DOUBLE ACCELERATOR SYSTEM

Description

FIELD OF THE INVENTION

[0001] The present invention relates to a motor vehicle system, more particularly to a motor vehicle accelerator pedal system. TECHNOLOGICAL BACKGROUND

[0002] More specifically, the invention relates to a motor vehicle accelerator pedal system for controlling the acceleration of the vehicle by foot from a location other than the original accelerator pedal. The invention also relates to the kit corresponding to the complete accelerator pedal system which comprises the accelerator pedal system.

[0003] Acceleration management in a motor vehicle is one of the most critical functions of a motor vehicle. A breakdown or simple malfunction of the acceleration system can lead to a very serious accident. When it comes to acceleration management, we are therefore looking for the most reliable technological solutions.

[0004] In the pursuit of ever-increasing reliability, certain mechanical components, susceptible to wear and failure, are being replaced by electronic components. Indeed, the latter are less susceptible to wear and sudden breakage. In terms of electronic solutions, digital devices are preferred over analog devices. Indeed, digital devices are less susceptible to wear, can be better controlled, and detected anomalies can be corrected in real time by onboard computers. US 2012 / 297,920 describes an accelerator pedal equipped with a sensor.

[0005] In the field of motor vehicle pedals, for example from CN202225742U, left foot accelerator systems are known, which are particularly useful for people with disabilities in the right foot area.

[0006] It is also known for complete bis pedal systems (accelerator / brake / clutch) to equip driving school vehicles.

[0007] Automotive equipment is constantly evolving. This has led to new constraints for a dual throttle system. The first constraint is the limited space available to install a complete dual throttle kit. More and more equipment is taking up significant space under the driver's dashboard, requiring the complete dual throttle system to be very compact and adaptable.

[0008] We aim to make these dual accelerator systems adaptable to as many vehicle models as possible, regardless of their specific features, practical and easy to install, remove and reinstall.

[0009] The technology used to manage acceleration on a vehicle has evolved, moving in just a few decades from a purely mechanical solution based on rods and / or cables, to solutions increasingly based on the use of electronics.

[0010] Analog electronic solutions are in turn being replaced by digital electronic solutions.

[0011] Left-foot throttle systems cannot handle the latest technologies, including the CAN (Controller Area Network) bus, which is a digital serial communication bus standard increasingly used on newer automotive models. PWM is another bus standard commonly used to synthesize pseudo-analog signals. Finally, the SAE J2716 SENT (Single Edge Nibble Transmission) protocol is a point-to-point scheme for transmitting signal values ​​from a sensor to a controller. It is intended to enable high-resolution data transmission at low cost.

[0012] Document FR 3003047 B1 is an example in which the repetition of pedal commands for a driving school is ensured using a hydraulic system.

[0013] However, such a repeating accelerator pedal is not compatible with a digital original pedal. In addition, such a device takes up a significant amount of space that is not available on recent vehicle models.

[0014] Current electronic accelerator pedal solutions are therefore not scalable and must be completely modified with each vehicle upgrade. In addition, an analog signal, which is likely to degrade with wear of the analog sensor, is used in current electronic accelerator pedal systems.

[0015] The invention thus aims to provide a digital accelerator system that is generic, reliable, miniaturized and suitable or easily adaptable to most recent and future vehicle models, regardless of the communication interface and vehicle configuration. Said system must be able to manage new digital protocols with a minimum of adaptation.

[0016] For this purpose, a new digital accelerator pedal has been developed. SUMMARY OF THE INVENTION

[0017] Thus, the invention relates to a dual accelerator system for a motor vehicle comprising: a fixing system for fixing the bis accelerator system to a vehicle, a frame secured to the fixing system, and defining an axis of rotation, a frame secured to the fixing system, and defining an axis of rotation, an actuator comprising a pedal pad, a connecting rod, and a fixing element fixed on a rotation shaft mounted rotatably relative to the chassis around the axis of rotation, and the position of which relative to the pedal frame is detected by a position sensor, said position sensor being capable of generating a signal representative of the position of said actuator, a computer receiving the signal representative of the position of said actuator is configurable via an input interface in order to generate a signal representative of the position of said actuator according to several standards, said computer is connectable via an output interface to an information communication network of a motor vehicle,and in that the actuator can be fixed in at least two different axial positions relative to the axis of rotation.

