Patent Publication Number: US-7213673-B2

Title: Reconfigurable by-wire foot pedals

Description:
This application claims priority of U.S. Provisional Application Ser. No. 60/398,745 filed Jul. 26, 2002. 
    
    
     TECHNICAL FIELD 
     The present invention relates to control foot pedals for use with wireless technology and more particularly to adjustable foot pedals for use with brake-by-wire and throttle-by-wire technology. 
     BACKGROUND OF THE INVENTION 
     Mobility, being capable of moving from place to place or of moving quickly from one state to another, has been one of the ultimate goals of humanity throughout recorded history. The automobile has likely done more in helping individuals achieve that goal than any other development. Since its inception, societies around the globe have experienced rates of change in their manner of living that are directly related to the percentage of motor vehicle owners among the population. 
     Prior art automobiles and light trucks include a body, the function of which is to contain and protect passengers and their belongings. Bodies are connected to the numerous mechanical, electrical and structural components that, in combination with a body, comprise a fully functional vehicle. The nature of the prior art connections between a vehicle body and vehicular componentry may result in certain inefficiencies in the design, manufacture and use of vehicles. Three characteristics of prior art body connections that significantly contribute to these inefficiencies are the quantity of connections, the mechanical nature of many of the connections, and the locations of the connections on the body and on the componentry. 
     In the prior art, the connections between a body and componentry are numerous. Each connection involves at least one assembly step when a vehicle is assembled; it is therefore desirable to reduce the number of connections to increase assembly efficiency. The connections between a prior art body and prior art vehicular componentry include multiple load-bearing connectors to physically fasten the body to the other components, such as bolts and brackets; electrical connectors to transmit electric energy to the body from electricity-generating components and to transmit data from sensors that monitor the status of the componentry; mechanical control linkages, such as the steering column, throttle cable, and transmission selector; and ductwork and hoses to convey fluids such as heated and cooled air from HVAC unit to the body for the comfort of passengers. 
     Many of the connections in the prior art, particularly those connections that transmit control signals, are mechanical linkages. For example, to control the direction of the vehicle, a driver sends control signals to the steering system via a steering column. Mechanical linkages result in inefficiencies, in part because different driver locations in different vehicles require different mechanical linkage dimensions and packaging. Thus, new or different bodies often cannot use “off-the-shelf” components and linkages. Componentry for one vehicle body configuration is typically not compatible for use with other vehicle body configurations. Furthermore, if a manufacturer changes the design of a body, a change in the design of the mechanical linkage and the component to which it is attached may be required. The change in design of the linkages and components requires modifications to the tooling that produces the linkages and components. 
     The location of the connections on prior art vehicle bodies and componentry also results in inefficiencies. In prior art body-on-frame architecture, connection locations on the body are often not exposed to an exterior face of the body, and are distant from corresponding connections on the componentry; therefore, long connectors such as wiring harnesses and cables must be routed throughout the body from componentry. The vehicle body of a fully-assembled prior art vehicle is intertwined with the componentry and the connection devices, rendering separation of the body from its componentry difficult and labor-intensive, if not impossible. The use of long connectors increases the number of assembly steps required to attach a vehicle to its componentry. 
     Furthermore, prior art vehicles typically have internal combustion engines that have a height that is significant proportion of the overall vehicle height. Prior art vehicles bodies are therefore designed with an engine compartment that occupies about a third of the front (or sometimes the rear) of the body length. Compatibility between an engine and a vehicle body requires that the engine fit within the body&#39;s engine compartment without physical part interference. Moreover, compatibility between a prior art chassis with an internal combustion engine and a vehicle body requires that the body have an engine compartment located such that physical part interference is avoided. For example, a vehicle body with an engine compartment in the rear is not compatible with a chassis with an engine in the front. 
     In particular, vehicles of the prior art contain complex mechanical and hydraulic connections for transmitting braking and acceleration input from brake and acceleration pedals to the appropriate mechanical components. However, it is also known that by-wire technology is possible in which the driver input from the foot pedals can be transmitted electronically or electromagnetically rather than mechanically to the electrical and mechanical systems responsible for executing the desired braking or acceleration. 
     It is also known in the prior art to have adjustable brake and accelerator pedals that are moved forwardly and rearwardly, and in some cases simultaneously moved somewhat upward and downward to accommodate various sizes of vehicle occupants. However, the movement of these pedals is rather limited to localize movement in front of a driver&#39;s seat that remains in the same lateral position relative to the vehicle and can only slightly be adjusted in the longitudinal vehicle direction. These prior art pedals are also limited in movement since they are typically mechanical linkages. Mechanical linkages result in inefficiencies, in part, because different driver locations in different vehicles require different mechanical linkage dimensions and packaging. 
     Common practice in vehicle design also provides a floorboard to support a seat or seats for the driver and passenger. The floor board extends into an inclined toe board or dashboard and an upright fire wall behind the motor compartment. The toe board locates the foot operated controls such as clutch and brake pedals for the driver and is frequently configured with a fixed foot pad to rest the driver&#39;s left foot. The inclined toe board provides a rest for the passenger&#39;s feet. 
     SUMMARY OF THE INVENTION 
     This invention provides a by-wire foot pedal system wherein at least one foot pedal is adjustably mounted in a vehicle, the foot pedals being movable along a track. 
     The invention is also a by-wire foot pedal system wherein at least one foot pedal is removably mounted in a vehicle for reconfiguration of the driving location, wherein the vehicle includes a plurality of interface points to which the foot pedal is connectable. The foot pedal may be connected to a vehicle seat or to a vehicle console. 
     The invention is also a by-wire foot pedal system wherein at least one foot pedal is adjustably mounted in a vehicle, the foot pedal being movable laterally within the vehicle body. 
     The invention is also a method of selling a new OEM vehicle to an end user consumer comprising the steps of: selling the vehicle seats completely independent of the body and chassis. Such a method of selling permits the body of the vehicle and the chassis to be sold to the end consumer independently of each other, the foot pedals then being adjustable to adapt the body to the consumer. 
     Accordingly, this invention provides a vehicle with a vehicle seat and a driver control unit comprising: a vehicle seat; and a driver interface panel which is reconfigurable for a variety of functions selected from the group consisting of driving, entertainment, child care, etc. Such an invention provides for the unit to be removably mounted at numerous locations or driving positions within the vehicle. 
     This invention also provides an improved foot rest which is adjustable for comfort in addition to being transversely translatable for repositioning driver control. The invention is particularly useful in vehicles which have no engine or engine compartment up front to see over and merely a steering guide that is easily movable to the left or right for a driving position. Driver and passenger have enhanced leg room. The foot rest may accommodate either driver or passenger. The foot rest is preferably used in combination with a vehicle seat. The foot rest has a base translatable longitudinally and/or transversely with respect to the vehicle and with respect to a transversely mountable seat in the vehicle. A post is angularly connected to the base and is preferably translatable up and down to adjust the angle. An elongated beam is pivotally connected to the post and is adjustable to provide the desired angle of foot or leg support. Actuators are connected respectively to the base, post and beam to provide the desired adjustment and may be electrically or hydraulically controlled. 
