WO2013000042A1

WO2013000042A1 - Improved accelerator pedal with braking action

Info

Publication number: WO2013000042A1
Application number: PCT/AU2012/000793
Authority: WO
Inventors: Erland OLOFSSON
Original assignee: Olofsson Erland
Priority date: 2011-06-29
Filing date: 2012-06-29
Publication date: 2013-01-03

Abstract

An emergency accelerator braking system for a vehicle; the vehicle including and accelerator pedal and a separate brake pedal for control of the vehicle; the braking system reactive to position and movement of the accelerator pedal of the vehicle; the system characterized by transmission to a control module of control pedal behaviour data comprising at least one of force data representative of force applied by a driver to the accelerator pedal and position data representative of the relative position of the accelerator pedal, and wherein braking force is gradually increased and decreased by operation of the accelerator pedal over at least a portion of travel of the accelerator pedal; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal above a predetermined threshold value in a decelerating direction.

Description

Improved Accelerator Pedal with Braking Action

TECHNICAL FIELD

[0001] The present invention relates to control systems for motor vehicles and, more particularly to the interaction of acceleration and braking of a vehicle and even more particularly to a modular electronic device for implementing same.

BACKGROUND

[0002] It is well known that the distance required to bring a moving vehicle to a standstill from the instant a driver perceives a potentially hazardous situation to the vehicle coming to rest, is a combination of the reaction distance and the braking distance.

[0003] The reaction distance is that distance covered during the delay between which the mind of the driver perceives the situation and decides to act, to the actual activating of the vehicles braking system. The braking distance is that distance actually required to bring the vehiole to a standstill from the speed at which it was travelling under the application of the optimum braking force.

[0004] Both the reaction distance and the braking distance are clearly functions of the initial speed of the vehicle, while the braking distance is additionally affected by road and weather, conditions as well as the efficiency of the braking system.

[0005] Improvements in braking systems have significantly reduced the braking distance in emergency situations, while the reaction distance has tended to remain relatively stable. A disadvantage in conventional vehicle control systems in an emergency situation is that the reaction distance is partly made up of the time taken to physically lift the driver's foot from the accelerator pedal, transfer it to the brake pedal and depress that pedal. An example of one such device is US 4,491,840 to Nishikawa et al which discloses an intervehicle distance control system that measures the distance from a preceding vehicle and is coupled to a braking system in order to effect the braking operation in an emergency,

[0006] Conventional control systems also are inconvenient in non-emergency braking situations, For example in "stop start" traffic situations, the need to repeatedly transfer the driver's foot from one pedal to the other can become very tiring, [0007] The applicant's earlier filed International Patent Application number PCT/AUOl/00582 and prior art US Patent 3082851 to Sheriff disclose substantially mechanical arrangements.

However suoh arrangements are prone to failure and are difficult to calibrate. They can also be difficult to retrofit They can also be difficult to customise "on the fly" to suit the preferences of the individual driver.

[0008] Braking devices that respond to the position to movement of the accelerator pedal are known, for example, DE 199 09 326 to Lucas fed Pic. However the device of DE 199 09326, given its interaction with the vehicle's brake control system, is difficult to retrofit.

[0009] It is an object of the presen invention to address or ameliorate some of the above d sadvantages.

Notes

[0010] The term "comprising" (and grammatical variations thereof) is used in this specification in the inclusive sense of "having" or "including", and not in the exclusive sense of "consisting only of.

[0011] The above discussion of the prior art in the Background of the invention, is not an admission that any information discussed therein is citable piior art or part of the common general knowledge of persons skilled in the ait in any country.

DEFINITIONS

[0012] In this specification the following terms are to have the meanings as defined here :

[0013] "Secondary reaction surface" means a surface interposed between at least a portion of the accelerator pedal of a vehicle and another surface against which it reacts. In one instance the surface against which the secondary reaction surface reacts may be that of a foot applied to the accelerator pedal, In other instances, other surfaces can be utilised.

SUMMARY OF INVENTION

[0014] Accordingly, in one broad form of the invention, there is provided an emergency accelerator braking system for a vehicle; the vehicle including and acceleratoi" pedal and a separate brake pedal for control of the vehicle; the braking system reactive to position and movement of the accelerator pedal of the vehicle; the system characterized by h-ansmission to a control module of control pedal behaviour data comprising at least one of force data representative of force applied by a driver to the accelerator pedal and position data representative of the relative position of the accelerator pedal, and wherein braking force is gradually increased and decreased by operation of the accelerator pedal over- at least a portion of travel of the accelerator pedal; the system arranged to- switch to an emergency braking mode on sensing rapid movement of the accelerator pedal above a predetermined threshold value in a decelerating direction,

[0015] Preferably, the predetermined threshold value is measured as rate of angular movement of the accelerator pedal about a pivot point of the pedal.

[0016] Preferably, the predetermined threshold value is measured as rate of movement of at least a portion of the accelerator pedal about a pivot point of the pedal.

[0017J Preferably, the portion of the accelerator pedal is a top portion of the accelerator pedal,

[0018] Preferably, the pivot point is located at or near a base portion of the accelerator pedal.

[0019] Preferably, the predetermined threshold value is a multiple of the highest value achieved in normal operation of the accelerator pedal.

[0020] Preferably, the multiple is 2.

[0021] Preferably, the multiple is 10.

[0022] Preferably, the accelerator pedal operates in zone mode (as defined in this specification) and wherein the emergency braking mode operates on sensing rapid movement of the accelerator pedal from any position including acceleration zone, braking zone or neutral zone.

[0023] Preferably, the system operates with zone mode in operation (on-line mode).

[0024] Preferably, the system operates according to the diagram of Figure 7 in on-line mode.

[0025] In an alternative preferred form, the system operates with zone mode switched off (offline mode). [0026] In an alternative preferred form, the system of claim 9 operating according to the diagram of Figure 7 in off-line mode.

[0027] In another broad form of the invention, there is provided an acceleiator braking system as described above for the vehicle operable in zone mode; the braking system reactive to forces applied to a secondary reaction surface of the accelerator pedal of the vehicle.

[0028] Preferably, the control module includes a servomotor acting on the kaking system.

[0029] Preferably, the servomotor acts on the separate brake pedal of the braking system.

[0030] Preferably, the secondary reaction surface comprises a hinged auxiliary pedal attached to the accelerator pedal; the hinged auxiliary pedal arranged for movement from a first deactivated state to a second fully activated state by pressure applied by a foot of a driver.

[0031] Preferably, aid hinged auxiliary pedal includes a sensor in electronic communication with the control module,

[0032] Preferably, in the fully activated state, additional pressure applied by the foot of the driver is transferred to the acceleiator pedal so as to urge the accelerator pedal into an activated position.

[0033] Preferably, pressure applied by the foot of a driver to urge the secondary reaction surface from the deactivated state to the fully activated state is less than pressure required to urge the accelerator pedal from a deactivated state into the activated position.

[0034] Preferably, transition from the fully activated state of the secondary reaction surface to the activated position of the accelerator pedal includes a neutral feel zone perceptible to the driver.

