Adjustable pedal apparatus

Information

  • Patent Grant
  • 6564672
  • Patent Number
    6,564,672
  • Date Filed
    Tuesday, February 13, 2001
    23 years ago
  • Date Issued
    Tuesday, May 20, 2003
    21 years ago
Abstract
A pedal-supporting apparatus includes a bracket support configured to pivotally support a brake pedal subassembly and an accelerator pedal subassembly. The brake pedal subassembly includes a first upper portion and a brake pedal coupled to the first upper portion by an adjustment device comprising a vertically-elongated C-shaped track and follower. A rack on the track is engaged by a worm gear for adjusting the brake pedal location. The accelerator pedal subassembly is supported by an adjustment device like the brake pedal subassembly, and has a second rack on its track engaged by a worm gear for adjusting the accelerator pedal location. A reversible electric motor includes a rotatable shaft and a driving gear, and gear-driven cables engage the driving gear and extend to the worm gears so that the brake pedal and accelerator pedal are simultaneously and equally adjusted upon actuation of the motor. The tracks can be linear or arcuate.
Description




BACKGROUND OF INVENTION




The present invention relates to under-dash pedal systems for vehicle control, and more particularly relates to adjustable foot pedals that are adjustable relative to a seated person in a vehicle for optimal positioning and function.




Adjustable foot pedal systems for control of vehicles are known. For example, see U.S. Pat. No. 3,828,625. However, improvements are desired to allow linear adjustment of the pedals so that a location of the pedals to the vehicle floor and to the driver can be more appropriately controlled. For example, it is desirable to adjust the pedals in a manner that is most similar to adjusting a vehicle seat, since linearly adjusting a vehicle seat relative to foot pedals is widely accepted by the public and government regulators. However, a problem may result if the pedals are linearly adjusted, because with conventional thinking this requires that the actuators (e.g. push rods, cables, and mechanical linkages) connecting the pedals to the associated vehicle components (e.g. a master brake cylinder, an engine throttle, or a clutch) be lengthened or shortened as the pedals are adjusted. Some designers are hesitant to make a length of actuators adjustable, because this can introduce play, wear, and reduced reliability into the actuator. Nonetheless, there are potential cost savings if foot pedals are made adjustable instead of a vehicle seat being adjustable on a floor pan of the vehicle.




Even if the above challenges are overcome, the adjustable pedal system must be able to meet certain functional criteria. For example, the braking pedal must be able to withstand significant loads and torsional stress that occurs during hard braking of the vehicle. Further, the accelerator and brake pedal systems should preferably position the accelerator pedal and the brake pedal at the same relative positions after an adjustment, so that the driver does not mis-hit or have other problems when quickly switching from one pedal to the other. At the same time, the accelerator and brake pedal systems must be relatively simple, reliable, and very durable for long use. Another problem is caused by horizontally/rearwardly extending and protruding objects. It is undesirable to incorporate such protruding objects under an instrument panel or dash, especially in a relatively low position, where they can cause leg and knee injury during a vehicle crash. Also, there is not much room under an instrument panel, such that any pedal system must take up a minimum of space.




It is noted that vehicle brake pedals undergo a high number of low-stress cycles of use during normal braking, and further periodically undergo a significant number of high stress incidents, such as during emergency braking. Historically, loose joints and wear was not a problem, since stiff brake pedal levers were simply pivoted to a durable vehicle-attached bracket by a high-strength lubricious pivot pin. However, adjustable pedal systems have introduced additional joints and points of potential durability problems, as discussed below.




It is further noted that one reason that many vehicle manufacturers are now considering adjustable foot pedals is because there are advantages of improved air bag safety and lower cost to adjusting the location of pedals instead of moving a steering column, vehicle seat, and/or occupant. However, this has introduced joints and components into the brake pedal system that were not previously present. For example, in an adjustable pedal system where a linear adjustment device is introduced between the pedal lever and the pedal pivot, the adjustment device must be made of a first track component attached to the pedal lever and a second track component attached to the pedal pivot, all of which must be attached and adjustably interconnected in a manner that does not become loose over time under either low-cycle high stress or high-cycle intermediate stress. Further, all components in the system must provide consistently high bending or torsional strength, despite dimensional and other manufacturing variations. At the same time, the joints must preferably be simple, low cost, reliable, effective, robust, and readily manufacturable.




One more subtle problem with existing adjustable pedals which are designed for linear travel, is that while they are able to effectively withstand the forces applied directly for and aft when applying the brake, they are often relatively weak when a load or force is applied in a cross car (side to side) direction. The pedals typically have excess and undesirable lash or looseness in the side to side direction and are subject to failure under relatively low loads.




Additionally, due to the inability of current linear adjustment mechanisms to withstand lateral loading and high torsional loads, the pedal beams and pads must be located just under the adjustment mechanism with little offset side to side, so that minimal torque is applied to the adjustment mechanism. In today's vehicle designs, and in particular with smaller vehicles, there are often many obstructions under the vehicle dash, such as the steering column, and limited room for location of the adjustment mechanism. Therefore, there is often a need for the pedal beam and pad to be offset from the adjustment mechanism to fit into limited available space. This offset may put a large torsional load on the adjustment mechanism, which must have the ability to resist the load without chance of failure and without lash or looseness in the system.




Additionally, to keep the loads and stresses to a minimum on the pedal adjustment mechanism, it is desirable in current linear adjustment systems to locate the adjustment mechanism as low as possible in the vehicle to reduce the moment arm and stress induced in the adjustment mechanism. This further places limitations on the flexibility of the system to package or fit in tight vehicle spaces under the dash.




The present inventive system is designed to overcome the problems described above and which are experienced with existing adjustable pedal systems. Because of the unique channel design, it is able to resist very large lateral and torsional loads. The benefit of this is that the present inventive system has very little looseness or lash. It can easily withstand large fore-aft and lateral loads with little deflection, looseness, or failure. Additionally, the pedal can be offset by as much as 70 mm in a side to side direction, which gives the vehicle designers great flexibility in designing a pedal system around the many obstructions in a vehicle, especially smaller vehicles. Another benefit of the present inventive system, is that the adjustment mechanism can be located relatively high in the pedal support bracket as the system is able to withstand the high loading resulting from a long pedal beam or from the large torsional loading condition. This provides great flexibility for packaging in the vehicle.




One problem typical with many adjustable pedal systems, is that the loads or forces applied to the pedals, are transferred through and resisted by the adjustment mechanism drive gears. Ideally, the adjustment mechanism gears would be designed for the sole purpose of moving the pedal in the for-aft positions and would not take a lot of load from the application of the pedal. They could then be designed small and very economically. But when the adjustment mechanism gears must also be designed to resist the forces applied on the pedal, they must be designed large and strong enough to withstand tremendous loads that are applied to the pedal. This will add cost and complexity to the gears and will create a condition where they are subject to failure or unnecessary wear.




