Throttle sensor system

Abstract: An integrated throttle position validation sensor includes electrically independent throttle position and position validation components responsive to a single mechanical input applied to a protective sensor housing. By suitable mounting to the throttle control device, the mechanical input corresponds to accelerator pedal position. Within the sensor housing a potentiometer moves with the mechanical input whereby a variable voltage throttle position signal is generated. Also, within the housing a separate validation switch responsive to the mechanical input provides an independent representation of throttle control device position in the form of a bi-state validation signal.

Description: Description for the following Contracting States : GB, FR, IT The present invention relates to a throttle sensor system for use in an engine control system and more particularly in a throttle control system. Many vehicle throttle control systems now use electrical circuitry to deliver an electrical signal from the accelerator or throttle control device, for example, an accelerator pedal or hand control lever, to an electronic control system, for example, a fuel delivery system. For example, a voltage signal provided to the electronic fuel control system corresponds to accelerator pedal or hand control position. When an "in-range" voltage level arrives at the electronic fuel control system, the electronic fuel control system responds by injecting a corresponding volume of fuel into the engine fuel system. In some applications, an accelerator control device failure can result in an invalid in-range throttle condition, i.e., an unintended in-range voltage level. Under such condition, even though the accelerator control device is at, for example, an idle position, the electronic fuel control system receives an erroneous throttle control signal and undesirably injects fuel into the engine fuel system. Loss of engine throttle control, and possibly unintended vehicle acceleration, can result. To avoid such an error condition, a separate idle validation switch has been added to the accelerator control device as backup protection against such a failure. For example, US-A-4,958,607 shows a throttle control arrangement in its Fig. 1 including a separately mounted micro-switch responsive to a given position of the pedal for delivery of a idle validation signal to a computer controlling engine throttle functions. Typically, this switch provides a function wherein one side of the switch delivers a logic signal corresponding to valid idle operation and the other side validates throttle active operation. The switch slidably mounts to the accelerator control device in such a way that actuation of the accelerator control changes the switch position from its idle validation position to its throttle validation position according to a given, and often very precise, calibration. The electronic fuel control system ignores the throttle control signal until it receives a throttle validation signal by way of the switch. Accordingly, if an erroneous in-range throttle signal arrives at the electronic fuel control system, unintended fuel delivery is avoided because the electronic fuel control system has not yet received a throttle validation signal. The idle validation switch attaches to the accelerator pedal or hand control as a separate component. The switch slidably and separately mounts to the accelerator control device in such manner to provide the switching point at a particular pedal or hand control lever position. It is necessary to adjust or calibrate the point at which the switching occurs to coincide with a specified throttle signal level, i.e., a point of transition between idle and throttle operation. This ensures that the switch is in the idle valid mode when the driver releases the accelerator control device, and that the engine will have a smooth idle to power transition when the driver applies the throttle. Switch transition points are typically specified by the engine manufacturer. Installation of the separate idle validation switch can be difficult because of the sensitive calibration required to meet the engine manufacturer's specifications, and the complex test procedures needed to ensure that proper switch functioning occurs. Additionally, the switch must meet stringent environmental quality standards to function reliably in typical operating environments. The calibration requirements of the separately mounted idle validation switch of Lundberg can expose a trucking concern to potentially thousands of dollars in costs in the event of switch failure. Consider a situation where a truck driver encounters a failure of such throttle equipment while in route. The truck driver would likely tow the truck to an authorized repair service and not only obtain the parts necessary to replace the peddle assembly, but also employ a qualified repair person to accomplish the necessary calibration between the separate idle validation switch and the throttle position sensor. As may be appreciated, the time and money lost in accomplishing such repairs can be significant. These factors result in an expensive throttle control with validation switch and, in some cases, marginal product reliability. The resulting product is also virtually impossible to service in the field without extensive expert calibration. In some cases the entire accelerator control assembly is necessarily replaced. Such difficult field service further adds to the overall cost of such throttle validation systems. FR-A-2,562,011 discloses a throttle-control-device sensor system having pairs of wiper arms carrying respective groups of contacts serving to produce a throttle-control signal. However, the manner in which the wiper arms and their respective contacts are calibrated is disadvantageous in that errors can arise due to the relative movement that is permitted between the wiper arm and the shaft upon which the arrangement is mounted which can lead to erroneous signals being produced from the sensor system during use. According to the present invention there is provided an integrated throttle sensor system responsive to operator actuated movement of a throttle control device, the system comprising first and second sensors providing respective first and second independent output signals for throttle control as a function of the position of the throttle control device, wherein the sensors are integrally coupled together so as to provide the first and second output signals in predetermined registration characterized in that the first and second sensors comprise a stationary element with respective elongate resistive or conductive elements disposed thereon, the resistive or conductive elements being parallel and in adjacency and facing inwardly, and respective wipers are provided on the peripheral surface of a rotor and movable together along the resistive or conductive elements. The sensor of the preferred embodiment of the present invention includes a mechanical input responsive to the accelerator control and provides as electrical outputs sufficient information to determine the position of the accelerator control and separately validate a given position for the throttle control. In accordance with a preferred first embodiment of the present invention as applied to idle validation, an accelerator position sensor is combined in an integrated sensor package with mechanical registration of the idle validation switch and throttle control sensor built into the sensor. The accelerator position sensor and idle validation switch are electrically separate units, but mechanically coupled for response to a common actuation mechanism. The common mechanical connection establishes and maintains constant the required mechanical registration. The resulting integrated sensor can be installed on the control device without significant adjustment, i.e., without calibration of the switch and sensor. Also, packaging of the idle validation switch in the sensor housing protects the switch from its environment, and thereby increases its reliability. The integrated package thereby enjoys reduced number of parts, increased reliability and serviceability, and reduced overall cost. In other embodiments of the present invention, a throttle sensor responsive to operator positioning of the accelerator control may provide additional position validation signals. For example, transmission kick-down, e.g., passing gear, may be initiated when the throttle has been driven to a fully open position and the validation signal independently validates the fully open throttle. A retarder enable function is possible under the present invention when the validation signal corresponds to operator release of the accelerator control and actuates an auxiliary breaking device to aid in retarding movement of a heavy vehicle such as on a steep grade. The present invention may be applied to transmission control such as for determining a time for shifting between gears in an automatic transmission control system based on the direction of movement for the accelerator control as independently verified by a position validation signal of the present invention. Many other enhancements to vehicle control systems are also possible by suitable use of the independent position validation signal provided under the present invention. The invention is further described below, by way of example, with reference to the accompanying drawings, in which: Fig. 1 is a side view of an accelerator