[0018] The bis accelerator system allows the accelerator to be operated with one foot like the original pedal but from a different location than the original accelerator location at the feet of a front passenger or driver of a vehicle.

[0019] Some elements are generic, regardless of the vehicle: the fixing system, the position sensor, the system generating a stop effect, the configurable calculator.

[0020] A specific additional element is required: this is the actuator comprising a pedal pad and a connecting rod. Depending on the vehicle type, the pad and connecting rod will be custom-made.

[0021] Such a bis accelerator pedal is useful: in the case of a vehicle driven by a driver with a right leg disability in order to give the disabled driver more natural access to the accelerator, or in the case of a driving school vehicle in order to give the instructor access to the accelerator when sitting next to the learner driver.

[0022] The mounting system is the system that allows the accelerator pedal to be attached to the vehicle. The system can use one or more of the classic mounting principles: gluing, screwing, etc.

[0023] The position sensor can generate an analog signal or a digital signal. Preferably, a digital signal is preferred because it is less susceptible to interference.

[0024] The calculator can be configured by connecting it (wirelessly if necessary) to a computer. The configuration is saved using a memory integrated into the calculator. The calculator has sufficient storage capacity and information processing speed to be able to manage all known and future communication protocols.

[0025] Thanks to the presence of the calculator placed on the vehicle's second acceleration system, a signal can be generated which identically reproduces the original signal from the accelerator pedal.

[0026] Thanks to these provisions, it is possible to adapt the communication interface with any of the existing on-board motor vehicle data communication protocols, and to some extent with possible future protocols.

[0027] Thus the same accelerator pedal bis can be used regardless of the protocol used to transmit information downstream to the motor vehicle, without interfacing with the vehicle requiring modifications at the electronic level beyond the configuration of the configurable computer.

[0028] In addition, it is possible to adapt the position of the actuator according to the space available at the front of the vehicle's passenger compartment, thus allowing ideal ergonomic positioning of the pedal, not constrained by the fixing point accessible under the dashboard.

[0029] Thus the same accelerator pedal bis can be used regardless of the passenger compartment configuration, without the interface with the vehicle requiring any structural modifications beyond the configuration of the configurable positioning of the connecting rod.

[0030] Depending on different aspects, it is possible to provide one and / or the other of the provisions below.

[0031] According to one embodiment, the fixing element can be fixed on each lateral side of the frame actuator.

[0032] Thus, depending on the space available in the passenger compartment at the floor and lower part of the dashboard, the position of the accelerator pedal can be adjusted simply by choosing one of the configurations offered by the fixing element to fix the actuator to the sensor.

[0033] According to one embodiment, the calculator is capable of interfacing with the electronic architecture of the motor vehicle using a multiplexed signal.

[0034] This will allow the pedal to interface with new generations of vehicles equipped with bus-based communication means allowing the exchange of multiplexed signals.

[0035] According to one embodiment, the computer is configurable to generate a multiplexed signal according to the ISO 11898 standard (CAN), or Pulse Width Modulated (PWM), or transmitted by packet on a single edge according to the SAE J2716 standard (SENT), or analog.

[0036] ISO 11898 (CAN) is a standard that characterizes the CAN (Controller Area Network) data bus. The CAN bus is a serial system bus widely used in many industries, including the automotive industry.

[0037] The CAN bus uses an approach known as multiplexing, which involves connecting a large number of computers to a single cable (a bus), which will then communicate in turn. This technique eliminates the need to wire dedicated lines for each piece of information to be transmitted (point-to-point connection).

[0038] As soon as a system (car, airplane, telephone network, etc.) reaches a certain level of complexity, the point-to-point approach becomes complicated due to the immense quantity of cabling to be installed and its cost (in mass, materials, labor, maintenance).

[0039] The introduction of multiplexed buses (mainly CAN) in automobiles aimed to reduce the quantity of cables in vehicles (there could have been up to 2 km of cables per car), but above all it allowed the explosion in the number of computers and sensors distributed throughout the vehicle, and the corresponding services (reduction in consumption, pollution control, active / passive safety, comfort, fault detection, etc.), while reducing cable lengths.