[0035] Preferably, an indicator light mounted in view of the driver of the vehicle is activated when pressure applied to the accelerator pedal is in the neutral feel zone. [0036] Preferably, a transition from the inactive state to the folly activated state of the secondary reaction surface, is accompanied by a transition of the braking system from at least a percentage of full braking force to a zero braking force.

[0037] Preferably, the accelerator braking system is enabled in zone mode by a suitably mounted enable switch within reach of a driver of the vehicle,

[0038] Preferably, the enable switch is illurninated when and only when the system is enabled in zone mode.

[0039] Preferably, the system includes an additional Uluminated sign which includes indicia which communicate to the driver that the system is operating in 20ne mode.

[0040] Preferably, the brake pedal is provided with a secondary reaction surface; the secondary reaction surface comprising a pressure sensitive pad incorporating a disable switch, whereby pressure applied to the secondary reaction surface operates the switch to deactivate the control module. '

[0041] Preferably, a range of the braking force between the zero braking force and the at least a percentage of full braking force (up to 100% of braking force) is adjustable from a dial control mounted within reach of the driver of the vehicle.

[0042] Preferably, the rate of response of the control module to the transmission of force data between the zero braking force and the at least a percentage of full braking force is adjustable from a dial control mounted within reach of the driver of the vehicle.

[0043] Preferably, the system is turned off when a foot is placed on the brake pedal,

[0044] Preferably, an "on" switch is available to switch me system on.

[0045] Preferably, the switch is illuminated when the system is on.

[0046] Preferably, a "coasting light" is illuminated when the accelerator pedal is in the neutral feel zone. [0047] In a further broad form of the invention, there is provided a method of reducing reaction time between a perceived need to brake a vehicle and application of the brakes of the vehicle; the method including the steps of:

(a) providing a secondary reaction surface to an accelerator pedal of the vehicle,

(b) electronically linking the secondary reaction surface with a control module acting on a brake pedal of the vehicle;

(c) the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction,

[0048] Preferably, the secondary reaction surface is operable between an inactivated state and a fully activated state.

[0049] Preferably, the control module activates the brakes of the vehicle between at least a percentage of full braking force and zero braking force, as force applied to the secondary reaction force varies between zero and a maximum.

[0050] In a further broad form of the invention, there is provided a method of braking a vehicle by means of interaction between a secondary reaction surface applied to an accelerator pedal, and a control module; the control module acting on a brake pedal of the vehicle; the method including the steps of:

(a) arranging the secondary reaction surface to respond to pressure from a driver of the vehicle between a first deactivated state and a fully activated state;

(b) arranging the control module to act on a brake pedal of the vehicle, between

applying at least a percentage of full braking force and a zero braking force as the secondary reaction surface responds between the first deactivated state and the fully activated state;

(c) the system arranged to switch to an emergency braking mode on Sensing rapid movement of the accelerator pedal in a decelerating direction.

[0051 ] In a further broad form of the invention, there is provided a method of urging a vehicle into motion by means of operation of an accelerator pedal of the vehicle; the method including the steps of:

(a) applying a first increasing pressure to a secondary reaction surface of the accelerator pedal; (b) increasing the first increasing pressure to a maximum reaction point of the reaction surface so as to disengage a braking system of the vehicle,

(c) applying a second increasing pressure to the secondary reaction surface so as to urge the accelerator pedal into a depressed state,

whereby the state of the vehicle is changed from a braked standstill to a state of motion; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

[0052] In a further broad form of the invention, there is provided a method of bringing a vehicle to a standstill by means of operation of an accelerator pedal of the vehicle; the method including the steps of :

(a) applying a first decreasing pressure to a secondary reaction surface of the accelerator pedal in a depressed state,

(b) decreasing the first decreasing pressure to a point at which the accelerator pedal is My retracted from the depressed state,

(c) applying a second decreasing pressure to the secondary reaction surface,

(d) decreasing the second decreasing pressure to a point where there is no pressure applied to the secondary reactions surface,

whereby the state of the vehicle is changed from one in motion to a state of braked standstill; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

[0053] In a further broad form of the invention, there is provided a method of control of a vehicle; the vehicle having an accelerator pedal and a separate brake pedal; the method comprising communicating accelerator pedal position data to a controller; on the basis of position of the accelerator pedal as determined by the accelerator position data; causing a signal to be sent flora the controller to a brake controller as a function of the accelerator pedal position data thereby to operate the brake pedal; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

[0054] In a further broad form of the invention, there is provided a method of urging vehicle into motion by means of operation of an accelerator pedal of the vehicle; the method including the steps of:

(a) applying a first increasing pressure to the accelerator pedal; (b) increasing the first increasing pressure to a maximum reaction point so as to disengage a braking system of the vehicle;

(c) applying a second increasing pressure to the accelerator pedal so as to urge the accelerator pedal into a depressed state;

whereby the state of the vehicle is changed from a braked standstill to a state of motion; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction,

[0055 J In a further broad form of the invention, there is provided a method of bringing a vehicle to a standstill by means of operation of an accelerator pedal of the vehicle; the method including the steps of;

(a) applying a first decreasing pressure to the accelerator pedal in a depressed state;

(b) decreasing the first decreasing pressure to a point at which the accelerator pedal is fully retracted from the depressed state;

(c) applying a second decreasing pressure to the secondary reaction surface;

(d) decreasing the second decreasing pressure to a point where there is no pressure applied to the secondary reactions surface;

[0056] In a further broad form of the invention, there is provided an accelerator braking system for a vehicle; the braking system reactive to forces applied to an accelerator pedal of the vehicle; the system characterized by a transmission to a control module of data corresponding to the forces applied to the accelerator pedal wherein braking force is gradually increased and decreased by operation of the accelerator pedal; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

[0057] Preferably, the braking force is a function of the forces applied to the accelerator pedal at least over a portion of the range of forces applied to the accelerator pedal.

[0058] In a further broad form of the invention, there is provided an accelerator braking system for a vehicle; the braking system reactive to forces applied to an accelerator pedal of the vehicle; the system characterized by a transmission to a control module of force data or angle data wherein braking force is gradually increased and decreased by operation of the accelerator pedal; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

[0059] Preferably, the braking force is applied is a function of the forces applied to the accelerator pedal at least over a portion of the range of forces applied to the accelerator pedal

[0060] Preferably, force is applied via a secondary reaction surface associated with the accelerator pedal.

[0061] Preferably, the secondary reaction surface is interposed between the foot of an operator and the accelerator pedal.

[0062] Preferably, the secondary reaction surface is interposed between the accelerator pedal and an actuator surface.

[0063] Preferably, the system further includes an accelerator pedal transducer associated with the accelerator pedal and wherein data is transmitted from the transducer to the control module.

[0064] Preferably, the system includes a brake pedal transducer associated with the brake pedal of th vehicle and wherein data is transmitted from the brake pedal transducer to the control module,

[0065] Preferably, the control module comprises an engine control module of the vehicle; the engine control module controlling operation of the engine and related components of the vehicle.

