Vehicle with hand control system

The subject of the present invention is a vehicle that includes a hand control system that allows for vehicle acceleration and braking by using hand controls. The hand controls are electronically connected to vehicle controllers, which electronically control the propulsion system and brake system. The hand controls do not mechanically manipulate the accelerator and brake pedals and so can be easily removed from the vehicle.

BACKGROUND OF THE INVENTION

The present invention relates generally to a system for allowing operation of a vehicle by a disabled person by operating some vehicle functions using hand controls.

Vehicle technologies exist that assist drivers with physical disabilities to operate automotive vehicles. Some disabled drivers, for example paraplegics, may operate certain controls with their hands rather than feet. Typically the accelerator pedals and brake pedals are operated with hand levers. In order to do this, these vehicle operators must have their vehicles equipped with unique controls, such as pedal pushers. Pedal pushers typically include handles mounted next to the steering wheel that are attached to bars or other mechanical mechanisms that extend down and in some way mechanically engage the accelerator and brake pedals. While these hand control assemblies allow for operation of a vehicle by a paraplegic, they are typically expensive, difficult to install, and may be in the way of a non-disabled driver who wishes to drive the vehicle.

SUMMARY OF THE INVENTION

An embodiment contemplates a vehicle comprising an electronically controlled propulsion system, an electronically controlled brake system having at least one brake, at least one controller operatively engaging the propulsion system to control a vehicle propulsion and operatively engaging the brake system to control actuation of the at least one brake, an accelerator pedal configured to be moved by a foot of a vehicle operator and communicate a position to the at least one controller, and a brake pedal configured to be moved by the foot of the vehicle operator and communicate a position to the at least one controller. An embodiment of the vehicle also includes a hand control connector system including a hand controls connector configured to be accessible in a passenger compartment of the vehicle and an electrical connection from the hand controls connector to the at least one controller, wherein the at least one controller is configured to arbitrate the accelerator position received from the accelerator pedal when an accelerator position signal is received from the hand control connector system and arbitrate the brake pedal position received from the brake pedal when a brake position signal is received from the hand control connector system.

An embodiment contemplates a vehicle comprising an electronically controlled propulsion system, an electronically controlled brake system having at least one brake, at least one controller operatively engaging the propulsion system to control a vehicle propulsion and operatively engaging the brake system to control actuation of the at least one brake, an accelerator pedal configured to be moved by a foot of a vehicle operator and communicate a position to the at least one controller, and a brake pedal configured to be moved by the foot of the vehicle operator and communicate a position to the at least one controller. The embodiment of the vehicle also includes a hand control system including a hand controls connector configured to be accessible in a passenger compartment of the vehicle, an electrical connection from the hand controls connector to the at least one controller, and a hand controls assembly mounted in a passenger compartment and electronically connected to the hand controls connector, with the hand controls assembly including at least one hand manipulatable mechanism that is configured to be manipulated by a hand of the vehicle operator to produce an accelerator position signal and a brake position signal, the accelerator position signal and the brake position signal communicable to the at least one controller through the hand controls connector.

An advantage of an embodiment is that automotive vehicles may be more easily equipped with hand controls allowing disabled drivers to operate a vehicle without the use of foot pedals. Such a system may be more cost effective and easier to install in a vehicle. Moreover, the hand controls may be more ergonomic for the disabled vehicle operator while not interfering with conventional operation of the vehicle by a non-disabled operator. In addition, the hand control system may be employed to assist a driver training instructor to control a vehicle while riding in a passenger seat.

DETAILED DESCRIPTION

FIGS. 1-3show a vehicle20that includes an engine22that drives an automatic transmission24, which delivers power to a drivetrain26, ultimately delivering torque to wheels28. The engine22includes a throttle valve30that has an electronic throttle valve actuator32for controlling the position of the throttle valve30. A powertrain controller34may be in communication with the throttle valve actuator32and with a transmission controller36that controls the shifting of the automatic transmission24. The powertrain controller34and transmission controller36may be integral or may be separate and may be comprised of various combinations of hardware and software as is known to those skilled in the art.

An accelerator pedal40may be located in a passenger compartment37in a conventional location for actuation by a foot of a vehicle operator, with the accelerator pedal40in communication with the powertrain controller34. Thus, there is no mechanical linkage between the accelerator pedal40and the throttle valve30. Rather, the accelerator pedal position is an input to the powertrain controller34, with the powertrain controller34actually controlling the position of the throttle valve30. This is commonly referred to as electronic throttle control. Alternatively, a pressure sensor or force transducer may be employed with the accelerator pedal40, in which case the resultant pressure or force, as the case may be, is electronically input to the powertrain controller34, rather than an actual accelerator pedal position. Accordingly, when accelerator pedal position and its input the powertrain controller34are mentioned herein, this also includes accelerator pedal pressure or force since any one of these is the result of measuring the interaction of a vehicle operator's foot and the accelerator pedal40and electronically communicating this interaction to the powertrain controller34.

The vehicle20also includes a brake system38. The brake system38includes a brake pedal42that may be located in the passenger compartment37in a conventional location for actuation by a foot of a vehicle operator. The brake pedal42is in communication with a brake controller44. The brake controller44may be integral with or separate from the powertrain controller34and may be comprised of various combinations of hardware and software as is known to those skilled in the art. The brake pedal position may be input to the brake controller44, with the brake controller44controlling the operation of brakes46in the brake system38. This type of brake system38is sometimes referred to as brake-by-wire. Alternatively, the brake system38may be a hydraulic brake system with controller control of the hydraulics. In another alternative, a pressure sensor or force transducer may be employed with the brake pedal42, in which case the resultant pressure or force, as the case may be, is electronically input to the brake controller44, rather than an actual brake pedal position. Accordingly, when brake pedal position and its input the brake controller44are mentioned herein, this also includes brake pedal pressure or force since any one of these is the result of measuring the interaction of a vehicle operator's foot and the brake pedal42and electronically communicating this interaction to the brake controller44.