There are at least two types of pedal systems. One is a pivoting system which adjusts the for-aft position of the pedal by rotation of the pedal around a pivot in the pedal support bracket. Because of the relatively short radius of the arc or radius of travel, (typically 225-325 mm), the pedal will change its height relative to the floor by as much as 20 mm when traveling a for-aft distance of 75 mm as the pedal moves about the arc. Additionally, the angle of the pedal can change as much as 12-15 degrees. Although this type of system may be relatively small and easy to package in a vehicle environment, the large change in height of the pedal relative to the floor, and the large change in angle of the pedal pad, may cause confusion of the driver or undesirable positioning of the foot on the pedal.




Another type of system adjusts the pedal linearly. An adjustable pedal system, which adjusts the pedal position in a linear fashion, can move in the for-aft direction a distance of 75 mm with no change in height relative of the pedal to the floor if desired. This is clearly an advantage to the designers of a vehicle as the pedal travel can be designed for optimum comfort and ergonomics of the driver. Unfortunately, these systems require a large adjustment mechanism, which is often difficult to fit or package in many vehicles. Further, such systems include components elongated in a rearward horizontal direction toward a vehicle drive, which can be undesirable.




Accordingly, an apparatus solving the aforementioned problems and having the aforementioned advantages is desired.




SUMMARY OF THE INVENTION




The present invention includes an adjustable pedal apparatus comprising a support configured for attachment to a vehicle. A pedal-supporting subassembly with an upper portion pivotally engages the support and a lower portion supports a pedal construction. A track adjustment mechanism connects the upper and lower portions. The track adjustment mechanism includes a track having an elongated vertical dimension and having a cross section with upper and lower flanges that stiffen the track. The track adjustment mechanism also has a follower that slidably engages the track. An actuator is coupled to the pedal-supporting member and adapted for operative connection to a control system of a vehicle for operating the control system when the pedal-supporting member is moved. An adjuster for adjusting the pedal construction includes a rack oriented parallel the track and attached to one of the track and the pedal construction, and further includes a driven gear operably supported on the other of the track and the pedal construction for operably engaging the rack to adjust the pedal construction along the track. An adjuster for adjusting the pedal construction still further includes a motor for rotating the driven gear.




In another aspect of the present invention, an apparatus includes a support configured for attachment to a vehicle. A brake-pedal-supporting member pivotally engages the support. The brake-pedal-supporting member includes a first track having an elongated vertical dimension and having a C-shaped cross section. A push rod is pivotally connected to the brake-pedal-supporting member and adapted for operative connection to a brake system of a vehicle for operating the brake system when the brake-pedal-supporting member is moved. A brake pedal construction includes a downwardly hanging brake pedal, and a first follower slidably engages the first track. A first drive device is operably associated with the first track and the first follower for adjustably moving the brake pedal construction along the first track. An accelerator-pedal-supporting member pivotally engages the support, the accelerator-pedal-supporting member including a second track having an elongated vertical dimension and having a C-shaped cross section. An actuator member is operably connected to the accelerator-pedal-supporting member and adapted for operative connection to an engine control device of a vehicle for controlling operation of a vehicle engine when the accelerator-pedal-supporting member is moved. An accelerator pedal construction includes a downwardly hanging accelerator pedal and a second follower slidably engaging the second track. A second drive device is operably associated with the second track and the second follower for adjustably moving the accelerator pedal construction along the second track. A single motor simultaneously motivates the first and second drive devices. The first and second drive devices include first and second elongated flexible drive means, respectively, each extending from the single motor to the first and second tracks, respectively.




In another aspect of the present invention, an adjustable pedal apparatus includes a support, a brake-pedal subassembly pivoted to the support and including a brake pedal and a first adjustment mechanism for adjusting a position of the brake pedal. An accelerator-pedal subassembly is pivoted to the support and includes an accelerator pedal and a second adjustment mechanism for adjusting a position of the accelerator pedal. An adjuster includes a motor with a rotatable shaft having a driven gear, a first drive cable connected to the driven gear and to the first linear adjustment mechanism for driving the first adjustment mechanism, and a second drive cable connected to the driven gear and to the second adjustment mechanism for driving the second adjustment mechanism.




In one aspect of the present invention, an adjustable pedal apparatus includes a support configured for attachment to a vehicle and a pedal-supporting subassembly with an upper portion pivotally engaging the support. The pedal-supporting subassembly further includes a lower portion supporting a pedal construction, and an adjustment mechanism connecting the upper and lower portions. The adjustment mechanism includes a curved track defining a non-linear path and a follower slidably engaging the track. An adjuster is provided for adjusting the pedal construction, and includes a rack extending along the track and attached to one of the track and the pedal construction, and further includes a driven gear operably supported on the other of the track and the pedal construction for operably engaging the rack to adjust the pedal construction along the track.




In another aspect of the present invention, an adjustable pedal apparatus includes an upper portion adapted to pivotally engage a vehicle support, and a lower lever portion supporting a pedal pad. An adjustment mechanism connects the upper and lower portions, and includes a curved track and a follower slidably engaging the track to define a virtual pivot spaced away from the track so that the pedal pad follows a predetermined arcuate path as the follower is slidably adjusted along the curved track.




The present invention, in one aspect, comprises a new type of adjustable pedal assembly, which includes a virtual pivot. This system includes the best features and benefits of both a pivoting system and a linear travel system. In a virtual pivot system, the for-aft movement of the pedal is accomplished by a combination of for-aft travel and radial travel where the radial travel approximates linear travel due to the large virtual radius. All this is accomplished with a very small adjustment mechanism able to fit into small spaces in the vehicle.




These and other features, advantages, and objects of the present invention will be further understood and appreciated by those skilled in the art by reference to the following specification, claims, and appended drawings.











BRIEF DESCRIPTION OF THE DRAWINGS





FIG. 1

is a front top perspective of an adjustable pedal apparatus embodying the present invention;





FIG. 2

is an exploded perspective view of the brake pedal subassembly shown in

FIG. 1

;





FIG. 3

is a front perspective of the brake pedal subassembly and the accelerator pedal subassembly shown in

FIG. 1

;





FIG. 4

is a rear perspective view of the apparatus shown in

FIG. 3

, the mounting bracket of the accelerator pedal subassembly being removed to more clearly shown the underlying components;





FIG. 5

is an exploded perspective view of the accelerator pedal subassembly shown in

FIG. 4

;





FIGS. 6-9

are right side, front, left side, and top views of the apparatus shown in

FIG. 1

; and





FIG. 10

is an exploded perspective view of the apparatus shown in

FIG. 2

, but including the support adapted to engage a vehicle firewall.





