U.S. patent application number 10/309789 was filed with the patent office on 2003-07-10 for wheelchair mobility system and method.
Invention is credited to Borroni-Bird, Christopher E., Chernoff, Adrian B., Shabana, Mohsen D., Vitale, Robert Louis.
Application Number | 20030127261 10/309789 |
Document ID | / |
Family ID | 35353462 |
Filed Date | 2003-07-10 |
United States Patent
Application |
20030127261 |
Kind Code |
A1 |
Borroni-Bird, Christopher E. ;
et al. |
July 10, 2003 |
Wheelchair mobility system and method
Abstract
A wheelchair mobility system includes a wheelchair with an
operator interface that controls the wheelchair and is connectable
to a vehicle controllable through a drive-by-wire control so that
it controls the vehicle. The wheelchair has a battery that may be
recharged by the vehicle when the interface is connected. A method
for enabling a wheelchair-bound person to drive a vehicle includes
providing an operator-interface on a wheelchair usable for driving
the wheelchair, providing access on the vehicle for receiving the
wheelchair onboard the vehicle and providing a connector for
connecting the operator interface and the vehicle so that the
operator interface is usable for driving the vehicle. A method for
the wheelchair-bound to drive includes driving a wheelchair through
an operator interface, accessing a vehicle while wheelchair-bound
and connecting the operator interface to the vehicle for
controlling the vehicle.
Inventors: |
Borroni-Bird, Christopher E.;
(Oakland Township, MI) ; Chernoff, Adrian B.;
(Royal Oak, MI) ; Shabana, Mohsen D.; (Ann Arbor,
MI) ; Vitale, Robert Louis; (Macomb Township,
MI) |
Correspondence
Address: |
KATHRYN A. MARRA
General Motors Corporation
Legal Staff; Mail Code 482-C23-B21
P.O. Box 300
Detroit
MI
48265-3000
US
|
Family ID: |
35353462 |
Appl. No.: |
10/309789 |
Filed: |
December 4, 2002 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60337994 |
Dec 7, 2001 |
|
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|
Current U.S.
Class: |
180/65.1 |
Current CPC
Class: |
B60W 2520/28 20130101;
B60W 2520/125 20130101; B62B 3/12 20130101; B62D 5/00 20130101;
B62D 65/04 20130101; B60G 2200/18 20130101; B60L 2240/12 20130101;
B60W 10/18 20130101; G06Q 30/06 20130101; B60G 2800/21 20130101;
B60L 2250/26 20130101; B62D 29/008 20130101; B60G 2202/40 20130101;
B60G 2202/42 20130101; B60T 1/10 20130101; B60W 10/20 20130101;
B60G 7/003 20130101; B60L 2250/16 20130101; B60W 2540/18 20130101;
B60G 17/015 20130101; B60G 2204/14 20130101; B60K 2001/005
20130101; B60T 7/042 20130101; B60T 13/74 20130101; B60G 2206/011
20130101; B60G 2200/10 20130101; B60G 2206/0114 20130101; B60G
2206/99 20130101; B62D 63/025 20130101; B60W 30/18 20130101; B62D
24/02 20130101; Y02T 10/64 20130101; B60G 2204/20 20130101; B60G
2800/91 20130101; B60N 2/14 20130101; B60N 2/90 20180201; B60Y
2200/84 20130101; B60K 1/00 20130101; B60G 2800/92 20130101; B60T
8/00 20130101; B60T 2270/82 20130101; Y02T 90/16 20130101; B60G
2300/50 20130101; B62D 21/10 20130101; B60G 2200/144 20130101; B60L
15/2009 20130101; B60L 2260/28 20130101; B60W 2520/14 20130101;
B60G 2800/963 20130101; B62D 1/02 20130101; Y02T 10/72 20130101;
B60G 2204/202 20130101; B62D 21/00 20130101; B60L 7/16 20130101;
B60T 7/00 20130101; B60T 13/662 20130101; B60G 2300/45 20130101;
B60G 2800/802 20130101; B60T 1/065 20130101; B62D 21/15 20130101;
B60G 2206/50 20130101; B60W 2520/105 20130101; B60H 1/004 20130101;
B60G 2800/90 20130101; B60G 3/18 20130101; B60K 7/0007 20130101;
B60L 2240/423 20130101; B60G 2200/46 20130101; B60G 2204/10
20130101; B60G 17/0195 20130101; B60G 2204/16 20130101; B60W
2520/10 20130101; B62D 1/22 20130101; B60L 2270/40 20130101; B60W
10/24 20130101; B60K 1/04 20130101; Y02T 10/88 20130101; B60G 13/14
20130101; B60G 2204/11 20130101; B60G 2300/60 20130101; B60K 15/07
20130101; B60L 2200/46 20130101; B60G 2200/44 20130101; B60T 13/66
20130101; B62D 35/02 20130101; B60G 2200/462 20130101; B60K
2001/001 20130101; B60L 2220/44 20130101 |
Class at
Publication: |
180/65.1 |
International
Class: |
B60K 001/00 |
Claims
1. A wheelchair mobility system comprising: a vehicle having a
frame, at least three wheels operable with respect to the frame, a
steering system mounted with respect to the frame and responsive to
non-mechanical control signals, a braking system mounted with
respect to the frame and responsive to non-mechanical control
signals, an energy conversion system mounted with respect to the
frame and responsive to non-mechanical control signals, a connector
port mounted with respect to the frame and operably connected to
the steering, braking and energy conversion systems, and a first
locator mounted with respect to the frame; and a wheelchair having
a second locator interfittable with the first locator to position
the wheelchair on the vehicle as a driver's seat, the wheelchair
being interconnectable with the connector port on the vehicle and
having a motor and an operator interface operable for moving the
wheelchair independently of the vehicle through the motor and being
operable when positioned as a driver's seat on the vehicle and
interconnected with the connector port on the frame for driving the
vehicle.
2. The mobility system of claim 1 wherein the first locator is
structure on the vehicle forming a groove and the second locator is
a portion of the wheelchair.
