CA2222490A1 - Key operated speed limiting mechanism - Google Patents
Key operated speed limiting mechanism Download PDFInfo
- Publication number
- CA2222490A1 CA2222490A1 CA002222490A CA2222490A CA2222490A1 CA 2222490 A1 CA2222490 A1 CA 2222490A1 CA 002222490 A CA002222490 A CA 002222490A CA 2222490 A CA2222490 A CA 2222490A CA 2222490 A1 CA2222490 A1 CA 2222490A1
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- CA
- Canada
- Prior art keywords
- speed limiting
- limiting mechanism
- key
- pulley
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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- 230000007246 mechanism Effects 0.000 title claims abstract description 60
- 229910000831 Steel Inorganic materials 0.000 abstract description 6
- 239000010959 steel Substances 0.000 abstract description 6
- 230000009471 action Effects 0.000 description 9
- 238000006073 displacement reaction Methods 0.000 description 7
- 230000004044 response Effects 0.000 description 6
- 238000001514 detection method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000003292 diminished effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/20—Means to switch the anti-theft system on or off
- B60R25/24—Means to switch the anti-theft system on or off using electronic identifiers containing a code not memorised by the user
- B60R25/241—Means to switch the anti-theft system on or off using electronic identifiers containing a code not memorised by the user whereby access privileges are related to the identifiers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
- B60R25/04—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
- B60W30/146—Speed limiting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/107—Safety-related aspects
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/06—Ignition switch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/80—Other vehicles not covered by groups B60Y2200/10 - B60Y2200/60
- B60Y2200/86—Carts; Golf carts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/103—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Mechanical Control Devices (AREA)
Abstract
A speed limiting mechanism for motorized vehicles is described herein. The speed limiting mechanism is connected to a conventional steel pulling cable coming from the accelerator and to a conventional steel pulling cable going to the carburetor of the motorized vehicle. When the mechanism detects that the key used to start the motorized vehicle is a normal key, the solenoid actuator is energized and a pulley of the mechanism rotates about a central pivot. When the mechanism detects that the key used to start the motorized vehicle is a reduced speed key, the solenoid actuator is not energized and the pulley of the mechanism rotates about an offset pivot.
Description
TITLE OF THE INVENTION
KEY OPERATED SPEED LIMITING MECHANISM
The present invention relates to speed limiting mechanisms for motorized vehicles. More specifically, the present invention is concerned with a speed limiting mechanism that is 10 disengaged when a specific key is used to start the motorized vehicle.
BACKGROUND OF THE INVENTION
Speed limiting mechanisms for motorized vehicles are 15 well known in the art. They are generally used on fleet of vehicles that, for safety reasons, should not exceed a predetermined speed limit.
For obvious reasons, these speed limiting mechanisms are not user disengageable and are thus not advantageously used on 20 leisure type motorized vehicles.
OBJECTS OF THE INVENTION
An object of the present invention is therefore to provide 25 an improved speed limiting mechanism.
Another object of the invention is to provide a key operated speed limiting mechanism for motorized vehicle that is disengaged only when a specific key is used to start the motorized vehicle.
Other objects, advantages and features of the present 5 invention will become more apparent upon reading of the following non restrictive description of preferred embodiments thereof, given by way of example only with reference to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
In the appended drawings:
Figure 1 illustrates a block diagram illustrating a speed limiting mechanism according to the present invention;
Figure 2 is a schematic top plan view that illustrates a speed limiting mechanism according to a first embodiment of the present invention, shown in a non operating state;
20Figure 3 is a schematic top plan view of the speed limiting mechanism of Figure 2, shown in a normal top speed position;
Figure 4 is a schematic top plan view of the speed limiting mechanism of Figure 2, shown in a reduced top speed position;
Figure 5 is a perspective view of the speed limiting mechanism of Figure 2;
Figure 6 is a block diagram illustrating the operation of the speed limiting mechanism of Figure 2; and Figure 7 is a schematic top plan view that illustrates a 5 speed limiting mechanism according to a second embodiment of the present invention, shown in a non operating state.
