FORM 2
THE PATENTS ACT 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See Section 10; rule 13)
TITLE OF THE INVENTION
"Hybrid Accelerator Control System for M&HCV"
Applicant
TATA MOTORS LIMITED, an Indian company
having its registered office at Bombay House,
24 Homi Mody Street, Hutatma Chowk,
Mumbai 400 001 Maharashtra, India
INVENTORS
Sanjay Sharma, Sanjoy Biswas & Saurabh Kumar Mishra
All Indian national
of TATA MOTORS LIMITED,
an Indian company having its registered office at
Bombay House, 24 Homi Mody Street, Hutatma Chowk,
Mumbai 400 001 Maharashtra, India
PREAMBLE TO THE DESCRIPTION
The following specification particularly describes the invention and the manner in which it is performed.

FIELD OF INVENTION
The present invention relates to an accelerator control system for motor vehicle in general and more specifically an accelerator control system for medium and heavy commercial vehicles having mechanical injection engine.
BACKGROUND OF INVENTION
A fuel injection pump (FIP) is the heart of fuel system of the vehicle and its operation is controlled by another system. The name of this system is accelerator control system,
The control of the vehicle speed through proper operation of FIP is the primary requirement of all categories of accelerator control system. Secondly, it should not affect the packaging or fitment of all other components of vehicles. Thirdly, its configuration to be such that it can be serviceable i.e. - easily fit able as well as removable with ease. Fourthly, it should be less failure prone. Fifthly, it should have longer life. Sixthly, the design should be cost-effective. Seventhly, it should not affect the life of FIP. Lastly, it should have lesser frictional factors for smoother operation.
Currently, the widely used accelerator control systems are Linkage type and Cable type respectively for mechanical injection engine. Both the linkage type and cable accelerator control system has some merit and demerit. The Linkage type accelerator control system is costly, required comparatively more space in packaging, easily not serviceable, has more frictional force, total system weight is more but it is less failure prone and has longer life. Also, this system is rigid type by nature and has some backlash during operation. In addition, sometimes engine manufacturer not recommend using this type of accelerator control system as it has an effect on life of FIP due its rigid type feature. Instead of these, it is more relies

by customer (of M & HCV).Whereas cable type accelerator control system is simple in design wise, cost-effective, easily packable and serviceable, lesser system weight, required lesser space in routing or installation but it is very less relied by customer due its failure in short life span (i.e. - more failure prone). Also, this system is flexible (little slackness) type by nature and smooth during operation. Hence, considering the fact of life of FIP, engine manufacturers like it more than other one.
To resolve these drawbacks stated above a new hybrid or combination type accelerator control system has been developed for mechanical injection engine vehicles where both linkage and cable are used under same system. This new accelerator control system is basically blending of all positive features of linkage and cable type accelerator control system as per the vehicle configuration.
OBJECT OF INVENTION
The primary object of the present invention is to develop a new accelerator control system which is reliable for both customer and engine supplier (designer) point of for mechanical injection (fuel) medium and heavy range of Commercial Vehicles.
Another object of the present invention is design a less-failure prone accelerator control system for mechanical injection (fuel) medium and heavy range of Commercial Vehicles.
Yet another object of the present invention is to develop highly flexible type accelerator control system which can be easily package-able and serviceable in small space.

Yet another object of the present invention is to design a semi cost effective accelerator control system for medium and heavy range of Commercial Vehicles.
Yet another object of the present invention is to develop an accelerator control
system which is semi-flexible type in operation wise, smooth and less friction
prone.
Yet another object of the present invention is to develop an accelerator control
system which will help to cut down the warranty cost due failure of the subject
system.
Yet another object of the present invention is to improve the ergonomics of accelerator pedal control by establishment of guide line for this accelerator control system which will help to improve driver satisfaction (i.e. - customer).
Yet another object of this invention is to develop new accelerator control systems which will helps indirectly to reduce the carbon foot print to save our environment.
SUMMARY OF INVENTION
The present invention relates to a acceleration control system for controlling a vehicles speed comprises atleast one accelerator control lever for determining optimum accelerator pedal force and angular distance travel of the vehicle, a linkage which is operatively connected at one end to vehicle fuel injection pump and at other end to said accelerator control lever, a pull cable assembly which is operatively connected at one end to a accelerator pedal control unit and at other end to said accelerator control lever, and atleast one control shaft which is operatively attached between vehicle engine (E) and said accelerator control lever. The linkage in conjunction with said accelerator control lever and said pull cable