pedal, an integrated throttle control and idle validation sensor in accordance with the invention, and an electronic fuel control system, Fig. 2 is a sectional view of the pedal and sensor of Fig. 1 taken along line 2-2 of Fig. 1, Fig. 3 is a perspective view of the integrated throttle control and idle validation sensor of Fig. 1, Fig. 4 is an exploded view of the sensor of Fig. 3, Fig. 5 is a schematic diagram of the sensor and electronic fuel control system, showing electronic coupling, Fig. 6 illustrates the relationship between mechanical operation of the sensor and production of the throttle control signal, idle validation signal and throttle validation signal, and Figs. 7, 8 & 9 each illustrate schematically a different embodiment of the present invention. Fig. 1 shows a throttle control device in the form of an accelerator pedal 10, pivotally coupled at pin 12 to a base plate 14. The base plate 14 attaches to the floor of a vehicle (not shown) in conventional manner. An integrated throttle control and idle validation sensor 16 is mounted to the underside of the pedal 10 for the combined functions of providing a throttle control signal, an idle validation signal, an a throttle validation signal. The sensor 16 is coupled by way of a multi-conductor cable 18 to an electronic fuel control system 20. The system 20 is a conventional control system, and in the illustrated embodiment corresponds to a Cummins electronic fuel control system available under the trade name CELECT. While illustrated with reference to a specific electronic fuel control system, it will be appreciated that the sensor 16 may be arranged to operate with a wide variety of engine control systems and control devices. A lever arm 22 is pivotally mounted on the sensor 16 and carries a roller 24 at its distal end. The base plate 14 includes an inclined surface 26 engaged by the roller 24. As the operator depresses the pedal 10 to accelerate the vehicle, the pedal rotates about the pin 12 in the direction 30, clockwise in the view of Fig. 1. As the roller 24 moves upward along surface 26 in response to downward actuation of the pedal, the lever arm 22 pivots in the direction 32, counter clockwise in the view of Fig. 1, about the axis 34. The sensor 16 detects such movement of the lever arm 22 and delivers to the system 20 by way of the cable 18 suitable signals separately indicating and independently validating the position of the pedal 10. Fig. 2 shows a sectional view of the assembly of Fig. 1 taken through the sensor 16 and the arm 22. In Fig. 2, a double spring 40 encircles a shaft 42 mounted upon the body of the pedal 10 for rotation about the shaft axis 34. The spring 40 couples the underside of the pedal 10 and the lever arm 22 to bias lever arm 22 in the direction 33 opposite that of direction 32. Pedal 10 is thereby spring biased in the direction 31, opposite to the direction 30, and toward the idle position as shown in Fig. 1. The shaft 42 is pivotally mounted on the body of the pedal 10 but is fixedly attached to the lever arm 22 such that movement of pedal 10 results in rotation of shaft 42 relative to sensor 16 and about the axis 34. The sensor 16, being mechanically coupled to the shaft 42, responds to rotation of shaft 42 by producing the desired throttle control, idle validation, and throttle validation signals according to pedal position as described hereinafter. Fig. 3 shows in perspective the throttle control and idle validation sensor 16. The sensor 16 includes a slot formation 46 for mechanical coupling to shaft 42 and an electrical connector formation 48 for electrical coupling to the multi-conductor cable 18. The shaft 42 engages the slot formation 46 and rotates slot formation 46 about the axis 34 as a mechanical input to sensor 16. Movement of the pedal 10 about the pin 12 results in a mechanical input, by way of shaft 42, to the sensor 16 at the slot formation 46. In response, the sensor 16 generates the necessary signals at the connector formation 48 for delivery by way of the cable 18 to the electronic fuel control system 20. It will, therefore, be appreciated that the sensor 16 provides an integrated package receiving a mechanical input and delivering suitable electrical outputs. The sensor 16 requires no calibration for idle validation relative to throttle control as such calibration is built into the integrated package at the time of manufacture. Also, by enclosing the throttle control and idle validation functions in the housing of the sensor 16, the risk of exposure to environmental conditions, possibly effecting operation of the sensor, is substantially eliminated. Fig. 4 is a view of the sensor 16 exploded along the axis 34. The sensor 16 comprises an external housing 50, a seal 52, a screened film element 54, a termination wedge 56, a rotor 58, a spring 60, and a cover 62. Within the housing 50, a terminal structure 64 carries conductive elements, corresponding to those of cable 18, from within the connector formation 48 to the interior of the housing 50. As described more fully below, the screened film element 54 includes a resistive element 66, an idle conductive element 68, and a throttle conductive element 70 suitable etched onto the substrate of the element. The rotor 58 includes a throttle wiper 72 and an idle/throttle validation wiper 74. In assembly of the sensor 16, the seal 52 is first inserted within housing 50, then the film element 54 rests within the housing 50 so that elements 66, 68, and 70 of the film element face inward. A flat portion 76 of the screened film element 54 rests adjacent the terminal structure 64. The element 54 includes additional conductive traces (not shown) for coupling the elements 66, 68, and 70 to suitable terminal contact points (not shown) of the flat portion 76. The termination wedge 56 suitably interconnects the elements 66, 68, and 70 of element 54 by way of the terminal contacts (not shown) of the flat portion 76, with the conductors of terminal structure 64. Electrical coupling between individual conductors of the cable 18 and portions of the film element 54 thereby established. The rotor 58 is received in the housing 50 within the interior of the film element 54, and the wipers 72 and 74 contact portions of the film element. Specifically the throttle wiper 72 contacts the resistive element 66 of film element and the idle/throttle validation wiper 74 selectively contacts one of, or neither of, the idle conductive element 68 and the throttle conductive element 70. The seal 52 seals the rotor 58 within housing 50 whilst allowing rotation about the axis 34. The spring 60 couples the rotor 58 to the housing 50 to suitably bias the rotor toward a full return position. The cover 62 attaches to housing 50 to rotatably support the rotor 58 and to seal the entire assembly. The rotor 58 includes the slot formation 46 (not shown, but indicated by its reference numeral in Fig. 4). The rotor 58 then rotates within the housing 50 and about the axis 34 according to rotation of the shaft 42, i.e., in response to operator actuation of the pedal 10. The throttle wiper 72 thereby moves along the resistive element 66 while, for given ranges of the angular position of the rotor 58, the validation wiper 74 contacts one of the idle validation conductive element 68, the idle validation conductive element 70, and portion 69 between them. Fig. 5 illustrates electrical connections between portions of the sensor 16 and the electronic fuel control system 20 as established by the conductors of the cable 18. In Fig. 5, the validation wiper 74 together with the conductive elements 68 and 70 and non-conductive portion 69 comprise a switch 78. The resistive element 66 and the throttle wiper 72 comprise a potentiometer 80. The switch 78 and the potentiometer 80 are mechanically coupled by way of the rotor 58, but are electrically separate. A voltage supply conductor 82 of cable 18 connects, by way of the structure 64, the wedge 56, and conductive traces of the circuit element 54, to the wiper 74, i.e., to the common pole of the switch 78. An idle active conductor 83 of cable 18 is connected in a similar manner to the idle conductive element 68. A throttle active conductor 84 of the cable 18 is similarly connected to the throttle conductive element 70. The switch 74 selectively routes the supply voltage present on the conductor 82 to neither or one of cable conductors 83 and 84 for interpretation by the electronic fuel control system 20. A supply voltage potential on idle active conductor 83 validates an idle position for the pedal 10 while a supply voltage potential on throttle active conductor 84 validates an in-range throttle control signal. A supply voltage on neither of conductors 83 and 84, i.e., an open connection, indicates to the system 20 a transition between an idle active and throttle active condition of pedal 10. A second voltage supply conductor 85 of cable 18 delivers a supply voltage to end 66b of the resistive element 66 while a ground conductor 87 of the cable is connected to the opposite end 66a of the resistive element as a ground return to electronic fuel control system 20. A throttle position conductor 86 of the cable 18 is connected to the wiper 72 of the potentiometer 80 whereby the voltage potential on the throttle position conductor 86 corresponds to the position of the wiper 72, more particularly, to the position of the pedal 10. As noted above, the switch 78 and potentiometer 80 are mechanically coupled by way of rotor 58. As rotor 58 moves from