Speed adjusting system, control, unit for such a system and method for adjusting the speed of a vehicle

• US 6,615,943 B1
• Filed: 09/24/2001
• Issued: 09/09/2003
• Est. Priority Date: 03/24/1999
• Status: Expired due to Fees

• Current Assignee: Nomix AB
• Original Assignee: Nomix AB
• Inventors: Gustafsson, Sven
• Primary Examiner(s): Johnson, Brian L.
• Assistant Examiner(s): PHAN, HAU VAN
• Application Number:
  US09/937,327
• Time in Patent Office: 715 Days
• Field of Search: 180/170, 180/171, 180/172, 180/173, 180/175, 180/176, 180/178, 180/179, 180/167, 180/168, 180/169, 180/6.5, 123/352, 123/339.17
• US Class Current: 180/170
• CPC Class Codes: B60K 26/021 with means for providing feel, e.g. by changing pedal force characteristics
• CPC Class Codes: B60K 31/18 including a device to audibly, visibly, or otherwise signal the existence of unusual or unintended speed to the driver of the vehicle devices primarily intended for indicating speed to other traffic B60Q1/54
• CPC Class Codes: F02D 2009/0284 Throttle control device with means for signalling a certain throttle opening, e.g. by a steplike increase of throttle closing spring force
• CPC Class Codes: G05G 1/30 Controlling members actuated by foot

Abstract

A speed adjusting system for vehicles includes an accelerator, such as a throttle pedal, a speed adjusting device, such as a throttle or a fuel injection pump, which is adjustable by operating the accelerator, and a control unit which is connected to the accelerator and which is settable between a first operating position, in which the accelerator is operable without difficulty, and a second operating position, in which the accelerator is operable with difficulty. The second operating position constitutes a basic state of the control unit, the difficulty, with which the accelerator is operable when the control unit is arranged in the basic state, appearing as a resistance which is generated by the control unit and acts on the accelerator and which must be overcome for operating the accelerator and which clearly exceeds the resistance that exists for operating a conventional accelerator. The control unit comprises a drive, the drive, on activation, being adapted to counteract the resistance, which control unit will thus be arranged in its first operating position by activating the drive. The invention also relates to a control-unit which can be arranged in such a system, and a method for adjusting the speed of a vehicle.

Claims

1. A speed adjusting system for vehicles, comprising

an accelerator,

a speed adjusting means, which is adjustable by operating the accelerator, and

a control unit which is connected to the accelerator and which is settable between

a first operating position, in which the accelerator is operable upon application of a first accelerator force to the accelerator, and

a second operating position, in which the accelerator is operable upon application of a second accelerator force to the accelerator that is greater than the first accelerator force, wherein

a difference between the first accelerator force and the second accelerator force under which the accelerator is operable including a resistance which is generated by the control unit and acts on the accelerator and

the control unit comprises a drive,

the drive, on activation, being adapted to counteract the resistance, the control unit being arranged in the first operating position by activating the drive.

2. A system as claimed in claim 1, wherein the control unit is arranged in the first operating position for driving the vehicle no faster than a first speed and in the second operating position when exceeding the first speed.

3. A system as claimed in claim 2, wherein the control unit transitions from one of the first and the second operating position to the other of the first and the second operating position over a non-zero time period.

4. A system as claimed in claim 1, wherein the control unit transitions from one of the first and the second operating position to the other of the first and the second operating position over a non-zero time period.

5. A system as claimed in claim 1, further comprising a controller adapted to receive information about the speed of the vehicle and currently prevailing speed-limit regulations from a monitoring system and to control the control unit on the basis of the information received from the monitoring system.

6. A system as claimed in claim 1, wherein the control unit comprises a first turnable arm connected to the accelerator and which is turnable by operating the accelerator, and a second turnable arm, the first arm being turnable under a first arm force, and the second arm being being turnable under a second arm force.

7. A system as claimed in claim 5, wherein the first arm, after turning through an angle, adapted to engage and turn with the second arm upon application of the second accelerator force, the second accelerator force corresponding to a sum of the first arm force and the second arm force.

8. A system as claimed in claim 6, wherein the control unit comprises a third arm which is turnable by the drive and which is adapted to engage and turn with the second arm.

