Claims:1. A system (100) for selectively actuating brakes of a vehicle through an accelerator pedal (7) of the vehicle, the system (100) comprising:
an auxiliary air flow line (2), fluidly connecting a pressurized air tank (3) and at least one brake unit (4) of the vehicle;
a flow control valve (5) disposed in the auxiliary air flow line (2), wherein the flow control valve (5) is structured to selectively allow the flow of air from the pressurized air tank (3) to the at least one brake unit (4) through the auxiliary air flow line (2); and
a control unit (6) communicatively coupled the flow control valve (5), the control unit (6) is configured to:
receive, a trigger signal to selectively actuate the at least one brake unit (4) of the vehicle through the accelerator pedal (7);
determine, the position of the accelerator pedal (7) based on signals received from a sensor (7a) associated with the accelerator pedal (7); and
actuate, the flow control valve (5) for supplying pressurized air from the pressurized air tank (3) to the at least one brake unit (4) based on the determination.

2. The system as claimed in claim 1, wherein the control unit (6) is configured to actuate the flow control valve (5) for supplying pressurized air from the pressurised air tank (3) to the at least one brake unit (4) upon determining the position of the accelerator pedal (7) to be in a normal position (A).

3. The system as claimed in claim 1, wherein the flow control valve (5) is a solenoid valve.

4. The system as claimed in claim 1, comprising a pressure reduction valve (8) fluidly connected to the auxiliary air flow line (2) between the flow control valve (5) and the pressurised air tank (3), wherein the pressure reduction valve (8) is structured to reduce the pressure of air flowing through the auxiliary air flow line (2) to a pressure less than the pressure of air coming out of the pressurised air tank (3).

5. The system as claimed in claim 4, wherein the pressure reduction valve (8) reduces the air pressure to a range from 7 bar to 8 bar.

6. The system as claimed in claim 1, comprises a switch (9) communicatively coupled to the control unit (6), wherein the control unit (6) receives the trigger signal from the switch (9).

7. The system as claimed in claim 1, wherein the control unit (6) is configured to actuate a relay valve (10) associated with the flow control valve (5) and the at least one brake unit (4) upon determining the position of the accelerator pedal (7) as the normal position (A).

8. The system as claimed in claim 7, wherein the control unit (6) actuates the relay valve (10) to supply pressurized air from the solenoid valve (5) to the at least one brake unit (4).

9. The system as claimed in claim 1, comprises a connector (11) fluidly connecting the auxiliary air flow line (2) and the primary air flow line (12) to the at least one brake unit (4).

10. The system as claimed in claim 1, wherein the control unit (6) is configured to compare an instant speed of the vehicle with a pre-determined threshold speed;
and terminate the flow control valve (5) and the relay valve (10) when the instant speed of the vehicle is greater than the pre-determined threshold speed.

11. A method for selectively actuating brakes of a vehicle through an accelerator pedal (7) of the vehicle, the method (100) comprising:
receiving by a control unit, a trigger signal to selectively actuate at least one brake unit (4) of the vehicle through the accelerator pedal (7);
determining, by the control unit, position of the accelerator pedal (7) based on signals received from a sensor (7a) associated with the accelerator pedal (7); and
actuating by the control unit, a flow control valve (5) for supplying pressurized air from a pressurized air tank (3) to the at least one brake unit (4) based on the determination;
wherein, the flow control valve (5) is disposed in an auxiliary air flow line (2), and the flow control valve (5) is structured to selectively allow the flow of air from the pressurized air tank (3) to at least one brake unit (4) through the auxiliary air flow line (2).

12. The method as claimed in claim 11 comprises, selectively operating by the control unit, a pressure reduction valve (8) fluidly connected to the auxiliary air flow line (2) between the flow control valve (5) and the pressurized air tank (3), to reduce the pressure of air flowing through the auxiliary air flow line (2) to a pressure less than the pressure of air coming out of pressurized air tank (3).

13. The method as claimed in claim 12, wherein the pressure reduction valve (8) reduces the air pressure to a range from 7 bar to 8 bar.

14. The method as claimed in claim 11 comprises, actuating by the control unit (6), a relay valve (10) associated with the flow control valve (5) and the at least on brake unit (4) upon determining the position of the accelerator pedal (7) as the normal position (A).

15. The method as claimed in claim 14 wherein, the control unit (6) actuates the relay valve (10) to supply pressurized air from the solenoid valve (5) to the at least one brake unit (4).