DESCRIPTION OF THE PREFERRED EMBODIMENT
The general principle of the present invention is to provide a speed limiting mechanism between the accelerator and the engine of a motorized vehicle. In its default state, the speed limiting mechanism is in a speed limiting mode, where the top speed of the vehicle is less than the actual top speed that may be attained by the vehicle. However, when a particular key is used to start the vehicle, the speed limiting mechanism is forced in a non speed limiting mode where the top speed of the vehicle is equal to the actual top speed of the vehicle.
Turning now to Figure 1 of the appended drawings, the speed limiting mechanism 10 is mounted in a motorized vehicle (not shown), is connected to an accelerator 12 of the vehicle via a conventional pulling steel cable 14 and to the engine 16 of the vehicle via a conventional pulling steel cable 18. More specifically, the cable 18 is connected to a carburetor (not shown) of the engine 16.
The accelerator 12 may be of any type such as a pedal a rotatable grip handle or a lever that may be manually actuated, as long as the information to the engine is transmitted via a pulling cable.
The speed limiting mechanism 10 is also connected to a key receiving element 20 via a data cable 22. The key receiving element 20 is designed to enable the recognition of two types of keys, i.e.
a normal key 24 and a reduced speed key 26 and to supply the information as to which type of key is used to the speed limiting mechanism under the form of an electric signal via the data cable 22.
While many types of key receiving element-key combinations may be used to supply information to the speed limiting mechanism of the present invention, it has been found advantageous to use a transponder system in which an interrogator circuit is used as a lock and a separate transponder circuit is used as a key. The interrogator circuit transmits a question signal (usually a Radio Frequency signal) that is received by the transponder. The question signal is then modified by the transponder according to a predetermined pattern to generate a response signal that is retransmitted. Upon receipt of this response signal, the interrogator compares the received response signal with two expected response signal, i.e. the normal key response signal and the reduced speed key response signal. If the comparison is accepted, the interrogator circuit generates an output signal, corresponding to the key detected, to deactivate a mechanical lock or any other mechanism (not shown) electrically connected to the interrogator circuit and to indicate which key is used to the speed limiting mechanism 10.
As will be easily understood by one skilled in the art, the installation of the speed limiting mechanism of the present invention in a conventional motorized vehicle is fairly simple. The steel pulling cable (not shown) conventionally interconnecting the accelerator 12 and the 5carburetor (not shown) of the engine 16 to convey information from the accelerator 12 to the engine 16 is removed and replaced with the cables 14 and 18. The key receiving element of the ignition system of the vehicle is removed and replaced with the key receiving element 20 configured to distinguish between two different types of keys and transmit 10the key information to the speed limiting mechanism under an electric signal form.
Turning now to Figure 2 of the appended drawings, the speed limiting mechanism 10 will be described in greater details.
The speed limiting mechanism 10 includes a body 28, a pulley 30, a solenoid actuator 32 having a fixed portion 34 mounted to the body 28 and a selectively movable portion 36, a forked pulley support 38 mounted to the movable portion 36 and pivotally connected to the 20pulley 30 through a pivot element 40, a second pivot element 42 fixedly mounted to the body 28 and inserted in a semi-circular aperture 44 of the pulley 30, an electrical connector 46 and a spring 48 connected to the pulley 30.
25The solenoid actuator 32 is connected to the electrical connector 46 via a power cable 50. When the solenoid actuator 32 is energized, the movable portion 36 is fixedly maintained against the fixed portion 34 as illustrated in Figure 2. However, when the solenoid actuator 32 is not energized, the movable portion 36 is free to move with respect to the fixed portion 34, thus with respect to the body 28.
The conventional steel pulling cables 14 and 18 are 5 connected to opposite sides of the pulley 30.
Turning now to Figures 3 and 4, the principle of operation of the speed limiting mechanism 10 will be described.