     Accordingly, the invention is also a foot rest for use with a seat of a vehicle. The foot rest has a base moveable forwardly and backwardly, a post connected to the base and moveable upwardly and downwardly with respect to the base, and a beam pivotally supported with respect to the base and/or the post. The invention also has a first actuator connected to the base for moving the base, a second actuator connected to the beam for pivoting the beam, and a third actuator for increasing or expanding the surface area of the beam, all to enable adjustments which enhance the comfort of the driver or a passenger. 
     The invention is also useful in models of mobility interchangeability. This is the process to change the way vehicles are manufactured. Varying styled self-contained vehicle bodies with floors and attached seats can be swapped, interchanged, connected and disconnected with a structural technology frame or rolling platform which includes the power and suspension components. The ability to move and adjust foot pedals for either vehicle control or driver and passenger comfort is particularly advantageous in such models 
     The above objects, features and advantages, and other objects, features and advantages of the present invention are readily apparent from the following detailed description of the best modes for carrying out the invention when taken in connection with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic illustration in perspective view of a vehicle rolling platform according to an embodiment of the present invention; 
         FIG. 2  is a schematic illustration in side view of a vehicle body pod-rolling platform attachment scenario according to the present invention that is useful with the embodiment of  FIG. 1 . 
         FIG. 3  is a schematic illustration of a braking system for use with the rolling platform and body pod of  FIG. 2 . 
         FIG. 4  is a schematic illustration of an energy conversion system for use with the rolling platform and body pod of  FIG. 2 ; 
         FIG. 5  is a schematic illustration of a chassis computer and chassis sensors for use with the rolling platform and body pod of  FIG. 2 ; 
         FIGS. 6 and 6   a  show partial exploded perspective schematic illustrations of a rolling platform according to a further embodiment of the invention in an attachment scenario with a body pod, the rolling platform having multiple electrical connectors engageable with complementary electrical connectors in the body pod; 
         FIG. 7  is an exploded perspective schematic illustration of a skinned rolling platform according to yet another embodiment of the invention, the rolling platform having a movable control input device and interchangeable seats selectively equipped with the control input device and various electronic entertainment and workstation units; 
         FIG. 8  is a schematic illustration of a removably and shiftably mountable driver&#39;s seat position and steering control input device for use in combination with laterally movable foot pedals for acceleration and braking; 
         FIG. 9  is a fragmentary illustration of a vehicle interior to show track arrangements to facilitate alternate driving positions for accelerating and braking and for steering; 
         FIG. 10  is a schematic illustration of a driver in a left side driving position with alternative interface connector points for by-wire steering, acceleration and braking; 
         FIG. 11  is a schematic illustration as in  FIG. 10  of a driver in a right side driving position; 
         FIG. 12  is a schematic illustration as in  FIG. 10  of a driver in a rear center driving position with foot pedals positionable on a vehicle console; 
         FIG. 13  is a schematic illustration as in  FIG. 10  of a driver in a left rear driving position alongside alternative interface connector points for a right rear driving position; 
         FIG. 14  is a fragmentary illustration of a foot pedal solidly (or pivotally) mounted to the vehicle body such that pressure (or pivotal movement) of the driver&#39;s foot may be read by the by-wire controls; 
         FIG. 15  is a fragmentary illustration of a foot pedal slidably mounted in a track on the vehicle body, such that the forward, rearward or sideward position relative to the vehicle body is taken into account when the by-wire controls read the actuation of the foot pedal; 
         FIG. 16  is a fragmentary illustration of a driver&#39;s seating system wherein a driver&#39;s steering interface and the foot pedals for acceleration and braking are mounted on the seat and the seating system connects by-wire to the vehicle body or chassis; 
         FIG. 17  is a fragmentary illustration of a foot pedal which may be plugged into and removed from a vehicle body at various selectable interface connector points in the vehicle body or chassis to accommodate the driver&#39;s preference of a driving position; 
         FIG. 18  is an illustration of flush mounted connector pins behind a retractable cover for an interface connection point on the vehicle body or chassis; 
         FIG. 19  is a fragmentary side elevational schematic view with parts broken away to show the interior of a vehicle having a driver&#39;s interface for complete by-wire hand control of the vehicle and a left side view of an adjustable foot rest for the convenience and comfort of the driver&#39;s feet. 
         FIG. 20  is a fragmentary perspective view of the adjustable foot rest showing the beam, support post and base of this invention movably slidable in a track on or in the vehicle floor; 
         FIG. 21  is a right side elevational view of a first embodiment of the foot rest showing an integral support post and beam in a low angle position (solid line) and a higher angle position (phantom line); 
         FIG. 22  is a right side elevational view of a second embodiment of this foot rest showing a relatively pivotable beam and support post with the foot rest surface of the beam substantially coplanar with the support post (solid line) and an upright position angled with respect to the support post (phantom line); 
         FIG. 23  is a right side elevational view of the first embodiment showing the support post of the foot rest longitudinally translatable in a track between a forward position farther from the driver or passenger seat (solid line) and a rearward position closer to the driver or passenger seat (phantom line); and 
         FIG. 24  is a right side elevational view of a third embodiment showing the transverse foot rest beam splittable to increase the surface area of the foot rest. 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring to  FIG. 1 , a vehicle chassis  10  in accordance with the invention, also referred to as the “rolling platform,” includes a structural frame  11 . The structural frame  11  depicted in  FIG. 1  comprises a series of interconnected structural elements including upper and lower side structural elements  12  and  14  that comprise a “sandwich”-like construction. Elements  12  and  14  are substantially rigid tubular (optionally solid) members that extend longitudinally between the front and rear axle areas  16 ,  18 , and are positioned outboard relative to similar elements  20 ,  22 . The front and rear ends of elements  12 ,  14  are angled inboard, extending toward elements  20  and  22  and connecting therewith prior to entering the axle areas  16 ,  18 . For added strength and rigidity a number of vertical and angled structural elements extend between elements  12 ,  14 ,  20  and  22 . Similar to the elements  12 ,  14 ,  20  and  22 , which extend along the left side of the rolling platform  10 , a family of structural elements  26 ,  28 ,  30  and  32  extend along the right side thereof. 