assembly constitute a displacement transmitting mechanism for transferring the displacement of said accelerator pedal control unit to the fuel injection pump and there upon actuating said fuel injection pump.
According to the preferred embodiment of the invention, said linkage is a pull rod assembly.
According to another embodiment of the invention, said linkage is a pull cable assembly.
According to yet another embodiment of the invention, said pull cable assembly is connected to the accelerator pedal control unit through another accelerator control lever.
According to yet another embodiment of the invention, a return spring and its mounting bracket required to mount with fuel injection pump where return spring is not integral to fuel injection pump.
According to preferred embodiment of the invention, said accelerator control lever being provided with bottom lever assembly which is connected with a top lever assembly by a tube.
According to the preferred embodiment of the invention, said acceleration control system is provided with a pull cable mounting bracket for holding and proper actuation of said pull cable assembly, said pull cable mounting bracket is attached to the engine by means of fasteners.
Preferably, one end of said control shaft adapted to be inserted into a hole provided on rear face of engine block or using a mounting bracket and other end

of said control shaft is adapted to be inserted into said tube of said accelerator control lever.
According to another embodiment of the invention, said control shaft is connected to the engine by using a mounting bracket.
According to the preferred embodiment of the invention, said first and second linkage is a pull rod assembly, said pull rod assembly comprises a ball end assembly and locking rings provided at both ends, pull rod provided at one end, hex nut provided at both ends for controlling the length of pull tad assembly, hall pin and hex nut provide at both ball end assembly for tightening with fuel injection pump lever.
According to another preferred embodiment of the invention, said accelerator control lever is connected with control shaft by means of fasteners (of washer and split pin) which forms a sliding type joint.
Preferably, said outer surface of control shaft and inner surface of the tube is properly finished to prevent friction while sliding of control shaft with accelerator control lever.
According to yet another embodiment of the invention, said pull rod connected between fuel injection pump and bottom lever assembly of accelerator control lever by ball joints at both ends. In one case pull cable assembly is used for connecting fuel injection pump and bottom lever assembly of accelerator control lever.
Preferably, said accelerator control lever is used for calculating leverage ratio for selecting correct pedal travel.

Preferably, at least one accelerator control lever is necessary and used to fit near rear end of engine block. It is the key components for optimizing pedal force and travel depending on its leverage ratio. Yet another accelerator control lever is needed to fit to proper function of other types of pedal control units.
Most preferably, centre distance of bottom lever assembly of accelerator control lever is same as centre distance of fuel injection pump lever.
BRIEF DESCRIPTION OF INVENTION
An Accelerator Control system is an actuator which primarily controls vehicles speed. It is a small system of any vehicles but improper functioning can degrades performance of vehicle. Further, this is one of the safety-system of the vehicle. Hence, good design of this system is very important, otherwise vehicle performance will detoriate. Also, it has an impact on customer satisfaction (which is indirectly related to marketing) and warranty cost due to this system.
The existing accelerator control systems have some positive and negative points. The current invention is basically a blending of all positive features of both the accelerator control systems using linkage and cable type under a single system. The new accelerator control system consists of more number of components than conventional cable type accelerator control system but less number of components than conventional linkage type accelerator control system. The proposed system consist of accelerator pedal control unit, Pull cable assembly, Assembly control shaft, Assembly accelerator control lever, Pull cable mounting bracket and Assembly Pull link rod. Here, cable is used in congested area where installation/packaging and servicing are most difficult. In same time link rod (linkage) is used in that area where is a big chance to cut or tear off in touch with

surrounded parts during vehicle running condition or servicing/dismantling condition. Due to this mixed-up the operation becomes semi-flexible type inline to increase the life of system comparison to existing cable type accelerator control system. Obviously, it has more flexibility in installation/packaging and serviceability than existing linkage type accelerator control system. Further, it is to be noted that there is a huge impact of Cab configuration on design/configuration of accelerator control system. Hence, any typical design (accelerator Control System) is not universal to all variants of cab. Proposed accelerator Control System is more suitable in comparison to existing types. This is considered to be a positive feature of the proposed accelerator control system. In general, there are three types of accelerator Pedal control unit are available in today's automotive scenario. These are more or less nearly common for both Linkage and Cable type accelerator control system. But all three types are not suitable for both cable & linkage type accelerator control system. In proposed accelerator control system all three types of accelerator Pedal control unit are suitable. This is one of the key features of the proposed accelerator control system.
In Cable type system only one pull Cable assembly is used between FlP-lever to Accelerator pedal control unit and one pull cable mounting bracket is fitted with engine block. Also, optionally, one return spring is needed to fit at FIP lever end based on type of FIP. In other hand, Linkage type accelerator control system comprises of two accelerator control Levers assembly, two Control Shafts assembly and its Mounting Bracket (i.e. Control Shaft mounting bracket) and three link rods (pull rod Assembly). The new accelerator control system consists of more number of components than conventional cable type accelerator control system but less number of components than conventional linkage type accelerator control system. The proposed system consist of accelerator pedal control unit, Pull cable assembly, Assembly control shaft, Assembly accelerator control lever, Pull cable mounting bracket , return spring (optional) and Assembly Pull rod. In this new accelerator

