Patent Publication Number: US-10308114-B2

Title: Hand control throttle system

Description:
RELATED APPLICATION 
     This application is a continuation of Ser. No. 14/215,000, filed Mar. 16, 2014, which claims priority to U.S. Provisional Application No. 61/801,841 filed on Mar. 15, 2013. The contents of the applications are hereby incorporated by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     Motorized vehicles are controlled by the use of a throttle, brake, and steering assembly. The throttle controls acceleration, and for gas engine vehicles generally control the flow of fluid entering the engine. The brakes slow down the vehicle, and the steering assembly controls the direction of the vehicle. Traditionally, the steering assembly includes a steering wheel that is located in front of the driver, so that the driver can turn the wheel with his or her hands. The throttle pedal and brake pedal are located at the floor of the vehicle, so that the user or driver can actuate them by pressing and releasing with the right foot. A throttle cable and brake cable are respectively attached to the throttle and brake pedals, to transmit the action taken by the driver. In current vehicles, the throttle is connected to an electrical wire that carries an electrical signal to an Electrical Control Module (ECM) for the vehicle. The ECM receives the control signal on the wire and controls acceleration based on the received control signal. 
     However, operation of these components can be difficult or impossible for disabled persons having disabilities that affect the hands and/or feet. Such disabilities can result from debilitating diseases like arthritis, and persons with missing limbs. Accordingly, a vehicle control assembly is needed that is reliable and easy to use by disabled persons, and especially persons with disabilities that affect the feet. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         FIG. 1  is a top view of the throttle system in accordance with an embodiment of the invention positioned on a steering wheel; 
         FIG. 2  is a front view of the throttle system of  FIG. 1 ; 
         FIG. 3  is a side view of the throttle system of  FIG. 1 ; 
         FIG. 4  is a rear view of the throttle system of  FIG. 1 ; 
         FIG. 5  is a view of the mounting frame for the throttle system of  FIG. 1 ; and 
         FIG. 6  is a side view of the system mounted to a steering column. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     In describing the preferred embodiments of the present invention illustrated in the drawings, specific terminology is resorted to for the sake of clarity. However, the present invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose. 
     Turning to the drawings,  FIG. 1  shows a hand control throttle system  5  in accordance with an embodiment of the present invention. The system  5  includes an actuating mechanism  100  and a sensor  200 . The system  5  is mounted to a standard steering wheel  10  for a vehicle, so that a disabled driver can operate the throttle using a single hand (either right or left) while that same hand is also holding the steering wheel. The steering wheel  10  is best shown in  FIGS. 2-4 . 
     Returning to  FIG. 1 , the actuating mechanism  100  is shown juxtaposed behind the steering wheel  10 . The actuating mechanism  100  includes two arm-like paddles or levers  101   a ,  101   b  and a mounting frame  150  ( FIG. 5 ). Each lever  101   a ,  101   b  has a respective main body  102   a ,  102   b  and an arm  110   a ,  110   b . The lever body  102   a ,  102   b  is flat and elongated, with a proximal end  103   a ,  103   b  and a distal end  104   a ,  104   b . The body  102   a ,  102   b  is wider at the proximal end  103   a ,  103   b  and narrower at the distal end  104   a ,  104   b . The proximal end  103   a ,  103   b  has a leading edge with gear teeth  106   a ,  106   b  that face inward toward the opposite lever body  102   a ,  102   b . Thus, the gear teeth  106   a  of the first lever  101   a  align with and cooperatively engage the gear teeth  106   b  of the second lever  101   b.    
     The mounting frame  150  ( FIG. 5 ) is substantially flat and rectangular in shape. It has a central circular opening that fits about the steering column of the vehicle. As best shown in  FIG. 6 , the mounting frame  150  is mounted to the steering column of the vehicle so that the frame  150  rotates as the steering wheel  100  and steering column rotate. The mounting frame  150  can be mounted in any suitable manner to the steering column. For instance, a circular sleeve with a central round opening can be fitted to be wedged between the steering wheel  100  and the steering column. Accordingly, to install the device  5 , the steering wheel  10  is removed, and the device  5  is fit over the end of the steering column. The wheel is then replaced over the device  5  and the device  5  and the wheel  10  are bolted to the steering column. 
     The arm  110  is connected to the distal end  104  of the main body  102 , and includes a support arm  111  that leads upward to a transverse cross support member  114 . The cross-support member  114  has a distal end and a proximal end opposite the distal end. The distal end of the cross support member  114  has an opening that receives a pivot pin (such as a screw). A handle  112  is formed at the proximal end of the cross support member  114 . In addition, the distal end of the main body  102  has an opening that also receives a pivot pin (such as a screw). The opening in the cross support member  114  and the opening in the body  102  are substantially aligned with one another so that the arm  110  can pivot with respect to the mounting frame  150 . The arm  110  connects the main body  102  at the base of the device to the cross-support member  114  at the top of the device. 
     Referring to both  FIGS. 1 and 5 , the handle  112  is positioned to be just inside (or outside) the steering wheel  10  so that it can easily be reached by a driver while his/her hands are still grasping the steering wheel  10 . The handles  112   a ,  112   b  extend parallel to and spaced apart from the rotational axis of the steering wheel  10 . The handle  112  is sufficiently close to the steering wheel  10  so that the driver can reach it, but sufficiently spaced from the steering wheel  10  so that it does not interfere with the steering wheel  10 , does not obstruct the driver, and allows for the handle  112  to be pulled inward to accelerate the vehicle. 