     Lateral structural elements  34 ,  36  extend between elements  20 ,  30  and  22 ,  32 , respectively nearer the front axle area  16  and lateral structural elements  38 ,  40  extend between elements  20 ,  30  and  22 ,  32 , respectively nearer the rear axle area  18 , thereby defining a mid-chassis space  41 . The front axle area  16  is defined in and around structural elements  43 ,  44  at the rear and front, and on the sides by structural elements  46 ,  48  which may be extensions of the elements  20 ,  22 ,  30 ,  32  or connected therewith. Forward on the front axle area, a forward space is defined between element  44  and elements  50 ,  52 . The rear axle area  18  is defined in and around structural elements  53 ,  54  at the front and rear, and on the sides by structural elements  56 ,  58 , which may be extensions of the elements  20 ,  22 ,  30 ,  32  or connected therewith. Rearward of the rear axle area  18 , a rearward space is defined between element  54  and elements  60 ,  62 . Alternatively, the rear axle area  18  or the rearward space may be elevated relative to the rest of the structural frame  11  if necessary to accommodate an energy conversion system, and the frame may include other elements to surround and protect an energy conversion system. The frame defines a plurality of open spaces between the elements described above. Those skilled in the art will recognize materials and fastening methods suitable for use in the structural frame. For example, the structural elements may be tubular, aluminum, and welded at their respective connections to other structural elements. 
     The structural frame  11  provides a rigid structure to which an energy conversion system  67 , energy storage system  69 , suspension system  71  with wheels  73 ,  75 ,  77 ,  79  (each wheel having a tire  80 ), steering system  81 , and braking system  83  are mounted, as shown in  FIGS. 1-2 , and is configured to support an attached body  85 , as shown in  FIG. 2 . A person of ordinary skill in the art will recognize that the structural frame  11  can take many different forms, in addition to the cage-like structure of the embodiment depicted in  FIGS. 1–2 . For example, the structural frame  11  can be a traditional automotive frame having two or more longitudinal structural members spaced a distance apart from each other, with two or more transverse structural members spaced apart from each other and attached to both longitudinal structural members at their ends. Alternatively, the structural frame may also be in the form of a “belly pan,” wherein integrated rails and cross members are formed in sheets of metal or other suitable material, with other formations to accommodate various system components. The structural frame may also be integrated with various chassis components. Also, alternataively, the structural frame may be skinned over as in  FIG. 7  with seat attachment couplings  175  and electrical interface connectors  91 . 
     Referring to  FIG. 2 , a body attachment interface  87  is defined as the sum of all body connection components, i.e., connective elements that function to operably mate a vehicle body to the chassis  10 . The body connection components of the preferred embodiment include a plurality of load-bearing body-retention couplings  89  mounted with respect to the structural frame  11  and preferably a single electrical connector box  91  to which the interface connectors  95  connect. 
     As shown in  FIG. 2 , the load-bearing body-retention couplings  89  are engageable with complementary attachment couplings  93  on a vehicle body  85  and function to physically fasten the vehicle body  85  to the chassis  10 . Those skilled in the art will recognize that a multitude of fastening and locking elements may be used and fall within the scope of the claimed invention. The load-bearing body-retention couplings  89  are preferably releasably engageable with complementary couplings, although non-releasably engageable couplings such as weld flanges or riveting surfaces may be employed within the scope of the claimed invention. Ancillary fastening elements may be used as lock downs in conjunction with the load-bearing body-retention couplings. Load-bearing surfaces without locking or fastening features on the chassis  10  may be used with the load-bearing body-retention couplings  89  to support the weight of an attached vehicle body  85 . In the preferred embodiment, the load-bearing body-retention couplings  89  include support brackets with bolt holes. Rubber mounts (not shown) located on the support brackets dampen vibrations transmitted between the body and the chassis. Alternatively, hard mounts may be employed for body-retention couplings. 
     The electrical connector  95  is engageable with complementary electrical interface connector  91  on a vehicle body  85  or the skinned over surface of the chassis. The electrical connector  91  may perform multiple functions, or select combinations thereof. First, the electrical interface connector  91  may function as an electrical power connector, i.e., it may be configured to transfer electrical energy generated by components on the chassis  10  to a vehicle body  85  or other non-chassis destination. Second, the electrical interface connector  91  may function as a control signal receiver, i.e., a device configured to transfer by-wire or non-mechanical control signals from a non-chassis source to controlled systems including the energy conversion system, steering system and braking. Third, the electrical interface connector  91  may function as a feedback signal conduit through which feedback signals are made available to a vehicle driver. Fourth, the electrical interface connector  91  may function as an external programming interface through which software containing algorithms and data may be transmitted for use by controlled systems. Fifth, the electrical interface connector may function as an information conduit through which sensor information and other information is made available to a vehicle driver. The electrical interface connector  91  may thus function as a communications and power “umbilical” port through which all communications between the chassis  10  and the driver-operable control input device and/or foot pedals in the attached vehicle body  85  are transmitted. Electrical connectors include devices configured to operably connect one or more electrical wires with other electrical wires. The wires may be spaced a distance apart to avoid any one wire causing signal interference in another wire operably connected to an electrical connector or for any reason that wires in close proximity may not be desirable. 
     If one electrical connector performing multiple functions is not desirable, for example, if a cumbersome wire bundle is required, or power transmission results in control signal interference, the body attachment interface  87  may include a plurality of electrical interface connectors  91  engageable with a plurality of complementary electrical connectors  95  on a vehicle body  85 , with different connectors performing different functions. A complementary electrical connector  95  performs functions complementary to the function of the electrical interface connector with which it engages, for example, functioning as a control signal transmitter when engaged with a control signal receiver. 
     Referring again to  FIGS. 1–2 , the energy conversion system  67 , energy storage system  69 , steering system  81  and braking system  83  are configured and positioned on the chassis  10  to minimize the overall vertical height of the chassis  10  and to maintain a substantially horizontal upper chassis face  96 . A face of an object is an imaginary surface that follows the contours of the object they face, and are directly exposed to, in a particular direction. Thus, the upper chassis face  96  is an imaginary surface that follows the upwardly facing and exposed contours of the chassis frame  11  and systems mounted therein. Matable vehicle bodies have a corresponding lower body face  97  that is an imaginary surface that follows the downwardly facing and exposed contours of body  85 , as shown in  FIG. 2 . 
     Referring again to  FIGS. 1–2 , the structural frame  11  has a thickness defined as the vertical distance between its highest point (the top of structural element  20 ) and its lowest point (the bottom of structural element  22 ). In the preferred embodiment, the structural frame thickness is approximately 11 inches. To achieve a substantially horizontal upper chassis face  96 , the energy conversion system  67 , energy storage system  69 , steering system  81 , and braking system  83  are distributed throughout the open spaces and are configured, positioned and mounted to the structural frame  11  such that the highest point of any of the energy conversion system  67 , energy storage system  69 , steering system  81 , and braking system  83  does not extend or protrude higher than the highest point of the structural frame  11  by an amount more than 50% of the structural frame thickness. Alternatively, the highest point of any of the energy conversion system  67 , energy storage system  69 , steering system  81  and braking system  83  does not extend or protrude higher than the top of any of the tires  80 . Alternatively, the highest point of any of the energy conversion system  67 , energy storage system  69 , steering system  81  and braking system  83  does not extend or protrude higher than the top of any of the wheels  73 ,  75 ,  77 ,  79 . In the context of the present invention, a tire is not considered part of a wheel. A wheel typically comprises a rim and a wheel disc or nave that connects the rim to a wheel hub, and does not include a mounted tire. A tire is mounted around the periphery of a wheel. The substantially horizontal upper chassis face  96  enables the attached body  85  to have a passenger area that extends the length of the chassis, unlike prior art bodies that have an engine compartment to accommodate a vertically-protruding internal combustion engine. 