FIG. 11

is an exploded perspective of an adjustable pedal apparatus embodying the present invention;





FIGS. 12 and 13

are perspective views of the brake pedal subassembly shown in

FIG. 11

;





FIGS. 14 and 15

are exploded perspective views of the pedal subassembly shown in

FIGS. 12 and 13

, respectively;





FIGS. 16 and 17

are side views of the accelerator pedal subassembly shown in

FIG. 12

; and





FIG. 18

is a perspective view of the brake pedal subassembly shown in

FIG. 12

, but showing a path of the pedal during adjustment about a first virtual pivot point.





FIG. 19

is an exploded perspective view of a pedal construction embodying the present invention;





FIG. 20

is a perspective view of the lever mount shown in

FIG. 19

;





FIG. 21

is an end view of the lever mount of

FIG. 20

;





FIG. 22

is a perspective view of the pedal lever shown in

FIG. 19

;





FIG. 23

is an exploded side view of the pedal lever attached to the lever mount; and





FIG. 24

is an enlarged exploded view of the ridge to channel interconnection.











DETAILED DESCRIPTION OF PREFERRED EMBODIMENT




A pedal-supporting apparatus


20


(

FIG. 1

) includes a support


21


configured for attachment to a vehicle firewall under the vehicle's instrument panel, and a brake pedal subassembly


22


and an accelerator pedal subassembly


23


separately pivoted to the support


21


. Note: The support


21


could be configured in more than one piece, for example, the brake could be on one support and the accelerator on a support separate from the brake support. The brake pedal subassembly


22


(

FIG. 2

) includes a brake-pedal-supporting upper portion


24


pivotally engaging the support


21


, and a brake pedal lower portion


25


coupled to the brake-pedal-supporting upper portion


24


by a linear adjustment device


26


comprising a C-shaped linear track or channel


27


and a follower


28


with blade-shaped edges for operably engaging the track


27


. A rack


29


(

FIG. 10

) on the track


28


is engaged by a worm gear


30


for adjusting the location of the brake pedal lower portion


25


. The accelerator pedal subassembly


23


(

FIG. 1

) includes an accelerator-pedal-supporting upper portion


32


pivotally engaging the support


21


, and an accelerator pedal lower portion


33


(

FIG. 5

) coupled to the accelerator-pedal-supporting member


32


by a second linear adjustment device


34


comprising a C-shaped track or channel


35


and a follower


36


with blade-shaped edges operably slidably engaging the channel


35


. A second rack


37


on the track


35


is engaged by a second worm gear


38


for adjusting the location of the accelerator pedal


33


. (The rack


37


and gear


38


are similar to rack


29


and gear


30


in

FIG. 10.

) A reversible electric DC motor


40


includes a rotatable shaft


41


and a driving gear


42


on an end of the shaft


41


. The driving gear


42


is operably engaged by driven gears on the end of cables


43


and


44


. The cables


43


and


44


extend from the driven gears to the worm gears


30


and


38


, respectively, so that the brake pedal lower portion


25


and accelerator pedal lower portion


33


are simultaneously and equally adjusted upon actuation of the motor


40


. (Note: The motor could also be positioned and configured such that there is a direct connection between the motor and an adjustment device without the use of a cable.) This provides a reliable and yet relatively non-complex assembly that can withstand the wear and abuse associated with high use in service and that can withstand the occasional high stress during use, yet that can provide the structural and cost benefits of such a device.




With the present inventive system, there is little or no load that is transferred from the pedal into the drive gears. When a force is applied to the pedal, the force is transferred directly into the follower, which rotates in the track. This rotation locks the follower in the track and the load applied to the pedal is resisted by the track itself, thus eliminating a transfer of high loads to the gears. The gears can then be designed smaller and much more economically. A wider range of material options is then available for the gears including the use of plastic gears. Since the gears can be designed smaller and with a wider selection of materials, it is typically less expensive, more robust, and the system can then be optimized for low noise, which is a key requirement of most automotive companies.




The support


21


(

FIG. 10

) includes a wall section


50


with flanges configured for secure connection to a vehicle firewall


51


(FIG.


6


). (It is also contemplated that the support


21


could be attached to the vehicle instrument panel or dash module.) A pair of wall sections


52


and


53


(

FIG. 10

) extend forwardly from wall section


50


and include reinforcement ribs and flanges as needed for stiffening. Holes


54


are provided for receiving a pivot pin


55


for pivoting the brake pedal subassembly


22


and holes


91


′ (

FIG. 10

) are provided for pivoting the accelerator pedal subassembly.




As noted above, the brake pedal subassembly


22


(

FIG. 10

) includes an upper portion


24


and a lower portion


25


slidably secured to the upper portion


24


. The upper portion


24


includes a U-shaped bracket


56


having a rear flange


57


and side flanges


58


and


59


. The side flanges


58


and


59


fit mateably between the wall sections


52


and


53


, and include holes


60


for receiving pivot pin


55


to pivotally mount the brake pedal subassembly


22


to the support


21


. A connector


61


(

FIG. 2

) pivotally connects a push rod


62


to the mounting bracket


56


. The push rod


62


is configured to be coupled to a master brake cylinder of a vehicle braking system in a manner known in the art, such that a detailed description of that aspect is not necessary for an understanding of the present invention. Notably, linear adjustment of the lower portion


25


of the brake pedal subassembly


22


on the upper portion


24


does not affect the position or operation of the push rod


62


, which is a significant advantage in this adjustable system.




The lower portion


25


of the brake pedal subassembly


22


(

FIG. 10

) includes a structural arm


65


and a foot pedal pad


66


attached to a lower end of the arm


65


. An upper end of the structural arm


65


is T-shaped, and includes an elongated top bracket


67


.




The lower portion


25


is linearly slidably and adjustably connected to the upper portion


24


with a linear adjustment mechanism


26


(sometimes called an “adjustment device”) that includes the hat-shaped channel


28


(sometimes called a “follower” herein) secured to the top bracket


67


, and the C-shaped channel


27


(sometimes called a “guide” or “track”) secured to the side flange


59


of the bracket


56


. Notably, the illustrated channel


27


is C-shaped, but it is contemplated that other shapes are possible. The C-shaped channel


27


is vertically elongated for beam strength (which is required to withstand a vehicle driver pressing hard on the foot pedal pad


66


), and includes top and bottom flanges


73


and


74


that stiffen the channel


27


and that form a concave region defining a track. The hat-shaped channel


28


includes opposing edges


75


and


76


defining a blade-shaped feature that mateably slidably engages the concave region (i.e. the track) defined by the C-shaped channel


27


. Lubricious bearing material


77


is attached to the edges


75


and


76


for added long-term durability and for a constant coefficient of friction, if needed. Notably, some friction (i.e. a heightened level of static friction) may be desirable to stabilize the linear adjustment mechanism in an adjusted position. It would be desirable to create a level of static friction that would require of force of between 1 and 40 pounds to slide the follower in the track, preferably a force of between 5 and 20 pounds and most preferably a force of between 8 and 15 pounds.




