Abstract:
A modular system for remotely controlling an automotive vehicle is provided. The system issues commands responsive to a radio control transmitter, which controls the vehicle by its steering device and respective control pedals for acceleration and braking. The system includes a steer linkage, a steering motor, a pedal linkage, a linear actuator, a radio receiver, and a digital motor controller. By employing a chain pulley, the steer linkage removably attaches to and controllably rotates the steering device. The steering motor conveys torque to the steer linkage. The pedal linkage removably connects to and pushes against at least one of the control pedals using pinned moment levers. The linear actuator transmits force to the pedal linkage. The pedal linkage may be removably mounted on a linkage platform. The radio receiver receives command signals from the transmitter and communicates with the steering motor and the linear actuator via the digital motor controller.

Description:
STATEMENT OF GOVERNMENT INTEREST 
   The invention described was made in the performance of official duties by one or more employees of the Department of the Navy, and thus, the invention herein may be manufactured, used or licensed by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor. 

   BACKGROUND 
   The invention relates generally to remote control systems for automobiles. In particular, the system includes a kit of linkage components that can be adjustably and non-destructively installed for a variety of vehicles and subsequently disassembled for storage in minimal time. The system responds to control signals transmitted via a radio-remote-control device. 
   Test safety demands on occasion require remote control of a ground-transportation vehicle, such as that simulated by the time-traveling Delorean sportscar featured in  Back to the Future . Such implements have typically been custom fitted to the controls subsequent to or currently with modification of the driver&#39;s position equipment, such as seat, bench or steering wheel. 
   SUMMARY 
   Conventional remote control systems yield disadvantages addressed by various exemplary embodiments of the present invention. In particular, exemplary embodiments provide component modularity for assembly and disassembly to any one of a large assortment of vehicles. Further, the exemplary embodiments enable the remote control system to be installed without permanent modification of the vehicle. 
   Various exemplary embodiments provide a modular system for remotely controlling an automotive vehicle. The system issues commands responsive to a radio control transmitter, which controls the vehicle by its steering device and respective control pedals for acceleration and braking. The system may include a steer linkage, a motor, a pedal linkage, an actuator, and a controller. 
   In various exemplary embodiments, the motor conveys torque to the steer linkage. By employing a chain pulley, the steer linkage may attach to and controllably rotate the steering device. The pedal linkage connects to and pushes against at least one of the control pedals using pinned moment levers. The actuator transmits force to the pedal linkage. The controller includes a radio receiver that receives command signals from the transmitter and communicates with the motor and the actuator, via a digital motor controller. The pedal linkage may be mounted on a linkage platform. These connections and attachments may be nondestructively removable from each other and from the vehicle. 
   Various embodiments provide for failsafe default commands to brake the vehicle in the event that receipt of signal is lost or during manual override. Other various embodiments alternatively or additionally provide for multiple channels for additional instructions and/or feedback. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     These and various other features and aspects of various exemplary embodiments will be readily understood with reference to the following detailed description taken in conjunction with the accompanying drawings, in which like or similar numbers are used throughout, and in which: 
       FIG. 1  is a perspective view of a vehicle interior with an exemplary remote control system installed on the driver&#39;s side; 
       FIGS. 2A-2D  are perspective exploded views of the remote control system components; 
       FIG. 3  is a perspective view of receiver, motor controller and transmission components for the remote control system; 
       FIGS. 4A and 4B  are perspective views of steering wheel control components of the remote control system; 
       FIG. 5A  is a perspective view of steering motor components of the remote control system; 
       FIGS. 5B and 5C  are perspective views of steering motor components and associated mounts of the remote control system; 
       FIGS. 6A and 6B  are perspective views of foot pedal linkage components of the remote control system; 
       FIG. 6C  is a perspective view of foot pedal engagement components of the remote control system; 
       FIG. 7  is a perspective view of the vehicle interior with the remote control system components associated with foot pedals; and 
       FIGS. 8A and 8B  are block diagrams of the remote control system. 
   

   DETAILED DESCRIPTION 
   In the following detailed description of exemplary embodiments of the invention, reference is made to the accompanying drawings that form a part hereof, and in which is shown by way of illustration specific exemplary embodiments in which the invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the invention. Other embodiments may be utilized, and logical, mechanical, and other changes may be made without departing from the spirit or scope of the present invention. The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is defined only by the appended claims. 
     FIG. 1  shows a perspective view of an interior  100  of a motor vehicle equipped with the remote control system installed therein. The vehicle includes a driver&#39;s seat  110 , a steering wheel  120  and foot pedals  130  obscured by its dash-board  140 . The remote control system represents a remote control assembly  200  as installed in the vehicle. 