10When the key receiving element 20 detects that a normal key has been used to start the motorized vehicle, the speed limiting mechanism 10 is placed in a non limiting state (see Figure 3) by energizing the solenoid actuator 32. The movable portion 36 is thus fixedly maintained against the fixed portion 34. When this is the case, a 15pulling action of the cable 14 (see arrow 52) will cause the pulley 30 to rotate about the pivot element 40 (see arrow 53) to cause an equal pulling action on the cable 18 (see arrow 54). The action on the engine 16 of the full deflection of the accelerator 12 will therefore be the same as if the speed limiting mechanism 10 was not present.
It is to be noted that the presence of the fixed pivot element 42 will have no ill effects on the rotation of the pulley 30 since the semi-circular aperture 44 allows the movement of the pulley 30 with respect to the fixed pivot element 42 as can be clearly seen in Figure 3.
25 Of course, the semi-circular aperture 44 should be long enough to allow adequate rotation of the pulley 30.
When the key receiving element 20 detects that a reduced speed key has been used to start the motorized vehicle, the speed limiting mechanism is placed in a default speed limiting state (see Figure 4) by not energizing the solenoid actuator 32. The movable 5 portion 36 is thus freely movable with respect to the fixed portion 34.
When this is the case, a pulling action of the cable 14 (see arrow 56) will cause the pulley 30 to rotate about the fixed pivot 42 (see arrow 57) to cause a diminished pulling action on the cable 18 (see arrow 58). Indeed, as can be clearly seen in Figure 4, since the movable portion 36 is freely 10 movable with respect to the fixed portion 34, a pulling action on the cable 14 will pull the movable portion 36 and thus the pulley 30. Since the fixed pivot element 42 is fixedly mounted to the body 28, the pulley 30 will rotate about the pivot element 42 as indicated by arrow 57 in Figure 4.
The action on the engine 16 of the full deflection of the accelerator 12 will therefore be significantly less that if the speed limiting mechanism 10 was not present.
As will be easily understood by one skilled in the art, the 20 position of the pivot element 42 with respect to the central pivot element 40 of the pulley 30 will determine the ratio of displacement of the pulling cables 14 and 18.
It is to be noted that the spring 48 has a first end 25 connected to a fixed post 49 and a second end connected to the pulley 30. When the pulley 30 is rotated counterclockwise by a pulling action of the cable 14, the spring 48 is extended (see Figures 3 and 4). The spring 48 will thus rotate the pulley 30 clockwise when the pulling action is stopped to take its normal state illustrated in Figure 2.
Turning briefly to Figure 5 of the appended drawings 5 illustrating the speed limiting mechanism 10 in perspective view, the body 28 is shown having mounting apertures 60 allowing it to be fixedly mounted to the motorized vehicle. The electrical connector 46 is also shown mounted to an electronic circuit 62 controlling the operation of the solenoid actuator 32 from the information received from the key receiving 10 element 20 (Figure 1).
Figure 6 illustrates the sequence of operation of the speed limiting mechanism.
In step 100 the mechanism starts. Upon key detection (step 102) the mechanism is powered up (step 104) and a retrieval of the key information is done (step 106).
If an unknown key is detected, the mechanism is 20 powered down (step 108) and the mechanism waits for key detection.
If a reduced speed key is detected in step 106, the solenoid actuator 32 is not energized (step 110). Upon key removal (step 112), the mechanism is powered down (step 114) and waits for key 25 detection.
If a normal speed key is detected in step 106, the solenoid actuator 32 is energized (step 116). Upon key removal (step 118), the solenoid actuator 32 is de-energized (step 120) and the mechanism is powered down (step 122) and waits for key detection.
Turning now to Figure 7 of the appended drawings, a 5 speed limiting mechanism 100 according to a second embodiment of the present invention. The speed limiting mechanisms 10 and 100 are very similar and their principle of operation is identical. Thus, for concision considerations, only the differences between these two speed limiting mechanisms will be described hereinafter.
