Patent Application
20060230869
This invention relates to vehicles such as golf cars, utility vehicles, and neighborhood vehicles, and more particularly to accelerator pedals and brake pedals for such vehicles.
Conventional golf cars and utility vehicles may be expensive and time consuming to assemble. This is because most conventional vehicles and utility vehicles are assembled one piece at a time, stacking each upon the next, and the amount of time and labor required to assemble a conventional vehicle may be substantial because of this process. Golf cars and utility vehicles may have either an electric motor drive system or an internal combustion engine drive system, and the footprint and packaging of an electric drive system may be significantly different than the footprint and packaging of a gas drive system. Therefore, during the assembly of a conventional golf car or utility vehicle, the difference in the sizes and shapes of parts may require as much as two separate chassis for electric and gas drive vehicles, and most conventional accelerator assemblies are different for an electric drive vehicle then for a gas drive vehicle. This is because the parts coupled to the accelerator and the interconnection of the accelerator with the drive system may vary significantly between drive systems.
In one aspect, the present invention is a modular pedal assembly for use with a vehicle that includes a motor, a control circuit operatively connected with the motor, and a brake assembly. The pedal assembly comprises a base removably connectable with the vehicle and a brake pedal movably coupled with the base and operatively coupleable with the brake system. An accelerator pedal is movably coupled with the base so as to be displaceable between a first position and a second position and is operatively coupleable with the motor or and the control circuit. Further, a sensor is configured to sense displacement of the accelerator pedal and is electrically connectable with the control circuit, such that the circuit regulates and/or operates the motor when the sensor senses displacement of the accelerator pedal.
In another aspect, the present invention is a modular pedal assembly mountable as a module upon a golf car having either a gas engine or an electric motor drive. The modular pedal assembly has a mounted state, in which the modular pedal assembly is mounted in the vehicle, and an unmounted state. The modular pedal assembly comprises a base adapted to be mounted in a vehicle in the mounted state and a first pedal pivotally coupled to the base in the unmounted state of the modular pedal assembly. The first pedal has a portion coupled to the brake assembly in the mounted state of the modular pedal assembly. A second pedal is pivotally coupled to the base in the unmounted state of the modular pedal assembly and has a portion coupled to the drive in the mounted state of the modular pedal assembly. The second pedal has an unactuated state and an actuated state, the actuated state being defined by pivotal movement of the second pedal with respect to the base. Further, a control output regulator is coupled to the second pedal in the unmounted state of the modular pedal assembly and is also electrically coupled to the drive assembly in the mounted state of the modular pedal assembly. The control output regulator is adaptable to be used with vehicles driven by gas engines and electrical motors and has a sensor positioned to detect the pivotal position of the second pedal and configured to communicate the position to the drive in the mounted state of the modular pedal assembly.
In a further aspect, the present invention is a method of making a vehicle comprising the following steps: fabricating a vehicle body; selecting a type of drive system for the vehicle, including selecting one of an electric motor and a gas engine; coupling one of an electric motor and gas engine to the body corresponding to the type of drive system selected; coupling a brake system to the body; assembling a modular pedal assembly; coupling the modular pedal assembly to the body; and coupling the modular pedal assembly to the drive system and to the brake system. Assembling the modular assembly includes the substeps of: providing a base; coupling a brake pedal to the base; coupling an accelerator pedal to the base, the accelerator pedal having an unactuated state and an actuated state; selecting a control output regulator corresponding to the type of drive system selected, including selecting one of a gas control output regulator and a motor control output regulator; and coupling the control output regulator selected to the accelerator pedal, the control output regulator having a sensor to sense the state of the accelerator pedal. In yet another aspect, the present invention is a golf car fabricated by the above-recited method.