     Most of the powertrain load is evenly distributed between the front and rear of the chassis so there is a lower center of gravity for the whole vehicle without sacrificing ground clearance, thereby enabling improved handling while resisting rollover forces. 
     Referring again to  FIG. 2 , the preferred embodiment of the rolling platform  10  is configured such that the lower body face  97  of a matable vehicle body  85  is positioned closely adjacent to the upper chassis face  96  for engagement with the rolling platform  10 . The body connection components have a predetermined spatial relationship relative to one another, and are sufficiently positioned, exposed and unobstructed such that when a vehicle body  85  having complementary connection components (complementary attachment couplings  93  and a complementary electrical connector  95 ) in the same predetermined spatial relationship as the body connection components is sufficiently positioned relative to the upper chassis face  96  of a chassis  10  of the invention, the complementary connection components are adjacent to corresponding body connection components and ready for engagement, as depicted in  FIG. 2 . 
     Each body connection component has a spatial relationship relative to each of the other body connection components that can be expressed, for example, as a vector quantity. Body connection components and complementary connection components have the same predetermined spatial relationship if the vector quantities that describe the spatial relationship between a body connection component and the other body connection components to be engaged also describe the spatial relationship between a corresponding complementary connection component and the other complementary connection components to be engaged. 
     The body connection components and the complementary connection components are preferably adjacent without positional modification when a vehicle body  85  is sufficiently positioned relative to a chassis  10  of the invention. However, in the context of the present invention, the body connection components may be movable relative to each other within a predetermined spatial relationship to accommodate build tolerances or other assembly issues. For example, an electrical interface connector may be positioned and operably connected to a signal-carrying cable. The cable may be fixed relative to the structural frame at a point six inches from the electrical connector. The electrical connector will thus be movable within six inches of the fixed point on the cable. A body connection component is considered adjacent to a complementary connection component if one or both are movable within a predetermined spatial relationship so as to be in contact with each other. 
     The body connection components are preferably sufficiently exposed at a chassis face to facilitate attachment to complementary connection components on a matable vehicle body. Similarly, complementary connection components on a matable vehicle body are sufficiently exposed at a body face to facilitate attachment to body connection components on a vehicle chassis. 
     It is within the scope of the claimed invention to employ a connection device to operably connect a body electrical connector  95  with a distant complementary electrical interface connector  91 , in the situation where a vehicle body does not have complementary connection components in the same predetermined spatial relationship as the electrical interface connector on a vehicle chassis. For example, a cable may have two electrical connectors  95  substantially at the electrical interface connector  91  body attachment interface  87  ( FIGS. 6 ,  6   a ). In this arrangement, a complementary interface electrical connector  91  may be provided for each electrical connector  95 . 
     A body may have more complementary connection components than are engageable with the body connection components of a particular chassis. Such an arrangement may be employed to enable a particular body to be matable to multiple chassis each having a different predetermined spatial relationship among its body connection components. 
     The load-bearing body-retention couplings  89  and the electrical interface connector or connectors  91  are preferably releasably engageable without damage to either an attached body  85  or the chassis  10 , thereby enabling removal of one body  85  from the chassis  10  and installation of a different body on the chassis  10 . 
     Referring to  FIG. 1 , the steering system  81  is housed in the front axle area  16  and is operably connected to the front wheels  73 ,  75 . Preferably, the steering system  81  is responsive to non-mechanical control signals. In the preferred embodiment, the steering system  81  is by-wire. A by-wire system is characterized by control signal transmission in electrical form. In the context of the present invention, “by-wire” systems, or systems that are controllable “by-wire,” include systems configured to receive control signals in electronic form via a control signal receiver at or on the body attachment interface  87 , and respond in conformity to the electronic control signals. 
     Examples of steer-by-wire systems are described in U.S. Pat. No. 6,176,341, issued Jan. 23, 2001 to Delphi Technologies, Inc.; U.S. Pat. No. 6,208,923, issued Mar. 27, 2001 to Robert Bosch GmbH; U.S. Pat. No. 6,219,604, issued Apr. 17, 2001 to Robert Bosch GmbH; U.S. Pat. No. 6,318,494, issued Nov. 20, 2001 to Delphi Technologies, Inc.; U.S. Pat. No. 6,370,460, issued Apr. 9, 2002 to Delphi Technologies, Inc.; and U.S. Pat. No. 6,394,218, issued May 28, 2002 to TRW Fahrwerksysteme GmbH &amp; Co., KG; which are hereby incorporated by reference in their entireties. 
     Electrically conductive wires are used in the preferred embodiment to transfer signals between the chassis  10  and an attached body  85 , and between transducers, control units and actuators. Those skilled in the art will recognize that other non-mechanical means of sending and receiving signals between a body and a chassis, and between transducers, control units, and actuators may be employed and fall within the scope of the claimed invention. Other non-mechanical means of sending and receiving signals include electromagnetic radiation and fiber optics. 
     Referring again to  FIG. 1 , a braking system  83  is mounted to the structural frame  11  and is operably connected to the wheels  73 ,  75 ,  77 ,  79 . The braking system is configured to be responsive to non-mechanical control signals. In the preferred embodiment, the braking system  83  is by-wire, as depicted schematically in  FIG. 3 . Sensors  100  transmit sensor signals  101  carrying information concerning the state or condition of the chassis  10  and its component systems to a braking control unit  107 . The braking control unit  107  is connected to the electrical connector  91  and is configured to receive electrical braking control signals  108  via the electrical connector  91 . The braking control unit  107  processes the sensor signals  101  and the electrical braking control signals  108  and generates braking actuator control signals  109  according to a stored algorithm. The braking control unit  107  then transmits the braking actuator control signals  109  to braking actuators  110 ,  111 ,  112 ,  113  which act to reduce the angular velocity of the wheels  73 ,  75 ,  77 ,  79 . Those skilled in the art will recognize the manner in which the braking actuators  110 ,  111 ,  112 ,  113  act on the wheels  73 ,  75 ,  77 ,  79 . Typically, actuators cause contact between friction elements, such as pads and disc rotors. Optionally, an electric motor may function as a braking actuator in a regenerative braking system. 
     The braking control unit  107  may also generate braking feedback signals  114  for use by a vehicle driver and transmit the braking feedback signals  114  through the electrical connector  91 . The braking actuators  110 ,  111 ,  112 ,  113  apply force through a caliper to a rotor at each wheel. Some of the sensors  100  measure the applied force on each caliper. The braking control unit  107  uses this information to ensure synchronous force application to each rotor. 