control system, frictional factors are reduced in large extent because of removal few friction sources. Mainly, here we remove few assembly accelerator control lever and its control shaft and pull (link) rod assembly from existing linkage type accelerator control system. Because of reason described above the rigid ness and back lash are eliminated in addition to reduction of frictional force in very large amount in proposed accelerator control system. Rigidness and backlash in operation will hamper life of FIP. Hence, proposed design satisfies the Engine supplier and they can rely on this design. Further, the system is less failure prone because it is a mixed-up of all positive features of exiting accelerator control systems. Use of any parts made of Ferrous causes addition of carbon to environment because carbon is the byproduct of processing of raw ferrous. The proposed system will helps to reduction of carbon foot print as less number of components made of ferrous are used in it and it is also a less failure prone system.
As mentioned, the present accelerator control system is designed taken into account of rely of both customer and Engine supplier, cost-effectiveness with better ergonomic performance and to provide maximum flexibility in packaging and serviceability of M & HCV having mechanical injection engine. It has been constructed using the following components:
1. Assembly pull Rod (Qty zero or 1)
a) Pull Rod
b) Ball End Assembly
c) Hex nut (Assembly length control)
d) Locking Ring
e) Ball Pin
f) Hex Nut ( for tightening with FIP lever)

2. Assembly Accelerator Control Lever (Qty 1 or 2)
a) Bottom Lever Assembly
(1) Bottom lever
(2) Ball Pin
b) Top Lever Assembly
(1) Top Lever
(2) Ball pin
c) Tube
3. Assembly Control Shaft (Qty 1 or 2)
a) Control shaft
b) Bright Washer

4. Pull cable Assembly ( Qty 1 or 2 )
5. Mounting bracket ( or Pull cable Assembly) (one or two)
6. Accelerator Pedal Control unit (Typel) (6A & 6B) (i) Accelerator Pedal Control unit 6A
a) Assembly Pedal
(1) Pedal
(2) Link rod mounting bracket
(3) Hinge
(4) Fasteners - (for mounting of pedal and Hinge)

b) Link Rod
c) Split pin ( for Link rod mounting)
d) Assembly Accelerator lever
e) Fasteners ( for Mtg of Assembly Acc. lever with Assembly Mtg Bkt)
f) Assembly Mtg Bracket (Accelerator control unit)
g) Stopper (accelerator Pedal)
h) Fasteners ( for Assembly mounting bracket Mtg) i) Fasteners (for Assembly pedal Mtg with toe panel)

j) Rubber cover (pedal)
k) Fork ( for pull cable holding and length adjusting) 1) Holder ( Pull cable Assembly with CAB) (ii) Accelerator Pedal Control unit 6B
a) Assembly Pedal
(1) Pedal
(2) Hinge bracket 1
(3) Hinge bracket 2

b) Link Rod
c) Assembly mounting bracket
d) Hinge Pin
e) Stopper
f) Fasterns
g) Fasteners
h) Rubber grommet
i) Fasteners ( for Rubber grommet)
Or 7. Accelerator Pedal Control unit (Type2)
a) Assembly accelerator Pedal
(1) Pedal lever
(2) Ball pin
(3) Boss
(4) Pedal plate

b) Rubber cover
c) Stopper
d) Mounting Bracket
e) Fasteners ( for Mounting Bracket)
f) holder( Pull cable Assembly with CAB)

g) Fasteners
h) Fasteners ( for Assembly mounting bracket Mtg)
Or
8. Accelerator Pedal Control unit (Type3)
a) Assembly Pedal Lever
(1) Pedal Lever
(2) Link rod mounting bracket

b) Rubber Cover
c) Split pin ( for Link rod mounting)
d) Mounting Bracket
e) Link Rod
f) Split Pin
g) Stopper (accelerator Pedal) h) Fasteners ( for Stopper)