In an even further aspect, the present invention is a modular pedal assembly mountable as a module in a vehicle, the modular pedal assembly having a mounted state in which the modular pedal assembly is mounted in the vehicle and an unmounted state. The modular pedal assembly comprises a base adapted to be mounted in a vehicle in the mounted state and a brake pedal pivotally coupled to the base in the unmounted state of the modular pedal assembly. An accelerator pedal is pivotally coupled to the base in the unmounted state of the modular pedal assembly and a parking brake assembly is coupled to the base in the unmounted state of the modular pedal assembly. The parking brake assembly is moveable between a coupled and uncoupled position with respect to the brake pedal. Further, the parking brake assembly has an engagement element, with the engagement element having a projection or/and a recess, and a recess or/and a projection being provided on the brake pedal. The projection and/or recess on the engagement element is selectively engageable with the recess and/or projection on the brake pedal, engagement of the projection and/or recess on the engagement element with the recess and/or projection defining the coupled position of the parking brake assembly. Further, an arm is coupled to the brake pedal and has a first position and a second position with respect to the engagement element. The first position of the arm restricts engagement of the engagement element with the brake pedal and defines the uncoupled position of the parking brake assembly and the second position of the arm allows engagement of the engagement element with the brake pedal and defines the coupled position of the parking brake assembly.
In yet another aspect, the present invention is a method of assembling a vehicle having a modular pedal assembly, the method comprising the steps of: fabricating a vehicle chassis; coupling a drive system to the chassis; coupling a brake system to the chassis; assembling a parking brake assembly, assembling a modular pedal assembly; coupling the modular pedal assembly to the body as a module; and coupling the modular pedal assembly to the drive system and to the brake system. The step of assembling a parking brake assembly includes the substeps of providing a carriage; and coupling a pawl to the carriage. Further, the step of assembling a modular pedal assembly includes the substeps of: providing a base; coupling a brake pedal to the base, the brake pedal having a toothed portion for selective engagement with the pawl and an arm pivotally coupled to the brake pedal, the arm selectively engageable with a portion of the parking brake assembly; coupling an accelerator pedal to the base, the accelerator pedal having an unactuated state and an actuated state; positioning the parking brake assembly adjacent the brake pedal and the accelerator pedal for selective engagement with the brake pedal and the accelerator pedal; and coupling the parking brake assembly to the base for movement between an engaged position and a disengaged position with respect to the brake pedal;
In yet an even further aspect, the present invention is a brake lamp illumination system for a vehicle having a braking system operable with a brake pedal, the brake pedal having an actuated state and an unactuated state. The brake lamp illumination system comprises a circuit having an open state corresponding to the unactuated state of the brake pedal and a closed state corresponding to the actuated state of the brake pedal. A non-contact switch is coupled to the circuit and adjacent the brake pedal, the non-contact switch having a transmitter and a receiver, the transmitter being capable of communicating with the receiver with the brake pedal in the unactuated state and incapable of communicating with the receiver with the pedal in the actuated state. Further, a brake lamp is coupled to the circuit, the light having a non-illuminated state when the circuit is open and an illuminated state when the circuit is closed.
The invention is further described with reference to the accompanying drawings, which illustrate one or more embodiments of the invention. However, it should be noted that the invention as disclosed in the accompanying drawings is illustrated by way of example only. The various elements and combinations of elements described below and illustrated in the drawings may be arranged and organized differently to result in embodiments which are still within the spirit and scope of the present invention in the drawings, wherein like reference numeral indicate like parts:
Referring to the drawings in detail, wherein like numbers are used to indicate like elements throughout, there is shown in
Further, the one or more sensors 15 are each configured to sense displacement of the accelerator pedal 14 and each is electrically connectable with the control circuit 3. As such, the control circuit 3 regulates and/or operates the motor 2 and/or operates the motor 2 when the sensor 15 senses displacement of the accelerator pedal 12, i.e., when the accelerator pedal 12 “actuates” by displacing from the initial position PA1 toward the second, maximum travel position PA2. Preferably, the one or more sensors 15 are incorporated into a control output regulator 16 of the pedal assembly 10 that also includes a housing 24 or 34, the sensor(s) 15 being disposed within the housing 24 or 34. The housing 24 or 34 is removably connected with the base 11 so as to position the sensor 15 generally proximal to the accelerator pedal 12, as described in further detail below.
Referring to
Alternatively, when the motor 2 is a gas engine 37, the engine 37 has at least one and preferably a plurality of spark plugs and a starter motor, and the control circuit 3 includes a starter circuit with a solenoid 39 operatively coupled with the starter motor and a magneto 41 electrically coupleable with the spark plugs, as depicted in
Referring first to
Preferably, the pedal assembly 10 is coupled to the vehicle 1 as a modular unit or “module”. Specifically, the base 11 is connectable with the vehicle 1 to connect the entire modular pedal assembly 10 to the vehicle 1 and the base 11 is alternatively removable from the vehicle 1 to remove the entire modular pedal assembly 10 from the vehicle 1. A such, the pedals 12, 13 and 14 are coupled or connected with the base 11 before the base 11 is mounted on the vehicle 1, and then the pedals 12, 13, 14 are correctly positioned on the vehicle 1 when the base 11 is connected or mounted thereto.