The major difference between the speed limiting mechanism 10 of Figure 2 and the speed limiting mechanism 100 of Figure 7 consists in the possibility to change the length of displacement of the cable 18 for a full deflection of the cable 14 when the speed limiting 15 mechanism 100 is in a speed limiting mode.
As mentioned hereinabove with respect to Figure 2, the length of displacement of the cable 18 for a full deflection of the cable 14, when the speed limiting mechanism is in a speed limiting mode, is 20 governed by the position of the fixed pivot 42 with respect to the center of the pulley 30.
The speed limiting mechanism 100 includes a pulley 130 provided with three smaller semi-circular apertures 144a,144b and 144c 25 in replacement of the semi-circular aperture 44 of Figure 2. The fixed pivot element 142 is also smaller than the pivot element 42 and may be mounted in any of the three apertures 143 of the body 28.
Therefore, as will be easily understood by one skilled in the art, the installation of the pivot element 142 in one of the three apertures 143 will determine the length of displacement of the pulling cable 18 for a full displacement of the cable 14. It is to be noted that the 5 length of displacement of the cable 18 increases when the pivot element nears the center of the pulley 130.
It will also be noted that supplementary pulleys (not shown) could be interchangeable with the pulley 130 and provided with 10 semi-circular apertures positioned differently from the positions shown in Figure 7 to enable the user to install the required pulley for the wanted length of displacement of the cable 18.
As it will be apparent to one skilled in the art, the 15 solenoid actuator 32 could be replaced by other means configured to allow the pulleys 30 or 130 to be selectively placed in a fixed position or in a freely movable position as described hereinabove to allow the operation of the speed limiting mechanism.
It is to be noted that while the speed limiting mechanisms 10 and 100 have been described hereinabove as being mounted to a vehicle provided with an internal combustion engine, it would be within the scope of one skilled in the art to design and install a similar speed limiting mechanism to any type of motorized vehicle where the link between the accelerator and the engine is, or could be modified to be, under the form of a pulling cable. For example, the speed limiting mechanisms 10 or 100 could be installed on an electric golf cart or other electric vehicles.
Although the present invention has been described hereinabove by way of preferred embodiments thereof, it can be modified, without departing from the spirit and nature of the subject invention as defined in the appended claims.
KEY OPERATED SPEED LIMITING MECHANISM
The present invention relates to speed limiting mechanisms for motorized vehicles. More specifically, the present invention is concerned with a speed limiting mechanism that is 10 disengaged when a specific key is used to start the motorized vehicle.
BACKGROUND OF THE INVENTION
Speed limiting mechanisms for motorized vehicles are 15 well known in the art. They are generally used on fleet of vehicles that, for safety reasons, should not exceed a predetermined speed limit.
For obvious reasons, these speed limiting mechanisms are not user disengageable and are thus not advantageously used on 20 leisure type motorized vehicles.
OBJECTS OF THE INVENTION
An object of the present invention is therefore to provide 25 an improved speed limiting mechanism.
Another object of the invention is to provide a key operated speed limiting mechanism for motorized vehicle that is disengaged only when a specific key is used to start the motorized vehicle.
Other objects, advantages and features of the present 5 invention will become more apparent upon reading of the following non restrictive description of preferred embodiments thereof, given by way of example only with reference to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
In the appended drawings:
Figure 1 illustrates a block diagram illustrating a speed limiting mechanism according to the present invention;
Figure 2 is a schematic top plan view that illustrates a speed limiting mechanism according to a first embodiment of the present invention, shown in a non operating state;
20Figure 3 is a schematic top plan view of the speed limiting mechanism of Figure 2, shown in a normal top speed position;
Figure 4 is a schematic top plan view of the speed limiting mechanism of Figure 2, shown in a reduced top speed position;
Figure 5 is a perspective view of the speed limiting mechanism of Figure 2;
Figure 6 is a block diagram illustrating the operation of the speed limiting mechanism of Figure 2; and Figure 7 is a schematic top plan view that illustrates a 5 speed limiting mechanism according to a second embodiment of the present invention, shown in a non operating state.