The rack


29


has a plurality of teeth is attached to the hat-shaped channel


28


in a location where the teeth extend parallel the track of channel


27


. At the end of the teeth on the rack


29


is a section of material


79


creating a stop for engaging the worm gear


30


in an abutting manner preventing binding. The worm gear


30


is operably attached to the C-shaped channel


27


by a bearing that holds the worm gear


30


in operative contact with the rack


29


. A cable assembly (

FIG. 2

) includes a sleeve


80


attached to the hat-shaped channel


28


and the inner telescoping/rotatable cable


43


attached to the worm gear


30


for driving the worm gear


30


. The ratio of a rotation of the worm gear


30


to movement along the rack


29


can be varied by design for specific applications, but it is contemplated that a ratio will be chosen that prevents back driving of the worm gear


30


and that prevents back lash of the linear adjustment mechanism, but that allow quick adjustment. For example, it is contemplated that a ratio of about 5 to 1 will work satisfactorily.




The motor


40


(

FIG. 5

) is a reversible electric DC motor operable on a voltage and amperage as are presently used in modern vehicles, such as in a


12


volt circuit. For example, it is contemplated that a motor similar to that used in power-adjusted seat mechanisms will be used, although different motors and motivating devices are known that could be made to work. For reference, the illustrated motor used in early testing has a free rotational speed of about 650-rpm, and a loaded speed of about 400-rpm. The motor


40


is located in a convenient location where kinking and tight bending of the cables


43


and


44


are not a problem. The illustrated motor


40


(

FIG. 1

) is mounted to a side of the wall section


53


at a location where it is relatively close to the racks


29


and


37


and where cables


43


and


44


can be extended to the racks


29


and


37


without kinking in all of the adjusted positions of the subassemblies


22


and


23


. The motor


40


includes a rotatable shaft


41


and a driving gear


42


on an end of the shaft


41


. A gear housing


84


(

FIG. 5

) is mounted to an end of the motor


40


and includes a pair of cavities for the driven gears engaging the driving gear


42


. The driven gears are attached to one end of the cables


43


and


44


(FIG.


1


), such that when the shaft


41


of motor


40


is rotated, the cables


43


and


44


are simultaneously rotated. The other ends of the cables


43


and


44


are connected to worm gears


30


and


38


so that, as the cables


43


and


44


are rotated, the subassemblies


22


and


23


are simultaneously linearly adjusted an equal amount. The equal and simultaneous adjustment is believed to be very important so that the pedals


25


and


33


remain in similar relative locations, so that a vehicle driver does not “mis-hit” one of the pedals


25


or


33


when moving his/her foot from one pedal to the other. (I.e. Simultaneous and equal adjustment tends to reduce any potential for problems and driver confusion during “crossover” operation of the pedals.)




To adjust the brake pedal subassembly, the motor


40


is actuated, and the worm gear


30


rotated until a desired adjusted position is achieved. To use the brake pedal, the vehicle driver presses on the foot pedal pad


66


, and the entire brake pedal subassembly


22


(including the upper and lower portions


24


and


25


) rotate as a unit, thus pushing the push rod to operate the master brake cylinder of the vehicle brake system.




The accelerator pedal subassembly


23


(

FIG. 5

) includes an accelerator pedal upper portion


32


and an accelerator pedal lower portion


33


slidably secured to the upper portion


32


, in a manner that is similar to that of the brake pedal subassembly


22


. Specifically, the upper portion


32


includes a top bracket


90


pivoted to the support


21


by a pivot pin


91


and a connector


89


for connection to a throttle control actuator push rod


90


′ (

FIG. 5

) of the vehicle engine. The lower portion


33


includes a structural arm


92


, an accelerator foot pedal pad


93


on a lower end of the arm


92


, and an upper bracket


94


. The linear adjustment mechanism


34


includes a C-shaped channel


35


(sometimes called a “guide” herein) defining a track and a follower


36


having edges defining a blade-shape for linearly slidably engaging the channel


36


. The rack


37


is attached to the channel


35


, and the worm gear


38


is attached to the follower


36


in operative engagement with the rack


37


. The cable


44


is secured to the worm gear


38


, and extends to a driven gear of the transmission on the motor


40


. The arrangement of the accelerator pedal subassembly


23


is not unlike brake pedal subassembly


22


. A device can be attached to pivot pin


91


to help hold the accelerator pedal subassembly


23


in a selected pivoted position to reduce stress on a driver's foot when operating the vehicle. The device


98


provides a hysteresis effect that helps hold a selected position, but allows the accelerator pedal subassembly


23


to return to a “gas-off” position when released by the driver.




Notably, the linear adjustment devices


26


and


34


are positioned high relative to the associated respective pivot pins


55


and


91


. In this “high” location, the linear adjustment devices


26


and


34


are tucked up under the instrument panel of the vehicle where they are partially shielded. This improves appearance and safety. The long vertical dimensions of the pedal arms


65


and


92


create substantial torque on the linear adjustment devices


26


and


34


(especially on brake pedal subassembly


22


during hard braking), but the elongated vertical dimension of the linear adjustment devices


26


and


34


provide the torsional resistance to prevent failure and excessive wear. Also, the relatively short horizontal/lateral dimension of the devices


26


and


34


maintain a small envelope, such that a minimum of space is required under the instrument panel to contain them. The elongated vertical dimension of the linear adjustment devices


26


and


34


, are typically in the range of 15 to 200 mm, preferably in the range of 25 to 100 mm, and most preferably in the range of 30 to 60 mm.




It is noted that the track (


27


) can be oriented horizontally or at an angle to horizontal, depending on the vehicle manufacturer's specifications and/or vehicle constraints. In some cases, a horizontal position is most desirable (such as for an accelerator pedal). A non vertical orientation could provide maximum resistance to force in both a for-aft application of the pedal and a side to side load on the pedal, and also to help facilitate packaging the pedal assembly in the vehicle. The long dimension of the elongated dimension of the linear adjustment device could be positioned in the range of 0 degrees (vertical) to 90 degrees (horizontal), preferably in the range of 0 degrees to 45 degrees, more preferably in the range of 0 degrees to 15 degrees, and most preferably designed vertically.