its full return position through a given range of angular movement, corresponding to full actuation of the pedal 10, the wiper 72 moves from near end 66b toward end 66a of resistive element 66. Concurrently with such rotation of the rotor 54, the wiper 74 initially contacts the conductive element 68, but as the rotor 54 moves through a given angular transition zone range, it disengages from the conductive element 68 and rests against the non-conductive portion 69. At the end of this transition zone range, the wiper 74 contacts conductive element 70. Thus, rotation of the rotor 58 through its angular range of motion corresponds to a continuously variable voltage signal on the throttle position conductor 86, and a suitable presentation of discrete bi-state logic validation signals on the idle active conductor 83 and throttle active conductor 84. In the preferred embodiment, the rotor 58 has a full range of approximately 70 degrees of rotation corresponding to movement of pedal 10 from idle to full acceleration. The transition zone range, between idle validation and throttle validation, is determined by the extent of the non-conductive portion 69 of the film element 54 separating conductive elements 68 and 70. As will be apparent, a variety of configurations for sensor 16 will yield a variety of rotor 54 movement ranges and transition zone ranges as desired. Fig. 6 relates the position of the wiper 72, in terms of a rotation angle of the rotor 58, on the horizontal axis to the throttle control signal voltage, on the vertical axis, delivered to the electronic fuel control system 20 by way of the conductor 86. As the angular position of the rotor 58 moves from an idle position 100 to a full throttle position 102, the voltage at the wiper 72 ramps linearly from an idle voltage 104 to a full throttle voltage 106. The wiper 74 similarly moves from contact with idle conductive element 68 through a transition zone 108 and on to contact with throttle conductive element 70. Thus, as the rotor 58 moves from its idle position 100 to its full throttle position 102, the voltage on the conductor 83 of the cable 18, representing an idle active signal, remains at the supply voltage V s1 until the wiper 74 loses contact with the conductive element 68. At this time the idle active conductor 83 presents an open circuit to the system 20. Continuing with rotation of rotor 58 toward the full throttle position 102, the wiper 74 eventually contacts the conductive element 70 whereat the voltage on the conductor 84, representing a throttle active signal, moves from being open to the supply voltage potential V s2 . The electronic fuel control system 20 monitors the throttle position conductor 86, the idle active conductor 83 and the throttle position conductor 86, the idle active conductor 83 and the throttle active conductor 84 of the cable 18. A supply voltage potential of the idle active conductor 83 validates the idle position for pedal 10 and the system 20 ignores the signal on the throttle position conductor 86. A supply voltage potential on throttle active conductor 84 validates an in-range throttle control signal on the throttle position conductor 86 and an appropriate volume of fuel is delivered to the vehicle engine. An open circuit on both conductors 83 and 84 indicates to the system 20 a throttle transition between an idle condition and a throttle condition. The system 20 reacts as programmed according to the necessary engine specification requirements for transition between idle and throttle. In the embodiments of Figs. 7-9, the integrated sensor arrangement is shown schematically as including a screened film element carrying conductive portions and resistive elements similar to those of the screened film element 54 described above. A rotor, similar to the rotor 58, reacts to the mechanical input and carries wipers for engagement of the various conductive portions and resistive elements of the screened film element. It will be understood, therefore, that while illustrated schematically in Figs. 7-9, these embodiments of the invention may be implemented in the manner of the embodiment described above, in a common housing and responsive to a common mechanical input. Fig. 7 illustrates a complementary idle validation switch and throttle control device position sensor 152 similar to the sensor 16 described above. The sensor 152 thus provides a throttle control device position signal and a separate idle validation signal which indicates or verifies the throttle condition or idle condition of the throttle control device. In Fig. 7, the sensor 152 includes a screened film element 154. The screened film element 154 carries, in implementation of the idle validation switch, conductive portions 162 and 164 which lie generally along a common wiper path, but are separated by a non-conductive portion 165. Lying parallel to the path of conductive portions 162 and 164, a conductive portion 166 carries a supply voltage potential. A rotor 158 moves relative to the screened film element 154 and includes a bridge wiper element 159 with separate but conductively coupled legs 159a and 159b. The wiper element 159 thereby conductively bridges selected portions of the screened film element according to movement of rotor 158 movement. Wiper element 159 conductively bridges the portion 166 and one of the conductive portions 162 and 164 to implement an idle validation switch reactive to movement of the rotor 158. More particularity, the wiper leg 159a remains in contact continuously with the conductive portion 166 and thereby carries the supply voltage potential. The wiper leg 159b engages one of the conductive portions 162, the non-conductive portion 165, or the conductive portion 164 according to the rotor 158 position. As the rotor 158 moves from an idle position through a full throttle position the wiper element 159 delivers the supply voltage into the conductive portion 164 during an idle condition, delivers nothing across the non-conductive portion 165 during a transition between idle and throttle active conditions, and delivers the supply voltage into the conductive portion 162 during a throttle active condition. The potential at conductive portion 164 may be delivered by way of a multi-conductor cable to an engine control system. The engine control system then interprets a supply voltage potential at conductive portion 164 as an independent validation of an idle condition. Similarly, a supply voltage at the conductive portion 162 independently verifies a throttle active condition. The sensor 152 provides a throttle position signal representative of the position of the rotor 158 relative to the screened film element 154, i.e. representative of the position of an associated throttle control device driving the rotor 158. In implementation of the throttle position signal, the sensor 152 includes a resistive element 168 having at one end 158a a connection to ground potential and at the opposite end 168b a connection to a supply voltage potential. A bridge wiper element 169, carried by the rotor 158, includes a first leg 169a in electrical contact with a conductive portion 170 of screened film element 154. A second leg 169b of the wiper element 169 remains in electrical contact with the resistive element 168 providing a voltage divide function whereby the voltage potential at the legs of wiper element 169, and, therefore at the conductive portion 170, represents the position of the associated throttle control device. The sensor 152 thereby provides a reliable throttle position signal and independently validates a variety of conditions relative to the throttle control device associated with the sensor 152. The integrated sensor 176 shown in Fig. 8 is a dual throttle control device position sensor. The sensor 176 provides two output signals, each representative of a throttle control device position along a given throttle control device range of movement. One of the throttle control device position signals may be used to validate the other throttle control device signal, as by comparing the voltage potential of each signal. Alternatively, the two throttle control device position signals provided by the sensor 176 may be used in a twin-engine application to deliver identical throttle control position signals to separate engine systems. In Fig. 8, the sensor 176 includes a screened film element 180 and a rotor 178 which moves relative to the screened film element 180 according to movement of the associated throttle control device. The screened film element 180 includes a first resistive element 182 having at one end 182a an electrical connection to a ground potential and at the opposite end 182b and electrical connection to a supply potential. A conductive portion 184 lies adjacent and parallel to the resistive element 182. Bridge wiper element 183 includes a leg 183a in sliding electrical contact with the resistive element 182 and a second leg 183b in sliding electrical engagement with the conductive portion 184. The legs 183a and 183b are conductively coupled to bridge resistive element 182 and conductive portion 184. As the rotor 178 moves according to movement of the associated throttle control device, wiper 183 moves along the resistive element 182 and provides a voltage divide function representing throttle control device position according to potential at the bridge wiper 183. A throttle control device position signal is then taken from the conductive portion 184. A similar arrangement is provided for the second throttle