DESCRIPTION OF THE PREFERRED EMBODIMENT
The general principle of the present invention is to provide a speed limiting mechanism between the accelerator and the engine of a motorized vehicle. In its default state, the speed limiting mechanism is in a speed limiting mode, where the top speed of the vehicle is less than the actual top speed that may be attained by the vehicle. However, when a particular key is used to start the vehicle, the speed limiting mechanism is forced in a non speed limiting mode where the top speed of the vehicle is equal to the actual top speed of the vehicle.
Turning now to Figure 1 of the appended drawings, the speed limiting mechanism 10 is mounted in a motorized vehicle (not shown), is connected to an accelerator 12 of the vehicle via a conventional pulling steel cable 14 and to the engine 16 of the vehicle via a conventional pulling steel cable 18. More specifically, the cable 18 is connected to a carburetor (not shown) of the engine 16.
The accelerator 12 may be of any type such as a pedal a rotatable grip handle or a lever that may be manually actuated, as long as the information to the engine is transmitted via a pulling cable.
The speed limiting mechanism 10 is also connected to a key receiving element 20 via a data cable 22. The key receiving element 20 is designed to enable the recognition of two types of keys, i.e.
a normal key 24 and a reduced speed key 26 and to supply the information as to which type of key is used to the speed limiting mechanism under the form of an electric signal via the data cable 22.
While many types of key receiving element-key combinations may be used to supply information to the speed limiting mechanism of the present invention, it has been found advantageous to use a transponder system in which an interrogator circuit is used as a lock and a separate transponder circuit is used as a key. The interrogator circuit transmits a question signal (usually a Radio Frequency signal) that is received by the transponder. The question signal is then modified by the transponder according to a predetermined pattern to generate a response signal that is retransmitted. Upon receipt of this response signal, the interrogator compares the received response signal with two expected response signal, i.e. the normal key response signal and the reduced speed key response signal. If the comparison is accepted, the interrogator circuit generates an output signal, corresponding to the key detected, to deactivate a mechanical lock or any other mechanism (not shown) electrically connected to the interrogator circuit and to indicate which key is used to the speed limiting mechanism 10.
As will be easily understood by one skilled in the art, the installation of the speed limiting mechanism of the present invention in a conventional motorized vehicle is fairly simple. The steel pulling cable (not shown) conventionally interconnecting the accelerator 12 and the 5carburetor (not shown) of the engine 16 to convey information from the accelerator 12 to the engine 16 is removed and replaced with the cables 14 and 18. The key receiving element of the ignition system of the vehicle is removed and replaced with the key receiving element 20 configured to distinguish between two different types of keys and transmit 10the key information to the speed limiting mechanism under an electric signal form.
Turning now to Figure 2 of the appended drawings, the speed limiting mechanism 10 will be described in greater details.
The speed limiting mechanism 10 includes a body 28, a pulley 30, a solenoid actuator 32 having a fixed portion 34 mounted to the body 28 and a selectively movable portion 36, a forked pulley support 38 mounted to the movable portion 36 and pivotally connected to the 20pulley 30 through a pivot element 40, a second pivot element 42 fixedly mounted to the body 28 and inserted in a semi-circular aperture 44 of the pulley 30, an electrical connector 46 and a spring 48 connected to the pulley 30.
25The solenoid actuator 32 is connected to the electrical connector 46 via a power cable 50. When the solenoid actuator 32 is energized, the movable portion 36 is fixedly maintained against the fixed portion 34 as illustrated in Figure 2. However, when the solenoid actuator 32 is not energized, the movable portion 36 is free to move with respect to the fixed portion 34, thus with respect to the body 28.
The conventional steel pulling cables 14 and 18 are 5 connected to opposite sides of the pulley 30.
Turning now to Figures 3 and 4, the principle of operation of the speed limiting mechanism 10 will be described.