16. A vehicle comprising a system for selectively actuating brakes of a vehicle through an accelerator pedal (7) as claimed in claim 1.
, Description:
TECHNICAL FIELD

Present disclosure generally relates to the field of automobiles. Particularly but not exclusively, the present disclosure relates to an accelerator and a braking systems of a vehicle. Further, embodiments of the present disclosure, disclose a system and a method for selectively actuating brakes of the vehicle through an accelerator pedal of the vehicles.

BACKGROUND OF THE INVENTION

Vehicles are generally equipped with pedals used by the driver to control systems and units with the help of the feet. Currently, most cars are equipped with three pedals i.e., clutch, brake, and accelerator pedal and in some cases only accelerator and brakes. Universally, the clutch pedal is controlled only by the left foot while the accelerator and brakes are controlled by the right foot of the user. The brake pedal is designed to activate the service brake system of the vehicle in order to slow down or stop the vehicle. The accelerator pedal, also controlled by the right foot, adjusts the engine speed. Therefore, when the driver wants to slow down or stop the vehicle, he must disengage his right foot from the accelerator pedal and engage it to the brake pedal for applying brakes. Physical movement of the legs from one pedal to another not only takes time but is also tedious. Further, vehicles with automatic transmission also include only two pedals i.e., the accelerator and the brake pedal. The user may again have to use his right foot for accelerating and braking the vehicle which is tedious.

Further, under bumper-to-bumper traffic conditions or under high density traffic conditions, the operation of the vehicle becomes difficult. Due to the extremely slow-moving condition of vehicles in high density traffic, the user often has to repeatedly accelerate and brake within short intervals of time. Further, the frequency of acceleration and braking in high density traffic is often high. The user has to repeatedly depress the accelerator pedal and the brake pedal for short distances. Since, accelerator pedals and brake pedals are configured to be operated by lifting their feet and stepping on them again to operate them, operating the vehicle in high density traffic becomes tiresome and exhaustive to the user. Operating the vehicle in bumper-to-bumper traffic conditions can also be difficult on the driver's body, particularly ankles.

The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or method are overcome, and additional advantages are provided through the provision of the method as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a system for selectively actuating brakes of a vehicle through an accelerator pedal of the vehicle is disclosed. The system includes an auxiliary air flow line, fluidly connecting a pressurized air tank and at least one brake unit of the vehicle. A flow control valve is disposed in the auxiliary air flow line, where the flow control valve is structured to selectively allow the flow of air from the pressurized air tank to at least one brake unit through the auxiliary air flow line. The system further includes a control unit which is communicatively coupled the flow control valve and the control unit is configured to receive a trigger signal to selectively actuate the at least one brake unit of the vehicle through an accelerator pedal. The control unit also determines the position of accelerator pedal based on signals received from a sensor associated with the accelerator pedal. The control unit also actuates the flow control valve for supplying pressurized air from the pressurized air tank to the at least one brake unit based on the determination.

In an embodiment of the disclosure, the control unit is configured to actuate the flow control valve for supplying pressurized air from the pressurized air tank to the at least one brake unit upon determining the position of the accelerator pedal to be in the normal position. In an embodiment of the disclosure, the flow control valve is a solenoid valve.

In an embodiment of the disclosure, the system includes a pressure reduction valve which is fluidly connected to the auxiliary air flow line between the flow control valve and the pressurized air tank. The pressure reduction valve is structured to reduce the pressure of air flowing through the auxiliary air flow line to a pressure less than the pressure of air coming out of pressurized air tank.

In an embodiment of the disclosure, the pressure reduction valve reduces the air pressure to a range from 7 bar to 8 bar.

In an embodiment of the disclosure, a switch is communicatively coupled to the control unit, where the control unit receives the trigger signal from the switch.

In an embodiment of the disclosure, the control unit is configured to actuate a relay valve associated with the flow control valve and the at least on brake unit upon determining the position of the accelerator pedal as the normal position.

In an embodiment of the disclosure, the control unit actuates the relay valve to supply pressurized air from the solenoid valve to the at least one brake unit.

In an embodiment of the disclosure, the system includes a connector is fluidly connecting the auxiliary air flow line and the primary air flow line to the at least one brake unit.

In an embodiment of the disclosure, the control unit is configured to compare an instant speed of the vehicle with a pre-determined threshold speed. The control unit terminates the flow control valve and the relay valve when the instant speed of the vehicle is greater than the pre-determined threshold speed.