3. The mobility system of claim 1 wherein the vehicle has an energy
source for the energy conversion system, and the wheelchair has a
battery for powering the motor, said battery having a connector
interconnectable with the energy source on the vehicle to recharge
the battery.
4. A wheelchair adapted for multiple uses as a wheelchair and as a
driver's seat for a drivable vehicle comprising, a chair for
supporting a person, a wheel connected to the chair for supporting
and motivating the chair, a motor for driving the wheel, an
operator interface in a drivable relationship by a person in the
chair and in a controllable relationship to the motor, the operator
interface having a connector selectively interconnectable with the
motor to control the wheelchair or with the vehicle to drive the
vehicle.
5. The wheelchair of claim 4 including a battery for powering the
motor wherein the battery further has a connector selectively
interconnectable with the vehicle to recharge the battery when the
operator interface is selectively interconnected with the vehicle
to drive the vehicle.
6. A mobility system comprising: a vehicle having drive-by-wire
control apparatus including a drive-by-wire connector port; and a
wheelchair removably mountable in the vehicle including a connector
operatively connected to an operator interface and operably and
removably connectable with the connector port, whereby said
operator interface may be used to drive the vehicle when the
wheelchair is mounted in the vehicle with the connector connected
to the connector port, and the operator interface may be used to
drive the wheelchair when the wheelchair is removed from the
vehicle and the connector disconnected from the connector port.
7. The mobility system of claim 6 wherein the vehicle has a power
source and including a battery configured for engagement with the
power source when the wheelchair is mounted in the vehicle with the
connector connected to the connector port so that the battery may
be recharged.
8. A wheelchair comprising: an operator interface for driving the
wheelchair, mounting structure configured for mounting the
wheelchair on a vehicle, and a connector selectively operatively
associated with the operator interface and configured to be
operatively and removably connectable to the vehicle, whereby said
operator interface may be used to drive the vehicle when the
connector is operably connected to the vehicle.
9. The wheelchair of claim 8 including: a battery for powering the
wheelchair, and a connector configured for connecting the battery
with the vehicle when the operator interface is used to drive the
vehicle, whereby to recharge the battery.
10. A mobility system comprising: a vehicle having: a frame, at
least three wheels operable with respect to the frame, a steering
system mounted with respect to the frame and responsive to
non-mechanical control signals, a braking system mounted with
respect to the frame and responsive to non-mechanical control
signals, an energy conversion system mounted with respect to the
frame and responsive to non-mechanical control signals, a connector
port mounted with respect to the frame and operably connected to
the steering, braking and energy conversion systems, and structure
on the vehicle forming a groove that is substantially fixed with
respect to the frame; and a wheelchair including: a motor, a
locator on the wheelchair interfittable with the groove on the
vehicle to position the wheelchair with respect to the vehicle as a
driver's seat, an operator interface operable for driving the
wheelchair independently of the vehicle through the motor and
operable for driving the vehicle through the connector port when
the locator on the wheelchair is interfitted with the structure
forming a groove on the vehicle, and a battery for powering the
wheelchair when the operator interface is operable for driving the
wheelchair independently of the vehicle, said battery having a
connector for interconnecting the battery with a power source in
the energy conversion system of the vehicle to recharge the battery
when the interface is operable for driving the vehicle.
11. A method of enabling a vehicle to be driven from a wheelchair
comprising: providing an operator interface on the wheelchair
usable for driving the wheelchair; providing access on the vehicle
for receiving the wheelchair onboard the vehicle; providing an
operator interface connector connectable between the operator
interface and the vehicle when the wheelchair is onboard the
vehicle so that the operator interface is usable for driving the
vehicle.
12. The method of claim 11 including providing a locator on the
wheelchair and a second locator on the vehicle for sufficiently
interfitting the wheelchair and the vehicle when the wheelchair is
received onboard the vehicle so that the wheelchair is located with
respect to the vehicle.
13. The method of claim 12 wherein the locator and the second
locator are accessible to a user of the wheelchair, permitting the
user to interfit the wheelchair and the vehicle with the
locators.
14. The method of claim 12 including providing a mechanism for
securing the wheelchair to the vehicle.
15. The method of claim 14 wherein the mechanism for securing the
wheelchair to the vehicle is accessible to a user of the
wheelchair, permitting the user to secure the wheelchair to the
vehicle.
16. A method for the wheelchair-bound to drive a vehicle
comprising: driving a wheelchair through an operator interface
controlling at least one of the wheelchair's steering,
accelerating, decelerating and braking systems; accessing the
vehicle while wheelchair-bound; and connecting the operator
interface to the vehicle in a manner for controlling at least one
of the vehicle's steering, accelerating, decelerating and braking
systems.
17. The method of claim 16 wherein accessing the vehicle includes
affixing the wheelchair in a fixed relation to the vehicle.
18. The method of claim 16 wherein accessing the vehicle includes
controlling structure on the vehicle to facilitate the access of
the wheelchair onboard the vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application 60/337,994 filed Dec. 7, 2001, which is hereby
incorporated by reference in its entirety.
TECHNICAL FIELD
[0002] This invention relates to the adaptation of a wheelchair for
use as a driver's seat in a vehicle, wherein the wheelchair
includes non-mechanical controls adaptable for driving the
vehicle.
BACKGROUND OF THE INVENTION
[0003] Persons confined to wheelchairs face many obstacles to
mobility. Enabling a wheelchair-bound person to drive a vehicle,
such as an automobile, has proven to be a challenge. Wheelchair
controls typically must be custom designed, often at significant
cost to the user. Significant time and effort may be expended by
the user in learning to master the use of such controls. Even with
the most technologically advanced wheelchair and wheelchair
controls that permit a user to remain in the wheelchair and
position him or her self in a vehicle as a driver, the user must
then maneuver a separate set of the vehicle's own controls in order
to then drive the vehicle. These separate controls may need to be
modified to accommodate specific physical limitations of the
wheelchair bound person. The wheelchair controls may interfere with
the person's ability to utilize the separate vehicle controls.
SUMMARY OF THE INVENTION
[0004] This invention serves the primary purpose of increasing the
mobility of a wheelchair bound person by allowing him to utilize
his wheelchair and its controls as a driver's seat and controls of
a separate vehicle.