[0066] Preferably, the control module includes a servomotor acting on the braking system.

[0067] Preferably, the servomotor acts on a brake pedal of the braking system,

[0068] Preferably, the servomotor is connected to a portion of a pedal arm of the brake pedal by means of a flexible coupling.

[0069] Preferably, the secondary reaction surface comprises a pressure sensitive mat covering at least a portion of the accelerator pedal; the pressure sensitive mat reactive to pressure applied by a foot of a diiver between a first deactivated state and a second fully activated state of the pressure sensitive mat.

[0070] Preferably, the pressure sensitive mat includes a load cell in electronic communication with the control module.

[0071] Preferably, the secondary reaction surface comprises a hinged auxiliary pedal attached to the acceleratoi' pedal; the hinged auxiliary pedal arranged for movement from a first deactivate state to a second fully activated state by pressure applied by a foot of a driver.

[0072] Preferably, the hinged auxiliary pedal includes a sensor in electronic communication with the control module.

[0073] Preferably, the fully activated state, additional pressure applied by the foot of the driver i transferred to the accelerator pedal so as to urge the accelerator pedal into an activated position,

[0074] Preferably, pressure applied by the foot of a driver to urge the secondary reaction surface from the deactivated state to the fully activated state is less than pressure required to urge the accelerator pedal from a deactivated state into the activated position.

[0075] Preferably, transition from the fully activated state of the secondary reaction surface to the activated position of the accelerator pedal includes a neutral feel zone perceptible to the driver.

[0076] ¹ Preferably, an indicator light mounted in view of the driver of the vehicle is activated when pressure applied to the accelerator pedal is in the neutral feel zone.

[0077] Preferably, a transition from the inactive state to the fully activated state of the secondaiy reaction surface is accompanied by a transition of the braking system from at least a percentage of full braking force to a zero braking force.

[0078] Preferably, the accelerator braking system is enabled by a suitably mounted enable switch within reach of a driver of the vehicle,

[0079] Preferably, the enable switch is illuminated when and only when the system is enabled. [0080] Preferably, the brake pedal is provided with a secondary reaction surface; the secondary reaction surface comprising a pressure sensitive pad incorporating a disable switch, whereby pressure applied to the secondary reaction surface operates the switch to deactivate the control module.

[0081 ] Preferably, a range of the braking force between the zero braking force and the at least a percentage of full braking force (up to 100% of braking force) is adjustable from a dial control mounted vrithin reach of the driver of the vehicle.

[0082] Preferably, the rate of response of the control module to the transmission of force data between the zero braking force and the at least a percentage of full braking force is adjustable from a dial control mounted within reach of the driver of the vehicle.

[0083] Preferably, the system is turned off when a foot is placed on the brake pedal .

[0084] Preferably, an "on" switch is available to switch the system on.

[00010] Preferably, the switch is illuminated when the system is on,

[0085] Preferably, a "coasting light" is illuminated when the accelerator pedal is in the neutral feel zone.

[0086] Preferably, the emergency braking mode operates on sensing rapid movement of the accelerator pedal from any position including acceleration zone, braking zone or neutral zone.

[0087] Preferably, the system operates according to the diagram of Figure 7 in on-line mode,

[0088] Preferably, the system operates according to the diagram of Figure 7 in off-line mode.

[0089] Preferably, the system is activated (80%) for 1 second in order for the driver to place his/her foot on the brake pedal.

[0090] Preferably, the accelerator is deactivated for 1 second,

[0091] Preferably, the further including at least one driver sensor. [0092] Preferably the at least one driver sensor is activated, 80% of brake force applies until the vehicle has stopped.

[0093] In another broad form of the invention there is provided an emergency braking system for a vehicle; the system including at least one sensor for sensing the operational capacity of a driver of the vehicle; the system further including a brake pedal actuator, the brake pedal actuator on receipt of an override signal firom the emergency braking system causes the brake pedal to move into an increased braking position; the system causing an ovenide system signal to be sent to the brake pedal actuator when the at least one sensor is activated.

[0094] Preferably the at least one driver sensor is activated upon sensing that the driver has become impaired.

[0095] Preferably the at least one driver sensor is activated, 80% of brake force applies until the vehicle has stopped.

[0096] Preferably the accelerator is disengaged regardless of its operating position.

[0097] Preferably the accelerator pedal remains disengaged until the vehicle is stopped,

[0098] Preferably the accelerator pedal remains disengaged until the vehicle is switched off.

[0099] Preferably the accelerator pedal remains disengaged until external assistance arrives.

[0100] Preferably the system operating in conjunction with a braking system reactive to forces applied to an accelerator pedal of the vehicle; the system characterized by a transmission to a control module offeree data or angle data; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

[OlOl] Preferably braking force is gradually increased and decreased by operation of the accelerator pedal.

[0102] Preferably the emergency braking system operates on sensing rapid movement of the accelerator pedal from any position including acceleration zone, braking zone or neutral zone. BRIEF DESCRIPTION OF DRAWINGS

[0103] Embodiments of the present invention will now be described with reference to the accompanying drawings wherein:

[0104] Figure 1 (Prior Ait) is an illustration of the two components, reaction distance and braking distance at various speeds which determine the overall distance required to bring a vehicle to a standstill from a first perceived need by a driver to do so;

[0105] Figure 2 comprises disclosure of a accelerator pedal with braking action (zone system)from applicant's earlier filed International Patent Application no PCT/AUOl/00582 illusti-ating zones of preferred braking characteristics (zone mode) to be imparted as part of accelerator pedal operation; the accelerator pedal in this instance not including a secondar reaction surface;

[0106] Figure 3 is a general schematic of the accelerator and brake pedal controls of a vehicle fitted with the accelerator brake system in accordance with a preferred embodiment of the present invention;

[0107] Figure 4 is a schematic of a secondary reactive surface attached to an accelerator pedal according to a further preferred embodiment of the accelerator brake system of the invention;

[0108] Figure 5A is a schematic of a secondary reactive surface attached to an accelerator pedal according to a further preferred embodiment of the accelerator brake system of the invention;

[0109] Figure 5B is a schematic of a secondary reactive surface attached to an accelerator pedal according to a further preferred embodiment of the accelerator brake system of the invention;

[0110] Figure 6 is a brake pedal module, in accordance with a further preferred embodiment of the present invention;

[0111] Figure 7 is a graph represents the interaction of the accelerator pedal, brake pedal and braking force of the accelerator brake system wherein brake pedal starting position is an adjustable percentage of maximum braking force; [0112] Figure 8 is a lay out of an installation of at least a preferred embodiment of the present invention in the cabin of a vehicle;

[0113] Figure 9 is a block diagram of an electronic implementation of the modular arrangement of Figure 8;

[0114] Figure 10 is a block diagram of a "factory fit" embodiment of the electronic implementation of the modular arrangement of Figure 8;

[0115] Figure 11 is a general schematic representing the interaction of the accelerator pedal, brake pedal and braking force of the accelerator brake system during emergency braking in accordance with a furthe embodiment;

[0116] Figure 12 is a general schematic representing the behaviour of the system in accordance with a further embodiment of the current invention.