In one non-limiting embodiment of the disclosure, a method of selectively actuating brakes of a vehicle through an accelerator pedal of the vehicle is disclosed. The method includes steps of a receiving a trigger signal to selectively actuate at least one brake unit of the vehicle through an accelerator pedal by a control unit. Further, the control unit determines a position of the accelerator pedal based on signals received from a sensor associated with the accelerator pedal. The next step involves actuating by the control unit, a flow control valve for supplying pressurized air from a pressurized air tank to the at least one brake unit based on the determination. The flow control valve is disposed in an auxiliary air flow line and the flow control valve is structured to selectively allow the flow of air from the pressurized air tank to at least one brake unit through the auxiliary air flow line.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1 illustrates a schematic view of a system for actuating brakes of a vehicle through an accelerator pedal, in accordance with an embodiment of the present disclosure.

Fig. 2 illustrates a block diagram of the system for actuating brakes of a vehicle through an accelerator pedal, in accordance with an embodiment of the present disclosure.

Fig. 3 illustrates a side view of the accelerator pedal of the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 4 illustrates a perspective view of a solenoid valve used in the system illustrated in Fig. 1.

Fig. 5 illustrates a block diagram indicating working of the system of FIG 1.

Fig. 6 is a flowchart illustrating method steps for actuating brakes of the vehicle through the accelerator pedal of the vehicle, in accordance with an embodiment of the present disclosure.

The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system for actuating brakes of the vehicle through the accelerator pedal device of the vehicle without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other system for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristics of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

Embodiments of the present disclosure discloses a system for actuating brakes of the vehicle through the accelerator pedal device of the vehicle. Further, under bumper-to-bumper traffic conditions or under high density traffic conditions, the operation of the vehicle becomes difficult. Due to the extremely slow-moving condition of vehicles in high density traffic, the user often has to repeatedly accelerate and brake within very short intervals of time. Further, the frequency of acceleration and braking in high density traffic is often very high. The user has to repeatedly depress the accelerator pedal and the brake pedal for short distances. Since, accelerator pedals and brake pedals are configured to be operated by lifting their feet and stepping on them again to operate them, operating the vehicle in high density traffic becomes tiresome and exhaustive to the user. Operating the vehicle in bumper-to-bumper traffic conditions can also be difficult on the driver's body, particularly ankles.

Accordingly, the present disclosure discloses a system for actuating brakes of the vehicle through the accelerator pedal device of the vehicle. The system includes an auxiliary air flow line, fluidly connecting a pressurized air tank and at least one brake unit of the vehicle. A flow control valve is disposed in the auxiliary air flow line, where the flow control valve is structured to selectively allow the flow of air from the pressurized air tank to at least one brake unit through the auxiliary air flow line. A control unit is communicatively coupled to the flow control valve and the control unit is configured to receive a trigger signal to selectively actuate the at least one brake unit of the vehicle through an accelerator pedal. The control unit also determines the position of the accelerator pedal based on signals received from a sensor associated with the accelerator pedal. The control unit also actuates the flow control valve for supplying pressurized air from the pressurized air tank to the at least one brake unit based on the determination.

The following paragraphs describe the present disclosure with reference to Figs. 1 to 4.

Fig. 1 and Fig. 2 illustrate a schematic view and a block diagram of a system (100) for actuating brakes (4) of a vehicle through an accelerator pedal (7). Fig. 3 illustrates a side view of the accelerator pedal (7) in the vehicle. The system (100) includes a flow control valve (5), an auxiliary air flow line (2) and a primary air flow line (12). The accelerator pedal (7) may be pivotally connected to a base member (14) and the base member (14) may be mounted to a floor of the vehicle. The accelerator pedal (7) may be provided with a sensor (7a) to determine the position of the accelerator pedal (7). With reference to Fig. 3, the accelerator pedal (7) may be operable between a normal position (A) and a depressed position (B). The accelerator pedal (7) lies in the normal position (A) when there is no force being applied by a user or driver on the accelerator pedal (7). When the user does not intend to accelerate the vehicle, the foot of the user may be completely retracted form the accelerator pedal (7) or the driver may not apply any force on the same, and in such scenarios the accelerator pedal (7) may be in the normal position (A). Further, when the user intends to accelerate the vehicle, the user may suitably push the accelerator pedal (7) to achieve required speeds and may thereby accelerate the vehicle. The accelerator pedal (7) under pushed condition may be herein defined as the depressed position (B). The sensor (7a) may be coupled to the accelerator pedal (7) and may be communicatively coupled to a control unit (6). The sensor (7a) may detect the normal position (A) of the depressed position (B) of the accelerator pedal (7) and may accordingly transmit corresponding signals to the control unit (6). Here, any sensor (7a) known in the art may be used to determine the position of the accelerator pedal (7).