   The assembly  200  includes a digital motor control system  210 , a geared steering motor  220 , which rotates the steering wheel  120  by a chain link steer pulley assembly  230 , and a pedal linkage assembly  240  for controlling the foot pedals  130 . Alternative to the steering wheel, a yoke may be employed as a less common mechanism to command vehicle turning, to which the pulley assembly  230  may be attached. The motor  220  may be driven by a 12-volt or 24-volt direct-current battery  225 . The assembly may also be secured by straps to the seat  110 . 
     FIGS. 2A-2D  show perspective exploded views of the remote control assembly  200 . The digital control system  210  includes a digital motor controller  212 , cables  214 , connectors  216  and a 9-channel pulse code modulation (PCM) radio receiver  218 . The controller  212  connects to various actuators and feedback devices, such as motors and potentiometers, by the cables  214  and the connectors  216 , as identified in  FIG. 2A . The receiver  218  obtains signals from a remote transmitter to control devices in the assembly  200  using only two channels. The remaining channels may be used to control other optional devices. The receiver  218  connects to and communicates with the controller  212 . 
   Those of ordinary skill in the art will recognize that the receiver  218  may be supplemented with a second receiver. The PCM receiver  218  typically operates at 75 MHz, whereas the second receiver may employ Spread Spectrum at 2.4 GHz. Additionally, a separate radio control may be used to disable the link independently of the assembly system  200  to enable a graceful shutdown in the event of a communications link disconnection or other control failure. 
   The motor controller  212  sends turn control signals to the geared steering motor  220 , which rotates the vehicle&#39;s steering wheel by a steer pulley assembly  230 . The motor controller  212  also sends accelerator and brake control signals to a pedal linkage assembly  240 .  FIG. 2B  shows the pulley assembly  230  including a chain drive  250  and a wheel attachment  260 , with further details shown in  FIGS. 4A and 4B . 
     FIG. 2C  shows the linkage assembly  240  including a linear actuator  245 , a connection lever  270 , brake linkage members  280  and accelerator linkage members  285 , with further details shown in  FIGS. 6A and 6B . Contact with the vehicle accelerator and brake pedals may be engaged by foot pedal engagement members  290 , with further details shown in  FIG. 6C . 
   The actuator  245  pulls and pushes the connection lever  270  at its pinned drive end. In response to the actuator  245  retreating inward (aft), the accelerator linkage members  285  press forward to engage the vehicle&#39;s accelerator pedal. In response to the actuator  245  extending outward (forward), the brake linkage members  280  press forward to apply the vehicle&#39;s brakes. Artisans of ordinary skill will recognize that alternate configurations for assembling functionally equivalent components may be employed without departing from the scope of the invention. As an alternative configuration, individual linear actuators may be used for the brakes and accelerator in lieu of the connection lever  270  and associated components described herein. 
     FIG. 3  shows a perspective view of a communication system  300  that includes the receiver  218 . A radio-control transmitter  310  relays manual instructions from an operator upon activation of an on-off toggle switch  320 . A yaw joy-stick  330  provides proportional steering control. A pitch joy-stick  340  provides proportional acceleration and brake control. The joy-stick signals may be transmitted via an antenna  350 . A fail-safe override switch  360  commands the brakes to be engaged and overrides any inputs from the pitch joy-stick  340 . Similarly, the controller  212  may issue a brake command upon loss of signal from the transmitter  310 . In addition, in the event of low voltage to the receiver, it will issue a brake command. 
   In response to the pitch joy-stick  340  moving fore and aft, the receiver  218  submits commands to push the accelerator and brake pedal members  295  and  290 , respectively. In response to the yaw joy-stick  330  moving left and right, the receiver  218  submits commands to turn the steering wheel towards port and starboard, respectively. Artisans of ordinary skill will recognize that alternate equipment for providing, transmitting and receiving control signals may be employed without departing from the scope of the invention. Alternative configurations for the dual joy stick transmitter  310  include those with a “wheel” to control steering and a “trigger” to control the accelerator and brake. 
     FIGS. 4A and 4B  show exploded and assembled perspective views, respectively, of the linkage assembly  240 . The chain drive  250  includes a continuous-loop roller chain  251  between upper and lower ends  252 ,  253 . The steering motor  220  may connect to the lower end  253  by a small sprocket. The chain drive  250  further includes a chain traction cinch  254  and a flexible adjustment strap  255 . The chain  251  rolls through the cinch  254  to permit the steering motor  220  to convey torque to the wheel attachment  260 , which thereby turns the steering wheel  120 . 