     Referring again to  FIG. 3 , the chassis  10  is configured such that the braking system is responsive to any source of compatible electrical braking control signals  108 . A braking transducer  115  may be located on an attached vehicle body  85  and connected to a complementary electrical connector  95  coupled with the electrical interface connector  91 . The braking transducer  115  converts vehicle driver-initiated mechanical braking control signals  116  into electrical form and transmits the electrical braking control signals  106  to the braking control unit via the electrical interface connector  91 . In the preferred embodiment, the braking transducer  115  includes a hand operated or a foot pedal operated device described hereinafter. The braking transducer  115  includes sensors that measure both the rate of applied pressure and the amount of applied pressure to the foot pedal assemblies, thereby converting mechanical braking control signals  116  to electrical braking control signals  108 . The braking control unit  107  processes both the rate and amount of applied pressure to provide both normal and panic stopping. Hand-grip assemblies may also be used. 
     Examples of brake-by-wire systems are described in U.S. Pat. No. 5,366,281, issued Nov. 22, 1994 to General Motors Corporation; U.S. Pat. No. 5,823,636, issued Oct. 20, 1998 to General Motors Corporation; U.S. Pat. No. 6,305,758, issued Oct. 23, 2001 to Delphi Technologies, Inc.; and U.S. Pat. No. 6,390,565, issued May 21, 2002 to Delphi Technologies, Inc.; which are hereby incorporated by reference in their entireties. 
     The system described in U.S. Pat. No. 5,366,281 includes an input device for receiving mechanical braking control signals, a brake actuator and a control unit coupled to the input device and the brake actuator. The control unit receives brake commands, or electrical braking control signals, from the input device and provides actuator commands, or braking actuator control signals, to control current and voltage to the brake actuator. When a brake command is first received from the input device, the control unit outputs, for a first predetermined time period, a brake torque command to the brake actuator commanding maximum current to the actuator. After the first predetermined time period, the control unit outputs, for a second predetermined time period, a brake torque command to the brake actuator commanding voltage to the actuator responsive to the brake command and a first gain factor. After the second predetermined time period, the control unit outputs the brake torque command to the brake actuator commanding current to the actuator responsive to the brake command and a second gain factor, wherein the first gain factor is greater than the second gain factor and wherein a brake initialization is responsive to the brake input. 
     U.S. Pat. No. 6,390,565 describes a brake-by-wire system that provides the capability of both travel and force sensors in a braking transducer connected to a brake apply input member such as a brake pedal and also provides redundancy in sensors by providing the signal from a sensor responsive to travel or position of the brake apply input member to a first control unit and the signal from a sensor responsive to force applied to a brake apply input member to a second control unit. The first and second control units are connected by a bi-directional communication link whereby each controller may communicate its received one of the sensor signals to the other control unit. In at least one of the control units, linearized versions of the signals are combined for the generation of first and second brake apply company signals for communication to braking actuators. If either control unit does not receive one of the sensor signals from the other, it nevertheless generates its braking actuator control signal on the basis of the sensor signal provided directly to it. In a preferred embodiment of the system, a control unit combines the linearized signals by choosing the largest magnitude. 
     Referring again to  FIG. 1 , the energy storage system  69  stores energy that is used to propel the chassis  10 . for most applications, the stored energy will be in chemical form. Examples of energy storage systems  69  include fuel tanks and electric batteries. In the embodiment shown in  FIG. 1 , the energy storage system  69  includes two compressed gas cylinder storage tanks  121  (5,000 psi, or 350 bars) mounted within the mid-chassis space  41  and configured to store compressed hydrogen gas. Employing more than two compressed gas cylinder storage tanks may be desirable to provide greater hydrogen storage capacity. Instead of compressed gas cylinder storage tanks  121 , an alternate form of hydrogen storage may be employed such as metal or chemical hydrides. Hydrogen generation or reforming may also be used. 
     The energy conversion system  67  converts the energy stored by the energy storage system  69  to mechanical energy that propels the chassis  10 . In the preferred embodiment, depicted in  FIG. 1 , the energy conversion system  67  includes a fuel cell stack  125  located in the rear axle area  18 , and an electric traction motor  127  located in the front axle area  16 . The fuel cell stack  125  produces a continuously available power of 94 kilowatts. Fuel cell systems for vehicular use are described in U.S. Pat. No. 6,195,999, issued Mar. 6, 2001 to General Motors Corporation; U.S. Pat. No. 6,223,843, issued May 1, 2001 to General Motors Corporation; U.S. Pat. No. 6,321,145, issued Nov. 20, 2001 to Delphi Technologies, Inc; and U.S. Pat. No. 6,394,207, issued May 28, 2002 to General Motors Corporation; which are hereby incorporated by reference in the entireties. 
     The fuel cell stack  125  is operably connected to the compressed gas cylinder storage tanks  121  and to the traction motor  127 . The fuel cell stack  125  converts chemical energy in the form of hydrogen from the compressed gas cylinder storage tanks  121  into electrical energy, and the traction motor  127  converts the electrical energy to mechanical energy, and applies the mechanical energy to rotate the front wheels  73 ,  75 . Optionally, the fuel cell stack  125  and traction motor  127  are switched between the front axle area  16  and rear axle area  18 . Optionally, the energy conversion system includes an electric battery (not shown) in hybrid combination with the fuel cell to improve chassis acceleration. Other areas provided between the structural elements are useful for housing other mechanisms and systems for providing the functions typical of an automobile as shown in  FIGS. 1 and 2 . Those skilled in the art will recognize other energy conversion systems  67  that may be employed within the scope of the present invention. 
     The energy conversion system  67  is configured to respond to non-mechanical control signals. The energy conversion system  67  of the preferred embodiment is controllable by-wire, as depicted in  FIG. 4 . An energy conversion system control unit  128  is connected to the electrical connector  91  from which it receives electrical energy conversion system control signals  129 , and sensors  100  from which it receives sensor signals  101  carrying information about various chassis conditions. The information conveyed by the sensor signals  101  to the energy conversion system control unit  128  includes chassis velocity, electrical current applied, rate of acceleration of the chassis and motor shaft speed to ensure smooth launches and controlled acceleration. The energy conversion system control unit  128  is connected to an energy conversion system actuator  130  and transmits energy conversion system actuator control signals  131  to the energy conversion system actuator  130  in response to the electrical energy conversion system control signals  129  and sensor signals  101  according to a stored algorithm. The energy conversion system actuator  130  acts on the fuel cell stack  125  or traction motor  127  to adjust energy output. Those skilled in the art will recognize the various methods by which the energy conversion system actuator  130  may adjust the energy output of the energy conversion system. For example, a solenoid may alternately open and close a valve that regulates hydrogen flow to the fuel cell stack. Similarly, a compressor that supplies oxygen (from air) to the fuel cell stack may function as an actuator, varying the amount of oxygen supplied to the fuel cell stack in response to signals from the energy conversion system control unit. 