As illustrated in
Although the pedal assembly 10 is illustrated as being mounted on the floor of a vehicle 1, the pedal assembly 10 may be mounted in other areas such as the inclined area between the floorboard and the dash of the vehicle 1. As discussed above and shown in
The pedals may be coupled to the base 11 by one or more moveable connections, such as a pivot. The accelerator pedal 12 is coupled to the base 11 by a first pivot 19 and the service brake 13 and parking brake 14 are coupled to the base 11 by a second pivot 20. Although two separate pivots are used in the embodiment illustrated in the figures, other embodiments may use more or less pivots then illustrated. For example, some embodiments may use a single pivot for two or more pedals.
Referring to
Another portion 65 of the accelerator 12 is coupled to one or more biasing members 18. In some embodiments, the biasing member also has a damper member. The biasing members 18 as illustrated in
The brake pedal assembly 13 is also coupled to a pivot 20. Much like the accelerator assembly 12, the pivot 20 of the brake pedal assembly 13 may either be rigidly fixed to the base 11 or may be fixed to the pedal assembly 13 and rotate within the base 11. If the pivot 20 is fixed to pedal assembly 13 and rotates relative to the base 11, a bearing may be mounted to the base 11 to reduce the force required to actuated the pedal 13 and to eliminate wear.
As best illustrated in
Since the parking brake pedal 14 always moves upon actuation of the service brake pedal 13, a biasing member 18 may be coupled to the parking brake pedal 14 to bias both pedals 13, 14 toward the unactuated position. In other embodiments, it may be desirable to use a separate biasing member for each pedal. One or more portions 77 of the brake pedal assemblies 13, 14 may be coupled to one or more output members, such as output rod 17. These output members may be coupled to a braking system of a vehicle 1 once the modular pedal assembly 10 is mounted on the car 1.
As illustrated in
As discussed above, the modular pedal assembly 10 may be used on a vehicle 1 having either an electric drive system or gas drive system with only minimal modifications. The base 11 and pedals may be identical for both electric drive and gas drive vehicles 1. Vehicles 1 having an electric drive system utilize a motor control output regulator 23, while gas drive systems utilize a gas control output regulator 33. The motor control output regulator 23 and the gas control output regulator 33 are generally similarly constructed, such that either regulator 23, 33 may be connected with the remaining components of the modular pedal assembly 10, which are generally identical in both constructions. Thus, the modular pedal assembly 10 described embodiment requires very minor modifications and relatively few alternative parts to adapt for use with either electric or gas motors 2. As will be discussed below, the main difference between the different types of control output regulators is the type of sensors 25, 26, 35, 36 utilized within the housing 24, 34.
As discussed above, the motor control output regulator 23 is used with a vehicle 1 having an electric drive system including an electric motor 28, a battery 31 and a controller 27. The motor control output regulator 23 has a housing 24 that is adapted to couple with the base 11. The housing 24 also receives a portion of the accelerator pivot 19 and houses at least one and preferably two sensors 15. In the embodiment illustrated in
The illustrated motor control output regulator 23 also has a second sensor 26 within the housing 24. The second sensor is preferably a variable resistor or potentiometer, which senses the amount of actuation or angular displacement dA of the accelerator pedal 12. The second sensor 26 also communicates with the controller 27 and is preferably configured to generate and transmit a variable signal to the controller 27 that is generally proportional to the angular displacement dA (
For example, in one embodiment where the second sensor 26 is a variable resistor such as a potentiometer, the potentiometer 29 preferably sends a variable voltage to the controller 27 to indicate the amount that the accelerator 12 is actuated. In one particular embodiment, for example, the potentiometer 29 may be designed to send zero (0) volts to the controller 27 when the accelerator pedal 12 is in the unactuated, at rest state (i.e., located at the initial position PA1) and up to five (5) volts when the accelerator pedal 12 is in the fully actuated state, i.e., located at the maximum travel position PA2. If, however, the accelerator pedal 12 is actuated halfway between the at rest, unactuated state and the fully actuated state, the potentiometer 29 sends a signal having a magnitude of around two and one-half (2½) volts to the controller 27. As illustrated, the voltage sent to the controller 27 varies with the angular displacement dA or position of the accelerator pedal 12. Once the controller 27 receives both signals from the sensors 25, 26, it may then send a signal to the motor 28 of the vehicle 1. The signal may be a variable signal, such as pulse-width-modulation or the like. Upon receiving the signal from controller 27, the motor 28 may then accelerate or decelerate corresponding to the amount the accelerator pedal 12 is actuated.