9. Mounting bracket ( for Assembly control shaft) (Nil or one)
10. Return Spring- ( Nil or one)
11. Return Spring mounting bracket ( Nil or one)
12. Fasteners
In general three type of Cab used in automotive filed, namely SFC (semi forward control), FC (Forward control) fixed and FC (Forward control) tilt cab as shown in Figures-6(a), 6(b) and 6 (c). First two types are fixed type and engine hood can be removable for servicing purpose. Tilting is done for third case for any servicing purpose as hood is fixed with cab floor. Similarly, there are three variants of Accelerator Pedal control unit use in commercial vehicle. Similarly Accelerator Pedal control unit may be different type. These are namely Direct Floor mounted lever type (Typel), Floor Mounted Balance type (Type 2) and Fire Wall Mounted Pendulum type (Type 3). For the convenient of understanding all these are shown in Figure 1 with details. All these types of cab and accelerator pedal control unit

combination are not suitable for existing cable and linkage type accelerator control system.
All these three type of Accelerator control unit are shown in schematic drawing of both existing type and proposed accelerator control system. These drawings are informative enough to understand the construction features and comparative study of working principles of both the existing and proposed accelerator control system. Here, three types of hybrid accelerator control system are proposed. In first 2 cases, the Assembly pull Rod is fitted between the FIP lever and bottom lever Assembly of Assembly Accelerator Control lever by ball joints at both ends. For this two cases, this connection is kept as rigid because to prevent failure of this connection with surrounds aggregates or components during installation and removing of Engine based on vehicle cab configuration. This ensures the less failure prone nature of the system. Assembly Accelerator Control lever is fitted with Assembly control shaft by means of Bright washer and Split pin. The nature of this joint is sliding type. The Assembly control shaft is inserted through hole provided in rear face of engine-block (RFOB) in one case. Other two cases it is fitted with Engine block by an add-on bracket. An Assembly pull Cable is connected Assembly Accelerator Control unit or second accelerator control lever and Assembly Accelerator Control lever. Practically, fitment of any thing is very difficult in toe panel area due to the space constraints and congested with ABC control unit, Steering and various pipes. Hence, due to use of Cable connection in rear half of this hybrid Accelerator Control system the advantageous features are incorporated in it. The Assembly pull Cable is designed as per AIS-060. For holding and proper actuation of the Pull cable Assembly, an Assembly mounting bracket is fitted on engine block through bolting. One of the cases of hybriding used two numbers of pull cable Assembly which is most suitable for tilt cab type vehicle. Fitment of addition return spring and its mounting bracket depends on configuration fuel injection pump. If return spring is not integral to FIP then needs to fit it. FIG 4C represented such case of hybrid accelerator control system.

At least one Assembly accelerator lever is necessary to use in hybrid accelerator control near rear end of engine block and it is key parameter to decide optimum pedal force and travel characteristics as Accelerator pedal control unit is the carry over kit from existing. The effective Center distance of Bottom lever Assembly (L1) should be same as Center distance of FIP lever (LO) and for better ergonomics the leverage ratio (Lr = L1/L2) should be between 0.99 to 1.1. The details of Assembly Accelerator control lever. Further due to elimination of other Assembly Accelerator lever, Assembly control shaft and Pull rod Assembly (second) the system become cost effective in comparison to existing linkage type accelerator control system.
Assembly Control shaft has a role in the system to prevent friction in sliding in line with Assembly Accelerator Control Lever because friction factor is negligible in other parts of this system. Outer surface of Control Shaft (Assembly Control shaft) and Inner surface of Tube (Assembly Control shaft Lever) should be properly finished. The Assembly control shaft is made of Control shaft (basically a Rod) and bright washer. Some functional dimensions of this assembly control shaft.
BRIEF DESCRIPTION OF DRAWINGS
Fig- 1A shows Direct Floor mounted lever type accelerator pedal control unit (Typel)
(a) 1st variant of direct floor mounted lever type
(b) 2nd variant of direct floor mounted lever type
Fig- 1B shows Floor Mounted Balance type accelerator pedal control unit (Type 2) Fig- 1C shows Fire Wall Mounted Pendulum type accelerator pedal control unit (Type 3)
FIG. 2A shows schematic drawing of Linkage type Accelerator control system with type 2 accelerator pedal unit

FIG. 2B shows schematic drawing of Linkage type Accelerator control system with
type 1 (b) accelerator pedal control unit
FIG. 3 shows schematic drawing of Cable type Accelerator control system
FIG. 4A shows schematic drawing of Hybrid Accelerator control system with one
accelerator control lever according to first embodiment of the present invention.
(a) Side view of first embodiment
(b) Top view of first embodiment
FIG. 4B shows schematic drawing of Hybrid Accelerator control system with two accelerator control lever according to second embodiment of the present invention.
(a) Side View of second embodiment
(b) Top view of second embodiment
FIG. 4C shows schematic drawing of Hybrid Accelerator control system with two pull cable assembly according to third embodiment of the present invention.
(a) Side View of third embodiment
(b) Top view of third embodiment
Fig-5A shows perspective view of pull rod assembly according to the present
invention.
Fig-5B shows perspective view of accelerator control lever assembly according to
the present invention.
Fig- 5C shows perspective view of Control shaft according to the present invention.
FIG. 6(a) shows schematic drawing of first type of Cab with position of Bonnet (B)
and Engine Hood (H).
FIG. 6(b) shows schematic drawing of second type of Cab with position Engine
Hood (H).
FIG. 6(c) shows schematic drawing of tilt cab type vehicle with position of Engine
Hood (H).