     An energy conversion system transducer  132  may be located on a vehicle body  85  and connected to a complementary electrical connector  95  engaged with the electrical interface connector  91 . The energy conversion system transducer  132  is configured to convert mechanical energy conversion system control signals  133  to electrical energy conversion system control signals  129 . 
     Electrically conductive wire or wires  179  are used in the preferred embodiment to transfer signals between the chassis  10  and an attached body  85 , and between transducers, control units and actuators. With reference to  FIG. 7 , the wire  179  extends from a hand or driver-operable control input device  177  to an electrical interface connector  91  to complete the by-wire communication between the control input device  177  and the chassis  10 . The structural support  178  for the control input device  177  is adapted to connect or plug into an input device retention coupling  181  or into a driver&#39;s seat  180 . Those skilled in the art will recognize that other non-mechanical means of sending and receiving signals between a body and a chassis, and between transducers, control units and actuators may be employed and fall within the scope of the claimed invention. Other non-mechanical means of sending and receiving signals include radio waves and fiber optics. 
     The by-wire systems are networked in the preferred embodiment, in part to reduce the quantity of dedicated wires connected to the electrical connector  91 . A serial communication network is described in U.S. Pat. No. 5,534,848, issued Jul. 9, 1996 to General Motors Corporation, which is hereby incorporated by reference in its entirety. An example of a networked drive-by-wire system is described in U.S. Patent Application Publication No. US 2002/0029408, Ser. No. 09/775,143, which is hereby incorporated by reference in its entirety. Those skilled in the art will recognize various networking devices and protocols that may be used within the scope of the claimed invention, such as SAE J1850 and CAN (“Controller Area Network”). A TPP (“Time Triggered Protocol”) network is employed in the preferred embodiment of the invention for communication management. 
     Some of the information collected by the sensors  100 , such as chassis velocity, fuel level and system temperature and pressure, is useful to a vehicle driver for operating the chassis and detecting system malfunctions. As shown in  FIG. 5 , the sensors  100  are connected to the electrical interface connector  91  through a chassis computer  153 . Sensor signals  101  carrying information are transmitted from the sensors  100  to the chassis computer  153 , which processes the sensor signals  101  according to a stored algorithm. The chassis computer  153  transmits the sensor signals  101  to the electrical interface connector  91  when, according to the stored algorithm, the sensor information is useful to the vehicle driver. For example, a sensor signal  101  carrying temperature information is transmitted to the electrical connector  91  by the chassis computer  153  when the operating temperature of the chassis  10  is unacceptably high. A driver-readable information interface  155  may be attached to a complementary electrical connector  95  coupled with the electrical connector  91  and display the information contained in the sensor signals  101 . Driver-readable information interfaces include, but are not limited to, gauges, meters, LED displays and LCD displays. The chassis may also contain communications systems, such as antennas and telematics systems that are operably connected to an electrical connector in the body-attachment interface  87  and configured to transmit information to an attached vehicle body. 
       FIGS. 6 and 6   a  depict a chassis  10  within the scope of the invention and a body  85  each having multiple electrical interface connectors  91  and multiple complementary electrical connectors  95 , respectively. For example, a first electrical interface connector  91  may be operably connected to the steering system and function as a control signal receiver. A second electrical interface connector  91  may be operably connected to the braking system and function as a control signal receiver. A third electrical interface connector  91  may be operably connected to the energy conversion system and function as a control signal receiver. A fourth electrical interface connector  91  may be operably connected to the energy conversion system and function as an electrical power connector. Four multiple wire in-line connectors and complementary connectors are used in the embodiment shown in  FIGS. 6 and 6   a .  FIG. 6   a  depicts an assembly process for attaching corresponding connectors  91 ,  95 . 
     Referring to  FIG. 7 , a further embodiment of the claimed invention is depicted. The chassis  10  has a rigid covering  161  as its upper chassis face  96  and a plurality of passenger seating attachment couplings  175 . A driver-operable control input device  177  containing a steering transducer, a braking transducer and an energy conversion system transducer, is operably connected to the steering system, braking system and energy conversion system by wires  179  and movable to different attachment points. The self-contained control input device  177  can also be movable on a track  174  which permits the input device to slide from side to side to give the drive a selectable front left or right driving position ( FIG. 9 ). 
     In  FIG. 7 , seat  180  is a driver&#39;s seat which is a self-contained unit or seating system including the manually operable driver&#39;s control input device to control steering, acceleration and braking. Seat  180  is movable between front left and right driving positions and rear left and right driving positions in accordance with the selected attachment coupling  175 . 
     Seat  182  is a passenger seat with an entertainment center  183 . 
     Seat  184  is a passenger seat with a computer work station  193 . 
     The embodiment depicted in  FIG. 7  also enables vehicle bodies of varying designs and configurations to mate with a common design chassis  10 . A vehicle body without a lower surface but having complementary attachment couplings is matable to the chassis  10  at the load-bearing body retention couplings  89 . Passenger seating assemblies  182 ,  184  may be attached to the chassis at selected passenger seating attachment couplings  175 . 
     Referring again to  FIGS. 6 and 6   a , those skilled in the art will recognize that the in-line electrical interface connectors  91  depicted are configured for releasable engagement with complementary electrical connectors  95 . It will be apparent to those skilled in the art that a multitude of electrical connectors configured for releasable engagement may be employed within the scope of the claimed invention. 
     In the embodiment described above, the braking transducer  115  includes two hand-grip assemblies. Also as shown in  FIG. 7 , a driver-operable control input device  177  containing the hand-grip type steering transducer, a braking transducer and an energy conversion system transducer is operably connected to the steering system, braking system and energy conversion system by wires such as  179  at each of the driving positions selected. It will be appreciated that the low profile rolling chassis  10  enabled by fuel cells and the by-wire technology permits this broad range of seating positions and driving positions within the vehicle. 
     Furthermore, it will be appreciated that many persons are most acquainted with the foot pedal arrangements of the prior art for braking and accelerating and may not prefer the hand-type grip assembly shown in the preferred embodiment of  FIG. 7 . Accordingly, another embodiment that is complementary to the above vehicle arrangement will now be described with reference to  FIGS. 8–24 . The braking transducer  115  may preferably be comprised of a braking foot pedal  185  which is adjustably and/or removably mounted to the vehicle body  85  ( FIG. 15 ). The foot pedal  185  preferably has a base portion  186  that is adjustably and/or removably connected to a guide track arrangement  192  on the vehicle body  85  or chassis  10 . A pedal portion  187  is connected to the base portion  186 . It will be appreciated that the base portion  186  and the foot pedal portion  187  could be formed integral or separate components connected together in various manners, as described further hereinafter. 