[0040] Signal transmission via CAN bus therefore enables optimized communication on board a vehicle. This improves reliability because, in this embodiment, the interfaces according to the CAN protocol are very resistant to interference.

[0041] A PWM (Pulse Width Modulation) signal is a signal with a varying duty cycle. This type of signal is often used in applications with variable average values.

[0042] The SAE J2716 SENT (“Single Edge Nibble Transmission”) communication protocol is intended for safety-critical applications in the automotive and transportation sectors in general.

[0043] The SAE J2716 SENT communication protocol facilitates the replacement of analog signaling between sensors and microcontrollers.

[0044] Thus, the bis accelerator pedal is compatible with the main modern digital communication standards deployed on mass-produced motor vehicles.

[0045] According to one embodiment, the calculator is configurable to generate a signal which reproduces the information of the movement of the original pedal according to all its dimensions, in particular acceleration speed of the pedal, complete acceleration stroke, position and / or limit position reached.

[0046] This way, all the information generated by the original accelerator pedal can be reproduced.

[0047] According to one embodiment, the sensor is a Hall effect sensor generating a digitized electronic signal.

[0048] This improves reliability because, in this embodiment, the sensor has no contacting and moving parts, which avoids mechanical wear that can alter the signal.

[0049] According to one embodiment, the dual accelerator system for a motor vehicle comprises a second removable attachment part of the connecting rod to the rotation shaft.

[0050] So, if one needs to stop using the dual throttle system on certain journeys and instead use only the original throttle pedal, it is possible to remove the dual throttle system pedal pad in order to disable the dual throttle system.

[0051] According to one embodiment, the frame comprises a base from which extend two parallel wings defining a bearing for the rotation shaft, the base defining a housing for a casing housing the position sensor, the rotation shaft comprising a first housing adapted to at least partially receive the casing, and a second housing carrying a magnet opposite the first housing.

[0052] Driving school vehicle equipped with a driver's pedal assembly and the dual accelerator system for motor vehicles as defined above.

[0053] The bis accelerator system as defined above may be used as a left foot accelerator pedal installed at the driver's seat of a vehicle adapted for a driver with a right leg disability.

[0054] The bis accelerator system as defined above can also be used as an accelerator pedal for an instructor installed at the front passenger seat of a driving school vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Embodiments of the invention will be described below with reference to the drawings, briefly described below: [ Fig. 1 ] represents an exploded three-dimensional view of a disassembled bis pedal according to one embodiment from one point of view. [ Fig. 2 ] represents an exploded three-dimensional view of a disassembled bis pedal according to an embodiment from a point of view other than that of the figure 1 . [ Fig. 3 ] represents the detail of the figure 1 identified by the letter E.

[0056] In the drawings, like references designate identical or similar objects. DETAILED DESCRIPTION

[0057] The accelerator system bis 1 comprises a fixing system 2, a configurable computer 3, a stop system 4, a sensor 5 and an actuator 6.

[0058] The fixing system may comprise a counter-plate 10 coated with high-strength adhesive in contact with the air covered with a protective film, combined with three holes allowing the passage of three screws. By removing said protective film, by positioning this plate at a location on the floor of a vehicle previously devoid of any trim (insulating foam, floor mats, carpet, etc.), the accelerator system bis 1 is fixed to the vehicle. To reinforce this fixing, it is possible to screw screws into the three holes. The length of the screws must be greater than the thickness of the plate and the diameter of the head of the screws must be greater than the diameter of the holes in the plate. The counter-plate 10 comprises, on the face opposite the face coated with adhesive, lugs positioned through the holes in the pedal frame 55. A reversible fixing means seals the counter-plate with the frame of the pedal 55.The fixing system 2 is then fixed to the frame of the pedal 55.

[0059] In order to measure the movement of the pedal, a variation of a magnetic field is measured. For this, a fixed element, integral with the frame of the pedal 55, and a mobile element, integral with the actuator 6 interact magnetically. The frame of the pedal 55 defines an axis of rotation, in particular a transverse axis of rotation for the rotation of the actuator relative to the frame of the pedal. This may be a pivot connection.