First Modification




A modified pedal-supporting apparatus


120


(

FIG. 11

) includes a bracket support


121


configured for attachment to a vehicle firewall under the vehicle's instrument panel, and a brake pedal subassembly


122


(

FIG. 12

) pivoted to the support


121


. Though a brake pedal subassembly is illustrated, it is contemplated that the present invention could be used on any vehicle pedal system. The brake pedal subassembly


122


(sometimes referred to as “pedal construction” herein) includes an upper portion


124


pivotally engaging the support


121


(FIG.


11


), and a lever portion


125


coupled to the upper portion


124


by an adjustment device


126


. The adjustment device


126


(also called “an adjustment mechanism” or “an adjuster” or “a drive mechanism” herein) includes a longitudinally curved track or channel


127


attached to the upper portion


124


, and a hat-shaped follower


128


on the lever portion


125


. The follower


128


includes blade-shaped curved edges operably engaging the track


127


. The curved track


127


defines an arcuate path particularly shaped to cause the lever portion


125


to pivot about a virtual pivot strategically located well above the adjustment device


126


, such that the brake pedal pad


129


moves along a predetermined path that optimally positions the pedal pad


129


for large-bodied vehicle drivers (when in a far-from-the-driver, forwardly-adjusted position) and for small-bodied vehicle drivers (when in a close-to-the-driver, rearwardly-adjusted position). The arcuate track


127


results in a shorter track, since the movement of the pedal pad is magnified over the movement of the follower


128


. By this arrangement, the total volumetric package size of the adjustment device


126


and also of the upper portion


124


is considerably smaller than adjustable pedal systems where the track is linear, since less travel of the adjustment device itself is needed. This also results in substantial advantages in terms of a more compact assembly, smaller parts, reduced weight, and a safety improvement in terms of less elongated protruding components under a vehicle dash. At the same time, the curved track defines a virtual pivot instead of an actual pivot, which has advantages since the curved track can be located at a lower position without requiring structure at the location of the virtual pivot.




The bracket support


121


(

FIG. 11

) includes apertured flanges


130


for attachment to a vehicle firewall. The support


121


further includes sidewalls


131


optimally designed for strength and light weight. Holes


132


are provided in sidewalls


131


for receiving a pivot pin


133


. The sidewalls


131


are constructed with bends, apertures, and reinforcement ribs to provide optimal strength and low weight. It is noted that support


121


can be a stamped metal part, a die cast part, or a molded plastic component.




The upper portion


124


(

FIG. 14

) of the subassembly


122


includes a body


134


with L-shaped arcuate flanges


135


and


136


on one side defining the track


127


between them. A top section


137


of the body


134


extends above the top flange


135


supports a transverse cylindrical section


138


for receiving pivot pin


133


. The cylindrical section


138


has a length chosen to fill the space between the sidewalls


131


(FIG.


11


), and has a diameter to closely but rotatably receive the pivot pin


133


.




A flange


138


′ (

FIG. 14

) extends downwardly from the body


134


and includes a connector


139


for connection to a push rod such as for operating a master brake cylinder of a vehicle braking system. Such push rods are well known in the art, and need not be described in detail herein for an understanding by a person skilled in this art.




An opening


140


is cut through body


134


at a location generally in the longitudinal center of the track


127


. A housing


141


is screw-attached to a side of the body


134


opposite the flanges


135


and


136


. “The adjustment device


126


(also called “an adjustment mechanism”, or “an adjuster” or “a drive mechanism” herein) includes the housing


141


and further includes a gear member


142


is positioned in the housing


141


and rotatably supported by an axle


143


. The gear member


142


includes a first drive gear


144


that extends through the opening


140


and is operably engaged with a rack


145


in the follower


128


as described below, and includes a second gear


146


positioned beside the first gear


144


and also supported on the axle


143


. A worm gear


147


is rotatably supported in the housing


141


by cylindrical section


148


at a 90-degree orientation from the axis of the second gear


146


and operably engages the second gear


146


. A motor-driven cable


149


(

FIG. 11

) is attached to the worm gear


147


and is attached to a rotatable shaft of a DC reversible electric motor, such as are sometimes used in vehicles. When the motor is rotated, the worm gear


147


engages the second gear


146


, causing the first gear


144


to rotate, engage the rack


145


, and move the follower


128


along the track


127


.




The worm gear


147


includes an exposed tail end configured to be engaged by a second cable


150


, such that the second cable


150


is rotated at the same time and in the same direction as the first cable


149


when the motor is operated. It is contemplated that the second cable


150


can be extended to a second adjustable pedal apparatus similar to apparatus


120


. By this means, multiple adjustable pedal apparatus can be simultaneously adjusted.




The lever portion


125


includes a lever


151


attached to the hat-shaped follower


128


by rivets


152


′ (or by welding, or other means). The pedal pad


129


is attached to a lower end of the lever


151


. The follower


128


is “hat” shaped, and includes a center wall


152


, arcuate edge flanges


153


that mateably slidably engage the recesses formed under the L-shaped flanges


135


and


136


, and transverse walls


154


that connect the edge flanges


153


to the center wall


152


. Plastic bearing caps (see

FIG. 14

) and lubricant can be used on flanges


135


and


136


to reduce friction and provide uniform sliding movement, but it is noted that some frictional resistance is desired to help prevent undesired adjustment movement.




To adjust the pedal subassembly, the motor is operated to rotate cable


149


and in turn rotate gears


147


and


144


of gear member


142


, thus moving follower


128


and lever portion


125


along the arcuate track


127


. To use the brake pedal, the vehicle driver presses on the pedal pad


129


, causing the lever portion


125


and the upper portion


123


to pivot as a unit about pivot pin


133


, thus pushing the push rod toward the master brake cylinder.