     In addition, the energy conversion system transducer  132  may preferably be comprised of an acceleration foot pedal  188  that is adjustably and/or removably connected to the track arrangement  192  on the chassis  10  or the vehicle body  85 . The foot pedal  188  preferably has a base portion  189  and a pedal portion  190  that is connected to the base portion  189 . It will be appreciated that the base portion  189  and the pedal portion  190  could be formed integral or as separate components connected together in various manners, as described further hereinafter. 
     The vehicle occupant or driver  191  presses his foot on the brake pedal portion  187  to activate the braking transducer  115  including the sensors that measure both the rate of applied pressure and the amount of applied pressure, thereby converting mechanical braking control signals  116  to electrical braking control signals  108 . The braking control unit  107  processes both the rate and amount of applied pressure to provide both normal and panic stopping, as earlier described herein in detail. 
     The vehicle occupant  191  alternately presses his foot on the accelerator pedal portion  188  to activate the energy conversion system transducer  132  that is configured to convert mechanical energy conversion system control signals  133  to electrical energy conversion system control signals  129 , as was described in detail above. 
     Referring to  FIGS. 14 ,  15  and  17 , the pedal portions  187 / 190  may be either solidly mounted to the base portions  187 / 190  such that pressure of the occupant&#39;s foot is read and/or the forward to rearward position relative to the vehicle body  85  is read as an input measure, or the pedal portions  186 / 189  may be pivotally connected to the base portion  186 / 189  such that the angular position of the pedal portion  187 / 190  is read as input. Suitable electrical sensors may be used to read the pressure or positional input. 
     The base portions  186 / 189  of the foot pedals  185 / 188  preferably contain or are connected to the electrical connectors  95  which are coupled with the electrical interface connectors  91  that transmit the electrical signal from the brake transducer  115  or energy conversion transducer  132  operated by the foot pedals  185 / 188  to the brake actuators or energy conversion system actuators, as described in detail hereinbefore. 
     As shown in  FIGS. 8 and 9 , it will be appreciated that the foot pedals  185 / 188  can be adjustably moved around the floor for the vehicle body  85  by use of a track arrangement  192  or system of tracks that extend either longitudinally on a longitudinal track portion  193  or laterally on a transverse track portion  197  or diagonally or in any direction around the vehicle, see  FIG. 9 . Preferably the tracks have a power source connected to them so that the track  192  can transmit power to move the pedals  185 / 188  to any location along the track  192 . Thus, the foot pedals  185 / 188  can be moved to any desired location along the track  192  such that the vehicle can be operated from many locations or positions. The track  192  can be positioned in cooperation with the seat attachment couplings  175 , see  FIG. 7 . 
     Under some circumstances, the track arrangement may be cumbersome. Referring to  FIGS. 10–13 , a vehicle may contain numerous foot pedal electrical interface connectors  91  as well as steering interface points. These interface connectors could be independent from each other and located on the vehicle floor as shown or vehicle interior. The steering transducer input as well as the braking transducer input and the energy conversion system input can be moved around the vehicle, and are easily reconfigurable. Thus, the foot pedals  185 / 188  can be reconfigured for left hand and right hand drive, forward and rearward driving, and also to a central position driving. Different driving positions may be desirable depending on the number of vehicle occupants and the country in which the vehicle is being driven. The foot pedals  185 / 188  may be provided with electrical connectors  95  which may be plugged into the respective electrical interface connectors  91  to make an electrical/data connection—similar to an outlet or plug. In fact, this plurality of electrical/data interfaces could be scattered throughout the vehicle and be used not only for the foot pedals  185 / 188  but for other vehicle component or accessories as well, such as the steering transducer, as described above. 
     This “plug” type connection could be any type of suitable electrical/data connection such as a pig tail, a pin connector, a plug-type connector or any type of connector that transmits electrical/data signals. As shown in  FIG. 18 , the connection could be provided by a pin-type connector  194  and the electrical interfaces could be covered by retractable covers  196  to keep them clean when they are not in use. 
     It will also be appreciated that the connector  95  need not necessarily be an electrical connector. Instead, the foot pedals  185 / 188  could be mechanically attached to the floor at multiple attachment points, such as by a snap-in connector or could even be magnetically attached to the floor at any location. These connections could be instead of or in addition to the electrical connection to add strength to the foot pedals  185 / 188 . Also, the foot pedals  185 / 188  could be adjustable within the vehicle by using a hydraulic movement system or a motor and linkage arrangement in addition to the electrical connection. The hydraulic arrangement would give more of a feel of the prior art pedals. For example, the adjustable foot pedal arrangement  222 ,  260  and  286  shown in  FIGS. 19–24  could be used as either a foot rest or a throttle-by-wire accelerator pedal such as a brake-by-wire brake pedal  185 . 
       FIG. 19  shows a vehicle body  85  having a seat  212  for occupant/driver  191  which is supported on a floorboard  214 . The seat  212  may extend across the width of the vehicle to accommodate a passenger or a separate seat may be located beside the seat  212 . The vehicle has a driver-operable control input device  177  (see also  FIG. 7 ) which includes a control module  219  having a steering grip portion  220  and an information display portion  221 . The seat  180  has a backrest  216  and a seat cushion  217 . The seat cushion may be fixed with respect to the floorboard  214  or the seat may be adjustable up and down and back and forth. The adjustable foot rest  222  of this invention is in front of the seat cushion  217  of the seat and/or seats. The foot rest  222  is slidable back and forth in a track on the floorboard or it can be attached to the seat and slide back and forth with respect to the seat. The foot rest  222  may also be removable from the vehicle or the vehicle seat or movable transversely side-to-side by a track arrangement  192  described hereinbefore. 
     With reference to  FIG. 20  the first embodiment of the adjustable foot rest  222  includes a base  226 , a support post  228  and an elongated transverse foot rest beam  230 . The floorboard  214  has a guide slot or track  234 ,  235  and the base has an affixed follower  236  in the guide slot which is slideable or translatable longitudinally ( 234 ) and transversely ( 235 ) with respect to the floorboard to move the foot rest in a manner closer to or farther from or along the seat  212  and any driver or passenger in the seat or seats. The follower  236  is connected to the arm  240  of an actuator or motor  242  operable in response to either electrical or hydraulic power. 
     More specifically for the first embodiment  222 , turn now to  FIG. 23  where the longitudinal adjustment of the foot rest  222  is shown. Actuator  242  has its arm  240  connected to the follower  236  of the foot rest. The actuator selectively operates to move or translate the foot rest  222  longitudinally from a first position (solid line) farther from the seat  12  and any driver or passenger in the seat to a second position (phantom line) closer to the seat and any driver or passenger in the seat. The actuator also operates selectively to move the foot rest to any position in between. 
