly 20. The shape of the frame assembly 20 thus varies between different models of vehicle, and is often unique to a specific model.

This process of manufacturing results in high manufacturing costs for the frame 20 due to the high degree of customisation required. Furthermore, fitters must store a large number of different frames on site, with less common frames needing to be made to order when required, causing delays.

The use of a modular system permits common components to be manufactured that can be used for a number of different vehicle models. Additional modular components specific to a vehicle can then be attached at the time of fitting to create the specific shape of frame required. This permits the use of frames having a wide variety of configurations, but created from a relatively small number of components. Furthermore, the customised parts to adapt the more generic frame components to each model of vehicle may be relatively small compared to the frame as a whole, facilitating the easy storage of a large number of these on site by a fitter.

-12 -The following clauses set out examples that may or may not presently be claimed, but which may form the basis for future amendment or a divisional applications 1. A left foot accelerator assembly, comprising: a frame configured to be pivotally mounted to a vehicle; and a pedal connected to the frame, the pedal having an operational position for causing rotation of the frame by a left foot of a driver of the vehicle; wherein the pedal is connected to the frame such that the operational position of the pedal is adjustable.

2. An assembly according to clause 1, wherein the operational position of the pedal is adjustable in at least a left-right direction.

3. An assembly according to clause 1 or 2, wherein the pedal is connected to the frame via an adjustable connector to provide the adjustability.

4. An assembly according to clause 3, wherein the adjustable connector comprises a main shaft adjustably connected to the frame, wherein the pedal is connected to the main shaft.

5. An assembly according to clause 4, wherein the main shaft is pivotally connected to the frame via a ball joint.

6. An assembly according to clause 5, wherein the adjustable connector comprises a locking mechanism to prevent movement of the ball joint.

7. An assembly according to clause 4, 5 or 6, wherein the pedal is connected to the main shaft via a swivel joint.

8. An assembly according to clause 7, wherein the pedal is connected to the swivel joint via a secondary adjustment shaft.

9. An assembly according to clause 8, wherein the swivel joint is slidably and/or rotatably connected to secondary adjustment shaft.

-13 - 10. An assembly according to clause 7, 8 01 9, wherein the swivel joint comprises a locking mechanism to prevent rotation and/or sliding of the swivel joint with respect to the secondary adjustment shaft and/or the main shaft.

11. An assembly according to any preceding clause, where the pedal or the swivel joint is slidably and/or rotatably connected to the main shaft.

12. An assembly according to any preceding clause, wherein the pedal is foldably connected to the frame so as to be movable between the operational position and a non-operational position.

13. An assembly according to any preceding clause, wherein the pedal is for operation by a left foot of a driver.

14. An assembly according to clause 13, further comprising a second pedal for operation by the right foot of the driver.

15. An assembly according to clause 14, wherein the frame is configured such that, in use, the first pedal is to the left of a brake pedal of the vehicle and the second pedal is to the right of the brake pedal, with the frame hooking over the brake pedal.

16. An assembly according to clause 14 or 15, wherein the second pedal also has an operational position and wherein the assembly is configured such that only one pedal is in the operational position at any time.

17. An assembly according to clause 16, wherein the pedals are each foldably connected to the frame, and wherein the assembly is configured such that when one is moved to its operational position, the other is moved to a non-operational position.

18. An assembly according to any of clauses 13 to 17, wherein the frame has a modular configuration.

-14 - 19. An assembly according to clause 18, wherein the first pedal is connected to a first portion of a frame and the second pedal is connected to a second portion of the frame, wherein the first portion of the frame is separable from the second portion of the frame.

20. An assembly according to clause 19, wherein the first and second portions are separable such that they can be connected from either side of the brake pedal, i.e. without hooking over the brake pedal.

21. An assembly according to clause 18 or 19, wherein the frame has a generally arched shaped, and wherein the first and second portions are separable at the top of the arched shape.

22. A left foot accelerator assembly, comprising a first portion of a frame for connection to a first pedal and a second portion of the frame for connection to a second pedal, the frame being configured to be pivotally mounted to a vehicle such that the first pedal is positioned to the left of a brake pedal of the vehicle and a second pedal is positioned to the right of the brake pedal, wherein the first portion of the frame is separable from the second portion of the frame.

23. An assembly according to clause 22, wherein the first and second portions are separable such that they can be connected from either side of the brake pedal, i.e. without hooking over the brake pedal.

24. An assembly according to clause 22 or 23, wherein the frame has a generally arched shaped, and wherein the first and second portions are separable at the top of the arched shape.

25. A method of installing a left foot accelerator assembly, comprising: connecting a first portions of a frame of the assembly to the vehicle, the first portion of a frame being for connection to a first pedal; and connecting a second portion of the frame to the first portion, the second portion of the frame being for connection to a second pedal.

-15 - 26. A method according to clause 25, wherein the first and second portions are connected together in a left-right direction with respect to the vehicle.

27. A method according to clause 25 or 26, wherein the method does not include hooking the frame over a brake pedal of the vehicle.

28. A pedal assembly for attachment to a frame, comprising a pedal having an operational position for causing rotation of the frame by a foot of a driver of the vehicle, wherein the pedal is configured to connect to the frame such that the operational position of the pedal is adjustable relative to the frame.

Claims

-16 -CLAIMS: 1. A left foot accelerator assembly, comprising a first portion of a frame for connection to a first pedal and a second portion of the frame for connection to a second pedal, the frame being configured to be pivotally mounted to a vehicle such that the first pedal is positioned to the left of a brake pedal of the vehicle and a second pedal is positioned to the right of the brake pedal, wherein the first portion of the frame is separable from the second portion of the frame.
2. An assembly according to claim 1, wherein the first and second portions are separable such that they can be connected from either side of the brake pedal, without hooking over the brake pedal.
3. An assembly according to claim 1 or 2, wherein the frame has an arched shape, and wherein the first and second portions are separable at the top of the arched shape.
4. A method of installing a left foot accelerator assembly to a vehicle, comprising: connecting a first portion of a frame of the assembly to the vehicle, the first portion of the frame being for connection to a first pedal; and connecting a second portion of the frame to the first portion of the frame, the second portion of the frame being for connection to a second pedal.
5. A method according to claim 4, wherein the first and second portions are connected together in a left-right direction with respect to the vehicle.
6. A method according to claim 4 or 5, wherein the method does not include hooking the frame over a brake pedal of the vehicle.