   The wheel attachment  260  includes a toothed sprocket wheel  261  rigidly connected to a mounting wheel  262 . The sprocket wheel  261  may connect to the chain  251  at the upper end  252 . Connection arms  263  radiating from a hub attach to the mounting wheel  262  by bolts  264 . The arms  263  include a series of through-holes  265  along a portion of its length to adjust the radius of the wheel attachment  260  to the steering wheel  120 . 
   A mount block  266  detachably attaches to each arm  263  on opposite sides of the steering wheel  120 , and are secured by pins  267  that extend through the holes  265 . A steering axle  268  may extend from the turning axis of the wheel attachment  260 . Artisans of ordinary skill will recognize that alternate design configurations for steering wheel control linkages, such as a loop belt or a gear transmission, may be employed without departing from the scope of the invention. As an alternative configuration, a belt and pulley system can be used in lieu of the chain and sprocket drive mechanism described herein. If only limited steering control is desired, a single linear actuator can be mounted directly between the outer edge of the steering wheel and a control mount assembly described further in  FIGS. 5B and 5C . 
     FIG. 5A  shows a perspective view of the steering motor  220  mounted into a motor assembly  400  that includes an angularly adjustable platform  410  to compensate for the tilt of the steering wheel  120 . This includes a motor base plate  411 , an angle plate  412  and a pair of support plates  413 . The angle plate  412  may be positioned to the support plates  413  by accompanying L-brackets  414  and bolts with wing nuts  415 . The support plates  413  may be secured to the base plate  411  by accompanying brackets  416  and bolts. Artisans of ordinary skill will recognize that alternate design configurations for the platforms and their support may be employed without departing from the scope of the invention. For example, the support brackets may be replaced by latchable hinges to enable the plates to be folded for storage. 
   The steering motor  220  may be secured to the angle plate  412  by a mount bracket  417 . The plates  411 ,  412  and  413  may be fiberglass or any other appropriate stiff material having adequate mechanical and dielectric characteristics. The brackets  414 ,  416  and  417  may be aluminum or any other structural material that serves this purpose. 
   A torque axle  420  turns a small sprocket or chuck  422  that engages the roller chain  251  at its lower end  253 . The torque axle  420  transfers mechanical power from a gear transmission  424  housed within the mount bracket  417  and connected to the steering motor  220 . A connector  430  supplies signals from the receiver  218  to the steering motor  220  through a cable  435 . 
   A cantilever plate  440  may optionally attach to the mount bracket  417  for disposing a rotation sensor  450  connected to the steering axle  268 . A potentiometer  455  responds to the rotation sensor  450  as turn feedback to the motor controller  212  through a connector  460 . The potentiometer  455  and connector  460  may communicate through a cable  465 . 
     FIGS. 5B and 5C  show a control mount assembly  500  including the motor mount assembly  400  and a pedal control mount  510  attached thereto. The pedal control mount  510  includes a motor extension plate  512 , a transition plate  514 , a floor plate  516  and a pedal mount plate  518 . The motor extension plate  512  may rest on the seat  110 . 
   The motor base plate  411  may attach onto the motor extension plate  512  by bolts through co-linear alignment holes. The extension plate  512  may connect to the transition plate  514  by an extension L-bracket  520 . The transition and pedal mount plates  514 ,  518  may attach to the floor plate  516  by respective L-brackets  522 ,  524 . Artisans of ordinary skill will recognize that alternate design configurations for step motor mount and control may be employed without departing from the scope of the invention. 
     FIGS. 6A and 6B  show perspective views of the pedal linkage assembly  240  mounted to a linkage platform  600 , which rests against the mount plate  518  when installed. The linear actuator  245  may be disposed on an actuator plate  610 . The connection lever  270  may be disposed on a linkage plate  620 . A linkage attachment  630  may be disposed at the end of the linear actuator  245 . A near arm or member  632  may be pivotably connected to the attachment  630  at one end connecting to the actuator  245  and rigidly attached to a far arm or member  634  at the other end. 
   The near and far members  632  provide moment leverage for the pedal linkages that include a brake leg  636  and an accelerator leg  638 , both pivotably connected to the far member  634 . A feedback sensor  640  disposed on the sensor bracket  656  is located at the pivot point of far member  634  and provides measurement information on the relative position, e.g., angular disposition, of the components for the linkage assembly  240 . 