[0060] The first fixed element is a sensor 5 positioned on a projection 30 of an electronic card 20 positioned in a lower cover 40 made of plastic allowing magnetic waves to pass through. Said lower cover 40 is assembled to an upper cover 41 in order to completely cover the electronic card 20. Thus, said electronic card 20 is protected from impacts and possible contacts with electrically conductive parts likely to create short circuits. The electronic card 20 comprises a configurable computer 3. Said electronic card 20 is protected by the lower cover 40 which is fixedly mounted on the frame of the pedal 55. The frame of the pedal 55 thus comprises a housing receiving the casing consisting of the lower cover 40 and the upper cover 41. Any change in the electromagnetic environment of said sensor 5 generates a change in the signal emitted by said sensor 5. Said signal is transmitted to the configurable computer 3.

[0061] The second movable element is a magnet 90 positioned in a location making it possible to make said magnet 90 integral with a rotation shaft 95 of the actuator 6. When the actuator 6 is at rest, the magnet 90 is close to the sensor 5. The rotation shaft 95 is integral with a connecting rod 96 of a curved pedal pad 185 covered with a pedal cover 97 adapted to cover the pedal pad 185. Therefore when the pedal pad 185 is pressed, the rotation shaft 95 rotates on itself around the rotation axis, thus moving the magnet 90 away from the sensor 5.

[0062] One of the edges of the electronic card 20 includes a mini-USB female socket 70 for installing the configuration program for the accelerator system bis. Once certain components of the electronic card 20 have been programmed, the electronic card 20 is capable of sending via a six-conductor cable 80 a signal representative of the pressure exerted on the pad of the pedal 185 by detecting the variation in the magnetic field surrounding the sensor 5.

[0063] The arrangement of the Hall effect sensor 5 is such that, when the pedal pad 185 is at rest, the magnet 90 is very close to said Hall effect sensor 5, for example an air gap of less than 1 mm. The more the pedal pad is pressed, the further the magnet moves away from the sensor, thus modifying the magnetic field surrounding the Hall effect sensor 5. The Hall effect sensor 5 then generates in real time a signal representative of the change in magnetic field detected.

[0064] This signal is processed by the components of the electronic card 20. They form the configurable calculator 3 of the accelerator system bis 1. This processing depends on the programming of the printed circuit made via a mini-USB female socket 70. The printed circuit includes tracks that connect the sensor to the other components by a bus that can operate, for example, according to the CAN standard. The signal sent by the six-conductor cable 80 can be directly to the CAN standard, or of another standard. The program stored on the card manages the type of standard of the signal transmitted to the rest of the vehicle's communication system via the six-conductor cable 80.

[0065] An elastic system, comprising for example two springs 120, exerts a return force on the pad of the pedal 185.

[0066] The fixing system of the connecting rod and pedal pad assembly is in two parts according to a so-called “bayonet” principle. A first permanent fixing part 130 makes it possible to fix a connecting rod 170 on the rotation shaft 95 using a screw 135. This first part comprises a pin 150.

[0067] A second fixing part is removable. It includes: a compression spring 155, threaded into the axis of the connecting rod 96 in a tube arranged in a first quick-fixing element 160, and which comes into abutment on the connecting rod 170 configured to be able to enter the tube of the first quick-fixing element 160. A groove 180 positioned on the first quick-fixing element 160, the shape of which has a turn which goes back towards the edge without reaching it after a first straight segment of the groove 180 near the edge of the first quick-fixing element 160.

[0068] Thus, once the compression spring 155 is positioned, by inserting the pin 150 into the groove beyond the turn of said groove 180, the second quick-fastening element 170 can penetrate into the first quick-fastening element 160 following the groove. By passing the turn of the groove 180, the effect of the compression spring 155 combined with the pin positioned at the bottom of the groove 180 can lock the fastening element 160 and the connecting rod 170 aligned to form an axis and a connecting rod 96.