DESCRIPTION OF EMBODIMENTS

[0117] With reference to Figure 2 and Figure 3, the controls of a typical motor vehicle include an accelerator pedal 10 and a brake pedal 12. Although a vehicle equipped with a manually operated gear train may be additionally equipped with a clutch pedal, the present invention is concerned only with the two pedals, accelerator pedal 10 and brake pedal 12.

[0118] With reference to Figures 2 and 3, the controls of a typical motor vehicle include an accelerator pedal 10 and a brake pedal 12. Although a vehicle equipped with a manually operated gear train may be additionally equipped with a clutch pedal, the present invention is concerned only with the two pedals, accelerator pedal 10 and brake pedal 12,

[0119] In practise embodiments of the present invention are suited to conventional automatic transmission equipped vehicles which have only an accelerator pedal and a brake pedal and do not have a third clutch pedal to assist changing gears. The vehicles may include cars, trucks and buses.

[0120] Embodiments to be described below describe some specific mechanisms which can be used to implement the emergency braking arrangement which, in broad principle, relies upon detecting a quicker-than-usual movement of the accelerator pedal in a deceleration direction, thereby to indicate that the driver wishes the vehicle to decelerate more rapidly than usual, as, for example, in an emergency braking situation where an obstacle has appeared unexpectedly in front of the driver's ehicle.

[0121] Embodiments of the emergency braking system may operate in conjunction with an improved accelerator pedal having braking action included within its function, as has been described in PCT/AUOl/000582 to the same applicant. Other embodiments of the emergency braking function can be achieved without enablement of the system of the improved accelerator pedal with braking action. In preferred forms, however, the same equipment as will be described below can be utilised to enable the emergency braking system.

[0122] At its most fundamental embodiments of the emergency braking system can be implemented on the pedal aiTangement of Figure 2.

[0123] As shown in Figure 3, the brake pedal 12 according to embodiments of the invention, is provided with a control module 14, the function of which will be explained in more detail below. As seen in Figures 3 to 6, the accelerator pedal 10 in some embodiments is provided with a secondary reaction surface 16.

[0124] Secondary reaction surface 16 in a first preferred embodiment shown in Figure 4, comprises an auxiliary pedal 18, attached to a standard accelerator pedal 20 at a pivot point comprising a hinge 21, and covers at least a portion of the accelerator pedal 20. In this instance, the auxiliary pedal 18 is arranged so it can be depressed against a spring 24 a certain amount relative to the surface 22 of accelerator pedal 20, without inducing movement in accelerator pedal 20. When pressure is applied by the foot of a driver (not shown) past this point, the pressure applied is transmitted to the accelerator pedal 20, causing it to depress and urge the vehicle into motion in the usual way.

[0125] Auxiliary pedal 18 is thus arranged to move between a first deactivated state shown in Figure 4, (when there is a maximum possible movement between the auxiliary pedal 18 and the surface 22 of pedal 20), and the fully activated state at the point where further application of pressure will induce movement in accelerator pedal 20, This movement between the deactivated state and the fully activated state is monitored by a sensor in this instance implemented in the form of a potentiometer 24 and relayed by lead 26 to control module 14 as force data. Alternative arrangements for secondary reaction surface

[0126] With reference to Figures 5A and 5B, there are illustrated alternative arrangements wherein the secondary reaction surface takes the form of a guide arm mechanically associated with a pivot which operates a sensor 150 preferably in the form of an angle transducer,

[0127] With reference to Figure 5A, operation is such that depression of accelerator pedal 20 causes a top portion 151 of accelerator pedal 20 to press against a secondary reaction surface in the form of pivot arm extension surface 152 thereby to cause rotation of sensor arm 153 about pivot 154 which causes operation of an angle sensor (not shown, but which can be of the form as illustrated) as potentiometer 5A in Figure 9 thereby to impart a signal proportional to the angular position of pivot arm 153, This angular information is utilised by the control system in the manner previously described,

[0128] With reference to Figure 5B, accelerator pedal 20 operates against arm 155 which, in tum, operates against secondary reaction surface 1 6 located on an extended portion of pivot arm 1S7 of angular sensor 158. Operation of the accelerator pedal 20 causes rotation of pivot arm 157 thereby to vary the angular position of angular sensor 158 thereby to impart an angle signal for use by the control system in the manner previously described.

[0129] It will be observed that in this particular arrangement of Figure 5 A and 5B the secondary reaction surface is located on an opposite side of pedal 20 to that of previous embodiments but nonetheless acts as a secondary reaction surface for the purpose of acting as a mechanical communicator of position of or force applied to accelerator pedal 20.

[0130] Referring again to Figure 6, brake pedal 12 is provided on its surface with a secondary reaction surface, in this instance a pressure sensitive pad 40, incorporating a switch (not shown). Immediately pressure is applied to the brake pedal via pad 40 by the foot of a driver, the switch disables control module 14, so that manual control of braking action is returned to the driver.

[0131] Referring to Figure 8, mounted within easy reach of the driver, preferably on the dashboard or, in a system fitted to a vehicle as original equipment, incorporated in the wiper or indicator stalks, is an enable control 7 for control module 14, The control can comprise an illuminated button which illuminates when and only when the system is on, By means of this control, a diiver may select to operate the vehicle's braking system via the accelerator, or to retain normal manual control of the brake pedal, [0132] Also mounted within easy reach of the driver are two dial controls, by which operating characteristics of the accelerator braking system of the invention may be modified to suit the preferences of a driver. The first of these controls 3 allows a driver to vary the rate at which the servo motor of the control module 14 responds to input signals received from the accelerator pedal's secondary reaction surface. The second control 4 allows the driver to select the percentage of the maximum available braking force of the vehicle as the maximum to be applied by the control module 14.

[0133] Preferably, the system is further provided with an indicator light 8 mounted in view of the driver which indicates when the secondary reaction surface and the accelerator pedal arc in the neutral feel zone, that is to say, when a moving vehicle is coasting, with no acceleration applied to the engine or any retarding force applied by the brakes.

In use

[0134] Figure 7 shows graphically an example of the interaction of the movement of the top end of accelerator pedal 20, with the operation of the vehicle's brakes (refer Figures 5 A, 5B).

[0135] In this example, at vehicle start up, with the accelerator braking system of the invention enabled, the control module 14 holds the brake pedal 12 in a depressed state to exert a braking force of 140Nm (the maximum braking force selected by the driver - adjustable - in this example ^« 60% of maximum braking force). At this point, the accelerator pedal 20 has not moved.

[0136] It can be seen from the graph that as pressure is applied to the secondary reaction surface, the accelerator pedal braking force decreases under the programmed control of the control module 14. Thus in the case of the accelerator pedal 20 (of Figures 5A, 5B), when, in this example, it has moved its full braking zone travel of approximately 25 mm, the brakes are fully off. In the example of Figure 7, the movement of 10mm of the top end of accelerator pedal 20, is translated by the control module 1 servo motor as 4mm of releasing movement of the brake pedal from its 60% maximum braking state, with a concomitant reduction in the braking force to 83Nm.