As previously mentioned, the gas control output regulator 33 is preferably constructed generally similarly as the electric control output regulator 23. As such, either control output regulator 23, 33 may be mounted to the base 11 of a stock modular pedal assembly 10 depending upon the type of drive system utilized. The gas control output regulator 33 has a housing 34 that is adapted to be received upon the base 11. The housing also contains one or more sensors 35, 36 to sense the position of the accelerator pedal 12.
As discussed above, the embodiment of the gas control output regulator 33 illustrated in
The second limit switch 36 is preferably housed within the gas control output regulator 33 as illustrated. The second switch 36 is electrically connected with the magneto 41 connected with the spark plug(s) of the engine 37. The second switch 36 has a normally closed state when the accelerator pedal 12 is in the at rest, unactuated state (i.e., located at the initial position PA1). When the switch 36 is in the closed state, it grounds the magneto 41 and kills the spark to the spark plugs. As such, the engine 37 does not idle when the accelerator pedal 12 is in the at rest, unactuated state. However, upon actuation of the accelerator pedal 12, the second switch 36 opens the portion of the control circuit 3 containing the magneto 41. With the second switch 36 open, the magneto 41 is no longer grounded and the spark plugs may generate a spark. Thus, the engine 37 may idle and drive the vehicle 1 depending upon the amount of actuation of the accelerator pedal 12.
Another independent aspect of the present invention is a parking brake assembly. Although this assembly is shown in many of the figures, it is best illustrated in
The parking brake illustrated comprises a parking brake engagement assembly 44 including a carriage 45 coupled to the base 11 and an engagement element or pawl 50 coupled to the carriage 45. The illustrated carriage 45 comprises a plurality of rods 46 and one or more brackets 47 interconnecting the rods 46. One of the rods 46 that couples the carriage 45 to the base 11 defines a first pivot point 57 for the carriage 45. The entire carriage 45 is pivotable about this point with respect to the base 11. The engagement element 50 is pivotally coupled to another rod 46 defining a second pivot point 58. This rod 46 defining the second pivot point 58 is also coupled to a lever 49. The lever 49 is adjacent to the carriage 45 and capable of pivoting independently of the carriage 45 about the second pivot point 58. As will be described in greater detail below, pivotal movement of the lever 49 with respect to carriage 45 may cause the engagement element 50 to pivot about the second pivot point 58.
The carriage 45, as illustrated in
The carriage 45 (which includes the engagement element 50) is biased towards the brake pedal assembly 13, 14 (which includes the toothed portion 53). Thus, without an apparatus to keep the engagement element 50 separate from the toothed portion 53, the engagement element 50 would engage the toothed portion 53 upon actuation of the service brake pedal 13 during normal driving conditions and unintentionally engage the parking brake. Therefore, a moveable arm 52 is coupled to the brake pedal assembly 13, 14 to control the position of the engagement element 50 with respect to the toothed portion 53 and prevent unintentional engagement.
The arm 52 has a first position that prevents engagement of the engagement element 50 with the toothed portion 53 and a second position which allows engagement between the engagement element 50 and toothed portion 53. In the first position, the arm 52 allows actuation of the service brake pedal 13 without the parking brake engaging. In the second position of the arm 52, however, engagement between the engagement element 50 and the toothed portion 53 during actuation of the service brake pedal 13 is enabled. The position of the arm 52 is controlled by the parking brake pedal 14. The arm 52 stays in the first position to prevent engagement of the parking brake while the parking brake pedal 14 is not sufficiently actuated with respect to the service brake pedal 13. Sufficient actuation of the parking brake pedal 14 with respect to the service brake pedal 14 places the arm 52 in the second position and enables engagement of the parking brake. Movement of the arm 52 is caused by the relative motion between the pedals 13, 14. The relative motion of the parking brake pedal 13 with respect to the service brake pedal 14 causes a torque on the arm 52. In the illustrated embodiment, the arm 52 is coupled to the service brake pedal 13 by a first pin 60 and coupled to the parking brake pedal 14 by a second pin 55. Thus the relative motion between the two pedals 13, 14 causes a torque on the arm 52.