control device position signal. Thus, a second resistive element 186 is coupled to a ground potential at its end 186a and to a supply voltage potential at its opposite end 186b. Bridge wiper element 187 includes a first leg 187a in electrical contact with the resistive element 186 and providing a voltage divide function according to the position of the rotor 178, i.e., according to the position of associated throttle control device. A second leg 187b of the wiper 187, electrically coupled to the first leg 187a, electrically engages a conductive portion 188 lying adjacent and parallel to the resistive element 186. Thus, the potential at the conductive portion 188 may be taken as being representative of the associated throttle control device position. Fig. 9 illustrates an integrated idle validation, transmission kick-down and throttle control device position sensor 198. In Fig. 9, a sensor 198 includes a screened film element 202 carrying conductive portions 204 and 206 in alignment along a wiper leg path, but separated by a nonconductive portion 205. A conductive portion 208 lies parallel to the path of conductive portions 204 and 206. Bridge wiper 207 is carried by a rotor 200 of the sensor 198 whereby wiper element 207 moves according to movement of the associated throttle control device. A conductive portion 208 carries a supply voltage potential. A first wiper leg 207a receives the supply voltage potential of conductive portion 208 and delivers this potential to the second leg 207b. As the rotor 200 moves from an idle condition through a full throttle condition, the wiper leg 207b contacts sequentially the conductive portion 206, the nonconductive portion 205, and finally the conductive portion 204. An idle validation signal taken from the conductive portion 206 corresponds to a valid idle condition when the conductive portion 206 carries the supply voltage potential. A transmission kick-down signal taken from the conductive portion 204 represents a kick-down condition when the conductive portion 204 carries the supply voltage potential. A throttle position signal is taken form a conductive portion 212 of the screened film element 202 in a manner similar to that described above. Thus, a resistive element 210 couples at its end 210a to a ground potential and its end 210b to a supply voltage potential. A bridge wiper 209 mounted on the rotor 200. A first wiper leg 209a lies in sliding electrical contact with the conductive portion 212. A second leg 209b slidingly and electrically engages the resistive element 210. Thus, as the rotor 200 moves from an idle condition through a full throttle condition the leg 209b provides a voltage divide function and delivers a voltage potential to the conductive portion 212 corresponding to the position of the associated throttle control device. Figs. 7-9 further illustrates the versatility of the present invention in providing accurate and independent throttle control position and position validation signals according to a desired pre-calibration. In the illustrated embodiments, an integrated throttle position sensor and position validation sensor are provided within a common housing and react to a common mechanical input to provide suitable electrical outputs for delivery to an engine control system, for example, a fuel delivery system or a transmission control system. The integrated throttle position and validation sensor of the present invention is useful where it is desirable to provide a throttle position signal and a separate, i.e. independent, indication of throttle control device position. Thus, an integrated throttle position and position validation sensor has been shown and described. The integrated package reacts to accelerator pedal position by way of a single mechanical input and delivers suitable electrical signals as outputs to the electronic vehicle control system. The sensor enjoys protection from environmental conditions, in particular the vehicle cab environment, by virtue of its integrated packaging. Installation requires no calibration. The integrated throttle position sensor with independent position validation sensor of the invention avoids many costs associated with failure of prior throttle control with separate validation signal systems. More particularly, the validation and throttle position sensors as integrated and pre-calibrated at the time of manufacture within a signal housing requires only that the truck operator obtain a signal replacement part for a failed throttle control system and mount the part to the pedal assembly. The entire pedal assembly need not be replaced. Given the availability of overnight delivery services, the replacement part, as integrated within a common housing, can be obtained in a short time. Thus, under such repair process the operator would only need sufficient time to obtain the replacement part, and no specially trained personnel would be required to service the truck. Because the throttle control system of the present invention provides physically integrated throttle position and throttle validation sensors, calibration therebetween is not required in the field. Accordingly, the repair process is less costly, greatly shortened and simple enough to be accomplished by the driver o an ordinary repair person. It will be appreciated that the present invention is not restricted to the particular embodiment or application that has been described and illustrated and that many variations may be made therein without departing from the scope of the invention as found in the appended claims and the equivalents thereof. For example, while the invention has been shown for a foot operated accelerator pedal, it should be apparent that the invention may be applied to a variety of control devices where separate validation signals are desired. Also, while the present invention has been illustrated in the context of electronic fuel control systems it should be appreciated that the present invention may be applied to other motor control systems such as the control of an electrical motor. Generally, the present invention is applicable in any throttle control application where it is desirable to separately and independently validate a throttle position signal with a separate signal originating from the throttle control device and verifying or matching in some fashion the throttle position signal. The validation signal can verify a host of throttle conditions, typically idle validation, but a great variety of configurations are possible in implementation of a selected validation function. Description for the following Contracting States : DE, SE The present invention relates to a throttle sensor system for use in an engine control system and more particularly in a throttle control system. Many vehicle throttle control systems now use electrical circuitry to deliver an electrical signal from the accelerator or throttle control device, for example, an accelerator pedal or hand control lever, to an electronic control system, for example, a fuel delivery system. For example, a voltage signal provided to the electronic fuel control system corresponds to accelerator pedal or hand control position. When an "in-range" voltage level arrives at the electronic fuel control system, the electronic fuel control system responds by injecting a corresponding volume of fuel into the engine fuel system. In some applications, an accelerator control device failure can result in an invalid in-range throttle condition, i.e., an unintended in-range voltage level. Under such condition, even though the accelerator control device is at, for example, an idle position, the electronic fuel control system receives an erroneous throttle control signal and undesirably injects fuel into the engine fuel system. Loss of engine throttle control, and possibly unintended vehicle acceleration, can result. To avoid such an error condition, a separate idle validation switch has been added to the accelerator control device as backup protection against such a failure. For example, US-A-4,958,607 shows a throttle control arrangement in its Fig. 1 including a separately mounted micro-switch responsive to a given position of the pedal for delivery of a idle validation signal to a computer controlling engine throttle functions. Typically, this switch provides a function wherein one side of the switch delivers a logic signal corresponding to valid idle operation and the other side validates throttle active operation. The switch slidably mounts to the accelerator control device in such a way that actuation of the accelerator control changes the switch position from its idle validation position to its throttle validation position according to a given, and often very precise, calibration. The electronic fuel control system ignores the throttle control signal until it receives a throttle validation signal by way of the switch. Accordingly, if an erroneous in-range throttle signal arrives at the electronic fuel control system, unintended fuel delivery is avoided because the electronic fuel control system has not yet received a throttle validation signal. The idle validation switch attaches to the accelerator pedal or hand control as a separate component. The switch slidably and separately mounts to the accelerator control device in such manner to provide the switching point at a particular pedal or hand control lever position. It is necessary to adjust or calibrate the point at which the switching occurs to coincide with a specified throttle signal level, i.e., a