Notably, the curved adjustment device


126


(

FIG. 18

) (i.e. track


127


and follower


128


) defines a virtual pivot


156


that is substantially above the track


127


. The chordal length of track will typically be in the range of 75 to 150 mm, preferable in the range of 100 to 125 mm. The follower length will typically be in the range of 50 to 100 mm, preferably in the range of 50 to 75 mm. Typically, the ratio of chordal length of track to the follower length is in the range of 1.2 to 2.5, preferably in the range of 1.4 to 2.25 and most preferably in the range of 1.5 to 2.0. As illustrated, the radius


157


that extends between the virtual pivot


156


and the pedal pad


129


is about 565-mm, and the radius


158


to a centerline on the track


127


is about 326 mm. Also, the virtual pivot


156


is located rearward (i.e. toward the vehicle driver) from the adjustment device


126


. As a result, when the follower


128


moves 40 mm in an arcuate forward direction (toward a vehicle driver), the pedal pad


129


moves along a predetermined arcuate path that is 76-mm toward the vehicle driver and 10-mm lower. This results in an optimal position, according to the specifications of one vehicle manufacturer, of the pedal pad


129


relative to the vehicle floor pan, both when the pedal pad


129


is adjusted to its forward position


159


(optimal for large-bodied persons) and when adjusted to its rearward position


160


(optimal for small-bodied persons). It is to be understood that different virtual pivot points can be designed into the present device. For example, the virtual pivot


156


A illustrates a second location directly above the track


127


, which results in the pedal pad


129


moving through an arcuate path segment of about 76-mm where the front and rear positions of the pedal pad


129


are about equal in height. Thus, different vehicle manufacturer specifications can be easily met. Importantly, the chordal longitudinal length of edge flanges


153


of the follower


128


and their engagement with the L-shaped flanges


135


and


136


results in a mechanically advantageous arrangement capable of withstanding substantial torques. This is important because at least one manufacturer specifies that the pedal construction must withstand 300 pounds of force at the brake pad


129


. Translating this force through the long torque arm of lever portion


125


to pivot pin


133


and back to the track


127


results in over 2000 pounds of force on the flanges


135


and


136


. Thus, length of engagement by the edge flanges


153


on the L-shaped flanges


135


and


136


is important for sufficient torsional strength. In the present arrangement, a chordal length of track


127


that is about 117-mm and a follower length that is about 70-mm provides the necessary strength while still meeting the small volumetric size requirements of most vehicle manufacturers for this device. This compares to a linear track that would have to be about 160-mm or longer in order to provide similar pedal travel.




As noted above, in one aspect, the present invention comprises a new type of adjustable pedal assembly, which includes a virtual pivot. This system includes the best features and benefits of both a pivoting system and a linear travel system. In a virtual pivot system, the for-aft movement of the pedal is accomplished by a combination of for-aft travel and radial travel where the radial travel approximates linear travel due to the large virtual radius. It is desirable to design a virtual pivot system where the distance from the pedal to the virtual pivot (virtual radius), is approximately 1.7 times the distance from the centerline of the track to the virtual pivot, or a ratio of 1.7:1. Other ratios are also possible but typically in the range of 1.3:1 to 3:5, preferably in the range of 1.5:1 to 2.5:1, and most preferably in the range of 1.5:1 to 2.0:1. A virtual pivot system will typically have a virtual radius in the range of about 350-800 mm., preferably in the range of 400-700 mm and most preferably in the range of 500-600 mm for most automotive applications. When a virtual pivot system is designed with a 1.73:1 ratio including a virtual radius of 565 mm and a distance of virtual radius to centerline of the track of 326 mm, the assembly can be configured so that there is little change in vertical pedal position as the pedal is adjusted from its full forward to it's full rearward position of approximately 76 mm (similar to

FIG. 18

, but with zero vertical change). This gives the vehicle designers great flexibility in designing a system to precisely position the pedal in the optimal location in both the full forward and full rearward pedal positions, and to accommodate or package the relatively small virtual pivot pedal adjustment mechanism into very tight spaces under the vehicle dash.




Notably, A system with a virtual pivot is not limited to a system with a C-shaped track. Other configurations are possible. One such configuration is a curved track defined by a curved shaft or rod with a follower defined by a collar that slides over the shaft forward and rearward when driven by a motor and drive gears. Additionally, the collar could be internal of the shaft and slide within the shaft when driven by a motor and drive gears.




Second Modification




A further modified pedal construction


220


(

FIG. 19

) includes an adjustable pedal subassembly


221


pivoted to a bracket support


222


by a pivot pin


223


. The pedal subassembly


221


has a lower pedal member


224


adjustably supported on an upper pedal member


225


by an adjustment device


226


. The lower pedal member


224


includes a pedal lever


227


and a lever mount


228


including abutting mounting sections


229


and


230


forming a torsionally-strong fixed joint


231


. Specifically, the mounting section


230


of the lever mount


228


has a channel


232


with sharp edges


233


and the mounting section


229


of the pedal lever


227


has a ridge


234


interference fit into the channel


232


. The sharp edges


233


shave marginal material


235


from sides


236


of the ridge


234


when the ridge


234


is forced into the channel


232


. The ridge


234


has depressions


237


adjacent its bottom that receive the shaved marginal material


235


when the ridge


234


is forced into the channel


232


, so that the marginal material


235


does not prevent a tight fit. Fasteners


238


extend through the ridge


234


and channel


232


to hold the joint


231


together, with the ridge


234


and channel


232


interface forming a primary mechanical structure providing torsional strength to the joint


231


.




Bracket support


222


(

FIG. 19

) includes a bottom


239


with apertured attachment flanges


240


shaped to engage and be attached to a vehicle floor pan or firewall. Side flanges


241


and


242


extend from the bottom


239


, and include aligned holes


243


shaped to receive pivot pin


223


. The side flanges


241


and


242


are shaped to provide support to the pivot pin


223


, and further include apertures to minimize weight.




The upper pedal member


225


(

FIG. 19

) includes a body


245


with two inward L-shaped flanges


246


defining a linear track along direction


247


. A transverse pivot tube/spacer


248


extends from a top of the body


245


, and is positioned to fit between the side flanges


241


and


242


and to receive the pivot pin


223


. A window


249


is formed in the body


245


, and a gear housing


250


is attached to a back of the body


245


. A worm gear


251


is positioned in the housing


250


, and includes a first end attached to a drive cable


252


(driven by a 12 v DC motor for example) and a second end attached to a secondary driven cable


253


(such as for concurrently driving a second adjustable pedal arrangement). A gear member


254


is positioned in the housing


250


, and includes a first gear


255


operably engaging the worm gear


251


, and a second gear


256


that extends through the window


249


. A down flange


257


extends downwardly from the body


245


, and includes a connector


258


configured for connection to a push rod for operating a master brake cylinder when the brake pedal subassembly


221


is depressed.




The lever mount


228


(

FIG. 20

) is hat-shaped, and includes a center wall which is flat and forms the mounting section


230


, sidewalls


259


, and outward walls


260


. The outward walls


260


receive molded shoes or bushings


261


that slidably engage L-shaped flanges


246


on the member


225


for movement along direction


247


. A rack


262


(

FIG. 19

) is attached between the sidewalls


259


, and includes teeth


262


′ that operably mateably engage the teeth of the second gear


256


, so that the lever mount


228


is moved along the track of body


245


as the gear member


254


is rotated.