DETAILED DESCRIPTION OF INVENTION
Referring now to the accompanying drawings wherein the showings are for the purpose of illustrating a preferred embodiment of the invention only and not for the purpose of limiting the same.
The present invention is related to System only. This is not related to new invention of parts or components. The system consist of various assemblies namely Assembly pull Rod (1), Assembly Accelerator Control Lever (2), Assembly Control Shaft (3), Pull Cable Assembly (4), Assembly Mounting Bracket (5) and Accelerator Pedal Control Unit (6). The Accelerator Pedal Control Unit (6) may be different based on vehicle Toe panel configuration. First two type of Accelerator Pedal Control Unit which is shown in Fig-1A and Fig-1B are more suitable for this particular Hybrid accelerator control system. But in current description the proposed Accelerator Control system is shown (Fig-4) with Typel accelerator pedal control unit (i.e. -Direct Floor mounted lever type accelerator control unit). The brief details of all three type Accelerator pedal control unit are discussed below: Direct Floor mounted lever type or Typel Accelerator control unit has two variants (6A & 6B). First variant is shown FIG 1A (a).
The direct mounted lever type (6A) consists of following major components-Assembly pedal (6a), Link Rod (6b), Assembly Accelerator Lever (6d), Assembly Mounting Bracket (6f), Stopper (6g), Rubber Cover (6j), Fork (6k) and Holder (61). Other required things are the fasteners (6c, 6e, 6h and 6i) for interconnection and fitment. Assembly pedal (6a) is a combination of Pedal (6al), Link rod mounting bracket (6a2), Hinge (6a3) and fasteners [hex bolt and hex nut] (6a4). For this particular type Accelerator control unit (Typel) relative position of Hinge (6a3) and Assembly Mounting Bracket (6f) is very important for proper operation of this control unit. Ergonomically this Accelerator Control unit (Typel) is suitable for

both SFC and FC fixed cab than other two types (Type2 (7) and Type3 (8)) of Accelerator Control unit.
Second variant (6B) of Typel is shown FIG 1A (b). It consists of following major components- Assembly pedal (6a), Link Rod (6b), Assembly Mounting Bracket (6c), Hinge pin (6d) and Stopper (6e). Other required things are the fasteners (6f, and 6g) for interconnection and fitment. Assembly pedal (6a) is a combination of Pedal (6a 1), hinge bracket (6a2) and (6a3). Relative position between Hinge bracket (6a2) and (6a3) is very important for proper operation of this control unit. Here, rubber grommet and fasteners for it are represented as 6h and 6i. Ergonomically this Accelerator Control unit (Typel) is mainly suitable for both FC fixed and tilt cab than other types (Type2 and Type3) of Accelerator Control unit.
Floor Mounted Balance type or Type 2 Accelerator Control unit (7) is made of following components namely Assembly Accelerator Pedal (7a), Rubber Cover (7b), accelerator pedal Mounting Bracket (7d), Stopper (7c) and Holder {If). Assembly Accelerator Pedal (7a) is consists of Pedal lever (7al), Ball pin (7a2), Boss (7a3) and pedal plate (7a4). Boss (7a3) is inserted through hole of Pedal lever (7al) and welded all around. Assembly Accelerator Pedal (7a) is mounted with Assembly Accelerator pedal Mounting Bracket (7d) by bolting using fasteners [Sintered bush, hex bolt and Nyloc nut ] (7g). Installation point of view this type of Accelerator control unit (Type2) is better than Type 1 accelerator control unit.
Fire Wall Mounted Pendulum type (or Type 3) accelerator control unit (8) is simple in looks wise and Cab inside (with toe panel) fitment wise than other two categories of Accelerator control units. This is a combination of Assembly pedal Lever (8a), Rubber cover (8b), Mounting bracket (8d) and Link Rod (8e). The mounting bracket (8d) is an integral part of toe panel Assembly. Assembly pedal lever (8a) is fitted with mounting bracket (8d) through hinge joint by using hinge pin (8c). The link rod (8e) is fitted with Assembly pedal lever (8a) using split pin (8f). Assembly