[0005] The invention eliminates the challenge of exiting a
wheelchair and repositioning into a separate driver's seat. The
person is able to drive a vehicle, such as an automobile, with the
wheelchair essentially becoming the driver's seat.
[0006] The invention eliminates the cost of purchasing, customizing
and training to use separate specialized controls for the
wheelchair-bound person in the vehicle. The wheelchair controls are
able to control and drive both the wheelchair independently of the
vehicle and the vehicle when the wheelchair is mounted thereon.
[0007] The invention permits recharging of the wheelchair battery
by the vehicle battery, the alternator or the vehicle power system
when the wheelchair is connected to the vehicle. This convenient
feature saves time by eliminating the need for connecting to a
separate charging mechanism.
[0008] Accordingly, a mobility system of a vehicle has a
drive-by-wire control apparatus, including a drive-by-wire
connector port, and a wheelchair that is removably mountable to the
vehicle and has a connector that is operatively connectable to an
operator interface and operably and removably connectable with the
connector port. When the connector is interfitted with the
connector port, the operator interface may be used to drive the
vehicle when the wheelchair is mounted in the vehicle. When the
connector is disconnected from the connector port and the
wheelchair is removed from the vehicle, the operator interface may
be used to drive the wheelchair. In the above mobility system
wherein the vehicle has a power source and the wheelchair has a
battery that may be engaged with the power source so that the power
source recharges the battery when the wheelchair is mounted in the
vehicle with the connector connected to the connector port.
[0009] A more specific embodiment of the mobility system is a
vehicle and a wheelchair wherein the vehicle has a frame, at least
three wheels that are operable with respect to the frame, and
steering, braking and energy conversion systems that are mounted
with respect to the frame and that are responsive to non-mechanical
control signals. A connector port is also mounted with respect to
the frame and operably connected to the steering, braking and
energy conversion systems. The vehicle has structure forming a
groove that is substantially fixed with respect to the frame. The
wheelchair has a motor and a locator that is interfittable with the
structure forming a groove to position the wheelchair with respect
to the vehicle as a driver's seat. The wheelchair has an operator
interface that allows the wheelchair to be driven independently of
the vehicle through the motor. The operator interface also drives
the vehicle through the connector port when the locator on the
vehicle is interfitted with the structure forming a groove on the
vehicle. The wheelchair has a battery for powering the wheelchair
when the operator interface is operable for driving the wheelchair
independently of the vehicle. The battery has a connector for
interconnecting the battery with a power source in the energy
conversion system of the vehicle to recharge the battery when the
operator interface is operable for driving the vehicle.
[0010] The invention also provides a wheelchair that is adapted for
multiple uses as a wheelchair and as a driver's seat for a drivable
vehicle. The wheelchair has a chair for supporting a person, a
wheel that is connected to the chair and that supports and
motivates the chair, and a motor for driving the wheel. The
wheelchair also has an operator interface in a drivable
relationship by a person in the chair and a controllable
relationship to the motor. The wheelchair has a connector that is
selectively connectable with the motor to control the wheelchair or
with the vehicle to drive the vehicle. The invention also includes
the wheelchair described above wherein it has a battery for
powering the motor and the battery has a connector that is
selectively interconnectable with the vehicle to recharge the
battery when the operator interface is interconnected with the
vehicle.
[0011] The invention also includes a method of enabling a vehicle
to be driven from a wheelchair. An operator interface is provided
on the wheelchair that is usable for driving the wheelchair.
Another step of the method is providing access on the vehicle for
receiving the wheelchair onboard the vehicle. A further step of the
method is providing an operator interface connector configured to
be connectable between the operator interface and the vehicle when
the wheelchair is onboard the vehicle so that the operator
interface is usable for driving the vehicle. The invention also
contemplates the above method with the additional step of providing
a locator on the wheelchair and a second locator on the vehicle for
sufficiently intermitting the wheelchair and the vehicle when the
wheelchair is received onboard the vehicle so that the wheelchair
is located with respect to the vehicle. The invention further
contemplates that the locators may be accessible to the user of the
wheelchair, permitting the user to interfit the wheelchair and the
vehicle with the locators. Finally, the method contemplates the
above steps with the additional step of providing a mechanism for
securing the wheelchair to the vehicle. The invention contemplates
that the mechanism may be accessible to the user of the wheelchair,
permitting the user to secure the wheelchair to the vehicle.
[0012] The invention also includes a method for the
wheelchair-bound to drive a vehicle. One step of the method is
driving a wheelchair through an operator interface that controls at
least one of the wheelchair's steering, accelerating, decelerating
and braking functions. Another step of the method is accessing the
vehicle while wheelchair-bound. This step may include controlling
structure on the vehicle that facilitates the access. It may also
include affixing the wheelchair in a fixed relation to the vehicle.
Another step of the method is connecting the operator interface to
the vehicle in a manner for controlling at least one of the
vehicle's steering, accelerating, decelerating and braking.
[0013] The above objects, features, and advantages, and other
objects, features, and advantages, of the present invention are
readily apparent from the following detailed description of the
best mode for carrying out the invention when taken in connection
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 is a side schematic illustration of a mobility system
in accordance with an embodiment of the invention, the wheelchair
having a battery connectable to a power source in the vehicle and a
first locator on the vehicle being in the form of structure forming
a groove.