The vehicle20includes a steering assembly48having a steering wheel50in the passenger compartment37positioned for actuation by the hands of a vehicle operator and a steering column52that is rotated by the steering wheel50. The steering column is connected to other portions of the steering assembly48, which may be conventional, and which cause the front wheels to pivot left or right. An optional steering wheel assist handle54may be mounted to the steering wheel50in order to make one-handed steering easier. This optional handle54may be permanently attached or may be mounted for simple, easy removal.

The vehicle also has a hand control system60that includes a hand controls connector system62, which is configured to remain permanently in the vehicle20, and a human/machine interface control64(shown inFIGS. 1 and 2), which is relatively easily installed and removed from the vehicle20. The hand controls connector system62includes a hand controls connector66, which may be mounted forward of the steering wheel50on a steering column housing68, and a wire harness70or other means of communication connecting the connector66to the powertrain controller34and brake controller44. Alternatively, the hand controls connector66may be mounted within or under an instrument panel72. The powertrain controller34and brake controller44are programmed to allow inputs from the hand controls connector system62to provide acceleration and braking commands in place of inputs from the accelerator pedal40and brake pedal42.

The human/machine interface control64includes an electrical connector74that plugs-in to the hand controls connector66, and a line76from the connector74to a hand controls assembly78. The hand controls assembly78may include a mount80that is configured to mount and support the hand controls assembly78relative to the steering column housing68or the instrument panel72or both. The hand controls assembly78may include hand operated controls such as, for example, a joy stick82or push buttons84or both. The hand operated controls82,84provide input signals for acceleration and braking that are communicated to and carried out by the powertrain controller34and brake controller44. For example, pushing the right button may arbitrate the input from the accelerator pedal40while pushing the left button may arbitrate the input from the brake pedal42. Or, pushing the joy stick82forward may arbitrate acceleration input while pulling back on the joy stick82may arbitrate braking input. The type of hand operated controls shown are just examples, and other types may be employed instead if so desired. For example, rotary knobs, sliding knobs or push/pull levers may be employed.

The term “arbitrate” as used herein means that the input from both sources is received by the controller, with the controller determining which input to use based on predetermined factors. For example, the brake controller44may arbitrate by taking the highest brake input value between the brake pedal42and the hand controls assembly78and using that value to determine how hard to apply the brakes. When only the hand brake input is being used, then, the hand brake input, in effect, overrides the input from the brake pedal42. For acceleration input to a propulsion system, the higher value between the accelerator pedal40and the hand control assembly acceleration input may be used by the powertrain controller34. However, acceleration input arbitration may not always be based only on the higher acceleration input value. For example, one option may be to have the lower of the acceleration inputs used if a braking input from either the foot or hand controls (above a certain level) is received. Other arbitration logic may also be employed, if so desired.

In addition to acceleration and braking hand controls on the human/machine interface control64, buttons, levers or knobs may also be included on the hand controls assembly78that control an electronic parking brake, transmission shifting if the transmission system is a shift-by-wire system, and steering if the steering system is a steer-by-wire system. The software adjustments to the various controllers, then, would allow for parking brake, shifting or steering inputs from the hand controls assembly78to arbitrate these inputs from the conventional parking brake lever, gear shifter and steering wheel, respectively.

It should be noted, while the present embodiment describes electronic control of a throttle valve, this acceleration control also applies to vehicles that do not employ a throttle valve. Such vehicles may have a propulsion system that provides vehicle acceleration by a means other than or in addition to an internal combustion engine. For example, electric, hybrid and other types of vehicles may employ the accelerator pedal position to indicate the intended acceleration of the vehicle but employ a means other than a throttle valve to achieve the acceleration. Thus, the throttle valve control is just one means of controlling the propulsion system in response to a position of the accelerator pedal or position of the corresponding hand controls.

FIG. 4illustrates an alternate embodiment where the human/machine interface control64′ is configured for use in a driver's education vehicle20′ rather than (or in addition to) use with a disabled driver. In this embodiment the hand controls connector system62′ includes a second hand controls connector66′ and a second wire harness70′ that are located on a passenger side of the instrument panel. This allows the electrical connector74to be plugged-in to the hand controls connector66′ on the passenger side so that a driving instructor seated in a passenger seat (not shown) can operate the hand control assembly78while a student driver operates the vehicle20′ in a conventional fashion. This may allow the driving instructor to arbitrate (which may include overriding) the student braking and acceleration.

Alternatively, the vehicle20′ may avoid a second hand controls connector66′ and second wiring harness70′ by using a longer line (not shown) with the hand control assembly. With this configuration, the electrical connector will plug-in to the hand controls connector66mounted on the driver's side of the vehicle20′ and the longer line will extend transversely across the vehicle to the passenger's side. Thus, the hand controls assembly will still be mounted in front of the driving instructor, even with only one hand controls connector66in the vehicle. As another alternative to the embodiment ofFIG. 4, the control assembly on the passenger side of the vehicle may be operable by foot pedals accessible to the driving instructor instead of hand controls.