pedal lever (8a) is a made of Pedal lever (8al) and Link rod mounting Bracket (8a2). One pedal stopper (8g) is required to restrict over travel in line to avoid bottoming and fasteners for it represented as 8h. In figures- 1A (a), 1A (b), 1B and 1C terms TP, P1 and P2 indicates the Toe panel, Initial and Final position (P1, P2) of Accelerator Pedal respectively.
Any of this type of pedal control units is not equally suitable for existing cable and linkage type accelerator control system. Further, it is to be noted that there is a huge impact of Cab configuration on design/configuration of accelerator control system. Hence, any typical design (accelerator Control System) is not universal to all variants of cab. Proposed accelerator Control System is more suitable in comparison to existing types. All three types of cab are shown in Figures- 6(a), 6(b) and 6(c) for convenient of understanding. In FIG.6 (a) B and H indicates bonnet and Engine Hood respectively. The present invention is related to system only and it is more suitable in comparison to existing types. This is considered to be a positive feature of the proposed accelerator control system. As stated above, there are three types of accelerator Pedal control unit are available in today's automotive scenario. These are more or less nearly common for both Linkage and Cable type accelerator control system. But all three types are not suitable for both cable & linkage type accelerator control system. In proposed accelerator control system all three types of accelerator Pedal control unit are suitable. This is one of the key features of the proposed accelerator control system.
The two type of existing accelerator control systems are Linkage type Accelerator control system (refer Fig-2) and Cable type Accelerator Control System (Refer Fig -3). Fig 2 shows the two typical case of linkage type accelerator control system. Both the Linkage type Accelerator control system consists of 2 numbers of Assembly Pull Rod (1A and 1B), Assembly Accelerator Control Lever (2A and 2B) and Assembly control shaft (3A and 3B). Obviously the Assembly Accelerator Control unit and Mounting Bracket (5) for control shaft. All Interconnecting

fasteners between Assembly Accelerator Levers (2A and 2B) and Assembly control Shafts (3A and 3B) are indicated by 12 mounting bracket (5) is fitted with engine block using fasteners 12 . Lr1 and Lr2 indicates the leverage ratios of Assembly Accelerator Control Levers (2A and 2B) respectively.
Both the cases accelerator pedal control unit is entirely different, in first case it is type2 (8) and for second case it is type1 (6B). Further one more difference is that return spring (10) and its mounting bracket (11) are required for second case (Refer FIG 2B) for functioning of the system due to different configuration of FIP. This type of system has only two advantages are longer life and less-failure prone nature. Due to this reason customer rely on this design more than Cable type Accelerator control system. In this system link is rigid type in nature, Harmful respective to FIP life according to engine Supplier, have more friction factors, back lash and Initial cost is more because of more no of components and required more space in installation/packaging and servicing. Further, Ergonomic point of view this design is not so good because to adjust accelerator pedal unit required proper design and adjustment of two leverage ratios ( Lrl and Lr2) of Assembly Accelerator Control Levers ( 2A and 2B) in line with Assembly Accelerator pedal (8a). The Cable type accelerator control system consists of just major components namely Assembly Accelerator pedal unit (7), Pull Cable Assembly (4) and Mounting Bracket Pull cable (5). Return Spring (10 and its mounting Bracket (11) are optional and applicable where return spring is not integral with FIP (F). Hence, for this typical case (refer Fig-3) these (R and R') are valid parts of the system. CF and CL indicate the Cab floor and Clamp respectively. The Pull cable Assembly (4) is connected between FIP-lever (LF) and ball pin (7a2) of Assembly Accelerator pedal (7a). Fig-3 it's descriptive enough to understand that this system is easily package-able and serviceable. This system is low cost, most flexible in fitment and servicing point of view, Prefer by Engine supplier considering its flexible nature of operation and FIP life but it is not rely by Customer due to its failure prone nature in very short life span.