[0069] It remains possible to separate these two fixing elements without tools, simply by exerting pressure on the axis of the connecting rod 96 in order to compress the compression spring 155. Thus, the pin 150 follows the path of the groove 180 until it arrives in the first straight segment of the groove 180. Once the pin 150 is in this first straight segment of the groove 180, the pedal pad 185 as well as the portion of connecting rod 190 which connects it to the first quick-release element 160 and said first quick-release element 160 can be removed from the rest of the accelerator system bis.

[0070] On the figure 1 and the figure 2 , the pedal pad 185 is shown in the position allowing the assembly between the first quick-fixing element 160 and the connecting rod 170 to be carried out, that is to say the position in which the pin 150 can enter the groove 180. The position of the pedal pad 185 as shown is therefore not that of its position of use once the connecting rod 170 has been duly fixed to the quick-fixing element 160.

[0071] Thanks to this fixing system, in case of wear of the pedal pad 185, it is easy to change to a new pedal pad.

[0072] It is also easy to fit a different model of 185 pedal pad and 190 link rod without tools when configuring the bis throttle system for a particular vehicle.

[0073] Finally, if the vehicle is to temporarily no longer have a pedal bis, using a simple manipulation without tools, it is easy to remove the part of the pedal bis which comprises a part of the connecting rod 96 and the pedal pad 185 in order to temporarily free the floor.

[0074] The rotation shaft 95 has a configuration that allows said rotation shaft 95 to be fixed to the first fixing part 130 in two different positions. For example, a hole is provided in the fixing part 130 adapted to the size of the shaft at each end, and a nut 135 which, for example, screws into the rotation shaft 95 through this hole, and which secures the first fixing part 130 to the rotation shaft 95 once screwed. Instead of being screwed, the nut 135 can be reversibly clipped. Thus, when configuring the bis 1 accelerator system, the operator has the choice of positioning the actuator 6 on one of the two sides of the bis 1 accelerator system. Thus, depending on the space available and depending on the shape of the floor at the front seats, the position that is most suitable can be chosen to position the actuator 6 exactly in the most suitable place for the user.

[0075] Thus, in the embodiment presented, the rotation shaft 95 has at least one cylindrical portion around the axis of rotation, and cooperating with the frame of the pedal 55 in the manner of a bearing, so as to guide the rotation of the rotation shaft 95 relative to the frame of the pedal 55 around the axis of rotation. According to an exemplary embodiment, the frame of the pedal 55 comprises a transverse base from which extend two parallel wings each provided with a cylindrical opening, the two cylindrical openings being coaxial, and being axially spaced, so as to define a bearing for the rotation shaft 95. A base also defines a housing for the passage of the housing housing the electronic card 20 carrying the sensor 5. The rotation shaft 95 has a central housing receiving a portion of the lower cover 40 of this housing.This central housing is sized to allow rotation of the rotation shaft 95 relative to the rotation axis, with the lower cover portion remaining in the housing. The rotation shaft 95 also includes a housing receiving the magnet 90. This housing is disposed proximate to the central housing.

[0076] The rotation shaft 95 comprises, at each axial end, a member for attachment to the actuator. Thus, in the configuration shown, the actuator is attached to the right of the chassis. However, with the same components, the actuator could be attached to the left of the chassis. For this, it would be sufficient to attach the connecting rod 170 to the left end of the rotation shaft 95 by means of the screw 135.

[0077] With the combination of these technical solutions, the total volume of the pedal 55 chassis is reduced compared to known models, which facilitates the integration of the bis 1 accelerator system under the dashboard, even in the case where there is little space available.

[0078] The activation and deactivation of the accelerator system bis 1 is controlled through the six-conductor cable 80. An activation and deactivation control, not shown, is mounted at the usual controls, either on the dashboard or on the central console between the front seats. This control consists of a simple switch in the form of a button which lights up when it is in the active position, for example. This control is connected to the rest of the vehicle's communication system and the accelerator system bis 1 recognizes the signals sent by this control as being signals for activating and deactivating said system 1.

[0079] Activation of the bis 1 accelerator pedal system can be done each time the vehicle is started, by pressing a dedicated button connected to the vehicle's on-board communication network, which sends a signal via the 6-conductor cable 80 to activate the bis 1 accelerator system.

[0080] In the case of a driving school vehicle, activation of the bis 1 accelerator pedal system is not accompanied by the deactivation of the original accelerator pedal.