[0137] Referring still to Figure 7, when the vehicle is in motion and the accelerator braking system is enabled, a driver may remove pressure on the accelerator pedal to the point where the accelerator pedal is fully retracted from its depressed state, This causes the control module to gradually depress the brake pedal and apply a corresponding proportion of the maximum set braking force, bringing the vehicle to a braked standstill.

[0138] Figure 7 provides a non-litniting example of typical movement distances for the brake pedal and the accelerator pedal on a contemporary passenger vehicle, together with typical forces that may be applied to the brake pedal with reference to the embodiments shown in Figures 5A, 5B. It will be observed that the accelerator pedal may travel 25mm in the braking zone 42 (refer Figure 2) whilst, at the same time, the brake pedal (refer Y axis of the graph in Figure 7) will travel over a 35mm range of movement as driven by the servo motor. When the accelerator pedal is at its zero position (no foot pressure applied), then, typically, the brake pedal will be at its starting position, with the servo motor having pulled down to a position corresponding to around 60% of maximum braking capability (refer Figure 2). When a driver applies pressure to the accelerator pedal, it will move through the braking zone 42 a distance, typically, of 25mm to reach the beginning of the neutral zone 40. At this point, the brake pedal servo motor will have allowed the brake pedal to travel only 35mm back towards its brake-off position, corresponding to approximately zero braking force. As the accelerator pedal is then pushed through neutral zone 40, the braking pedal simply remains at its zero force braking position, and continues to do so as the accelerator pedal is ultimately pushed through to the acceleration zone 41.

[0139] When the driver decides to decelerate the vehicle, the process is applied in reverse. The exception to this is when the emergency braking system, according to embodiments of the present invention, is applied, in which event the accelerator pedal movement sensor senses that the accelerator pedal has been caused to move towards its deceleration position at a faster rate than normal (in at least some preferred embodiments, one order of magnitude more quickly than would typically be the case). In this event, the brake pedal servo motor moves the brake pedal to the starting position as quickly as it can, rather than proportionately to the position of the brake pedal, thereby to cause, in this embodiment, 60% braking force to be applied by the vehicle's brakes, as soon as the emergency braking condition is sensed.

[0140] As described elsewhere, in utilising the hardware of various embodiments described above, it is possible to adjust the brake pedal ' s starting position in order to achieve other percentages of brake effort other than 60% at the starting position. The adjustment can be made according to driving conditions that may be expected, or the driver's personal preferences. [0141] It will be clear that a sudden release of any pressure on the accelerator pedal and, in these embodiments, the secondary reaction surface will bring the maximum set braking force into play within the adjustable reaction time of the control module 14 and its actuator. This reaction time will be significantly shorter than the time it takes a driver to bring his leg and foot ftom the accelerator position to the brake pedal and depressing that pedal. Thus in an emergency, the initiation of considerable braking force can be applied more quickly, giving the driver time to then take over and apply manually (if required) the full braking force available from the vehicle's braking system.

[01 2] In this emergency braking embodiment, the system is arranged to sense when the accelerator pedal is released quickly ftom any position (including when in the braking zone, acceleration zone and neutral zone). Under this condition of relatively rapid release of the accelerator pedal, the control module is programmed, on sensing the corresponding relatively rapid rate of movement of the accelerator pedal by the accelerator pedal sensor, to activate maximum braking power immediately, Any other program sequence is bypassed under this emergency braking scenario. It will be understood that "relatively rapid" may include, for example, an accelerator pedal movement in the deceleration direction which is 10 times faster than in typical driving conditions. In some embodiments, the control system can be made adaptive whereby it leams typical acceleration pedal movements from normal driving conditions, and can then set boundary conditions which, when exceeded, can be interpreted as an emergency condition.

[0143] The emergency braking system described above has been described in the context of a variation to the three-zone accelerator pedal with braking action system, which has been made the subject of the applicant's earlier international patent applications, previously referenced. It will be understood that the emergency braking system of the present application may remain in operation even if the three-zone accelerator pedal system is fitted but is in a deactivated state (for example, after the driver has just touched the brake pedal). That is, the emergency braking system can operate even if the three-zone system is in its offline mode.

"Factory fit" embodiment

[0144] With reference to Figure 10, there is illustrated a further variation to the arrangement illustrated with respect to Figure 9 wherein advantage is taken of the digital electronic capability now pre-installed in vehicles at the factory.

[0145] With reference to Figure 10 like components are numbered as for earlier embodiments except in the 200 series so, for exam lej dashboard mounted indicator light 8 becomes dash board mounted indicator light 208.

[0146] In this instance, the majority of the functions of the control module previously described are incorporated into the vehicle's electronic control module 202, That is to say most vehicles these days incorporate a vehicle control system or engine management system which includes a microprocessor 240 memory 241 and A D converters 243, 242, In particular accelerator pedal 220 has its position sensed by a potentiometer arrangement 205A or equivalent whereby a signal proportional to accelerator pedal position is passed either directly as a digital signal or via A D converter 242 to microprocessor 240 within the vehicle electronic control module 202,

[0147] The vehicle electronic control module 202 controls many of the functions of the vehicle based on data it receives from various sensors including the accelerator position sensor just described, Most vehicles also include a master cylinder (which can be combined with a vacuum assist arrangement). The master cylinder 250 is mechanically linked to the brake pedal arm 245, A sensing arrangement 251 communicates brake fluid pressure data via analogue to digital converter 243 to microprocessor 240, In this embodiment an auxiliary control module 252 is in electronic communication with the vehicle control module 202 and also with ancillary components of the braking system of this embodiment including the sensor light 208 and other dashboard mounted components as illustrated in Figure 10.

[0148] With this fully electronic "factory fit" arrangement, there is no need to install any components on the driver's side of fire wall 253 of the vehicle. In this arrangement advantage is taken of the existing sensing arrangements and data already supplied to the vehicle electronic conuOllei' 202. Uphill start embodiment

[0149] In a particular form the microprocessor 240 can be programmed to include a modified characteristic as compared with the accelerator/ braking profile illustrated in Figure 7. That is to say, in a "hill assist" mode where the vehicle is caused to brake on a sloping surface, the "neutral zone" behaviour characteristic is by-passed with the vehicle proceeding from braking mode direct to powered mode, so that there is no roll back of the vehicle on the sloping surface.

Variations within the scope of the present invention include:

1. In one version the actuator can be pivoted at both ends and pivoted in the middle of the flange and fastened to the brake pedal arm.