The present System is the mixed up of all positive features of existing Accelerator control systems. Here, cable is used in congest area where installation/packaging and servicing are most difficult. Where as linkage is used in that area where is a big chance to cut or tear off in touch with surrounded parts during vehicle running condition or servicing/dismantling condition. There is not any hard core rule to use quantify Assembly Pull Rod(l), Assembly Control Lever(2), Assembly Control Lever (3), Pull Cable Assembly(4) and mounting brackets ( 5 & 9). This is to be use as per requirement or System demand. As we mentioned earlier, there is a huge impact of Cab configuration on design/configuration of accelerator control system as well as accelerator Pedal Control Unit. Here, we proposed three option of hybrid accelerator control system. All these option are for various cab and accelerator pedal control unit combination. For better understanding of proposed hybrid accelerator control system existing two type of accelerator control system are shown in Figures-2A, 2B, and FIG.3 and already brief in previous paragraphs. All Three systems are described in Figures- 4A, 4B and 4C by its two views i.e. Side View and Top View respectively. Further, details of few parts of this system are shown in Fig -5. In first type hybrid accelerator control system (refer FIG 4A); Pull rod is used in half portion of system and Pull cable is used in remain half of the System. Assembly Pull Rod (1) which can be adjustable up to 15-20 mm is fitted through ball joint with FIP-Lever (LF) and Assembly bottom lever (2b) of Assembly Accelerator Control lever (2). This portion of vehicle peripheral parts of vehicle is very nearly placed and hence there is very high chance to tear or break of the connection during installation and removing of engine. In this current system it is ensure not to fail the link/connection like the cable type accelerator control system by using the Assembly pull rod (2). From the Assembly Accelerator Control Lever (2), a pull cable Assembly (4) is used to complete remains connection with Accelerator Pedal control Unit (6). Out side as well as inside area of Toe panel is very much congested due to all three control unit (ABC), Steering Column and pipe

lines. Due to above reason fitment/packaging and servicing is most difficult task in Toe panel area of vehicles. Because of use of Pull cable Assembly (4), the fitment /packaging become easy as Cable type Accelerator Control system. Further, the engine can be easily dismantle by just disconnecting the Pull cable Assembly (4) from Top Lever Assembly (2a) of Assembly Control Lever (2) (refer Fig- 4 and Fig -5). A mounting Bracket (5) is bolted with Engine block using fasteners 12 for proper functioning of Assembly Pull Cable (4). Assembly Control Shaft (3) is inserted in hole available on RFOB and Tube (2c) of Assembly Control Lever (2) for holding and proper functioning of it (2). One of thing is very important to ensure in this sliding joint that Surface finish of inner surface of Tube (2C) and Outer Surface of Control Shaft (3a) should be good enough (refer fig-5). This is so because this has the major contribution in friction in this system as there is no such type of joint available in it. This thing ensures the lesser friction factor in current accelerator control system. One more noticeable thing about this particular hybrid accelerator control system is that no need to use any mounting bracket (9) for Assembly control shaft (3) .There is only Accelerator Control Lever (2) is available in System and it has only one leverage ratio (Lr). This Ratio is the only controlling parameter to select correct pedal travel as pedal force value is never become any concern in M & HCV because its value is very low compare to clutch and brake pedal force. The pedal Travel should be such that it should meet AIS -035. In this new system leverage ratio (Lr = L1/L2) of Assembly accelerator Control lever (2) should be 0.99 to 1.1 to meet the ergonomic requirement and norms. Here, the CD (i.e.-centre distance) [LI] of Bottom Lever Assembly (2b) should be same as CD of FIP -lever [L0]. This is the add-on features of this new system and covers the seventh objective of invention. Assembly Pull Rod (1) is designed as automotive practice standard. Further, BOM (Bill of materials) in Brief description of Invention and Fig -5 A shows required details of Assembly Pull Rod (1). No details of Assembly mounting bracket (5) is given in this description because it has not any particular shape as it changes engine to engine. Similarly, pull Cable Assembly (4)

is designed as per AIS-060 and no detail is given in this discussion. The proposed system is semi-cost-effective because as mentioned earlier that it consists of very lesser numbers of components than existing Linkage type accelerator control system but more numbers of components than cable type accelerator control system. Further, this system is indirectly helps to protect environment by exhausts of carbon due the use of less numbers of parts made of Ferrous and less-failure prone nature. Discussion of present paragraph covered all objectives of current invention. In all the drawings where shown the big size arrow indicates the direction of vehicle front. Similarly, 1I, 1F, E and E¢ represents the Idle condition of FIP-Lever, Final condition of FIP-Lever, Engine and engine centre line respectively.
Another Type of Hybrid Accelerator Control system is described in FIG 4B by its two views namely Side View (a) and Top View (b) respectively. It is the alternative of Linkage type accelerator control system shown in FIG.2A. Here, pull Cable Assembly (4) and its mounting Bracket (5) is introduced in place of second Assembly pull rod (1B). Now just disconcerting the end of Pull Cable Assembly (4) from Assembly control lever (2) at engine, it can be dismantle for servicing or removing purpose of engine. This system new becomes suitable for all three type cab configuration with accelerator pedal control unit (8). It is to be noted that this system consists of two numbers of Assembly Accelerator lever (2A,2B), Assembly Control Shafts (3A, 3B) and its mounting brackets (9A, 9B) but Leverage ratio Lr1 is vital for optimize pedal force and travel as per ergonomic norms unlike first type of hybrid accelerator control system.
Yet another option of this system is shown in FIG.4C. This is the replacement of Cable and Linkage type accelerator control System shown in FIG.2B and FIG.3 respectively. In this option, two numbers of Pull cable Assembly (4) is used. There is no Assembly Pull Rod (1) in this system. This is one of the key things of this hybrid accelerator control system. Only one Assembly Control Lever (2), Assembly