point of transition between idle and throttle operation. This ensures that the switch is in the idle valid mode when the driver releases the accelerator control device, and that the engine will have a smooth idle to power transition when the driver applies the throttle. Switch transition points are typically specified by the engine manufacturer. Installation of the separate idle validation switch can be difficult because of the sensitive calibration required to meet the engine manufacturer's specifications, and the complex test procedures needed to ensure that proper switch functioning occurs. Additionally, the switch must meet stringent environmental quality standards to function reliably in typical operating environments. The calibration requirements of the separately mounted idle validation switch of Lundberg can expose a trucking concern to potentially thousands of dollars in costs in the event of switch failure. Consider a situation where a truck driver encounters a failure of such throttle equipment while in route. The truck driver would likely tow the truck to an authorized repair service and not only obtain the parts necessary to replace the peddle assembly, but also employ a qualified repair person to accomplish the necessary calibration between the separate idle validation switch and the throttle position sensor. As may be appreciated, the time and money lost in accomplishing such repairs can be significant. These factors result in an expensive throttle control with validation switch and, in some cases, marginal product reliability. The resulting product is also virtually impossible to service in the field without extensive expert calibration. In some cases the entire accelerator control assembly is necessarily replaced. Such difficult field service further adds to the overall cost of such throttle validation systems. FR-A-2,562,011 discloses a throttle-control-device sensor system having pairs of wiper arms carrying respective groups of contacts serving to produce a throttle-control signal. However, the manner in which the wiper arms and their respective contacts are calibrated is disadvantageous in that errors can arise due to the relative movement that is permitted between the wiper arm and the shaft upon which the arrangement is mounted which can lead to erroneous signals being produced from the sensor system during use. EP-A-0 512 847 discloses a throttle control and validation sensor which employs a limited potentiometer arrangement for generating a signal for an electronic control system. According to the present invention there is provided an integrated throttle sensor system responsive to operator actuated movement of a throttle control device, the system comprising first and second sensors providing respective first and second independent output signals for throttle control as a function of the position of the throttle control device, wherein the sensors are integrally coupled together so as to provide the first and second output signals in predetermined registration, characterized in that the first and second sensors comprise a stationary element with respective elongate resistive or conductive element disposed thereon, the resistive or conductive elements being parallel and in adjacency and facing inwardly, and respective wipers are provided on the peripheral surface of a rotor and movable together along the resistive elements and wherein each sensor comprises at least two resistive or conductive elements conductively bridged by a wiper of the rotor. The sensor of the preferred embodiment of the present invention includes a mechanical input responsive to the accelerator control and provides as electrical outputs sufficient information to determine the position of the accelerator control and separately validate a given position for the throttle control. In accordance with a preferred first embodiment of the present invention as applied to idle validation, an accelerator position sensor is combined in an integrated sensor package with mechanical registration of the idle validation switch and throttle control sensor built into the sensor. The accelerator position sensor and idle validation switch are electrically separate units, but mechanically coupled for response to a common actuation mechanism. The common mechanical connection establishes and maintains constant the required mechanical registration. The resulting integrated sensor can be installed on the control device without significant adjustment, i.e., without calibration of the switch and sensor. Also, packaging of the idle validation switch in the sensor housing protects the switch from its environment, and thereby increases its reliability. The integrated package thereby enjoys reduced number of parts, increased reliability and serviceability, and reduced overall cost. In other embodiments of the present invention, a throttle sensor responsive to operator positioning of the accelerator control may provide additional position validation signals. For example, transmission kick-down, e.g., passing gear, may be initiated when the throttle has been driven to a fully open position and the validation signal independently validates the fully open throttle. A retarder enable function is possible under the present invention when the validation signal corresponds to operator release of the accelerator control and actuates an auxiliary breaking device to aid in retarding movement of a heavy vehicle such as on a steep grade. The present invention may be applied to transmission control such as for determining a time for shifting between gears in an automatic transmission control system based on the direction of movement for the accelerator control as independently verified by a position validation signal of the present invention. Many other enhancements to vehicle control systems are also possible by suitable use of the independent position validation signal provided under the present invention. The invention is further described below, by way of example, with reference to the accompanying drawings, in which: Fig. 1 is a side view of an accelerator pedal, an integrated throttle control and idle validation sensor of a type in which the present invention can be employed; Fig. 2 is a sectional view of the pedal and sensor of Fig. 1 taken along line 2-2 of Fig. 1; Fig. 3 is a perspective view of the integrated throttle control and idle validation sensor of Fig. 1; Fig. 4 is an exploded view of the sensor of Fig. 3; Fig. 5 is a schematic diagram of the sensor and electronic fuel control system of Fig. 1 showing electronic coupling; Fig. 6 illustrates the relationship between mechanical operation of the sensor and production of the throttle control signal, idle validation signal and throttle validation signal in the sensor of Fig. 1; and Figs. 7, 8 and 9 each illustrate schematically a different embodiment of the present invention. Fig. 1 shows a throttle control device in the form of an accelerator pedal 10, pivotally coupled at pin 12 to a base plate 14. The base plate 14 attaches to the floor of a vehicle (not shown) in conventional manner. An integrated throttle control and idle validation sensor 16 is mounted to the underside of the pedal 10 for the combined functions of providing a throttle control signal, an idle validation signal, and a throttle validation signal. The sensor 16 is coupled by way of a multi-conductor cable 18 to an electronic fuel control system 20. The system 20 is a conventional control system, and in the illustrated embodiment corresponds to a cummins electronic fuel control system available under the trade name CELECT. While illustrated with reference to a specific electronic fuel control system, it will be appreciated that the sensor 16 may be arranged to operate with a wide variety of engine control systems and control devices. A lever arm 22 is pivotally mounted on the sensor 16 and carries a roller 24 at its distal end. The base plate 14 includes an inclined surface 26 engaged by the roller 24. As the operator depresses the pedal 10 to accelerate the vehicle, the pedal rotates about the pin 12 in the direction 30, clockwise in the view of Fig. 1. As the roller 24 moves upward along surface 26 in response to downward actuation of the pedal, the lever arm 22 pivots in the direction 32, counter clockwise in the view of Fig. 1, about the axis 34. The sensor 16 detects such movement of the lever arm 22 and delivers to the system 20 by way of the cable 18 suitable signals separately indicating and independently validating the position of the pedal 10. Fig. 2 shows a sectional view of the assembly of Fig. 1 taken through the sensor 16 and the arm 22. In Fig. 2, a double spring 40 encircles a shaft 42 mounted upon the body of the pedal 10 for rotation about the shaft axis 34. The spring 40 couples the underside of the pedal 10 and the lever arm 22 to bias lever arm 22 in the direction 33 opposite that of direction 32. Pedal 10 is thereby spring biased in the direction 31, opposite to the direction 30, and toward the idle position as shown in Fig. 1. The shaft 42 is pivotally mounted on the body of the pedal 10 but is fixedly attached to the lever arm 22 such that movement of pedal 10 results in rotation of shaft 42 relative to sensor 16 and about the axis 34. The sensor 16, being mechanically coupled to the shaft 42, responds to rotation of shaft 42 by producing the desired throttle control, idle validation, and throttle validation signals according to pedal position as described hereinafter. Fig. 