[0015] FIG. 2 is a schematic illustration of a steering system for
use with the mobility system of FIG. 1;
[0016] FIG. 3 is a schematic illustration of an alternative
steering system for use with the mobility system of FIG. 1;
[0017] FIG. 4 is a schematic illustration of a braking system for
use with the mobility system of FIG. 1;
[0018] FIG. 5 is a schematic illustration of an alternative braking
system for use with the mobility system of FIG. 1;
[0019] FIG. 6 is a schematic illustration of an energy conversion
system for use with the mobility system of FIG. 1;
[0020] FIG. 7 is a schematic illustration of an alternative energy
conversion system for use with the mobility system of FIG. 1;
[0021] FIG. 8 is a side schematic illustration of a wheelchair in
accordance with another embodiment of the invention, the wheelchair
having a battery attached to a connector;
[0022] FIG. 9 is a flow diagram illustrating a method of enabling a
vehicle to be driven from a wheelchair in accordance with an
embodiment of the invention, the method including the step of
providing a locator on the wheelchair and another locator on the
vehicle for interfitting the wheelchair and the vehicle; and
[0023] FIG. 10 is a flow diagram illustrating a method for the
wheelchair-bound to drive a vehicle through an interface on the
wheelchair that also controls the wheelchair in accordance with the
invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0024] Referring to FIG. 1, a mobility system 10 in accordance with
the invention includes a vehicle 12 and a wheelchair 14. The
vehicle 12 includes a frame 15 having four wheels 16, 17, 18, 19
that are operable with respect to the frame 15. The vehicle 12 is
preferably an automobile but the invention also contemplates that
the vehicle may be a tractor, forklift, or other industrial
vehicle. Those skilled in the art will recognize materials and
fastening methods suitable for attaching the wheels 16, 17, 18 and
19 to the frame 15.
[0025] The vehicle 12 further includes a steering system 20, a
braking system 22 and an energy conversion system 24, each of which
is mounted with respect to the frame 15 and responsive to
non-mechanical control signals. The energy conversion system 24 is
connected to a power source 26. Embodiments of such systems are
described subsequently with respect to FIG. 4 through FIG. 9.
[0026] The structural frame 15 provides a rigid structure to which
the steering system 20, braking system 22 and energy conversion
system 24 as well as the wheels 16, 17, 18, 19 are mounted, as
shown in FIG. 1, and is configured to support an attached body such
as an automotive body. A person of ordinary skill in the art will
recognize that the structural frame 15 can take many different
forms. For example, the structural frame 15 can be a traditional
automotive frame having two or more longitudinal structural members
spaced a distance apart from each other, with two or more
transverse structural members spaced apart from each other and
attached to both longitudinal structural members at their ends.
Alternatively, the structural frame may also be in the form of a
"belly pan," wherein integrated rails and cross members are formed
in sheets of metal or other suitable material, with other
formations to accommodate various system components. The structural
frame may also be integrated with various vehicle components.
[0027] The vehicle 12 includes a connector port 28, also referred
to as a drive-by-wire connector port, that is mounted with respect
to the frame 15 and operably connected to the steering system 20,
the braking system 22, and the energy conversion system 24. Persons
skilled in the art will recognize various methods for mounting the
connector port 28 to the frame 15. In the preferred embodiment, the
connector port is located on the top face of the frame 15, in close
proximity to the wheelchair 14. Various embodiments of the manner
for operably connecting the connector port 28 to the steering
system 20, the braking system 22, and the energy conversion system
24 are described subsequently with respect to FIG. 2 through FIG.
7.
[0028] The wheelchair 14 shown in FIG. 1 includes a motor 30 for
driving the wheelchair 14. Prior art includes many representations
of motorized wheelchairs; those skilled in the art will recognize
many methods of attaching a motor 30 to the wheelchair 14 such that
the motor 30 will power the wheelchair 14 when the wheelchair 14 is
independent of the vehicle 12.
[0029] The wheelchair 14 includes a locator 32, also referred to
herein as a second locator. The locator 32 is designed to be
interfittable with a first locator 34 that is substantially fixed
with respect to the frame 15. The location and design of the
locator 32 on the wheelchair 14 and the first locator 34 on the
frame 15 are such that, once interfitted, the wheelchair 14 is
positioned with respect to the vehicle 12 as a driver's seat. The
first locator 34 is structure forming a groove 37 in the embodiment
depicted in FIG. 1. When the first locator 34 is structure forming
a groove 37, the locator 32 could be a portion of the wheel 13 on
the wheelchair 14. Ideally, the width, length and depth of the
groove 37 are designed to permit a large enough part of the wheel
13 to rest in the groove 37 such that the wheelchair 14 is secured
to the frame 15. Those skilled in the art will recognize various
other designs for a locator 32 on the wheelchair capable of
interfitting with the first locator 34 to securely position the
wheelchair 14 on the vehicle as a driver's seat. A locking clamp
attached to the frame 15 that secures to a portion of the
wheelchair 14, one or more magnets attached to the wheelchair 14,
aligned with a number of magnets of opposing polar forces on the
frame 15, or a releaseably locking belt, similar to a seatbelt,
attached to the frame 15 and designed to secure a portion of the
wheelchair 14, are examples of locator and second locator designs
that may be feasible. Another embodiment would include a first
locator in the form of a seat on the vehicle with the second
locator being the chair portion of the wheelchair such that when
the wheelchair is onboard the vehicle, the chair portion fits on
top of the seat to secure the chair. This embodiment would permit
the wheelchair wheels to be designed to disengage from the chair
portion once it is positioned on the seat. In this embodiment, the
operator interface would be affixed to the chair portion of the
wheelchair such that it is readily accessible to control the
vehicle once the chair portion is engaged with the seat.
[0030] A secondary restraining device, such as a clamp attached to
the frame 15 may be employed in conjunction with the groove 37 to
afford greater securement. In the embodiment depicted in FIG. 1, a
locking clamp 33 is attached to the frame. When the locator 32 is
interfitted with the first locator 34, the locking clamp 33
automatically locks the wheel 13 to the frame 15.
[0031] The wheelchair includes an operator interface 36, that is
operable for driving the wheelchair 14 independently of the vehicle
12 through the motor 30 and operable for driving the vehicle 12
through the connector port 28 when the locator 32 on the wheelchair
14 is interfitted with the first locator 34 on the frame 15. The
invention may also include a wheelchair that has no motor but has a
vehicle attachment interface only for steering purposes. The
operator interface 36 may be fixed with respect to the wheelchair
14 or movable in relation thereto. In the preferred embodiment of
FIG. 1, it is represented as being fixed to the wheelchair 14. In
FIG. 1, the operator interface 36 is depicted as being selectively
connected to the connector port 28 via a connector wire 41 for
transmitting electrical signals from the operator interface 36 to a
connector 42 and to the connector port 28 when the connector 42 is
interfitted therewith. Although the operator interface 36 is shown
as connected only to the steering system 20, the braking system 22
and the energy conversion system 24, it could conceivably be
connected to control a multitude of vehicle systems such as climate
control systems, and video or audio systems.