2. In a further version the system can be programmed for automatic cutout such that when the driver places a foot on the brake pedal the above described accelerator pedal system is automatically de-activated. This can be programmed as an

' adjunct to the existing brake servo system without requiring a sensor under the brake pedal or brake pad,

3. In another version the system is programmed so that force sensing overrides distance sensing in the actuator,

4. In yet another version, the actuator can move freely in its disconnected position and a hinge bracket is installed between the end of the actuator piston and a fixing point in the firewall, This is a fail safe device in case the piston becomes seized,

5. In yet a further version, the custom settings for response time of the system can include comfort (slow response), sport (medium response), and sport plus (quick response).

6. In a further version, the response force of the system can be adjusted by the user by a dial control mounted for example on the dashboard. ET Braking System

[0151] With reference to Figures 11 and 12, the general principles of the ET Braking System (ETBS) in accordance with a further embodiment of the invention are illustrated , Preferably, the ETBS links braking operation to the top end of the accelerator edal motion, with the remainder of the motion of the accelerator pedal operating in its usual manner. It can be applied to cars, trucks and buses, by either retrofit or as part of the original equipment of the vehicle provided the vehicle has automatic transmission.

[0152] The device aims to reduce driver fatigue and decrease stopping distance in emergency braking situations. It is expected that this change will reduce both the number of accidents and injury severity sustained by crash victims.

[0153] Preferably, the accelerator pedal has been given extra travel, which comes into effect after the standard accelerator pedal travel reaches the fully-closed position. A potentiometer may be attached to the pedal to measure this motion. In one example, if the standard fully-open position for the pedal represents 100% and the standard fully-closed position represents 0%, the potentiometer measures negative % as it measures the distance after the pedal has passed its original fully-closed position. This motion is called "negative travel".

[0154] Normal Operation Mode - During normal operation, the ETBS eliminates the need for using the brake pedal. When the driver removes their foot from the accelerator pedal, the brake pedal is actuated by the solenoid via a cable and pulley system. The braking begins when the standard fully-closed throttle position is passed. As "negative travel" of the throttle pedal increases, the braking force increases, up to the point where there is sufficient brake force to stop the car at a "normal" rate and hold the car stopped.

[0155] No modification has been done to the accelerator or to the brake pedal,

[0156] Due to the nature of the device. it does not work in cruise control mode.

[0157] To take off from a stop, the driver simply accelerates, first bringing the "negative travel" back to zero and, thus reducing the braking force applied, before finally opening the throttle of the car sufficiently to begb accelerating. Preferably, the rate and magnitude of the solenoid force can be adjusted with the microcontroller. [0158] Emergency Braking Standard Mode - In accordance with a further embodiment, when the driver lifts their foot off the accelerator at a fast rate, the ETBS applies a force of significant magnitude to the brake pedal. The engine throttle may still be open when the brakes are applied as the actuation of the solenoid is governed by the rate of the pedal release, not the position.

Preferably, this force is applied fast enough that it applies significant force to the brake pedal during the time that the driver is removing their foot off the accelerator pedal and placing it onto the brake pedal. In essence, during the time it takes for a driver to reach, the brake pedal, the ETBS has already started to retard the car.

[0159] If any of the above occur, emergency braking gets activated (80%) for 1 second for driver to place foot on brake pedal, In a preferred form, the accelerator is deactivated for 1 second as well.

[0160] If a driver gets tired or fall asleep, a buzzer activates for 1 second and if the driver does not react, emergency braking (80%) exits in until the car stops.

[0161] Normal braking can be disengaged and emergency braking (1 second) can be left activated as per diagram.

[0162] The driver can select between ETBS ON or OFF by pressing a button on the dashboard or by placing their foot on the brake pedal to switch the system OFF.

[0163] Further option is to switch OFF emergency braking and leave the accelerator pedal braking action ON only or switch accelerator pedal with braking action OFF and leaving emergency braking ON only (See Figure 12).

[0164] Emergency Braking Override Mode - In accordance with a further embodiment, the ETBS may further incorporate driver sensor(s). These sensors may be located in front of the driver or any another place wherein the sensors can sense if the driver becomes impaired. For example, driver sensor(s) may activate when it senses that the driver is intoxicated, falls asleep or suffers a heart attack, stroke or blackout. Once this sensor activates, the ETBS enter an override mode wherein 80% of brake force applies until the vehicle has stopped. heart attack, stroke or blackout. Once this sensor activates, the BTBS enter an override mode wherein 80% of brake force applies until the vehicle has stopped.

[01 6] In addition, in a preferred form, the accelerator is disengaged regardless of its operating position. Preferably the accelerator pedal remains disengaged until either the vehicle is stopped, the vehicle is switched off or external assistance arrives.

[0167] With reference to figure 13 , there is illustrated a scenario for activation of the emergency braking override mode. If the driver becomes incapacitated by either a heart attack, stroke, blackout or falling asleep causing the head to move out of the range of the driver condition sensor 310, the sensor 310 applies the brakes at 80 percent and disengages the accelerator until the car is fully stopped. Once activated, the driver cannot override the system until the car stops. The system can be incorporated into the full ETBS-System or stand alone.

[0168] In one form of installation, the sensor 310 is clipped onto the rear vision mirror, and can be adjusted by each individual driver.

[0169] In one form, when the driver adjusts the rear view mirror for viewing, the sensor is adjusted at the same time, and focused on the driver's head.

[0170] The above describes Only some embodiments of the present invention and

modifications, obvious to those skilled in the art, can be made thereto without departing from. the scope of the present invention.

Claims

1. An emergency accelerator braking system for a vehicle; the vehicle including and accelerator pedal and a separate brake pedal for control of the vehicle; the braking system reactive to position and movement of the accelerator pedal of the vehicle; the system characterized by transmission to a contiO] module of control pedal behaviour dat comprising at least one of force data representative of force applied by a driver to the accelerator pedal and position data representative of the relative position of the accelerator pedal, and wherein braking force is gradually increased and decreased by operation of the accelerator pedal over at least a portion of travel of the accelerator pedal; the system arranged to switch to an emergency braking mode on sensing vapid movement of the accelerator pedal- above a predetermined threshold value in a decelerating dir ection,

2. The emergency accelerator braking system for a vehicle as claimed in claim 1 wherein the predetermined threshold value is measured as rate of angular movement of the accelerator pedal about a pivot point of the pedal.

3. The emergency accelerator braking system for a vehicle as claimed in claim 1 or claim 2 wherein the predetermined threshold value is measured as rate of movement of at least a portion of the accelerator pedal about a pivot point of the pedal,

4. The emergenc accelerator braking system for a vehicle as claimed in claim 3, wherein the portion of the accelerator pedal is a top portion of the accelerator pedal.

5. The emergency accelerator braking system for a vehicle as claimed in any one of claims 2 to 4, wherein the pivot point is located at or near a base portion of the accelerator pedal.

6. The emergency accelerator braking system for a vehicle as claimed in any previous claim, wherein the predetermined threshold value is a multiple of the highest value achieved in normal operation of the accelerator pedal.