10When the key receiving element 20 detects that a normal key has been used to start the motorized vehicle, the speed limiting mechanism 10 is placed in a non limiting state (see Figure 3) by energizing the solenoid actuator 32. The movable portion 36 is thus fixedly maintained against the fixed portion 34. When this is the case, a 15pulling action of the cable 14 (see arrow 52) will cause the pulley 30 to rotate about the pivot element 40 (see arrow 53) to cause an equal pulling action on the cable 18 (see arrow 54). The action on the engine 16 of the full deflection of the accelerator 12 will therefore be the same as if the speed limiting mechanism 10 was not present.
It is to be noted that the presence of the fixed pivot element 42 will have no ill effects on the rotation of the pulley 30 since the semi-circular aperture 44 allows the movement of the pulley 30 with respect to the fixed pivot element 42 as can be clearly seen in Figure 3.
25 Of course, the semi-circular aperture 44 should be long enough to allow adequate rotation of the pulley 30.
When the key receiving element 20 detects that a reduced speed key has been used to start the motorized vehicle, the speed limiting mechanism is placed in a default speed limiting state (see Figure 4) by not energizing the solenoid actuator 32. The movable 5 portion 36 is thus freely movable with respect to the fixed portion 34.
When this is the case, a pulling action of the cable 14 (see arrow 56) will cause the pulley 30 to rotate about the fixed pivot 42 (see arrow 57) to cause a diminished pulling action on the cable 18 (see arrow 58). Indeed, as can be clearly seen in Figure 4, since the movable portion 36 is freely 10 movable with respect to the fixed portion 34, a pulling action on the cable 14 will pull the movable portion 36 and thus the pulley 30. Since the fixed pivot element 42 is fixedly mounted to the body 28, the pulley 30 will rotate about the pivot element 42 as indicated by arrow 57 in Figure 4.
The action on the engine 16 of the full deflection of the accelerator 12 will therefore be significantly less that if the speed limiting mechanism 10 was not present.
As will be easily understood by one skilled in the art, the 20 position of the pivot element 42 with respect to the central pivot element 40 of the pulley 30 will determine the ratio of displacement of the pulling cables 14 and 18.
It is to be noted that the spring 48 has a first end 25 connected to a fixed post 49 and a second end connected to the pulley 30. When the pulley 30 is rotated counterclockwise by a pulling action of the cable 14, the spring 48 is extended (see Figures 3 and 4). The spring 48 will thus rotate the pulley 30 clockwise when the pulling action is stopped to take its normal state illustrated in Figure 2.
Turning briefly to Figure 5 of the appended drawings 5 illustrating the speed limiting mechanism 10 in perspective view, the body 28 is shown having mounting apertures 60 allowing it to be fixedly mounted to the motorized vehicle. The electrical connector 46 is also shown mounted to an electronic circuit 62 controlling the operation of the solenoid actuator 32 from the information received from the key receiving 10 element 20 (Figure 1).
Figure 6 illustrates the sequence of operation of the speed limiting mechanism.
In step 100 the mechanism starts. Upon key detection (step 102) the mechanism is powered up (step 104) and a retrieval of the key information is done (step 106).
If an unknown key is detected, the mechanism is 20 powered down (step 108) and the mechanism waits for key detection.
If a reduced speed key is detected in step 106, the solenoid actuator 32 is not energized (step 110). Upon key removal (step 112), the mechanism is powered down (step 114) and waits for key 25 detection.
If a normal speed key is detected in step 106, the solenoid actuator 32 is energized (step 116). Upon key removal (step 118), the solenoid actuator 32 is de-energized (step 120) and the mechanism is powered down (step 122) and waits for key detection.
Turning now to Figure 7 of the appended drawings, a 5 speed limiting mechanism 100 according to a second embodiment of the present invention. The speed limiting mechanisms 10 and 100 are very similar and their principle of operation is identical. Thus, for concision considerations, only the differences between these two speed limiting mechanisms will be described hereinafter.