[0032] Those skilled in the art will recognize various designs for
an operator interface 36 capable of transforming directional input
from a wheelchair occupant into an electrical signal to be
transmitted either to the motor 30 of the wheelchair or to the
connector port 28 of the vehicle if the operator interface is
operably connected to the connector port 28. The operator interface
36 could include one or more manual joysticks, and may further
include a touch screen or keyboard design. A touch screen and
keyboard design employed in combination could conceivably be
converted to an Internet access device when the interface is not
being used with either the wheelchair 14 or the vehicle 12 in drive
mode. Prior art teaches controls for various devices that are
responsive to head movements, eye movements or breathing motions of
a disabled person. The interface may include any of these designs
and other designs.
[0033] The wheelchair 14 includes a battery 38 designed for
powering the wheelchair 14 when the operator interface 36 is
operable for driving the wheelchair 14 independently of the vehicle
12 through the motor 30. The battery 38 has a connector wire 40 for
interconnecting the battery through the connector 42 and the
connector port 28 to the power source 26 in the energy conversion
system 24. In FIG. 1, the connector wire 40 is depicted as
connecting the connector 42 through the operator interface 36 and
the connector wire 41. When the connector wire 40 is operably
connected to the power source 26, the battery is recharged by the
power source 26.
[0034] The connector port 28 of the preferred embodiment may
perform multiple functions, or select combinations thereof. First,
the connector port 28 may function as an electrical power
connector, i.e., it may be configured to transfer electrical energy
generated by components on the vehicle 12 to the operator interface
36 or other non-frame destination. Second, the connector port 28
may function as a control signal receiver, i.e., a device
configured to transfer non-mechanical control signals from a
non-vehicle source, such as the operator interface 36, to
controlled systems including the steering system 20, the braking
system 22, and the energy conversion system 24. Third, the
connector port 28 may function as a feedback signal conduit through
which feedback signals are made available to a vehicle driver.
Fourth, the connector port 28 may function as an external
programming interface through which software containing algorithms
and data may be transmitted for use by controlled systems. Fifth,
the connector port 28 may function as an information conduit
through which sensor information and other information is made
available to a vehicle driver. The connector port 28 may thus
function as a communications and power "umbilical" port through
which all communications between the vehicle 12 and the attached
operator interface 36 and other attachments to the frame are
transmitted. The connector port 28 is essentially an electrical
connector. Electrical connectors include devices configured to
operably connect one or more electrical wires with other electrical
wires. The wires may be spaced a distance apart to avoid any one
wire causing signal interference in another wire operably connected
to an electrical connector or for any reason that wires in close
proximity may not be desirable.
[0035] The steering system 20 is housed in the vehicle 12 and is
operably connected to the front wheels 16, 17. Preferably, the
steering system 20 is responsive to non-mechanical control signals.
In the preferred embodiment, the steering system 20 is by-wire. A
by-wire system is characterized by control signal transmission in
electrical form. In the context of the present invention, "by-wire"
systems, or systems that are controllable "by-wire," include
systems configured to receive control signals in electronic form
via a control signal receiver, and respond in conformity to the
electronic control signals.
[0036] FIG. 2 is a schematic illustration of a steering system for
use with the mobility system of FIG. 1. The by-wire steering system
20 of the preferred embodiment includes a steering control unit 44,
and a steering actuator 46. Sensors 48 are located on the vehicle
12 and transmit sensor signals 50 carrying information concerning
the state or condition of the vehicle 12 and its component systems.
The sensors 48 may include position sensors, velocity sensors,
acceleration sensors, pressure sensors, force and torque sensors,
flow meters, temperature sensors, etc. The steering control unit 44
receives and processes sensor signals 50 from the sensors 48 and
electrical steering control signals 52 from the connector port 28,
and generates steering actuator control signals 54 according to a
stored algorithm. A control unit typically includes a
microprocessor, ROM and RAM and appropriate input and output
circuits of a known type for receiving the various input signals
and for outputting the various control commands to the actuators.
Sensor signals 50 may include yaw rate, lateral acceleration,
angular wheel velocity, tie-rod force, steering angle, chassis
velocity, etc.
[0037] The steering actuator 46 is operably connected to the front
wheels 16, 17 and configured to adjust the steering angle of the
front wheels 16, 17 in response to the steering actuator control
signals 54. Actuators in a by-wire system transform electronic
control signals into a mechanical action or otherwise influence a
system's behavior in response to the electronic control signals.
Examples of actuators that may be used in a by-wire system include
electromechanical actuators such as electric servomotors,
translational and rotational solenoids, magnetorheological
actuators, electrohydraulic actuators, and electrorheological
actuators. Those skilled in the art will recognize and understand
mechanisms by which the steering angle is adjusted. In the
preferred embodiment, the steering actuator 46 is an electric drive
motor configured to adjust a mechanical steering rack.
[0038] Referring to FIG. 2, the preferred embodiment of the vehicle
12 is configured such that it is steerable by any source of
compatible electrical steering control signals 52 connected to the
connector port 28. The connector port 28 interfits with the
connector 42 at the connector interface 53. FIG. 2 depicts a
steering transducer 56 located within the operator interface 36 and
connected to a complementary connector 42. Transducers convert the
mechanical control signals of a vehicle driver to non-mechanical
control signals. When used with a by-wire system, transducers
convert the mechanical control signals to electrical control
signals usable by the by-wire system. A vehicle driver inputs
control signals in mechanical form by turning a wheel, gripping or
turning a handle or handles, using head or eye movements, using
controlled breathing movements (puffs or sucks of air), pressing a
button, or the like. Transducers utilize sensors, typically
position and force sensors, to convert the mechanical input to an
electrical signal.