3 shows in perspective the throttle control and idle validation sensor 16. The sensor 16 includes a slot formation 46 for mechanical coupling to shaft 42 and an electrical connector formation 48 for electrical coupling to the multi-conductor cable 18. The shaft 42 engages the slot formation 46 and rotates slot formation 46 about the axis 34 as a mechanical input to sensor 16. Movement of the pedal 10 about the pin 12 results in a mechanical input, by way of shaft 42, to the sensor 16 at the slot formation 46. In response, the sensor 16 generates the necessary signals at the connector formation 48 for delivery by way of the cable 18 to the electronic fuel control system 20. It will, therefore, be appreciated that the sensor 16 provides an integrated package receiving a mechanical input and delivering suitable electrical outputs. The sensor 16 requires no calibration for idle validation relative to throttle control as such calibration is built into the integrated package at the time of manufacture. Also, by enclosing the throttle control and idle validation functions in the housing of the sensor 16, the risk of exposure to environmental conditions, possibly effecting operation of the sensor, is substantially eliminated. Fig. 4 is a view of the sensor 16 exploded along the axis 34. The sensor 16 comprises an external housing 50, a seal 52, a screened film element 54, a termination wedge 56, a rotor 58, a spring 60, and a cover 62. Within the housing 50, a terminal structure 64 carries conductive elements, corresponding to those of cable 18, from within the connector formation 48 to the interior of the housing 50. As described more fully below, the screened film element 54 includes a resistive element 66, an idle conductive element 68, and a throttle conductive element 70 suitable etched onto the substrate of the element. The rotor 58 includes a throttle wiper 72 and an idle/throttle validation wiper 74. In assembly of the sensor 16, the seal 52 is first inserted within housing 50, then the film element 54 rests within the housing 50 so that elements 66, 68, and 70 of the film element face inward. A flat portion 76 of the screened film element 54 rests adjacent the terminal structure 64. The element 54 includes additional conductive traces (not shown) for coupling the elements 66, 68, and 70 to suitable terminal contact points (not shown) of the flat portion 76. The termination wedge 56 suitably interconnects the elements 66, 68, and 70 of element 54 by way of the terminal contacts (not shown) of the flat portion 76, with the conductors of terminal structure 64. Electrical coupling between individual conductors of the cable 18 and portions of the film element 54 thereby established. The rotor 58 is received in the housing 50 within the interior of the film element 54, and the wipers 72 and 74 contact portions of the film element. Specifically the throttle wiper 72 contacts the resistive element 66 of film element and the idle/throttle validation wiper 74 selectively contacts one of, or neither of, the idle conductive element 68 and the throttle conductive element 70. The seal 52 seals the rotor 58 within housing 50 whilst allowing rotation about the axis 34. The spring 60 couples the rotor 58 to the housing 50 to suitably bias the rotor toward a full return position. The cover 62 attaches to housing 50 to rotatably support the rotor 58 and to seal the entire assembly. The rotor 58 includes the slot formation 46 (not shown, but indicated by its reference numeral in Fig. 4). The rotor 58 then rotates within the housing 50 and about the axis 34 according to rotation of the shaft 42, i.e., in response to operator actuation of the pedal 10. The throttle wiper 72 thereby moves along the resistive element 66 while, for given ranges of the angular position of the rotor 58, the validation wiper 74 contacts one of the idle validation conductive element 68, the idle validation conductive element 70, and portion 69 between them. Fig. 5 illustrates electrical connections between portions of the sensor 16 and the electronic fuel control system 20 as established by the conductors of the cable 18. In Fig. 5, the validation wiper 74 together with the conductive elements 68 and 70 and non-conductive portion 69 comprise a switch 78. The resistive element 66 and the throttle wiper 72 comprise a potentiometer 80. The switch 78 and the potentiometer 80 are mechanically coupled by way of the rotor 58, but are electrically separate. A voltage supply conductor 82 of cable 18 connects, by way of the structure 64, the wedge 56, and conductive traces of the circuit element 54, to the wiper 74, i.e., to the common pole of the switch 78. An idle active conductor 83 of cable 18 is connected in a similar manner to the idle conductive element 68. A throttle active conductor 84 of the cable 18 is similarly connected to the throttle conductive element 70. The switch 74 selectively routes the supply voltage present on the conductor 82 to neither or one of cable conductors 83 and 84 for interpretation by the electronic fuel control system 20. A supply voltage potential on idle active conductor 83 validates an idle position for the pedal 10 while a supply voltage potential on throttle active conductor 84 validates an in-range throttle control signal. A supply voltage on neither of conductors 83 and 84, i.e., an open connection, indicates to the system 20 a transition between an idle active and throttle active condition of pedal 10. A second voltage supply conductor 85 of cable 18 delivers a supply voltage to end 66b of the resistive element 66 while a ground conductor 87 of the cable is connected to the opposite end 66a of the resistive element as a ground return to electronic fuel control system 20. A throttle position conductor 86 of the cable 18 is connected to the wiper 72 of the potentiometer 80 whereby the voltage potential on the throttle position conductor 86 corresponds to the position of the wiper 72, more particularly, to the position of the pedal 10. As noted above, the switch 78 and potentiometer 80 are mechanically coupled by way of rotor 58. As rotor 58 moves from its full return position through a given range of angular movement, corresponding to full actuation of the pedal 10, the wiper 72 moves from near end 66b toward end 66a of resistive element 66. Concurrently with such rotation of the rotor 54, the wiper 74 initially contacts the conductive element 68, but as the rotor 54 moves through a given angular transition zone range, it disengages from the conductive element 68 and rests against the non-conductive portion 69. At the end of this transition zone range, the wiper 74 contacts conductive element 70. Thus, rotation of the rotor 58 through its angular range of motion corresponds to a continuously variable voltage signal on the throttle position conductor 86, and a suitable presentation of discrete bi-state logic validation signals on the idle active conductor 83 and throttle active conductor 84. The rotor 58 can have a full range of approximately 70 degrees of rotation corresponding to movement of pedal 10 from idle to full acceleration. The transition zone range, between idle validation and throttle validation, is determined by the extent of the non-conductive portion 69 of the film element 54 separating conductive elements 68 and 70. As will be apparent, a variety of configurations for sensor 16 will yield a variety of rotor 54 movement ranges and transition zone ranges as desired. Fig. 6 relates the position of the wiper 72, in terms of a rotation angle of the rotor 58, on the horizontal axis to the throttle control signal voltage, on the vertical axis, delivered to the electronic fuel control system 20 by way of the conductor 86. As the angular position of the rotor 58 moves from an idle position 100 to a full throttle position 102, the voltage at the wiper 72 ramps linearly from an idle voltage 104 to a full throttle voltage 106. The wiper 74 similarly moves from contact with idle conductive element 68 through a transition zone 108 and on to contact with throttle conductive element 70. Thus, as the rotor 58 moves from its idle position 100 to its full throttle position 102, the voltage on the conductor 83 of the cable 18, representing an idle active signal, remains at the supply voltage V s1 until the wiper 74 loses contact with the conductive element 68. At this time the idle active conductor 83 presents an open circuit to the system 20. Continuing with rotation of rotor 58 toward the full throttle position 102, the wiper 74 eventually contacts the conductive element 70 whereat the voltage on the conductor 84, representing a throttle active signal, moves from being open to the supply voltage potential V s2 . The electronic fuel control system 20 monitors the throttle position conductor 86, the idle active conductor 83 and the throttle position conductor 86, the idle active conductor 83 and the throttle active conductor 84 of the cable 18. A supply voltage potential of the idle active conductor 83 validates the idle position for pedal 10 and the system 20 ignores the signal on the throttle position conductor 86. A supply voltage potential on throttle active conductor 84 validates an in-range throttle control signal on the throttle position conductor 86 and an appropriate volume of fuel is delivered to the vehicle engine. An open circuit on both conductors 83 and 84 indicates to the system 20 a throttle transition between an idle condition and a throttle condition. The system 20 reacts as