The system (100) further includes a switch (9) communicatively coupled to the control unit (6). The switch may be activated or triggered by the user when the user intends to actuate the brakes of the vehicle through the accelerator pedal. The switch (9) may accordingly transmit a trigger signal to the control unit (6) for actuation of the system (100). The control unit (6) may be configured to deactivate the system (100) when the switch (7) is operated to OFF position or when the vehicle traverses at a speed greater than a pre-set threshold limit. In an embodiment, pre-set threshold limit may range from 10 km/hour to 15 km/hour. The threshold limit may vary for different vehicles and may be pre-set by the manufacturer. When the vehicle traverses over the pre-determined threshold limit, the control unit (6) may automatically de-activate the system of braking by the accelerator pedal (7) even when the switch (7) is in ON condition, for ensuring safety.

The vehicle includes a primary air flow line (12) which is connected to the pressurized air tank (3). A brake pedal (13) of the vehicle may be coupled along the primary air flow line (12) and the pressurized air tank (3) may supply pressurized air to a relay valve (10) when the user pushes the brake pedal (13). The relay valve (10) may further supply the pressurized air to at least on brake unit (4) provided in each wheel of the vehicle in known configuration, for decelerating and stopping the vehicle.

The system (100) includes an auxiliary flow line (2) which may be integrated with an existing primary air flow line (12) through a flow control valve (5) and a connector (11). The flow control valve (5) is communicatively coupled to the control unit (6) and in an embodiment, the flow control valve (5) may be a solenoid valve (5). For example, flow control valve may be 3/2 solenoid valve. The flow control valve (5) may be disposed in the auxiliary air flow line (2) and may be structured to selectively allow the flow of air from the pressurized air tank (3) to at least one brake unit (4) through the auxiliary air flow line (2) and then to the relay valve (10). The flow control valve (5) may be communicatively coupled to the control unit (6) and the flow control valve (5) may be configured to supply pressurized air to the relay valve (10) when the trigger signal is received by the control unit (6) from the switch (9). Further, when the user intends to actuate the system (100) and use the accelerator pedal (7) for braking, the user may turn on the switch (9). The control unit (6) coupled to the switch (9) may receive a trigger signal when the switch (9) is turned on. The control unit (6) may subsequently, actuate the flow control valve (5) to supply pressurized air form the pressurized air tank (3) to the relay valve (10). The configuration of the flow control valve (5) is explained with reference to the Fig. 4, illustrating a perspective view of the flow control valve (5). The flow control valve (5) may be a device, where pressurized air flow can be controlled by an electric signal. The flow control valve (5) may include a mechanical plunger which moves when energized by electrical energy. The flow control valve (5) may include a supply port (5a), a delivery port (5b) and an exhaust port (5c). The supply port (5a) of the flow control valve (5) may be fluidly connected to the inlet of the pressurized air tank (3) through the auxiliary air flow line (2). The outlet port (5b) of the flow control valve (5) may be fluidly connected to an inlet of the relay valve (10) through the connector (11). Further, when the control unit (6) receives a trigger signal from the switch (9), the flow control valve (5) may be actuated. The flow control valve (5) may be connected to a battery of the vehicle (14) and the flow control valve (5) may draw power form the battery (14) for actuation of the mechanical plunger. When the flow control valve (5) is actuated by the control unit (6), the mechanical plunger in the flow control valve (5) may move such that the supply port (5a) and the delivery port (5b) are interconnected together. Thus, the pressurized air may flow through the supply port (5a) and the delivery port (5b) to the connector (11) and the relay valve (10). Further, once the switch (9) is turned off by the user, or when the speed of the vehicle exceeds pre-set threshold, the control unit (6) may terminate the operation of the flow control valve (5). Under this scenario, the mechanical plunger may move such that, the delivery port (5b) is connected with the exhaust port (5c) of the flow control valve (5). Consequently, the air trapped between the supply port (5a) and the delivery port (5b) is re-directed or released through the exhaust port (5c).