[0039] The complementary connector 42 is coupled with the connector
port 28 of the connector interface 53. The steering transducer 56
converts vehicle driverinitiated mechanical steering control
signals 60 to electrical steering control signals 52 which are
transmitted via the connector port 28 to the steering control unit
44. In the preferred embodiment, the steering control unit 44
generates steering feedback signals 62 for use by a vehicle driver
and transmits the steering feedback signals 62 through the
connector port 28. Some of the sensors 48 monitor linear distance
movement of a steering rack and vehicle speed. This information is
processed by the steering control unit 44 according to a stored
algorithm to generate the steering feedback signals 62.
[0040] In the context of the present invention, a "by-wire" system
may be an actuator connected directly to the connector port 28. An
alternative by-wire steering system 20' within the scope of the
claimed invention is depicted schematically in FIG. 3, wherein like
reference numbers refer to like components from FIG. 2. A steering
actuator 46 configured to adjust the steering angle of the front
wheels 16, 17 is connected directly to the connector port 28. In
this embodiment, a steering control unit 44' and a steering
transducer 56 may be located in the operator interface 36. The
steering transducer 56 would transmit electrical steering control
signals 52 to the steering control unit 44', and the steering
control unit 44' would transmit steering actuator control signals
54 to the steering actuator 46 via the connector port 28. Sensors
48 positioned on the vehicle 12 transmit sensor signals 50 to the
steering control unit 44' via the connector port 28 and the
complementary connector 42.
[0041] Examples of steer-by-wire systems are described in U.S. Pat.
Nos. 6,176,341, issued Jan. 23, 2001 to Delphi Technologies, Inc;
6,208,923, issued Mar. 27, 2001 to Robert Bosch GmbH; 6,219,604,
issued Apr. 17, 2001 to Robert Bosch GmbH; 6,318,494, issued Nov.
20, 2001 to Delphi Technologies, Inc.; 6,370,460, issued Apr. 9,
2002 to Delphi Technologies, Inc.; and 6,394,218, issued May 28,
2002 to TRW Fahrwerksysteme GmbH & Co. KG; which are hereby
incorporated by reference in their entireties.
[0042] The steer-by-wire system described in U.S. Pat. No.
6,176,341 includes a position sensor for-sensing angular position
of a road wheel, a hand-operated steering wheel for controlling
direction of the road wheel, a steering wheel sensor for sensing
position of the steering wheel, a steering wheel actuator for
actuating the hand-operated steering wheel, and a steering control
unit for receiving the sensed steering wheel position and the
sensed road wheel position and calculating actuator control
signals, preferably including a road wheel actuator control signal
and a steering wheel actuator control signal, as a function of the
difference between the sensed road wheel position and the steering
wheel position. The steering control unit commands the road wheel
actuator to provide controlled steering of the road wheel in
response to the road wheel actuator control signal. The steering
control unit further commands the steering wheel actuator to
provide feedback force actuation to the hand-operated steering
wheel in response to the steering wheel control signal. The road
wheel actuator control signal and steering wheel actuator control
signal are preferably scaled to compensate for difference in gear
ratio between the steering wheel and the road wheel. In addition,
the road wheel actuator control signal and steering wheel actuator
control signal may each have a gain set so that the road wheel
control actuator signal commands greater force actuation to the
road wheel than the feedback force applied to the steering
wheel.
[0043] The steer-by-wire system described in U.S. Pat. No.
6,176,341 preferably implements two position control loops, one for
the road wheel and one for the hand wheel. The position feedback
from the steering wheel becomes a position command input for the
road wheel control loop and the position feedback from the road
wheel becomes a position command input for the steering wheel
control loop. A road wheel error signal is calculated as the
difference between the road wheel command input (steering wheel
position feedback) and the road wheel position. Actuation of the
road wheel is commanded in response to the road wheel error signal
to provide controlled steering of the road wheel. A steering wheel
error signal is calculated as the difference between the steering
wheel position command (road wheel position feedback) and the
steering wheel position. The hand-operated steering wheel is
actuated in response to the-steering wheel error signal to provide
force feedback to the hand-operated steering wheel.
[0044] The steering control unit of the '341 system could be
configured as a single processor or multiple processors and may
include a general-purpose microprocessor-based controller, that may
include a commercially available off-the-shelf controller. One
example of a controller is Model No. 87C196CA microcontroller
manufactured and made available from Intel Corporation of Delaware.
The steering control unit preferably includes a processor and
memory for storing and processing software algorithms, has a clock
speed of 16 MHz, two optical encoder interfaces to read position
feedbacks from each of the actuator motors, a pulse width
modulation output for each motor driver, and a 5-volt
regulator.
[0045] U.S. Pat. No. 6,370,460 describes a steer-by-wire control
system comprising a road wheel unit and a steering wheel unit that
operate together to provide steering control for the vehicle
operator. A steering control unit may be employed to support
performing the desired signal processing. Signals from sensors in
the road wheel unit, steering wheel unit, and vehicle speed are
used to calculate road wheel actuator control signals to control
the direction of the vehicle and steering wheel torque commands to
provide tactile feedback to the vehicle operator. An Ackerman
correction may be employed to adjust the left and right road wheel
angles correcting for errors in the steering geometry to ensure
that the wheels will track about a common turn center.
[0046] Referring again to FIG. 1, a braking system 22 is mounted to
the frame 15 and is operably connected to the wheels 16, 17, 18,
19. The braking system 22 is configured to be responsive to
non-mechanical control signals. In the preferred embodiment, the
braking system 22 is by-wire, as depicted schematically in FIG. 4,
wherein like reference numbers refer to like components from FIGS.
2 and 3. Sensors 48 transmit sensor signals 50 carrying information
concerning the state or condition of the vehicle 12 and its
component systems to a braking control unit 64. The braking control
unit 64 is connected to the connector port 28 and is configured to
receive electrical braking control signals 66 via the connector
port 28. The braking control unit 64 processes the sensor signals
50 and the electrical braking control signals 66 and generates
braking actuator control signals 68 according to a stored
algorithm. The braking control unit 64 then transmits the braking
actuator control signals 68 to braking actuators 70, 72, 74, 76
which act to reduce the angular velocity of the wheels 16, 17, 18,
19. Those skilled in the art will recognize the manner in which the
braking actuators 70, 72, 74, 76 act on the wheels 16, 17, 18, 19.