7. The emergency accelerator braking system for a vehicle as claimed in claim 6, wherein the multiple is 2.

8. The emergency accelerator braking system for a vehicle as claimed in claim 6, wherein the multiple is 10.

9. The system of any one of claims 1 to 8 wherein the accelerator pedal operates in zone mode (as defined in this specification) and wherein the emergency braking mode operates on sensing rapid movement of the accelerator pedal from any position including acceleration zone, braking zone or neutral zone,

10. The system of claim 9 operating with zone mode in operation (on-line mode).

11. The system of claim 9 operating according to the diagram of Figure 7 in on-line mode.

12. The system of claim 9 operating with zone mode switched off (off-line mode).

13. The system of claim 9 operating according to the diagram of Figure 7 in off-line mode.

14. The system of any previous claim including an accelerator braking system for the vehicle operable in zone mode; the braking system reactive to forces applied to a secondary reaction surface of the accelerator pedal of the vehicle.

15. The system of any previous claim wherein the control module includes a servomotor acting on the braking system,

16. The system of claim 15 wherein the servomotor acts on the separate brake pedal of the braking system.

17. The system of any one of claims 14 to 16 wherein the secondary reaction surface comprises a hinged auxiliary pedal attached to the accelerator pedal; the hinged auxiliary pedal arranged for movement from a first deactivated state to a second fully activated state by pressure applied by a foot of a driver.

18. The system of claim 17 wherein the hinged auxiliary pedal includes a sensor in electronic communication with the control module.

19. The system of claim 17 or 18 wherein, in the fully activated state, additional pressure applied by the foot of the driver is transferred to the accelerator pedal so as to urge the accelerator pedal into an activated position.

20. The system of any one of claims 17 to 19 wherein pressure applied by the foot of a driver to urge the secondary reaction surface from the deactivated state to the fully activated state is less than pressure required to urge the accelerator pedal from a deactivated state into the activated position.

21. The system of any one of claims 17 to 20 wherein transition from the fully activated state of the secondary reaction surface to the activated position of the accelerator pedal includes a neutral feel zone perceptible to the driver,

22. The system of claim 21 wherein an indicator light mounted in view of the driver of the vehicle is activated when pressure applied to the accelerator pedal is in the neutral feel zone.

23. The system of any one of claims 17 to 22 wherein a transition from the inactive state to the fully activated state of the secondary reaction surface, is accompanied by a transition of the braking system ftom at least a percentage of full braking force to a zero braking force,

24. The system of any one of claims 1 to 23 wherein the accelerator- braking system is enabled in zone mode by a suitably mounted enable switch within reach of a driver of the vehicle,

25. The system of claim 24 wherein the enable switch is illuminated when and only when the system is enabled in zone mode.

26. The system of claim 24 or 25 including an additional illuminated sign which includes indicia which communicate to the driver that the system is operating in zone mode.

27. The system of any one of claims 1 to 25 wherein the brake pedal is provided with a secondary reaction surface; the secondary reaction surface comprising a pressure sensitive pad incorporating a disable switch, whereby pressure applied to the secondary reaction surface operates the switch to deactivate the control module.

28. The system of any one of claims 24 to 27 wherein a range of the braking force between the zero braking force and the at least a percentage of full braking force (up to 100% of braking force) is adjustable from a dial control mounted within reach of the driver of the vehicle.

29. The system of any one of claims 24 to 28 wherein rate of response of the control module to the transmission of force data between the zero braking force and the at least a percentage of full braking force is adjustable from a dial control mounted within reach of the driver of the vehicle.

30. The system of any one of claims 1 to 29 wherein the system is turned off when a foot is placed on the brake pedal.

31. The system of any one of claims 1 to 30 wherein an "on" switch is available to switch the system on.

32. The system of claim 31 wherein the switch is illuminated when the system is on.

33. The system of claim 1 or 32 wherein a "coasting light" is illuminated when the accelerator pedal is in the neutral feel zone.

34. A method of reducing reaction time between a perceived need to brake a vehicle and application of the brakes of the vehicle; the method including the steps of:

the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

35. The method of claim 34 wherein the secondary reaction surface is operable between an inactivated state and a fully activated state.

36. The method of claim 34 or 35 wherein the control module activates the brakes of the vehicle between at least a percentage of full braking force and zero braking force, as force applied to the secondary reaction force varies between zero and a maximum.

37. A method of braking a vehicle by means of interaction between a secondary reaction surface applied to an accelerator pedal, and a control module; the control module acting on a brake pedal of the vehicle; the method including the steps of:

(b) arranging the control module to act on a brake pedal of the vehicle, between applying at least a percentage of full braking force and a zero braking force as the secondary reaction surface responds between the first deactivated state and the fully activated state;

38. A method of urging a vehicle into motion by means of operation of an accelerator pedal of the vehicle; the method including the steps of:

(a) applying a first increasing pressure to a secondary reaction surface of the

accelerator pedal,

(b) increasing the fu st increasing pressure to a maximum reaction point of the reaction surface so as to disengage a braking system of the vehicle,

(c) applying a second increasing pressure to the secondar reaction surface so as to urge the accelerator pedal into a depressed state,

39. A method of bringing a vehicle to a standstill by means of operation of an accelerator pedal of the vehicle; the method including the steps of;

(a) applying a first decreasing pressure to a secondary reaction surface of the

accelerator pedal in a depressed state;

(c) applying a second decreasing pressure to the secondary reaction surface;

(d) decreasing the second decreasing pressure to a point where there is no pressure applied to the secondary reactions surface; whereby the state of the vehicle is changed from one in motion to a state of braked standstill; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

40. A method of control of a vehicle; the vehicle having an accelerator pedal and a separatebrake pedal; the method comprising communicating accelerator pedal position data to a controller; on the basis of position of the accelerator pedal as determined by the accelerator position data; causing a signal to be sent from the controller to a brake controller as a function of the accelerator pedal position data thereby to operate the brake pedal; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction,

41. A method of urging a vehicle into motion by means of operation of an accelerator pedal of the vehicle; the method including the steps of:

(a) applying a first increasing pressure to the accelerator pedal;

(b) increasing the first increasing pressure to a maximum reaction point so as to disengage a braking system of the vehicle;

(c) applying a second increasing pressure to the accelerator pedal so as to urge the accelerator pedal into a depressed state,

wheieby the state of the vehicle is changed from a braked standstill to a state of motion; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

42. A method of bringing a vehicle to a standstill by means of operation of an accelerator pedal of the vehicle; the method including the steps of:

(b) decreasing the first decreasing pressure to a point at which the accelerator pedal is y retracted from the depressed state;

(c) applying a second decreasing pressure to the secondary reaction surface;

43. An accelerate* braking system for a vehicle; the braking system reactive to forces applied to an accelerator pedal of the vehicle; the system characterized by a transmission to a control module of data conesponding to the forces applied to the accelerator pedal wherein braking force is gradually increased and decreased by operation of the accelerator pedal; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

44. The system of claim 43 wherein the braking force is a function of the forces applied to the accelerator pedal at least over a portion of the range of forces applied to the accelerator pedal.