[0081] On the other hand, in a vehicle dedicated to use by a person with a right leg disability, the original accelerator pedal is deactivated when the bis accelerator system 1 is activated by the configurable computer 3.

[0082] The neutralization or non-neutralization of the original accelerator pedal when the bis 1 accelerator system is implemented is a configurable option at the configurable ECU level.

[0083] There figure 3 represents the positioning of the sensor 5 on a projection 30 of the electronic card 20, the elements of the computer fixed on the electronic card 20, and the 6-conductor cable 80 which connects the elements of the computer of the electronic card 20 to the rest of the communication architecture of a vehicle.

[0084] When the pedal pad receives pressure from the foot, the compression spring is compressed. This creates a feeling of resistance when the user's foot presses on the pedal pad. When the spring is fully compressed, the pedal pad can no longer continue its travel. By releasing the pressure, the compression spring helps return the accelerator pedal pad to its resting position.

[0085] It is possible to deactivate the bis pedal using the bayonet system described above: the second removable fixing part is removed.

Claims

1. Dual accelerator system (1) for a motor vehicle comprising: - a mounting system (2) for mounting the dual accelerator system (1) to a vehicle, - a frame (55) secured to the mounting system and defining an axis of rotation, - an actuator (6) comprising a pedal pad (185), a connecting rod (190), and a mounting element (130, 135) attached to a rotation shaft (95) rotatably mounted relative to the pedal frame (55) about the axis of rotation, and whose position relative to the frame (55) is detected by a position sensor (5), said position sensor (5) being capable of generating a signal representative of the position of said actuator (6), characterized in that: - a computer (3) receiving the signal representative of the position of said actuator (6) is configurable via an input interface to generate a signal representative of the position of said actuator (6) according to several standards, said computer (3) is connectable via an output interface (80) to a motor vehicle information communication network, and in that - the actuator (6) can be fixed in at least two different axial positions relative to the axis of rotation.

2. A dual accelerator system (1) for a motor vehicle according to claim 1, wherein the fixing element (130) of the actuator (6) can be fixed on each lateral side of the frame (55).

3. A dual accelerator system for a motor vehicle according to claim 1 or 2, wherein the computer (1) is capable of interfacing with the electronic architecture of the motor vehicle using a multiplexed signal.

4. A dual accelerator system for a motor vehicle according to one of claims 1 to 3, wherein the computer (1) is configurable to generate a multiplexed signal according to the ISO 11898 standard (CAN), or a pulse width modulated (PWM), or a single-edge packet transmitted signal according to the SAE J2716 standard (SENT), or an analogic signal.

5. A dual accelerator system (1) for a motor vehicle according to one of claims 1 to 4, wherein the computer (3) is configurable to generate a signal that reproduces the information of the original pedal movement in all dimensions of said movement, in particular the pedal acceleration speed, full acceleration travel, instantaneous position, and / or limit position reached.

6. A dual accelerator system (1) for a motor vehicle according to one of claims 1 to 5, wherein the sensor (5) is a Hall effect sensor generating a digitized electronic signal.

7. A dual accelerator system (1) for a motor vehicle, according to one of claims 1 to 6, comprising a second portion for removable attachment of the connecting rod (96) to the rotation shaft (95).

8. A dual accelerator system (1) for a motor vehicle according to one of claims 1 to 7, wherein the frame (55) comprises a base from which extend two parallel wings defining a bearing for the rotation shaft, the base defining a housing for a casing housing the position sensor (5), the rotation shaft (95) comprising a first housing adapted to at least partially receive the housing, and a second housing carrying a magnet (90) opposite the first housing.

9. Driving school vehicle equipped with a driver's pedal assembly and a dual accelerator system (1) for a motor vehicle according to one of claims 1 to 8.

10. Use of the dual accelerator system (1) according to one of claims 1 to 8 as a left-foot accelerator pedal installed in the driver's seat of a vehicle adapted for a driver with a right-leg disability.

11. Use of the dual accelerator system (1) according to one of claims 1 to 8 as an accelerator pedal for an instructor installed in the front passenger seat of a driving school vehicle.