The pedal lever


227


(

FIG. 22

) is vertically elongated, and includes a bottom end


263


′ supporting a foot pad


263


, a mid-section


264


that is arch-shaped for optimally locating the foot pad


263


in a vehicle, and a top end forming the mounting section


229


.




The mounting sections


229


and


230


(

FIG. 24

) include flat surfaces


266


and


267


, with the channel


232


and the ridge


234


being defined in the flat surfaces


266


and


267


, respectively. (It is contemplated that the locations of the ridge and channel could be reversed on the mounting sections


229


and


230


, if desired). Holes


268


,


270


, and


270


′ (

FIG. 22

) are formed in the mounting sections


229


and


230


, such as in a center of the track of body


245


, and rivets or locator pins are positioned in the holes as the mounting sections


229


and


230


are forced together, thus accurately locating and guiding the two mounting sections together. More specifically, three holes


270


and mating holes


270


′ are formed in the mounting sections


229


and


230


, respectively, and rivets


238


or other fasteners are extended through the holes


270


and


270


′ for mechanically attaching the mounting sections


229


and


230


firmly together. Notably, the rivets


238


help hold the mounting sections


229


and


230


together in the direction of the rivets, but the ridge


234


and channel


232


interferingly engage to provide the primary torsional strength to the fixed joint


231


as described below. An enlarged clearance hole


268


A (

FIG. 20

) is formed in the mounting section


230


. A protrusion


269


on rack


262


is shaped to fit through hole


268


, with the enlarged hole


268


A providing access to peen over (i.e. the stake) the protrusion


269


to retain the rack


262


to the pre-assembled pedal construction


227


/


228


.




The ridge


234


(

FIG. 24

) is slightly wider than the channel


232


and it includes the sharp edges


233


. When the ridge


234


is pressed against and into the channel


232


, the sharp edges


233


shave the marginal material


235


from the sides of the channel


232


, causing the marginal material


235


to be shaved off and curl away in directions


273


. The ridge


234


is about the same depth as the channel


232


, such that when fully seated, a top of the ridge


234


presses the shaved marginal material


235


A into the depressions


237


. By this arrangement, the ridge


234


is consistently interferingly interlocked with the channel


232


with high torsional strength, even with normal manufacturing dimensional variations. The rivets


238


hold the fixed joint


231


together, but it is primarily the channel


232


and ridge


234


inter-fit that provides the torsional resistance to the joint


231


. It has been found that by using the present arrangement, a very high strength joint can be consistently constructed. Further, optimal and dissimilar materials can be used for the pedal lever


227


and the lever mount


228


, while maintaining the needed functional strength required for a vehicle brake pedal assembly. For example, the illustrated brake pedal assembly can withstand over 200 pounds force on the footpad


263


.




In the foregoing description, those skilled in the art will readily appreciate that modifications may be made to the invention without departing from the concepts disclosed herein. Such modifications are to be considered as included in the following claims, unless these claims by their language expressly state otherwise.