The system (100) is also configured with a pressure reduction valve (8) which is fluidly connected to the auxiliary air flow line (2) between the flow control valve (5) and the pressurized air tank (3). The pressure reduction valve (8) is structured to reduce the pressure of air flowing through the auxiliary air flow line (2) to a pressure less than the pressure of air coming out of pressurized air tank (3). The pressure reduction valve (8) may be defined with an inlet port and an outlet port. The inlet port may be fluidly connected to the pressurized air tank (3) for receiving the pressurized air and the outlet port may be connected to the flow control vale (5) for supplying the air with reduced pressure. The pressure reduction valve may reduce the pneumatic pressure of the pressurized air. Generally, the pneumatic pressure of the pressurized air ranges from 9 bar to 10 bar. The pneumatic pressure may vary for vehicles of different sizes and different loads. The pressure reduction valve (8) reduces the pneumatic pressure of the pressurized air ranging from 9 bar to 10 bar to a pressure of around 7 bar to 8 bar. Reducing the pneumatic pressure of the pressurized air in the auxiliary air flow line (2) enhances the user’s comfort and eliminates brake intensity in high density traffic conditions. Also, highly pressurized air may often cause the brake units (4) to stop the vehicle abruptly or suddenly. The user under such circumstances may feel a sudden jerk and hence this is often not preferred. The pressure reduction valve (8) supplies air with reduced pneumatic pressure and enables the smooth operation of the brake units (4) without any jolts.

Further, the output or the delivery port (5b) of the flow control valve (5) may be fluidly connected to the connector (10). In an embodiment, the connector is T-connector. The connector (10) may be defined with three ports and one of the three ports may be fluidly connected to the delivery port (5b) of the flow control valve (5). Further, the other port of the remaining two ports may be fluidly connected to the primary air flow line (12). The last port may be an outlet port for supplying the pressurized air from the flow control valve (5) and the primary air flow line (12) to the inlet of the relay vale (10). The connector (10) is thus configured to supply pressurized air from the flow control valve (5) and the primary air flow line (12). Consequently, both the brake pedal (12) and the accelerator pedal may simultaneously be used for braking the vehicle.

The relay valve (10) may be communicatively coupled to the control unit (6). Further, when the sensor (7a) coupled to the accelerator pedal (7) transmits a signal corresponding to the normal position (A) of the accelerator pedal (7), the control unit (6) actuates the relay valve (10). Under the normal position (A) of the brake pedal (7), the relay valve (10) supplies the pressurized air to the at least one brake unit (4) for decelerating and stopping the vehicle. Further, when the sensor (7a) coupled to the accelerator pedal (7) transmits a signal corresponding to the depressed position (B) of the accelerator pedal (7), the control unit (6) terminates the actuation of the relay vale (10) and closes the outlet port of the relay vale (10). Thus, the braking of the vehicle is prevented when the vehicle is being accelerated or when the accelerator pedal (7) is in the depressed position.

Fig. 5 illustrates a detailed block diagram indicating the working of the system (100) for actuating brakes (4) of the vehicle through the accelerator pedal (7). The control unit (6) may be configured to receive inputs signals from the sensor (7a) coupled to the accelerator pedal (7) and the trigger signal from the switch (9). Based on the received inputs signals and the trigger signals, the flow control valve (5) and the relay vale (10) is actuated. The control unit (6) includes an actuation module (6b) and actuates the solenoid valve (5) when the receiving module (6a) of the control unit (6) receives the trigger signal from the switch (9). The actuation module (6b) also actuates the relay valve (10) when the receiving module (6a) of the control unit (6) receives the input signal corresponding to the normal position (A) of the accelerator pedal (7) from the sensor (7a). The control unit (6) may include a termination module (6c) and a comparison module (6d). The termination module (6c) may cut-off power to the flow control valve (5) and the relay valve (10) based on the input signals received from the receiving module (6a). For instance, the termination module (6c) may terminate the operation of the flow control valve (5) when the receiving module (6a) of the control unit (6) fails to receive the trigger signal from the switch (9) connected to the control unit (6). The termination module (6c) may also terminate the operation of the relay valve (10) when the receiving module (6a) of the control unit (6) receives the input signal corresponding to the depressed position (B) of the accelerator pedal (7) from the sensor (7a). Further, the comparison module (6d) of the control unit (6) may compare the instant speed of the vehicle with the pre-determined threshold speed of the vehicle. If the comparison module (6d) determines the instant speed of the vehicle to be greater than the pre-determined threshold speed of the vehicle, the termination module (6c) may terminate the operation of the flow control valve (5) and the relay valve (10). Further, a memory module (6e) may be provided to include the pre-determined threshold speed. The comparison module (6d) may compare the instant speed of the vehicle with the pre-determined threshold speed obtained from the memory module (6e) of the control unit (6). The instructions may be fed into the memory module (6e) an Input/Output (I/O) interface. The control unit (6) may be associated with an Input/Output (I/O) interface and the memory module (6e).