In some embodiments, the arm 52 has a cammed surface on it and the carriage has a roller 51 adjacent the engagement element 50. Thus, the roller 51 rides on the cammed surface in the first position of the arm 52 and the parking brake is prevented from engaging. The roller 51 does not sufficiently engage the cam surface of the arm 52 in the second position of the arm 52 to prevent the parking brake from engaging.
Once the parking brake is engaged it may be released upon actuation of the accelerator pedal 12. As illustrated in
As shown if
The operation of the parking brake assembly will now be discussed with reference to
Referring to
Finally,
The brake system 4 may also include an infrared switch 88 or other non-contact sensor to detect actuation of the brake pedal assembly 13. This switch 88 may be coupled to the brake lamps 8 to indicate whether the brake pedal 13 is actuated. The switch may have a receiver 90 and a transmitter 89 communicating with the receiver 90. Any change in the state of the message received by the receiver 90 indicates that the state of the brake pedal 13 has changed.
The brake lamp switch 8 in some embodiments is a solid state construction, with the switch attached to the base 11 of the pedal assembly 10. A shutter 92 is attached to the service brake 13 and moveable with the service brake 13. As the service brake 13 is actuated, the shutter 92 moves within a groove in the switch housing 88. In some embodiments, the switch 88 may have positive switching circuitry including a normally open state. Thus, when the shutter 92 disrupts the infrared beam or communication between the transmitter 89 and the receiver 90, the circuit closes and the brake lamps 8 are illuminated. Furthermore, movement of the pedal 13 back to the unactuated state would move the shutter 92 and discontinue output of the brake lamps 8.
Since the parking brake pedal 14 and the service brake pedal 13 are arranged in some embodiments to be driven together, either brake pedal may actuate the light switch 88. As the infrared switch 88 is a non-contact switch, wear is eliminated. The switch 88 may allow the brake lamps 8 to be illuminated while the vehicle 1 is in the parked condition. The brake lamp illumination system may be equipped with a timer 91 to provide illumination of the brake lamps 8 when the car is parked. The timer 91 may be programmed to allow the brake lamps 8 to be illuminated for a predetermined period of time while the parking brake is engaged. A period of several minutes, such as four minutes for example, is reasonable to avoid dangerous situations, but yet preserves battery life of the vehicle 1. Once timed out, the brake lamps 8 may no longer be illuminated without another input into the system, such as re-actuation or further actuation of the brake pedal 13.
The embodiments described above and illustrated in the figures are presented by way of example only and are not intended as a limitation upon the concepts and principles of the present invention. As such, it will be appreciated by one having ordinary skill in the art that various changes in the elements and their configuration and arrangement are possible without departing from the spirit and scope of the present invention. For example, various alternatives to the features and elements of the assemblies are described with reference to a particular referenced assembly. With the exception of features, elements, and manners of operation that are mutually exclusive to or are inconsistent with each illustrated embodiment described above, it should be noted that the alternative features, elements, and manners of operation described with reference to each of the assemblies are applicable to the other embodiments. Additionally, the infrared switch 88 and/or the timer 91 described above may be coupled to a vehicle in a conventional manner individually or as a modular unit. Similarly, the parking brake engagement assembly 44 discussed above may be mounted to a vehicle 1 in a conventional manner individually, may be mounted to a vehicle as a modular parking brake assembly, or may be mounted to a vehicle 1 as part of a modular pedal assembly 10. Furthermore, although the embodiments discussed above are illustrated and referenced with regard to a vehicle, the teachings of the present invention apply equally to many types of vehicles, including utility vehicles.
This application claims priority to U.S. Provisional Application Ser. No. 60/442,577, filed Jan. 24, 2003, the entire contents of which are incorporated herein by reference.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/US04/02120 | 1/26/2004 | WO | 5/19/2006 |
| Number | Date | Country | |
|---|---|---|---|
| 60442577 | Jan 2003 | US |