9. A system as claimed in claim 8, wherein the drive is adapted respond to turning of the first arm effected by operation of the accelerator to turn the third arm, to turn the second arm when the drive is activated.

10. A system as claimed in claim 9, comprising a first transducer for reading the desired speed adjustment obtained by operation of the accelerator.

11. A system as claimed in claim 10, wherein the first transducer is adapted to read the desired speed adjustment by detecting an angular position of the first arm.

12. A system as claimed in claim 11, wherein the first transducer is adapted to determine the angular position of the first arm without contacting the first arm.

13. A system as claimed in claim 11, comprising a second transducer for reading an actual speed adjustment obtained by adjusting the speed adjusting means.

14. A system as claimed in claim 10, wherein the first transducer is adapted to determine the angular position of the first arm without contacting the first arm.

15. A system as claimed in claim 10, comprising a second transducer for reading an actual speed adjustment obtained by adjusting the speed adjusting means.

16. A system as claimed in claim 15, wherein the second transducer is adapted to read the actual speed adjustment by detecting an angular position of the speed adjusting means.

17. A system as claimed in claim 15, wherein the second transducer is adapted to detect the angular position of the speed adjusting means without contacting the speed adjusting means.

18. A system as claimed in claim 17, wherein, when the drive is activated, the drive is adapted to turn the second arm until the actual speed adjustment read by the second transducer conforms with the desired speed adjustment read by the first transducer.

19. A system as claimed in claim 15, wherein, when the drive is activated, the drive is adapted to turn the second arm until the actual speed adjustment read by the second transducer conforms with the desired speed adjustment read by the first transducer.

20. A system as claimed in claim 16, wherein the second transducer is adapted to detect the angular position of the speed adjusting means without contacting the speed adjusting means.

21. A system as claimed in claim 16, wherein, when the drive is activated, the drive is adapted to turn the second arm until the actual speed adjustment read by the second transducer conforms with the desired speed adjustment read by the first transducer.

22. A system as claimed in claim 14, comprising a second transducer for reading an actual speed adjustment obtained by adjusting the speed adjusting means.

23. A system as claimed in claim 7, wherein the control unit comprises a third arm which is turnable by the drive means and which is adapted to engage and turn with the second arm.

24. A system as claimed in claim 1, wherein the control unit is connected to the speed adjusting means and the speed adjusting means is adjustable via the control unit by operating the accelerator.

25. A system as claimed in claim 24, wherein the speed adjusting means is connected to the control unit via connecting means.

26. A system as claimed in claim 25, wherein the speed adjusting means is connected to the second arm via the connecting means, and the second arm, is adapted to turn to adjust the speed adjusting means.

27. A control unit for adjusting the speed of a vehicle, comprising

a first arm which is turnable by operation of an accelerator,

a second turnable arm, and

a third arm turnable with the aid of a drive,

the first arm being spring loaded so that, for turning thereof, a first force must be applied thereto, and

the second arm being spring loaded in such manner that, for turning thereof, a second force must be applied thereto,

the first arm, after turning through an angle, being arranged for engagement with and turning of the second arm such that turning of the second arm by operating the accelerator requires application to the first arm of a force corresponding to the sum of the first force and the second force,

the third arm being adapted to turn and engage with and turn the second arm and

the drive being adapted to turn the third arm such that, when the third arm turns the second arm, an angle between the first arm and the second arm is maintained during turning of the first arm.

28. A control unit as claimed in claim 27, wherein the second arm, on turning, is adapted to adjust the speed of a vehicle.

29. A method for adjusting the speed of a vehicle, comprising the steps of

providing speed adjusting means of a vehicle, the speed adjusting means being adapted to resist adjustment with a first force when the vehicle is operated at a speed no faster than a first speed and the speed adjusting means being adapted to resist adjustment with a second force greater than the first force when the vehicle is operated at a speed above the first speed;

adjusting the speed adjusting means by operating an accelerator;

counteracting a difference between the first force and the second force when the speed of the vehicle is no faster than the first speed; and

ceasing to counteract the difference between the first force and the second force when the speed of the vehicle exceeds the first speed.