Control Shaft (3) and Its Mounting (9) are used. This system is most suitable for SFC & FC fixed cable vehicle. But, it can also be use in Tilt cab version of vehicle. Here accelerator pedal control unit is type 2 (7) type. In this case also, the only assembly accelerator control lever (2) and its leverage ratio Lr1 has influence on pedal force and travel finalization.
The foregoing description is a specific embodiment of the present invention. It should be appreciated that this embodiment is described for purpose of illustration only, and that numerous alterations and modifications may be practiced by those skilled in the art without departing from the spirit and scope of the invention. It is intended that all such modifications and alterations be included insofar as they come within the scope of the invention as claimed or the equivalents thereof.

WE CLAIM:
1. An acceleration control system for controlling a vehicles speed comprising:
- atleast one accelerator control lever (2, 2A) for determining optimum
accelerator pedal force and angular distance travel of the vehicle,
- a linkage (1) which is operatively connected at one end to vehicle fuel injection pump (F) and at other end to said accelerator control lever (2, 2A),
- a pull cable assembly (4, 4B) which is operatively connected at one end to a accelerator pedal control unit (6A, 7, 8) and at other end to said accelerator control lever (2, 2A), and
- atleast one control shaft (3, 3A, 3B) which is operatively attached between vehicle engine (E) and said accelerator control lever (2,2A),
Wherein said linkage in conjunction with said accelerator control lever and said pull cable assembly constitute a displacement transmitting mechanism for transferring the displacement of said accelerator pedal control unit {6A, 7, 8) to the fuel injection pump (F) and there upon actuating said fuel injection pump (F).
2. The acceleration control system as claimed in claim 1, wherein said linkage is a pull rod assembly (1).
3. The acceleration control system as claimed in claim 1, wherein said linkage is a pull cable assembly (4A).
4. The acceleration control system as claimed in claim 1, wherein said pull cable assembly (4) is connected to the accelerator pedal control unit (8) through another accelerator control lever (2B).

5. The acceleration control system as claimed in claims lto 4, wherein a return spring (10) and its mounting bracket (11) required to mount with fuel injection pump where return spring (10) is not integral to fuel injection pump.
6. The acceleration control system as claimed in claims 1 to 5, wherein said accelerator control lever (2) being provided with bottom lever assembly (2b) which is connected with a top lever assembly (2a) by a tube (2c).
7. The acceleration control system as claimed in claims 1 to 6, wherein said acceleration control system is provided with a pull cable mounting bracket (5) for holding and proper actuation of said pull cable assembly (4), said pull cable mounting bracket (5) is attached to said engine (E) by means of fasteners (12).
8. The acceleration control system as claimed in claims 1 and 7, wherein one end of said control shaft (3) adapted to be inserted into a hole provided on rear face of engine block (E) and other end of said control shaft (3) is adapted to be inserted into said tube (2c) of said accelerator control lever (2).
9. The acceleration control system as claimed in claims 1 to 8, wherein said control shaft (3) is connected to engine by using a mounting bracket (9).
10. The acceleration control system as claimed in claims lto 9, wherein said pull rod assembly comprises a ball end assembly (lb) and locking rings (1d) provided at both ends, pull rod (la) provided at one end, hex nut (1c) provided at both ends for controlling the length of pull rod assembly, ball pin

(1e) and hex nut (1f) provide at both ball end assembly for tightening with fuel injection pump lever.
11. The acceleration control system as claimed in claims 1to 10, wherein said accelerator control lever (2) is connected with control shaft (3) by means of fasteners 12 (of washer and split pin) which forms a sliding type joint.
12. The acceleration control system as claimed in claims lto 11, wherein said outer surface of control shaft (3) and inner surface of the tube (2c) is properly finished to prevent friction while sliding of control shaft with accelerator control lever (2).
13. The acceleration control system as claimed in claims lto 12, wherein said pull rod (1) connected between fuel injection pump and bottom lever assembly (2b) of accelerator control lever (2) by ball joints at both ends.
14. The acceleration control system as claimed in claims lto 13, wherein said accelerator control lever (2) is used near rear end of engine for calculating leverage ratio (L r=Ll/L2) for selecting correct pedal travel.
15. The acceleration control system as claimed in claims lto 14, wherein centre distance (L1) of bottom lever assembly (2b) of accelerator control lever (2) is same as centre distance of fuel injection pump lever (LF).