Claims
  • 1. An adjustable pedal apparatus comprising:a support configured for attachment to a vehicle; and a pedal-supporting subassembly with an upper portion pivotally engaging the support, a lower portion supporting a pedal construction, and an adjustment mechanism connecting the upper and lower portions, the adjustment mechanism including a longitudinally elongated track having a transverse cross section with an elongated vertical dimension defined by upper and lower flanges that stiffen the track, and including a follower slidably engaging the track, wherein the upper and lower flanges define top and bottom slots and wherein the follower includes opposing edges that slidably engage the slots.
  • 2. The adjustable pedal apparatus defined in claim 1, wherein the follower has a hat-shaped cross section, and includes edges shaped to slidably engage the upper and lower flanges.
  • 3. The adjustable pedal apparatus defined in claim 1, wherein the rack is integrated into the follower.
  • 4. The adjustable pedal apparatus defined in claim 1, wherein the pedal includes a brake pedal and wherein the actuator includes a push rod adapted for coupling to a vehicle brake system.
  • 5. The adjustable pedal apparatus defined in claim 1, wherein the pedal includes an accelerator pedal and wherein an actuator includes a linkage adapted for coupling to an engine control system.
  • 6. The adjustable pedal apparatus defined in claim 1, wherein the first-mentioned pedal-supporting assembly includes a brake pedal, and further including:an accelerator pedal-supporting subassembly pivotally engaging the support, the accelerator pedal-supporting subassembly including an upper portion with a second track having a transverse cross section with an elongated vertical dimension defined by upper and lower second flanges that stiffen the second track; a second actuator coupled to the accelerator pedal-supporting subassembly and adapted for operative connection to a second control system of a vehicle for operating the second control system when the accelerator pedal-supporting subassembly is moved; the subassembly further including an accelerator pedal construction including a downwardly hanging accelerator pedal and a second follower slidably engaging the second track; and a second adjuster for adjusting the accelerator pedal construction including a second rack oriented parallel the second linear track and attached to one of the second track and the accelerator pedal construction, and further including a second driven gear operably supported on the other of the second track and the accelerator pedal construction for operably engaging the second rack to adjust the accelerator pedal construction along the second track, the motor being also connected to the second driven gear for rotating the second driven gear.
  • 7. The adjustable pedal apparatus defined in claim 1, wherein the track is elongated and comprises a curved channel defining a virtual pivot.
  • 8. The adjustable pedal apparatus defined in claim 7, wherein the follower has a hat-shaped cross section that is elongated to define a curve complementary to the track.
  • 9. The adjustable pedal apparatus defined in claim 8, wherein the hat-shape of the follower defines a longitudinally extending recess, and including a row of teeth formed along the recess.
  • 10. The adjustable pedal apparatus defined in claim 9, including a gear box adapted to receive and engage an actuator cable, the gear box including a gear operably engaged with the row of teeth and including a driving member configured to rotate the gear and to be rotated by the actuator cable.
  • 11. The adjustable pedal apparatus defined in claim 7, where the virtual pivot is spaced between 350 mm to 800 mm from the pedal pad.
  • 12. The adjustable pedal apparatus defined in claim 11, where the virtual pivot is spaced between 400 mm and 700 mm from the pedal pad.
  • 13. The adjustable pedal apparatus defined in claim 12, where the virtual pivot is spaced between 500 mm and 600 mm from the pedal pad.
  • 14. The adjustable pedal apparatus defined in claim 7, where the ratio of the distance of the virtual pivot from the pedal pad, divided by the distance of the virtual pivot to the centerline of the curved track, is in a range of 1.3:1 to 3.5:1.
  • 15. The adjustable pedal apparatus defined in claim 14, the ratio of the distance of the virtual pivot from the pedal pad, divided by the distance of the virtual pivot to the centerline of the curved track, is in a range of 1.5:1 to 2.5:1.
  • 16. The adjustable pedal apparatus defined in claim 15, where the ratio of the distance of the virtual pivot from the pedal pad, divided by the distance of the virtual pivot to the centerline of the curved track, is in a range of 1.5:1 to 2.0:1.
  • 17. The pedal apparatus defined in claim 1, wherein the adjustment mechanism includes an adjuster for adjusting the lower portion including a rack oriented parallel the track and attached to one of the track and the upper portion, and further including a driven gear operably supported on the other of the track and the pedal construction for operably engaging the rack to adjust the pedal construction along the track.
  • 18. The pedal apparatus defined in claim 1, wherein the opposing edges include bearing material attached to the edges and slides within the slots, the bearing material chosen and configured to provide a constant level of friction.
  • 19. An adjustable pedal apparatus comprising:a support configured for attachment to a vehicle; a first pedal-supporting subassembly with a first upper portion pivotally engaging the support, a first lower portion supporting a first pedal construction, and a first adjustment mechanism connecting the first upper and lower portions, the first adjustment mechanism including a first curved track and a first follower slidably engaging the first track that define a first virtual pivot; and a first adjuster for adjusting the first pedal construction including a first rack extending along the first track and attached to one of the first track and the first pedal construction, and further including a first driven gear operably supported on the other of the first track and the first pedal construction for operably engaging the first rack to adjust the first pedal construction along the first track, a second pedal-supporting subassembly including a second upper portion with a second curved track having a cross section with an elongated vertical dimension and having upper and lower second flanges that stiffen the second track; the subassembly further including a second pedal construction including a downwardly hanging pedal and a second follower slidably engaging the second curved track; and a second adjuster for adjusting the second pedal construction including a second rack oriented along the second track and attached to one of the second track and the second pedal construction, and further including a second driven gear operably supported on the other of the second track and the second pedal construction for operably engaging the second rack to adjust the second pedal construction along the second track, and further including a second drive cable operably connected to the first driven gear and to the second driven gear for rotating the second driven gear.
  • 20. The adjustable pedal apparatus defined in claim 19, wherein the virtual pivot is spaced between 350 mm to 800 mm from a pedal pad located at a bottom of the lower portion.
  • 21. The adjustable pedal apparatus defined in claim 20, wherein the virtual pivot is spaced between 400 mm and 700 mm from the pedal pad.
  • 22. The adjustable pedal apparatus defined in claim 21, wherein the virtual pivot is spaced between 500 mm and 600 mm from the pedal pad.
  • 23. The adjustable pedal apparatus defined in claim 19, wherein the ratio of the distance of the virtual pivot from the pedal pad located at a bottom of the lower portion, divided by the distance of the virtual pivot to the centerline of the curved track, is in a range of 1.3:1 to 3.5:1.
  • 24. The adjustable pedal apparatus defined in claim 23, wherein the ratio of the distance of the virtual pivot from the pedal pad, divided by the distance of the virtual pivot to the centerline of the curved track, is in a range of 1.5:1 to 2.5:1.
  • 25. The adjustable pedal apparatus defined in claim 24, wherein the ratio of the distance of the virtual pivot from the pedal pad, divided by the distance of the virtual pivot to the centerline of the curved track, is in a range of 1.5:1 to 2.0:1.
  • 26. The adjustable pedal apparatus defined in claim 19, wherein the curved track is a curved shaft and the follower is a collar which, slides over the track.
  • 27. The adjustable pedal apparatus defined in claim 19, the curved track is a curved shaft and the follower is a collar, which slides inside the track.
  • 28. The adjustable pedal apparatus defined in claim 19, wherein the curved track has a cross section with an elongated vertical dimension and has upper and lower flanges that stiffen the curved track.
  • 29. An adjustable pedal apparatus comprising:an upper portion adapted for attachment to a vehicle support; a lower lever portion supporting a pedal pad; and an adjustment mechanism connecting the upper and lower portions, the adjustment mechanism including a curved track and a follower slidably engaging the track to define a virtual pivot spaced away from the track so that the pedal pad follows a predetermined path as the follower is slidably adjusted along the curved track, whereby the follower travels a shorter distance than the pedal pad during adjustment of the adjustment mechanism, wherein the follower includes a row of teeth, and wherein the adjustment mechanism includes a three-dimensional one-piece body defining a first side of the track and integrally-formed flanges forming another side of the track, the adjustment mechanism including gearing and the body further including a window for receiving and operably supporting the gearing adjacent the track so that the gearing operably engages the row of teeth for motivating the follower along the track.
  • 30. The pedal apparatus defined in claim 29, wherein one of the upper portion and the adjustment mechanism includes a pivot for pivotally supporting the lower portion and pedal pad.
  • 31. The pedal apparatus defined in claim 30, wherein the upper portion includes the pivot and wherein the pivot is adapted to pivotally support an assembly of the upper portion, the lower portion, and the adjustment mechanism.
  • 32. A The pedal apparatus defined in claim 29, wherein the curved track is attached to the upper portion and the follower is attached to the lower portion.
  • 33. The pedal apparatus defined in claim 29, wherein the curved track includes a body with at least one curved flange defining an arcuate section of the track.
  • 34. The pedal apparatus defined in claim 33, wherein the at least one curved flange includes opposing curved flanges.
  • 35. The pedal apparatus defined in claim 33, wherein the curved track is elongated and comprises a curved channel.
  • 36. The pedal apparatus defined in claim 33, wherein the follower has a “hat” shaped cross section and is also elongated to define a curve complementary to the curved track.
  • 37. The pedal apparatus defined in claim 33, wherein the curved track defines a radius that is longer than a total vertical height of an assembly of the upper and lower portions.
  • 38. The pedal apparatus defined in claim 33, wherein a ratio of movement of the pedal pad to the follower is 2:1.
  • 39. The pedal apparatus defined in claim 29, wherein the follower and upper portion comprise one-piece body made of a solid mass of material capable of being molded or cast, and thereafter cooled into a final shape.
CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims benefit of provisional applications filed under 37 C.F.R. 1.53(c), including provisional application Serial No. 60/204,339, filed May 15, 2000, entitled ADJUSTABLE PEDAL APPARATUS, and provisional application Serial No. 60/254,016, filed Dec. 7, 2000, entitled ADJUSTABLE PEDAL APPARATUS WITH NON-LINEAR ADJUSTMENT PATH. This application is further related to co-assigned application Ser. No. 09/782,563, entitled PEDAL WITH TONGUED CONNECTION FOR IMPROVED TORSIONAL STRENGTH, filed Feb. 13, 2001.

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