programmed according to the necessary engine specification requirements for transition between idle and throttle. Figs. 7-9, illustrate actual embodiments of the present invention. The integrated sensor arrangement is shown schematically as including a screened film element carrying conductive portions and resistive elements similar to those of the screened film element 54 described above. A rotor, similar to the rotor 58, reacts to the mechanical input and carries wipers for engagement of the various conductive portions and resistive elements of the screened film element. It will be understood, therefore, that while illustrated schematically in Figs. 7-9, these embodiments of the invention may be implemented in the manner of the embodiment described above, in a common housing and responsive to a common mechanical input. Fig. 7 illustrates a complementary idle validation switch and throttle control device position sensor 152 similar to the sensor 16 described above. The sensor 152 thus provides a throttle control device position signal and a separate idle validation signal which indicates or verifies the throttle condition or idle condition of the throttle control device. In Fig. 7, the sensor 152 includes a screened film element 154. The screened film element 154 carries, in implementation of the idle validation switch, conductive portions 162 and 164 which lie generally along a common wiper path, but are separated by a non-conductive portion 165. Lying parallel to the path of conductive portions 162 and 164, a conductive portion 166 carries a supply voltage potential. A rotor 158 moves relative to the screened film element 154 and includes a bridge wiper element 159 with separate but conductively coupled legs 159a and 159b. The wiper element 159 thereby conductively bridges selected portions of the screened film element according to movement of rotor 158 movement. Wiper element 159 conductively bridges the portion 166 and one of the conductive portions 162 and 164 implement an idle validation switch reactive to movement of the rotor 158. More particularity, the wiper leg 159a remains in contact continuously with the conductive portion 166 and thereby carries the supply voltage potential. The wiper leg 159b engages one of the conductive portions 162, the non-conductive portion 165, or the conductive portion 164 according to the rotor 158 position. As the rotor 158 moves from an idle position through a full throttle position the wiper element 159 delivers the supply voltage into the conductive portion 164 during an idle condition, delivers nothing across the non-conductive portion 165 during a transition between idle and throttle active conditions, and delivers the supply voltage into the conductive portion 162 during a throttle active condition. The potential at conductive portion 164 may be delivered by way of a multi-conductor cable to an engine control system. The engine control system then interprets a supply voltage potential at conductive portion 164 as an independent validation of an idle condition. Similarly, a supply voltage at the conductive portion 162 independently verifies a throttle active condition. The sensor 152 provides a throttle position signal representative of the position of the rotor 158 relative to the screened film element 154, i.e. representative of the position of an associated throttle control device driving the rotor 158. In implementation of the throttle position signal, the sensor 152 includes a resistive element 168 having at one end 158a a connection to ground potential and at the opposite end 168b a connection to a supply voltage potential. A bridge wiper element 169, carried by the rotor 158, includes a first leg 169a in electrical contact with a conductive portion 170 of screened film element 154. A second leg 169b of the wiper element 169 remains in electrical contact with the resistive element 168 providing a voltage divide function whereby the voltage potential at the legs of wiper element 169, and, therefore at the conductive portion 170, represents the position of the associated throttle control device. The sensor 152 thereby provides a reliable throttle position signal and independently validates a variety of conditions relative to the throttle control device associated with the sensor 152. The integrated sensor 176 shown in Fig. 8 is a dual throttle control device position sensor. The sensor 176 provides two output signals, each representative of a throttle control device position along a given throttle control device range of movement. One of the throttle control device position signals may be used to validate the other throttle control device signal, as by comparing the voltage potential of each signal. Alternatively, the two throttle control device position signals provided by the sensor 176 may be used in a twin-engine application to deliver identical throttle control position signals to separate engine systems. In Fig. 8, the sensor 176 includes a screened film element 180 and a rotor 178 which moves relative to the screened film element 180 according to movement of the associated throttle control device. The screened film element 180 includes a first resistive element 182 having at one end 182a an electrical connection to a ground potential and at the opposite end 182b and electrical connection to a supply potential. A conductive portion 184 lies adjacent and parallel to the resistive element 182. Bridge wiper element 183 includes a leg 183a in sliding electrical contact with the resistive element 182 and a second leg 183b in sliding electrical engagement with the conductive portion 184. The legs 183a and 183b are conductively coupled to bridge resistive element 182 and conductive portion 184. As the rotor 178 moves according to movement of the associated throttle control device, wiper 183 moves along the resistive element 182 and provides a voltage divide function representing throttle control device position according to potential at the bridge wiper 183. A throttle control device position signal is then taken from the conductive portion 184. A similar arrangement is provided for the second throttle control device position signal. Thus, a second resistive element 186 is coupled to a ground potential at its end 186a and to a supply voltage potential at its opposite end 186b. Bridge wiper element 187 includes a first leg 187a in electrical contact with the resistive element 186 and providing a voltage divide function according to the position of the rotor 178, i.e., according to the position of associated throttle control device. A second leg 187b of the wiper 187, electrically coupled to the first leg 187a, electrically engages a conductive portion 188 lying adjacent and parallel to the resistive element 186. Thus, the potential at the conductive portion 188 may be taken as being representative of the associated throttle control device position. Fig. 9 illustrates an integrated idle validation, transmission kick-down and throttle control device position sensor 198. In Fig. 9, a sensor 198 includes a screened film element 202 carrying conductive portions 204 and 206 in alignment along a wiper leg path, but separated by a nonconductive portion 205. A conductive portion 208 lies parallel to the path of conductive portions 204 and 206. Bridge wiper 207 is carried by a rotor 200 of the sensor 198 whereby wiper element 207 moves according to movement of the associated throttle control device. A conductive portion 208 carries a supply voltage potential. A first wiper leg 207a receives the supply voltage potential of conductive portion 208 and delivers this potential to the second leg 207b. As the rotor 200 moves from an idle condition through a full throttle condition, the wiper leg 207b contacts sequentially the conductive portion 206, the nonconductive portion 205, and finally the conductive portion 204. An idle validation signal taken from the conductive portion 206 corresponds to a valid idle condition when the conductive portion 206 carries the supply voltage potential. A transmission kick-down signal taken from the conductive portion 204 represents a kick-down condition when the conductive portion 204 carries the supply voltage potential. A throttle position signal is taken form a conductive portion 212 of the screened film element 202 in a manner similar to that described above. Thus, a resistive element 210 couples at its end 210a to a ground potential and its end 210b to a supply voltage potential. A bridge wiper 209 mounted on the rotor 200. A first wiper leg 209a lies in sliding electrical contact with the conductive portion 212. A second leg 209b slidingly and electrically engages the resistive element 210. Thus, as the rotor 200 moves from an idle condition through a full throttle condition the leg 209b provides a voltage divide function and delivers a voltage potential to the conductive portion 212 corresponding to the position of the associated throttle control device. Figs. 7-9 further illustrate the versatility of the present invention in providing accurate and independent throttle control position and position validation signals according to a desired pre-calibration. In the illustrated embodiments, an integrated throttle position sensor and position validation sensor are provided within a common housing and react to a common mechanical input to provide suitable electrical outputs for delivery to an engine control system, for example, a fuel delivery system or a transmission control system. The integrated throttle position