Typically, actuators cause contact between friction elements, such
as pads and disc rotors. Optionally, an electric motor may function
as a braking actuator in a regenerative braking system.
[0047] The braking control unit 64 may also generate braking
feedback signals 78 for use by a vehicle driver and transmit the
braking feedback signals 78 through the connector port 28. In the
preferred embodiment, the braking actuators 70, 72, 74, 76 apply
force through a caliper to a rotor at each wheel. Some of the
sensors 48 measure the applied force on each caliper. The braking
control unit 64 uses this information to ensure synchronous force
application to each rotor.
[0048] Referring again to FIG. 4, the preferred embodiment of the
vehicle 12 is configured such that the braking system 22 is
responsive to any source of compatible electrical braking control
signals 66. A braking transducer 80 may be located in the operator
interface 36 and connected to a complementary connector 42
interfitted with the connector port 28 at the connector interface
53. The braking transducer 80 converts vehicle driver-initiated
mechanical braking control signals 82 into electrical form and
transmits the electrical braking control signals 66 to the braking
control unit via the connector port 28. In the preferred
embodiment, the braking transducer 80 includes two hand-grip type
assemblies. The braking transducer 80 includes sensors that measure
both the rate of applied pressure and the amount of applied
pressure to the hand-grip assemblies, thereby converting mechanical
braking control signals 82 to electrical braking control signals
66. The braking control unit 64 processes both the rate and amount
of applied pressure to provide both normal and panic stopping.
[0049] An alternative brake-by-wire system 22' within the scope of
the claimed invention is depicted in FIG. 5, wherein like reference
numbers refer to like components from FIGS. 2-4. The braking
actuators 70, 72, 74, 76 and sensors 48 are connected directly to
the connector port 28. In this embodiment, a braking control unit
64' may be located within the operator interface 36. A braking
transducer 80 within the operator interface 36 transmits electrical
braking control signals 66 to the braking control unit 64', and the
braking control unit 64' transmits braking actuator signals 68 to
the braking actuators 70, 72, 74, 76 via the connector 42 and to
the connector port 28.
[0050] Examples of brake-by-wire systems are described in U.S. Pat.
Nos. 5,366,281, issued Nov. 22, 1994 to General Motors Corporation;
5,823,636, issued Oct. 20, 1998 to General Motors Corporation;
6,305,758, issued Oct. 23, 2001 to Delphi Technologies, Inc.; and
6,390,565, issued May 21, 2002 to Delphi Technologies, Inc.; which
are hereby incorporated by reference in their entireties.
[0051] The system described in U.S. Pat. No. 5,366,281 includes an
input device for receiving mechanical braking control signals, a
brake actuator and a control unit coupled to the input device and
the brake actuator. The control unit receives brake commands, or
electrical braking control signals, from the input device and
provides actuator commands, or braking actuator control signals, to
control current and voltage to the brake actuator. When a brake
command is first received from the input device, the control unit
outputs, for a first predetermined time period, a brake torque
command to the brake actuator commanding maximum current to the
actuator. After the first predetermined time period, the control
unit outputs, for a second predetermined time period, a brake
torque command to the brake actuator commanding voltage to the
actuator responsive to the brake command and a first gain factor.
After the second predetermined time period, the control unit
outputs the brake torque command to the brake actuator commanding
current to the actuator responsive to the brake command and a
second gain factor, wherein the first gain factor is greater than
the second gain factor and wherein brake initialization is
responsive to the brake input.
[0052] U.S. Pat. No. 6,390,565 describes a brake-by-wire system
that provides the capability of both travel and force sensors in a
braking transducer connected to a brake apply input member such as
a brake pedal and also provides redundancy in sensors by providing
the signal from a sensor responsive to travel or position of the
brake apply input member to a first control unit and the signal
from a sensor responsive to force applied to a brake apply input
member to a second control unit. The first and second control units
are connected by a bi-directional communication link whereby each
controller may communicate its received one of the sensor signals
to the other control unit. In at least one of the control units,
linearized versions of the signals are combined for the generation
of first and second brake apply command signals for communication
to braking actuators. If either control unit does not receive one
of the sensor signals from the other, it nevertheless generates its
braking actuator control signal on the basis of the sensor signal
provided directly to it. In a preferred embodiment of the system, a
control unit combines the linearized signals by choosing the
largest in magnitude.
[0053] FIG. 6 is a schematic illustration of an energy conversion
system 24 for use with the mobility system depicted in FIG. 1. The
energy conversion system 24 includes an energy converter 25 that
converts the energy stored in an energy storage system 27 to
mechanical energy that propels the vehicle 12. In the preferred
embodiment, depicted in FIG. 6, the energy converter 25 is operably
connected to a traction motor 83. The energy converter 25 converts
chemical energy into electrical energy, and the traction motor 83
converts the electrical energy to mechanical energy, and applies
the mechanical energy to rotate the front wheels 16, 17. Those
skilled in the art will recognize many types of energy converters
25 that may be employed within the scope of the present
invention.
[0054] The energy conversion system 24 is configured to respond to
non-mechanical control signals. The energy conversion system 24 of
the preferred embodiment is controllable by-wire, as depicted in
FIG. 6. An energy conversion system control unit 84 is connected to
the connector port 28 from which it receives electrical energy
conversion system control signals 86, and sensors 48 from which it
receives sensor signals 50 carrying information about various
vehicle conditions. In the preferred embodiment, the information
conveyed by the sensor signals 50 to the energy conversion system
control unit 84 includes vehicle velocity, electrical current
applied, rate of acceleration of the vehicle, and motor shaft speed
to ensure smooth launches and controlled acceleration. The energy
conversion system control unit 84 is connected to an energy
conversion system actuator 88, and transmits energy conversion
system actuator control signals 90 to the energy conversion system
actuator 88 in response to the electrical energy conversion system
control signals 86 and sensor signals 50 according to a stored
algorithm. The energy conversion system actuator 88 acts on the
energy conversion system 24 or traction motor 83 to adjust energy
output. Those skilled in the art will recognize the various methods
by which the energy conversion system actuator 88 may adjust the
energy output of the energy conversion system.