Fig. 6 is a flowchart illustrating method steps for actuating brakes of the vehicle through the accelerator pedal of the vehicle. The first step [201] involves the aspect of receiving the trigger signal by the control unit (6). When the user intends to actuate the brakes of the vehicle through the accelerator pedal, the user may press or turn the switch (9) to an ON condition. Consequently, the receiving module (6a) of the control unit (6) may receive the trigger signal from the switch (9). The actuation module (6b) of the control unit (6) may actuate the flow control valve (5) upon receiving the trigger signal form the switch (9) at step [202]. The flow control valve (5) which is fluidly connected to the pressurized air tank (3) may receive pressurized air through the auxiliary air flow line (2). The pneumatic pressure of the air may significantly be reduced by the pressure reduction valve (8) that is fluidly connected to the auxiliary air flow line (2). Thus, the flow control valve (5) may receive pressurized air from the pressurized air tank (5). As described above, when the flow control valve (5) is actuated by the control unit (6), the mechanical plunger in the flow control valve (5) may move such that the supply port (5a) and the delivery port (5b) are interconnected together. Thus, the pressurized air may flow through the supply port (5a) and the delivery port (5b) to the connector (11) and the inlet of the relay vale (10).

Further, if the user intends to stop using the system (100) for actuating the brakes of the vehicle through the accelerator pedal (7), the user may turn the switch (9) to an OFF condition. Consequently, no signals are transmitted from the switch (9) to the receiving module (6a) of the control unit (6) and the operation of the system (100) is terminated.

The next step [203] involves receiving the position of the accelerator pedal (7) by the control unit (6). The sensor (7a) connected to the accelerator pedal (7) may transmit signals to the receiving module (6a) of the control unit (6). The signals from the sensor (7a) may correspond to the normal position (A) or the depressed position (B) of the accelerator pedal (7). When the sensor (7a) coupled to the accelerator pedal (7) transmits a signal corresponding to the normal position (A) of the accelerator pedal (7), the actuation module (6b) of the control unit (6) actuates the relay valve (10) in the next step [204]. Under the normal position (A) of the brake pedal (7), the relay valve (10) supplies the pressurized air to the at least one brake unit (4) for decelerating and stopping the vehicle at step [205].

Further, when the sensor (7a) coupled to the accelerator pedal (7) transmits a signal corresponding to the depressed position (B) of the accelerator pedal (7), the termination unit (6c) of the control unit (6) terminates the actuation of the relay vale (10) and closes the outlet port of the relay vale (10). Thus, the braking of the vehicle is prevented when the vehicle is being accelerated or when the accelerator pedal (7) is in the depressed position. The control unit (6) may further constantly re-check the position of the accelerator pedal (7) until a signal corresponding to normal position (A) is received form the sensor (7a). The control unit (6) with the comparison module (6d) may compare the instant speed of the vehicle with the pre-determined threshold speed of the vehicle. If the comparison module (6d) determines the instant speed of the vehicle to be greater than the pre-determined threshold speed of the vehicle, the termination module (6c) may terminate the operation of the flow control valve (5) and the relay valve (10).

In an embodiment, operation of the vehicle is less tedious and user comfort is enhanced since operating multiple pedals for accelerating and braking the vehicle is eliminated in certain conditions. Accelerating and decelerating the vehicle through the single pedal by means of the above-mentioned system (100) reduces user’s fatigue in navigating the vehicle through high density traffic.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

Referral numerals Description
2 Auxiliary air flow line
3 Pressurized air tank
4 Brake unit
5 Flow control valve/solenoid valve
5a Supply port
5b Delivery port
5c Exhaust port
6 Control unit
7 Accelerator pedal
7a Sensor connected to the accelerator pedal
8 Pressure reduction valve
9 Switch
10 Relay valve
11 Connector
12 Primary air flow line
13 Brake pedal
14 Battery