and validation sensor of the present invention is useful where it is desirable to provide a throttle position signal and a separate, i.e. independent, indication of throttle control device position. Thus, an integrated throttle position and position validation sensor has been shown and described. The integrated package reacts to accelerator pedal position by way of a single mechanical input and delivers suitable electrical signals as outputs to the electronic vehicle control system. The sensor enjoys protection from environmental conditions, in particular the vehicle cab environment, by virtue of its integrated packaging. Installation requires no calibration. The integrated throttle position sensor with independent position validation sensor of the invention avoids many costs associated with failure of prior throttle control with separate validation signal systems. More particularly, the validation and throttle position sensors as integrated and pre-calibrated at the time of manufacture within a signal housing requires only that the truck operator obtain a signal replacement part for a failed throttle control system and mount the part to the pedal assembly. The entire pedal assembly need not be replaced. Given the availability of overnight delivery services, the replacement part, as integrated within a common housing, can be obtained in a short time. Thus, under such repair process the operator would only need sufficient time to obtain the replacement part, and no specially trained personnel would be required to service the truck. Because the throttle control system of the present invention provides physically integrated throttle position and throttle validation sensors, calibration therebetween is not required in the field. Accordingly, the repair process is less costly, greatly shortened and simple enough to be accomplished by the driver o an ordinary repair person. It will be appreciated that the present invention is not restricted to the particular embodiment or application that has been described and illustrated and that many variations may be made therein without departing from the scope of the invention as found in the appended claims and the equivalents thereof. For example, while the invention has been shown for a foot operated accelerator pedal, it should be apparent that the invention may be applied to a variety of control devices where separate validation signals are desired. Also, while the present invention has been illustrated in the context of electronic fuel control systems it should be appreciated that the present invention may be applied to other motor control systems such as the control of an electrical motor. Generally, the present invention is applicable in any throttle control application where it is desirable to separately and independently validate a throttle position signal with a separate signal originating from the throttle control device and verifying or matching in some fashion the throttle position signal. The validation signal can verify a host of throttle conditions, typically idle validation, but a great variety of configurations are possible in implementation of a selected validation function.

Claims: Claims for the following Contracting States : GB, FR, IT An integrated throttle sensor system (16) responsive to operator actuated movement of a throttle control device, the system comprising first (66, 72) and second sensors (68, 70, 74) providing respective first and second independent output signals for throttle control as a function of the position of the throttle control device, wherein the sensors (66, 72, 68, 70, 74) are integrally coupled together so as to provide the first and second output signals in predetermined registration characterized in that the first and second sensors comprise a stationary element (54) with respective elongate resistive or conductive elements (66, 68, 70) disposed thereon, the resistive or conductive elements being parallel and in adjacency and facing inwardly, and respective wipers (183, 187) are provided on the peripheral surface of a rotor (46) and movable together along the resistive or conductive elements. A system as claimed in Claim 1, wherein said first independent output signal comprises a first throttle position signal and said second independent output signal comprises a second throttle position signal and wherein said sensors are responsive to movement of the throttle control device to provide respectively a throttle position signal representing the position of the throttle control device and a throttle validation signal calibrated relative to the throttle position signal. A system as claimed in Claim 1 or 2, wherein said mechanical input is such that upon attachment of the throttle sensor system to the throttle control device, the mechanical input moves according to movement of the throttle control device, and the first and second sensors are responsive to the throttle device by responding to the mechanical input. A system as claimed in any one of the preceding claims and having a common housing containing said first and second sensors, the mechanical input operating through said housing, and the first and second signals being delivered through the housing. A system as claimed in any one of the preceding claims, wherein the first independent signal represents a throttle position along a first range of throttle control device movement and the second independent signal verifies throttle control device position as being within or outside a second range of throttle control device movement. A system as claimed in any one of the preceding claims, including a signal delivery arrangement making available externally of the housing the first and second throttle position signals, whereby the system may be mounted to the throttle control device to provide the first and second throttle position signals independently but in predetermined registration. A system as claimed in Claim 5, wherein the second range is a sub-range of the first range. A system as claimed in any one of the preceding claims, wherein each sensor comprises at least two resistive or conducting elements conductively bridged by a wiper (159, 169, 183, 207, 209) of the rotor. Claims for the following Contracting States : DE, SE An integrated throttle sensor system (16) responsive to operator actuated movement of a throttle control device, the system comprising first (162, 166; 182, 184; 204, 208) and second (168, 170; 186, 188; 210, 212) sensors providing respective first and second independent output signals for throttle control as a function of the position of the throttle control device, wherein the sensors are integrally coupled together so as to provide the first and second output signals in predetermined registration, characterized in that the first and second sensors comprise a stationary element (54) with respective elongate resistive or conductive elements (162, 166, 182, 184, 204, 208, 168, 170, 186, 188, 210, 212) disposed thereon, the resistive or conductive elements being parallel and in adjacency and facing inwardly, and respective wipers (159a, 159b, 169a, 169b, 183a, 183b, 187a, 187b, 207a, 207b, 209a, 209b) are provided on the peripheral surface of a rotor (158, 178) and movable together along the resistive elements and wherein each sensor comprises at least two resistive or conductive elements conductively bridged by a wiper (159, 169, 183, 183, 07, 209) of the rotor. A system as claimed in Claim 1, wherein said first independent output signal comprises a first throttle position signal and said second independent output signal comprises a second throttle position signal and wherein said sensors are responsive to movement of the throttle control device to provide respectively a throttle position signal representing the position of the throttle control device and a throttle validation signal calibrated relative to the throttle position signal. A system as claimed in Claim 1 or 2, wherein said mechanical input is such that upon attachment of the throttle sensor system to the throttle control device, the mechanical input moves according to movement of the throttle control device, and the first and second sensors are responsive to the throttle device by responding to the mechanical input. A system as claimed in any one of the preceding claims and having a common housing containing said first and second sensors, the mechanical input operating through said housing, and the first and second signals being delivered through the housing. A system as claimed in any one of the preceding claims, wherein the first independent signal represents a throttle position along a first range of throttle control device movement and the second independent signal verifies throttle control device position as being within or outside a second range of throttle control device movement. A system as claimed in any one of the preceding claims, including a signal delivery arrangement making available externally of the housing the first and second throttle position signals, whereby the system may be mounted to the throttle control device to provide the first and second throttle position signals independently but in predetermined registration. A system as claimed in Claim 5, wherein the second range is a sub-range of the first range.

Inventors: HERING CHARLES ALLEN, SCALLER DAVID A, HERING, CHARLES ALLEN, SCALLER, DAVID A.
Applicants: WILLIAMS CONTROLS INC, WILLIAMS CONTROLS, INC.
Application year: 1993
Main classification: F02D11
IPC codes: G05G1, F02D45, F02D11