[0055] An energy conversion system transducer 92 may be located in
the operator interface 36 and connected to a complementary
connector 42 engaged with the connector port 28 at the connector
interface 53. The energy conversion system transducer 92 is
configured to convert mechanical energy conversion system control
signals 94 to electrical energy conversion system control signals
86.
[0056] In another embodiment of the invention, as shown
schematically in FIG. 7, wherein like reference numbers refer to
like components from FIGS. 2-6, wheel motors 96, also known as
wheel hub motors, are positioned at each of the four wheels 16, 17,
18, 19. Optionally, wheel motors 96 may be provided at only the
front wheels 16, 17 or only the rear wheels 18, 19. The use of
wheel motors 96 reduces the height of the vehicle 12 compared to
the use of traction motors, and therefore may be desirable for
certain uses.
[0057] Referring to FIG. 8, a wheelchair 96 in accordance with the
invention includes a chair 98 for supporting a person and wheels
102 connected to the chair 98 for supporting and motivating the
chair 98. A motor 104 is mounted on the wheelchair 96 and operably
connected to the wheels 102 for driving the wheels 102. An operator
interface 106 is drivable by the person in the chair 98. The
operator interface 106 is in a controllable relationship to the
motor 104. The operator interface 106 is connectable with the motor
104 to drive the wheels 102 and control the chair 98.
Alternatively, the operator interface 106 is designed to be
connectable with another vehicle to drive the vehicle. This
interconnectablility is depicted in FIG. 8 with a connector wire
108 connected at one end to the operator interface 106 and
connectable at the other end through a connector plug 109 either to
the motor 104 or to a vehicle. A battery 110 is mounted on the
wheelchair 96. The battery powers the motor 104 to drive the wheels
102 when the operator interface 106 is used to control the motor.
The battery has a connector wire 112 that is selectively
connectable to a vehicle when the operator interface 106 is used to
drive such vehicle. When the connector wire 112 is connected to a
vehicle, the battery is recharged. Those skilled in the art will
recognize a variety of ways to accomplish recharging of the battery
110 by the vehicle. FIG. 8 shows an embodiment wherein the
connector wire 112 is connectable to a vehicle through the operator
interface 106 and the connector plug 109 that connects the operator
interface 106 to a vehicle. Those skilled in the art will recognize
alternative means for connecting the connector wire 112 to a
vehicle.
[0058] Additionally, the invention provides a multiple step process
for enabling a vehicle to be driven from a wheelchair. One
embodiment of this process 111 is depicted in FIG. 9. One step 114
is providing an operator interface on a wheelchair that is usable
for driving the wheelchair. The operator interface could be one of
a number of designs. It could include one or more manual joysticks,
a touchscreen or keyboard design, or controls that are responsive
to head movements, eye movements or breathing motions of a
wheelchair-bound person. Those skilled in the art will recognize
many different forms that the operator interface may take. Another
step 116 is providing access on a vehicle for receiving the
wheelchair onboard the vehicle. Access could include a ramp or
lift. It may encompass special design features of the vehicle such
as a wider door or a structural mechanism incorporated into the
vehicle that enables wheelchair entry. Another optional step 118
depicted in FIG. 9 is providing a locator on the wheelchair and a
second locator on the vehicle that are accessible to the user of
the wheelchair, permitting the user to interfit the wheelchair and
the vehicle with the locators when the wheelchair is onboard the
vehicle so that the wheelchair is located with respect to the
vehicle. The invention also includes this step when the locators
are not accessible to the user but may nevertheless be used, by
another person or otherwise, to locate the wheelchair with respect
to the vehicle. Another optional step 120 is providing a mechanism
for securing the wheelchair to the vehicle that is accessible to
the user of the wheelchair, permitting the user to secure the
wheelchair to the vehicle. The invention also encompasses this
optional step wherein the mechanism provided for securing the
wheelchair to the vehicle is not accessible to the user of the
wheelchair. In that case, another person or some other mechanism
would be necessary to enable securement. Preferably, the mechanism
would be designed to accommodate a wide variety of different
wheelchair designs. Finally, FIG. 9 depicts another step 122 of the
method providing an operator interface connector connectable
between the operator interface and the vehicle when the wheelchair
is onboard the vehicle so that the operator interface is usable for
driving the vehicle. The above discussion of the mobility system
depicted in FIG. 1 provides an example of an operator interface
designed to connect to and control a vehicle that includes by-wire
steering, braking and energy conversion. The connection mechanism
discussed with respect to that system is an example of an operator
interface connector covered by step 122. Performing steps 114 to
122 provides a method that allows a wheelchair with an operator
interface to be attached to a vehicle, with the operator interface
being usable to drive the vehicle.
[0059] The invention also provides a method 123 for the
wheelchair-bound to drive a vehicle. This method is depicted in
FIG. 10. One step 124 of the method is driving a wheelchair through
an operator interface that controls at least one of the
wheelchair's steering, accelerating, decelerating and braking
functions. Another step 126 of the method is accessing the vehicle
while wheelchair-bound wherein there is controlling structure on
the vehicle that facilitates the access and including affixing the
wheelchair in a fixed relation to the vehicle. The method also
includes accessing the vehicle without any controlling structure on
the vehicle and where the wheelchair is not necessarily fixed in
relation to the vehicle. For instance, accessing the vehicle could
include simply entering the vehicle via a ramp located adjacent to
the vehicle. Another step 128 of the method is connecting the
operator interface to the vehicle in a manner for controlling at
least one of the vehicle's steering, accelerating, decelerating and
braking. The above discussion of the mobility system depicted in
FIG. 1 provides an example of a connection mechanism (connector
wire 41, connector 42 and connector port 28) that would enable an
operator interface on a wheelchair to control a vehicle. Performing
steps 124 to 128 results in driving a vehicle from a wheelchair
using an operator interface on the wheelchair that also drives the
wheelchair.
[0060] While the best modes for carrying out the invention have
been described in detail, those familiar with the art to which this
invention relates will recognize various alternative designs and
embodiments for practicing the scope of the invention within the
scope of the appended claims.
* * * * *