The major difference between the speed limiting mechanism 10 of Figure 2 and the speed limiting mechanism 100 of Figure 7 consists in the possibility to change the length of displacement of the cable 18 for a full deflection of the cable 14 when the speed limiting 15 mechanism 100 is in a speed limiting mode.
As mentioned hereinabove with respect to Figure 2, the length of displacement of the cable 18 for a full deflection of the cable 14, when the speed limiting mechanism is in a speed limiting mode, is 20 governed by the position of the fixed pivot 42 with respect to the center of the pulley 30.
The speed limiting mechanism 100 includes a pulley 130 provided with three smaller semi-circular apertures 144a,144b and 144c 25 in replacement of the semi-circular aperture 44 of Figure 2. The fixed pivot element 142 is also smaller than the pivot element 42 and may be mounted in any of the three apertures 143 of the body 28.
Therefore, as will be easily understood by one skilled in the art, the installation of the pivot element 142 in one of the three apertures 143 will determine the length of displacement of the pulling cable 18 for a full displacement of the cable 14. It is to be noted that the 5 length of displacement of the cable 18 increases when the pivot element nears the center of the pulley 130.
It will also be noted that supplementary pulleys (not shown) could be interchangeable with the pulley 130 and provided with 10 semi-circular apertures positioned differently from the positions shown in Figure 7 to enable the user to install the required pulley for the wanted length of displacement of the cable 18.
As it will be apparent to one skilled in the art, the 15 solenoid actuator 32 could be replaced by other means configured to allow the pulleys 30 or 130 to be selectively placed in a fixed position or in a freely movable position as described hereinabove to allow the operation of the speed limiting mechanism.
It is to be noted that while the speed limiting mechanisms 10 and 100 have been described hereinabove as being mounted to a vehicle provided with an internal combustion engine, it would be within the scope of one skilled in the art to design and install a similar speed limiting mechanism to any type of motorized vehicle where the link between the accelerator and the engine is, or could be modified to be, under the form of a pulling cable. For example, the speed limiting mechanisms 10 or 100 could be installed on an electric golf cart or other electric vehicles.
Although the present invention has been described hereinabove by way of preferred embodiments thereof, it can be modified, without departing from the spirit and nature of the subject invention as defined in the appended claims.
Claims
1. A speed limiting mechanism for a motorized vehicle comprising:
a body;
a solenoid actuator having a fixed portion mounted to the body and a movable portion provided with a pulley support;
a pulley rotatably mounted to the pulley support; said pulley including a semi-circular aperture; and a fixed pivot mounted to said body and inserted in said semi-circular aperture.
a body;
a solenoid actuator having a fixed portion mounted to the body and a movable portion provided with a pulley support;
a pulley rotatably mounted to the pulley support; said pulley including a semi-circular aperture; and a fixed pivot mounted to said body and inserted in said semi-circular aperture.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002222490A CA2222490A1 (en) | 1997-11-27 | 1997-11-27 | Key operated speed limiting mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002222490A CA2222490A1 (en) | 1997-11-27 | 1997-11-27 | Key operated speed limiting mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2222490A1 true CA2222490A1 (en) | 1999-05-27 |
Family
ID=29275277
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002222490A Abandoned CA2222490A1 (en) | 1997-11-27 | 1997-11-27 | Key operated speed limiting mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2222490A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3032656A1 (en) * | 2015-02-17 | 2016-08-19 | Sodikart | KART HAS AN IMPROVED POWER LIMITER, AND CORRESPONDING DEVICE. |
-
1997
- 1997-11-27 CA CA002222490A patent/CA2222490A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3032656A1 (en) * | 2015-02-17 | 2016-08-19 | Sodikart | KART HAS AN IMPROVED POWER LIMITER, AND CORRESPONDING DEVICE. |
| WO2016131614A1 (en) * | 2015-02-17 | 2016-08-25 | Sodikart | Kart having an improved power limiter, and corresponding device. |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |