Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T7/00—Brake-action initiating means
  • B60T7/02—Brake-action initiating means for personal initiation
  • B60T7/08—Brake-action initiating means for personal initiation hand actuated
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/18—Braking system
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links

Definitions

• the present invention is centred around having control of the throttle and brakes by moving the steering wheel rather than foot pedals.
• the driver by rotating the steering wheel can operate the steering 0 and by moving the steering wheel towards and away from him can operate the brakes and the accelerator.
• a vehicle steering assembly comprising *-* first and second co-axial control parts rotatable together about their mutual longitudinal axis and reciprocable relative to each other along said axis; said second control part being connectable to the steering box of said vehicles and said first control part being connectable both to the steering wheel of said vehicle and an actuator connectable with both the brakes and accelerator of said vehicle to selectively operate same, whereby translation of said steering wheel relative to its normal operating position translates said first and second parts to selectively control the operation of said brakes and said accelerator, and rotation of said steering wheel is transmitted to said steering box.
• the first and second parts are in telescopic engagement. It is further preferable that the translation of said steering wheel in a first direction along said longitudinal axis applies said brakes and translation in a second, substantially opposite direction reduces the application of said brakes and simultaneously actuates said accelerator.
• the braking position is the position when the steering wheel is furthest from the driver.
• the throttle can be operated by moving the steering wheel towards the driver and the throttle would be at it's maximum when the steering wheel was at the position closest to the driver.
• the main shaft can contain a long slot through it and a pin attached to the outer annular tube to allow backwards and forwards movement through the slot.
• the outer annular tube can move longitudinally to and fro over the main shaft whilst rotating with it.
• anti friction devices attached to the main steering shaft engage inside a rectangular or other geometrical shaped part of the annular tube.
• the operation of the brakes and throttle can be by means of a cylindrical block or grooved ring fixed to the main steering shaft and by which the brakes can be applied and the throttle actuated by the movement backwards and forwards of the main steering shaft.
• a position midway between the maximum forward travel of the main steering shaft and the maximum backward travel of the main steering shaft would be where neither brakes or throttle were actuated.
• a steering system incorporating an anti-theft device which locks transmission, brakes, throttle and steering, thus preventing unauthorised use of the vehicle.
• Fig. 1 is a sectional plan view along the longitudinal axis of a steering column of the preferred embodiment
• Fig. 2 is a partly sectional side view of the brake block assembly of Fig. 1 in the neutral position;
• Fig. 3 is a cross-sectional view along the line III-III of Fig. 1,
• Fig. 4 is a cross-sectional view along the line IV-IV of Fig. 1
• Fig. 5 is a cross-section view along the line V-V of Fig. 1
• Fig. 6 is a cross-sectional view along the line VI-VI of Fig. 1 with the anti-theft device in the locked position
• Fig. 7 is the cross-sectional view similar to that of Fig. 6 but illustrating the anti-theft device in the unlocked position
• Fig. 8 is a cross-sectional view along the line VIII-VIII of Fig. 1,
• Fig. 9 is a cross-sectional view along the line IX-IX of Fig. 1, and
• Fig. 10 is a cross-sectional view similar to that of Fig. 8 but of another embodiment of the invention.
• the main steering shaft 1 is shown in Figs. 1 and 8 as a round rod with a cylindrical block 2 made integrally with it.
• a fixed axle 26 extending therethrough and one each of a pair of anti-friction devices 3, which engage in the matching geometrical section of an annular shaft 4, are co-axially disposed about and freely rotatable upon each of the free ends of said axle 26.
• the shaft 4 is of rectangular section tube which has been drawn or extruded to a round section at its forward end.
• the rectangular section (Fig.8) there are a pair of longitudinally extending and parallel slots (not illustrated) and one each of said free ends of said axle 26 extend into a corresponding one of said slots.
• the combination of anti-friction devices 3, slots and axle 26 permits reciprocal movement of the main steering shaft 1 relative to the shaft 4 and imparts rotational movement therethrough from the main steering shaft 1 to the shaft 4.
• Fig 10 illustrates an embodiment of the present invention substantially identical to that of Fig. 8.
• the axle 126 does not extend through the side walls of the shaft 104 due to the absence of slots therein. Rather, the free ends of the hardened steel axle 126 merely abut against the hardened steel sidewalls of the shaft 104 and this serves to reduce the frictional forces acting against both translational and rotational movement.
• the snug engagement of the shaft 101, anti-friction devices 103 and axle 126 within the matching geometrical section of annular shaft 104 ensuring that adequate rotational movement is imparted to the annular shaft 104 from the main steering shaft 101.
• the main steering shaft 1 is able to rotate in anti friction devices, bearings 5 and 6, which are located within, and fixed to, spacer blocks 7 and 8 which are in turn fixed to a main support tube 9.
• the shaft 4 is supported rotationally at its forward end by two anti-friction devices 10 with the end of the shaft 4 splined at 11 for attachment by flexible joints 12 to a steering box (not illustrated) .
• the rear end of shaft 4 has a matching section in which the anti-friction device 3 on shaft 1 engages to permit rotational and longitudinal movement of shaft 1.
• the anti friction devices 10 are supported at the forward end of the main support tube 9.
• the main support tube 9 is fixed at its forward end to the firewall 13 by a bracket 14 which also houses the gear selector gate 15.
• the main support tube 9 supports the shafts 1 and 4 inside it, and the transmission selector tube 16, which has limited rotational and longitudinal movement around it externally.
• the transmission selector tube 16 is supported on anti friction devices 17 and 18 and is capable of free movement throught the firewall 13 and the rear support bracket 19 at both apertures 20 and 21, being maintained in the forward position by a spring 22 acting against the firewall 13 and the gear linkage lever 23.
• the forward movement of the transmission selector tube 16 is restricted by a retainer ring 24 fixed to the body of the vehicle, said retainer ring 24 bearing against the flare in the transmission tube 16.
• a composition bearing 25 assists rigidity of the transmission tube 16.
• the cylindrical block 2 has interposed between it and the brake rod carrier 27, a thrust bearing 28 and a second thrust bearing 29 at the forward end of the brake rod carrier 27 at 29, which is positioned by a retainer ring 30.
• the brake rod carrier 27 has an anti friction device 31 through it which relieves friction on the turning movement of the shaft 1.
• the brake rod carrier 27 is able to move through longitudinal and circumferential slots 32 and 33 in the main support tube 9 and the transmission selector tube 16.
• the brake rod carrier 27 has attached to it a brake rod 34 which is able to move longitudinally through the firewall 13 in a bush 35, and has a thread and locknut 36 at its forward end onto which is screwed a brake block 37.
• the brake block 37 is slotted at 38 through which passes the brake lever 39.
• An anti friction device 40 is positioned in the slot 38 to minimize friction when the brakes are applied.
• the brake lever 39 is attached to the firewall 13 at its upper end with a bracket 41 and a pin 42 allowing the brake lever 39 to move backwards and forwards at its lower end.
• a clevis 43 and clevis pin 44 provide connection of the brake lever 39 to the braking system 45 of the vehicle.
• the brake lever 39 is maintained in a backward position by means of a return spring 46 and a stop 47.
• the brake stop light switch 48 can be operated as shown with a rubber grommet 49 which excludes grime from the switch body (not illustrated) .
• the throttle linkage connection 50 is threadedly engaged with the forwardmost end of the brake block 37.
• the horn (not illustrated) is activated from the steering wheel 56 by any of various means mounted on the steering wheel hub 57.
• the inside of the steering wheel skirt 58 has a longitudinal conductor strip 59 fixed in it.
• the conductor 59 makes contact with a pick up and circumferential conductor strip 60 fixed to the rear end of the transmission selector tube 16 and subsequently to the horn electrical wiring (not illustrated) .
• a dust cover 61 is fixed to the rear end of the transmission selector tube 16.
• Figs. 1 and 4 illustrate that the turn indicator lever 62 is mounted on a pivot platform 63 in such a manner as to operate the switch arms 64 and contact points 65 by moving the turn indicator lever 62 rotationally up or down.
• the turn indicator lever 62 is free to move in a rotational manner through the elongated slot 66 in the transmission selector tube 16 and the elongated slot 67 in the main support tube 9.
• the inner end of the turn indicator lever 62 is located in .a circumferentially grooved bush 68 which allows shaft" 1 to move longitudinally through it, at the same time rotating with shaft 1 by means of a longitudinal slot 69 cut into shaft 1 which engages a projection 71 in the bore in bush 68. Ridges 70 in the groove in bush 68 actuate the cancellation of the turn indication 64.
• An electrically operated solenoid and locking plunger 72 activated by the flow of current from the ON position of the ignition switch (not illustrated) and only through the PARK position on the start/gear inhibitor switch (not illustrated) .
• the ignition is switched to the ON position and the gear select lever 51 is in the PARK position, current flows to the solenoid causing the locking plunger 72 to withdraw against the return spring 73 away from the locking plunger 72 to withdraw against the return spring 73 away from the locking holes 74 in the cylindrical block 2.
• This action allows the steering wheel 56 to be rotated and moved backwards and forwards so that steering, braking and accelaration may be accomplished.
• the locking plunger 72 also clears the elongated hole 75 in the transmission selector tube 16 allowing the transmission selector tube 16 to rotate and activate the vehicle gears through the gear linkage lever 23.
• the locking plunger 72 influenced by the return spring 73 comes to rest on the transmission selector tube 16, thus removing all possibility of accidental locking of the steering, braking or acceleration whilst the vehicle is in motion. Current does not flow through the solenoid whilst the gear lever 51 is away from the PARK position.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Steering Controls (AREA)
• Mechanical Control Devices (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=3698644

Family Applications (1)

Country Status (3)

Families Citing this family (2)

Family Cites Families (4)

• 1985
  • 1985-11-05 WO PCT/AU1985/000271 patent/WO1986002889A1/en not_active Application Discontinuation
  • 1985-11-05 JP JP60504987A patent/JPS62500712A/ja active Pending
  • 1985-11-05 EP EP85905596A patent/EP0200769A1/de not_active Withdrawn

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events