     With reference to  FIGS. 20 and 21 , the adjustable foot rest  222  is shown with the post  228  at an acute angle A with respect to the base  226 . The apex  244  of this angle is either of a material sufficiently flexible to bend as shown or includes a hinge (not shown) between base and post. The post  228  in  FIG. 21  is angularly moveable to adjust the foot rest  230  in a second manner between a lower position (solid line) farther from the seat  212  and any driver or passenger in the seat or a higher position (phantom line) closer to the seat  212 . This adjustment is provided by an actuator or motor  248  having an arm  250  connected by a T-bar  252  to the post  228  or foot rest beam  230 . The foot rest surface of beam  230  is moveable in response to the motor or actuator which is operable by either electrical or hydraulic power. Angle A could also be enlarged or reduced by an actuator (not shown) whereby to lower the foot rest  222  to the level of the floorboard  214  so as to clear the floorboard for carrying cargo or the like. 
     The second embodiment  260  of the adjustable foot rest is described with reference to  FIG. 22 . Adjustable foot rest  260  includes a base  262  having a support post  264  and an elongated transverse foot rest beam  266 . The foot rest beam is pivotable with respect to the support post  264  about an axis  267 . This pivotal action is provided by an actuator or motor  268  having an arm  270  connected to the beam  230  at an off-center location  272 . The beam  266  has a foot rest surface  274  which is pivotally adjustable when the beam  266  pivots about axis  267 . Thus, the surface  274  of adjustable foot rest  260  is moveable in a third manner between a first position (solid line) substantially coplanar with the support post  264  and a second position (phantom line) at an angle to the post  264 . Actuator or motor  268  operates in response to either electrical or hydraulic power to pivot beam  266  to any position between the first and second positions. This adjustment operates to provide the most comfortable resting surface for the foot or leg. Adjustable foot rest  260  also includes a follower  278  in a guide slot or track  234  and an actuator or motor  280  with an arm  282  connected to the follower to move the adjustable foot rest  260  slideably or translatably longitudinally and transversely with respect to the floorboard  214  as before described for the first embodiment  222  of the foot rest in  FIG. 20 . 
     A third embodiment  286  is shown in  FIG. 24 . Foot rest  286 , like foot rest  260 , has a base  262  and a support post  228 , and an actuator  280  for moving the foot rest longitudinally. However, foot rest  286 , like foot rest  222 , has an actuator  248  to change the angle of the support post  228  as in  FIG. 21 . Additionally, foot rest  286  has a transversely splittable beam  288  which includes an upper half portion  290  and a lower half portion  292 . An actuator  294  in the upper half portion  290  has an arm  296  connected to the lower half portion  292 . When the actuator extends the arm  296 , the lower half portion of the beam moves away from the upper half portion to expand the surface area of the beam. The top surface  298  can be made continuous with telescoping parts on the two half portions of the beam. 
     The adjustable foot rest  222  can be modified in accordance with the description hereinbefore for foot pedals  185 / 188  so that the pedal is operable to either brake or accelerate. The foot rest  222  may also be provided with a track arrangement such as  235  and  234  in  FIG. 20  so that the pedal can move transversely as well as longitudinally, whereby to accommodate the driver from various positions within the vehicle body. 
     As long as the foot pedals  185 / 188  have some internal or external power source, they can be moved around the vehicle. For example, the foot pedals  185 / 188  could have an internal battery mounted inside as the power source. A transducer within the pedal could send a wireless signal to the control units and actuators. The foot pedals  185 / 188  could also be attached magnetically to the floor. 
     While fairly traditional-looking pedals are shown, it will be appreciated that the pedals could be various shapes and sizes as long as they are a convenient device for pressing by the foot. 
     Typically, electrically conductive wires such as by-wire  179  are used in the preferred embodiment to transfer signals between the chassis  10  and an attached body  85 , and between transducers, control units and actuators. As aforesaid, those skilled in the art will recognize that other non-mechanical means of sending and receiving signals between a body and a chassis, and between transducers, control units and actuators may be employed and fall within the scope of the claimed invention. 
     It will also be appreciated that foot pedals such as  185 / 188  could be connected to the vehicle seat and travel with a particular vehicle seat and use the electrical power connection coming through or under the seat. 
     While the by-wire foot pedals have been described with regard to the fuel cell vehicle having a generally flat rolling chassis  10 , it will be appreciated that it is not limited thereto, but could be used in any by-wire vehicle, including those with a traditional internal combustion engine. 
     With reference to  FIG. 7 , it will also be appreciated that the driver control input device  177  having one or more of the controls, such as the steering transducer, the energy conversion system transducer and the braking transducer could be a unit that is integrated into either a console ( FIG. 12 ) or a vehicle seat ( FIG. 7 ). Thus, the entire driver control input unit as well as the seat could be popped into different seating locations in the vehicle and use a common interface point or electrical/data connector  95 . These seat connection points, similar to  175  in  FIG. 7 , could be used to transmit power and signals for the steering system, braking system and energy conversion system as well as other such as the suspension system and the driver information center—speed, fuel supply, etc.—on a screen, driver entertainment center, phone, computer, etc. For security reasons, the seat/occupant control unit device  177  shown in  FIG. 7  can be reconfigurable for certain uses (in addition to being a driver input control unit) such as when the vehicle is stopped to block the control unit so that children, for example, cannot drive the vehicle. 
     Also advantageously and with reference to  FIG. 16 , a combined or unitary seat and/or console and driver control input device unit  300 , could be each sold separately to the consumer. The combined unit  300  would include a seat  302 , driver control input device  304  (like  177 ). With this option, the consumer can customize the seat or console in their chosen vehicle to the desired functions and configurations that they would like for their lifestyle and passengers. For example as in  FIG. 7 , a family might have a couple of seats with an integral entertainment package and/or integral child seat, and one driver interface seat and another seat designed as a computer workstation unit. The seats  302  or consoles  200  or brake or accelerator pedals  185 / 188  can be popped in and out of the appropriate electrical interface connectors  91 . Each seat combination  300  can be reconfigured electronically for the desired signals to be sent between the selected vehicle body and the chassis system. Such reconfiguration could include the entertainment system and/or driver comfort system and/or driver information system. In this manner, consumers can customize or upgrade their vehicle seats to include the options of their choice completely independent of the new vehicle body which they purchase. 
     It will be further appreciated that it would be possible to have a seat control device unit with the same or similar hardware for each vehicle seat. The computer screen  221  could then be a reconfigurable and programmable, such as by a menu driven process that selects the desired unit use for the driver operable control input device  177  (driver, entertainment, child, etc.) such that in one seat unit  300  the hand grips  301  are used as a steering transducer and in another vehicle seat they are reconfigured using software to be controls for a video game. The foot pedals  185 / 188  that travel with the seat may be removable from the seat/vehicle as desired. 
     While the best modes for carrying out the invention have been described in detail, those familiar with the art to which this invention relates will recognize various alternative designs and embodiments for practicing the invention within the scope of the appended claims.