   A hinged linkage bracket  650  connects the linkage plate  620  to the mount plate  514 . The brake and accelerator legs  636 ,  638  may be supported by respective leg brackets  652 ,  654 . The far member  634  may be bolted to a bearing bolted to the linkage plate  620  and/or supported by a linkage bracket  656 . The motor controller  212  may communicate with the position feedback sensor  640  by a sensor electrical connector  660  over a cable  665 . The sensor  640  may represent a potentiometer supported by the linkage bracket  656  for measuring an angular position of the connection lever  270  in relation to the actuator  245 . 
   The motor controller  212  may communicate with the linear actuator  245  by an actuator electrical connector  670  over a cable  675 . A mechanical disconnect mechanism, such as a releasable pin  680 , may be pulled out to manually disengage the actuator  245  from the attachment  630  and thereby separate the connection lever  270 . The connection lever  270  may be spring loaded to pivot so as to extend the brake and retract the accelerator pedals in the absence of countervailing force from the actuator  245 . 
   Alternatively, a thumb-screw may be employed to rotate and retract, thereby separating the actuator  245  from the attachment  630 . Once manually disengaged, a spring between  632  and  620  applies pressure to the brake pedal. Artisans of ordinary skill will recognize alternate design configurations for the connection without departing from the scope of the invention. For example, parts  245  and  630  may be connected via a rod on part  245  with a tube on part  630  with a threaded thumbscrew to provide connection via a frictional fit when the thumbscrew is tightened. When the thumbscrew is unscrewed, the two pieces will disengage. In addition, a coiled spring can be used around the pivot point of  634  to apply pressure to the brakes, when disengaged. 
   The pin/thumbscrew lever may be activated by a cord attached to the pin or thumbscrew lever. Alternatively, the mechanical disconnect can be actuated by servo using another radio control system on a different frequency (i.e., the main system on 75 MHz and the safety disconnect system on 2.4 GHz with Spread Spectrum, or vice versa). 
     FIG. 6C  shows a perspective view of the foot pedal engagement components  290 . The brake leg  636  may be connected to a brake extension  690 , which terminates with a brake contact pad  691 . The length of the extension  690  may be adjusted along the brake leg  636  and secured with a brake adjustment pin  692 . The accelerator leg  638  may be connected to an accelerator extension  695 , which terminates with an accelerator contact pad  696 . 
   The length of the extension  695  may be adjusted along the accelerator leg  636  and secured with an accelerator adjustment pin  697 . The angular orientation of the contact pad  696  with respect to the vehicle&#39;s accelerator pedal may be adjusted by several holes in an angle strut  698  and secured by a wing nut. Artisans of ordinary skill will recognize that alternate design configurations for pedal control linkages may be employed without departing from the scope of the invention. Any telescoping tube with a positive locking mechanism may be used for the legs and/or extensions. 
     FIG. 7  shows a perspective view of the vehicle interior  100  with remote control system components associated with the pedal linkage assembly  240  under the dashboard  140 . The actuator  245 , with the pin  680  engaged, connects to the near member  632  fastened to the far member  634 . The brake and accelerator pads  691 ,  696  alternately translate fore and aft based on extension or retraction of the actuator  245 . The attachment arm  263  and block  266  connect to the steering wheel  120  as shown. 
   The remote control system as described may be installed into a variety of automobiles, such as cars and trucks. This system may also be suitable for watercraft as well. Due to the modularity of the assembly, separate components can be disassembled and stowed for transport to another vehicle for subsequent installation. 
     FIGS. 8A and 8B  illustrate block diagrams of the remote control system  800 . In particular,  FIG. 8A  shows the motor controller  212  receiving feedback from the potentiometer  640  to thereby command the actuator  245  for controlling the brake linkage members  280  and the accelerator linkage members  285 . The removable pin  680  locks the sleeves to maintain alignment, thereby connecting the actuator  245  with the linkage attachment  630  to pivot the connection lever  270 . A return spring  810  may pull the connection lever  270  at the opposite end to counteract the actuator  245  to pivot the connection lever  270  clockwise thereby causing the actuator linkage members  285  to retract and extend the brake linkage members  280 . 
     FIG. 8B  shows the transmitter  310  sending command signals to the receiver  218 . Upon receiving the signals, the controller  212  receives power from the battery  225  via protective connectors  820  such as switches and/or fuses. Alternatively, power may be provided by or backup battery  830 . The controller  212 , having at least two channels, supplies control signals for controlling the steering wheel  120  and the accelerator and brake pedals  130 . The first channel may control steering by control of the motor  230  with feedback received from the potentiometer  455 . The second channel may control acceleration and braking control by the linear actuator  245  with feedback received from the potentiometer  640 . An optional third channel  840  may achieve control optional servos. 
   While certain features of the embodiments of the invention have been illustrated as described herein, many modifications, substitutions, changes and equivalents will now occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the embodiments.