45. An accelerator braking system for a vehicle; the braking system reactive to forces applied to an accelerator pedal of the vehicle; the system characterized by a transmission to a control module of force data or angle data wherein braking force is gradually increased and decreased by operation of the accelerator pedal; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

46. The system of claim 45 wherein the braking force is applied is a function of the forces applied to the accelerator pedal at least over a portion of the range of forces applied to the accelerator pedal,

47. The system of claim 45 or 46 wherein force is applied via a secondary reaction surface associated with the accelerator pedal.

48. The system of claim 47 wherein the secondary reaction surface is interposed between the foot of an operator and the accelerator pedal,

49. The system of claim 47 wherein the secondary reaction surface is interposed between the accelerator pedal and an actuator surface.

50. The system of any one of claims 45 to 49 further including an accelerator pedal transducer associated with the accelerator pedal and wherein data is transmitted from the transducer to the control module,

51. The system of anyone of claims 45 to 50 including a brake pedal transducer associated with the brake pedal of the vehicle and wherein data is transmitted from the brake pedal transducer to the control module.

52. The system of any one of claims 45 to 1 wherein the control module comprises an engine control module of the vehicle; the engine conti ol module controlling operation of the engine and related components of the vehicle.

53. The system of any one of claims 45 to 52 wherein the control module includes a servomotor acting on the braking system.

54. The system of claim 53 wherein the servomotor acts on a brake pedal of the braking system.

55. The system of claim 53 or 54 wherein the servomotor is connected to a portion of a pedal arm of the brake pedal by means of a flexible coupling.

56. The system of any one of claims 45 to 55 wherein the secondary reaction surface comprises a pressure sensitive mat covering at least a portion of the accelerator pedal; the pressure sensitive mat reactive to pressure applied by a foot of a driver between a first deactivated state and a second fully activated state of the pressure sensitive mat.

57. The system of claim 56 wherein the pressure sensitive mat includes a load cell in electronic communication with the control module,

58. The system of any one of claims 45 to 58 wherein the secondary reaction surface comprises a hinged auxiliar pedal attached to the accelerator pedal; the hinged auxiliary pedal arranged for movement ftom a first deactivate state to a second fully activated state by pressure applied by a foot of a driver,

59. The system of claim 58 wherein the hinged auxiliary pedal includes a sensor in electronic communication with the control module.

60, The system of any one of claims 45 to 59 wherein, in the fully activated state, additional pressure applied by the foot of the driver is transferred to the accelerator pedal so as to urge the accelerator pedal into an activated position.

61 , The system of any one of claims 45 to 60 wherein pressure applied by the foot of a driver to urge the secondary reaction surface from the deactivated state to the fully activated state is less than pressure required to urge the accelerator pedal from a deactivated state into the activated position.

62, The system of any one of claims 45 to 61 wherein transition from the folly activated, state of the secondary reaction surface to the activated position of the accelerator pedal includes a neutral feel zone perceptible to the driver,

63, The system of any one of claims 30 to 49 wherein an indicator light mounted in view of the driver of the vehicle is activated when pressure applied to the accelerator pedal is in the neutral feel zone,

64, The system of any one of claims 45 to 62 wherein a transition from the inactive state to the fully activated state of the secondary reaction surface is accompanied by a transition of the braking system from at least a percentage of full braking force to a zero braking force.

65 , The system of any one of claims 45 to 64 wherein the accelerator braking system is enabled by a suitably mounted enable switch within reach of a driver of the vehicle.

66, The system of claim 65 wherein the enable switch is illuminated when and only when the system is enabled.

67, The system of any one of claims 45 to 66 wherein the brake pedal is provided with a secondary reaction surface; tb£ secondary reaction surface comprising a pressure sensitive pad incorporating a disable switch, whereby pressure applied to the secondary reaction surface operates the switch to deactivate the control module.

68, The system of any one of claims 45 to 67 wherein a range of the braking force between the zero braking force and the at least a percentage of full braking force (up to 100% of braking force) is adjustable from a dial control mounted within reach of the driver of the vehicle.

69. The system of any one of claims 45 to 68 wherein rate of response of the control module to the transmission of force data between the zero braking force and the at least a percentage of full braking force is adjustable fiom a dial control mounted within reach of the driver of the vehicle.

70. The system of any one of claims 45 to 69 wherein the system is turned off when a foot is placed on the brake pedal.

71. The system of any one of claims 45 to 70 wherein an "on" switch is available to switch the system on.

72. The system of claim 71 wherein the switch is illuminated when the system is on,

73. The system of any one of claims 45 to 72 wherein a "coasting light" is illuminated when the accelerator pedal is in the neutral feel zone.

74. The system of any one of claims 45 to 73 wherein the emergency braking mode operates on sensing rapid movement of the accelerator pedal from any position including acceleration zone, braking zone or neutral zone.

75. The system of claim 74 operating according to the diagram of Figure 7 in on-line mode.

76. The system of claim 74 operating according to the diagram of Figure 7 in off-line mode,

77. The system of any one of claims 45 to 76 wherein the emergency braking gets activated (80%) for 1 second in order for the driver to place his her foot on the brake pedal.

78. The system of claim 77 wherein the accelerator is deactivated for 1 second.

79. The system of any one of claims 45 to 78 further including at least one driver sensor.

80. The system of claim 79 wherein when the at least one driver sensor is activated, 80% of brake force applies until the vehicle has stopped.

81. An emergency braking system for a vehicle; the system including at least one sensor for sensing the operational capacity of a dii*ci uf t e vehicle, the system further muluding a brake pedal actuator, the brake pedal actuator on receipt of an override signal from the emergency braking system causes the brake pedal to move into an increased braking position; the system causing an override system signal to be sent to the brake pedal actuator when the at least one sensor is activated.

82. The system of claim 81 wherein the at least one driver sensor is activated upon sensing that the driver has become impaired.

83. The system of any one of claims 81 to 82 wherein when the at least one driver sensor is activated, 80% of brake force applies until the vehicle has stopped.

84. The system of any one of claims 81 to 83 wherein the accelerator is disengaged regardless of its operating position.

85. The system of any one of claims 81 to 84 wherein the accelerator pedal remains disengaged until the vehicle is stopped.

86. The system of any one of claims 81 to 84 wherein the accelerator pedal remains disengaged until the vehicle is switched off.

87. The system of any one of claims 81 to 84 wherein the accelerator pedal remains disengaged until external assistance arrives.

88. The system of any one of claims 81 to 87, the system operating in conjunction with a braking system reactive to forces applied to an accelerator pedal of the vehicle; the system characterized by a transmission to a control module of force data or angle data; the system arranged to switch to an emergency braking mode on sensing rapid movement of the accelerator pedal in a decelerating direction.

89. The system of anyone of claims 81 to 88 wherein braking force is gradually increased and decreased by operation of the accelerator pedal.

90. The system of claim 89 wherein the emergency braking system operates on sensing rapid movement of the accelerator pedal from any position including acceleration zone, braking zone or neutral zone. 1. An emergency braking system as hereinbefore particularly described, with reference to what is shown in any one of Figures 2 to 13.