     The pivot pins  152 ,  154  pivotally mount the arm  110  to the frame  150 . Accordingly, the lever body  102  is pivotally connected with respect to the wheel  10 , so that the gear teeth  106  rotate transversely (to the left and right in the embodiment of  FIG. 1 ; and in/out in the embodiment of  FIG. 5 ) with respect to the sensor  200  and the rotational axis of the steering wheel  10 . When the driver pulls the handle  112  inward toward the steering wheel  10 , the actuating mechanism  101  pivots about the pivot pins  152 ,  154 , and the main body  102  pivots such that the proximal ends  103   a ,  103   b  move outward. The vertical arms  111  position the handles  112  toward the top half of the steering wheel  10  while the main body  102  is at the bottom half of the steering wheel  10  so that the wheel  10  does not interfere with operation of the device  5 . A tensioning spring  156  is positioned about the pivot pin  152  and connects to the frame  150  to bias the levers  101  so that the handles  112  are biased outward at their outermost position. The user pulls the handles  112  inward against the force of the spring  156 . 
     The sensor  200  is fastened to the frame  150 , such as by a screw or bolt or by adhesive or a removable clamp. The sensor  200  has an elongated rectangular shape, but any suitable shape can be used. The sensor  200  is connected to an electrical wire that would normally be connected to the throttle pedal located at the floor of the vehicle. Instead, the wire is routed to be connected with the sensor  200 . The wire carries a control signal from the sensor  200  to the ECM to control acceleration of the vehicle, whereby the sensor  200  operates as an acceleration control device or acceleration controller. 
     In one embodiment, the sensor  200  is a potentiometer that has an adjustment mechanism, here a sensor pin  202 , that extends outward and backward (to the right in  FIG. 1 ) from the sensor. The pin  202  travels along the length of the potentiometer (to the left/right in  FIG. 5  and up/down in  FIG. 1 ). The sensor  200  can be mounted to the top of the frame  150 . As best shown in  FIG. 5 , a small elongated projection  160  extends outward and backward from the face of the rear face of the frame  150 . The projection  160  has an opening that receives a connecting device, here shown as a metal connect rod  204 . One end of the rod  204  is fixed in the projection  160  opening, and the other end of the rod  204  is engaged to the pin  202  of the sensor  200 . As the handles  112  are moved inward toward the steering wheel  10 , the projection  160  is pulled transversely outward (to the left in  FIG. 4  or down in  FIG. 1 ). The projection  160  in turn pulls the pin  202  of the sensor  200 , which controls acceleration of the vehicle. 
     A stop that projects from the main body  102  can be positioned to stop rotational movement of the actuating mechanisms  101  at maximum and minimum positions. 
     In addition, because the levers  101   a ,  101   b  are engaged to one another by the gear teeth  106 , both levers  101   a ,  101   b  move when either of the levers  101   a ,  101   b  is moved. Thus, as the driver pulls inward on one of the handles  112   a , both of the levers  101   a ,  101   b  will move and operate against the sensor pin. Thus, the driver only needs to be able to operate one of the handles  112   a ,  112   b  in order to operate the vehicle. The user can hold the steering wheel  10  and at the same time reach one or more fingers to grab the handle  112  and pull the handle  112  inward toward the steering wheel  10 . The handles  112   a ,  112   b  are approximately located at the optimal driving positions of 10 o&#39;clock and 2 o&#39;clock, but can be located at any suitable positions with respect to the wheel  10 . It is noted that two actuating mechanisms  100   a ,  100   b  are provided. However, only a single actuating mechanism  100   a ,  100   b  need be provided. 
     The levers  101   a ,  101   b  extend substantially the entire width (diameter) of the wheel  10 , so that the handles  112   a ,  112   b  are accessible from both sides of the steering wheel  10 . The levers  101  rotate as the wheel  10  rotates, or can be configured to remain stationary as the wheel  10  rotates. 
     It should further be apparent that although the throttle system  5  has been described for use with a gas powered car, it can be utilized with any vehicle, such as gas, diesel, natural gas, hybrid, or electric car. In addition, the throttle system  5  can be used with any vehicle having a steering mechanism, such as a boat, golf cart, go-cart, truck, heavy equipment or machinery, forklifts, payloader, or the like. It can also be used in a driving simulator or video game. In addition, the system  5  can be integrated into a vehicle or sold as a separate kit that is installed into a vehicle. 
     Though the sensor has been described to be a potentiometer, other suitable sensor can be utilized, especially a sensor that controls a vehicles speed and/or acceleration. For instance, a Hall Effect, or encoder can be used. 
     The description and drawings of the present invention provided in the paper should be considered as illustrative only of the principles of the invention. The invention may be configured in a variety of ways and is not intended to be limited by the preferred embodiment. Numerous applications of the invention will readily occur to those skilled in the art. Therefore, it is not desired to limit the invention to the specific examples disclosed or the exact construction and operation shown and described. Rather, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.