STEERING AND ANTI-THEFT DEVICE FOR VEHICLES

Abstract: A vehicle control system especially for road vehicles includes telescopically connected shaft (1 and 4). The shaft (1) is connected rigidly to a steering wheel (56) and is held in a steering column (9) for rotational and axial movement. The end of the shaft (1) remote from the steering wheel (56) is connected to the shaft (4) through torque transmitting devices (3). The connection allows relative axial movement between the two shafts. The remote end of the shaft (4) is connected to the vehicle steering system so that rotation of the steering wheel (56) steers the vehicle in the conventional way. The shaft (1) includes a cylindrical block (2) which engages the rod carrier (27) which in turn actuates the vehicle braking system when the steering wheel (56) is pushed forward and actuates the throttle when the wheel (56) is pulled backwards. There is an intermediate position of the wheel (56) in which neither the brake or throttle are actuated. The control system also includes a locking device (72) which prevents axial and rotational movement of the shaft (1) as well as locking the gear selection (51) in a PARK position.

Description: "STEERING AND ANTI-THEFT DEVICE FOR VEHICLES" TECHNICAL FIELD This invention is related to automobiles and eliminates the need for brake and accelerator pedals 5 on the floor. It is especially useful for automatic vehicles. BACKGROUND ART Hitherto the operation of automobiles has normally required the driver to have the capability to manipulate the vehicle controls with both hands and feet. Some modifications have been made for handicapped people to operate automobiles but these have shown themselves to be very much one only conversions that are too expensive and mechanically impractical for 5 utilization on a large or commercial scale. 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. It is an object of the invention to provide a steering system that will eliminate the need for foot controls for use by all drivers but which is 5 of most benefit to handicapped people, especially people who have lost the use of both legs. It is also preferred feature of the embodiment of the present invention to be described, to incorporate a positive anti-theft device which will enchance 0 the new steering system by preventing unauthorized use of any vehicle to which it is fitted. DISCLOSURE OF THE INVENTION According to one aspect of the present invention there is disclosed 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. Preferably, 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. It is preferred that the braking position is the position when the steering wheel is furthest from the driver. Thus in this case 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. There are many ways mechanically of ensuring that the main steering shaft and the outer annular tube would move rotationally together. 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. Thus in this way the outer annular tube can move longitudinally to and fro over the main shaft whilst rotating with it. Another mechanical means would be where the main steering shaft had a pin through it which engaged in a slot in the annular tube. Yet another means could be where the pin in the main steering shaft has anti friction devices attached to it which would reduce friction encountered in the slot. Yet another mechanical means would be where 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. In accordance with yet another aspect of the present invention there is disclosed a steering system incorporating an anti-theft device which locks transmission, brakes, throttle and steering, thus preventing unauthorised use of the vehicle. The activation of a pin or other geometrically sectioned shaft releases the locking of the transmission, brakes, throttle and steering when the ignition key or other starting device is placed in the operating position. BRIEF DESCRIPTION OF THE DRAWINGS 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. BEST MODE OF CARRYING OUT 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. At the forward end of the shaft 1 there is 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. In 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. However, 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. As illustrated in Figs. 1, 3 and 4, 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. As will be seen in Figs. 1 and 2, 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. With reference to Figs. 1 and 5, it will be seen that gears are selected by movement of the gear lever 51 which moves the transmission select tube 16 rotationally and consequently the gear linkage lever 23. When the gears are in the PARK position the driver applies pressure on. the gear select lever 51 towards him which releases the gear linkage lever 23 from the indent in the gear selector gate 15 allowing the rotational movement of the gear select lever 51 and so moves the gear linkage lever 23 to the desired position. Releasing the gear lever 51 allows the gear linkage lever 23 to engage in the appropriate indent in the gear selector gate 15, by the return spring 52. The longitudinal movement of the transmission tube 16 is achieved by the gear select lever 51 passing through a neat hole 53 in the transmission selector tube 16 in turn passing through an elongated slot 54 in the main support tube 9 and into a joint on a bush 55 positioned on shaft 1 so that it remains in a fixed longitudinal position. In effect the main support tube 9 becomes a fulcrum to the gear select lever 51. As seen in Figs. 1 and 3, the horn (not illustrated) is activated from the steering wheel 56 by any of various means mounted on the steering wheel hub 57. In this case 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. Turning to Figs. 1, 6 and 7, there is shown means by which unauthorised use of the vehicle is prevented. 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) . When 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. At the same time 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. When the current is cut from the solenoid by the rotation of the transmission selector tube 16, through the start/gear inhibitor switch, out of the PARK position, 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. When the vehicle is brought to rest and the gear lever 51 is moved to the PARK position, current is again restored to the solenoid until the ignition is switched OFF when the locking plunger 72 is free to enter the hole 75 in the transmission selector tube 16, the hole 76 in the main support tube 9 and eventually the locking hole 74 in the cylindrical block 2, making the steering, braking, acceleration and gear selection inoperable. Current flow to the solenoid is restricted so that continued current flow to the solenoid does not cause a burn out whilst the vehicle is in motion or in NEUTRAL gear for the purpose of motor tuning or maintenance. Obviously, a mechanically operated solenoid and locking plunger can be readily constructed to operate in an analogous manner to that described above.

Claims: CLAIMS 1. 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. 2. An assembly as claimed in claim 1 wherein said first and second parts are in telescopic engagement. 3. An assembly as claimed in claim 1 or 2 wherein said first part comprises the steering column of said steering wheel and said second part is tubular. 4. An assembly as claimed in claim 1 wherein 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. 5. An assembly as claimed in claim 4 wherein translation of said steering wheel in said first direction is forwardly and away from the driver of said vehicle. 6. An assembly as claimed in claim 1 wherein one of said control parts is provided with a longitudinally extending slot therein, and the other one of said control parts carries a pin which slidably engages said slot to permit the longitudinal reciprocal movement between said first and second parts and to impart rotational movement from said first to said second part. 7. An assembly as claimed in claim 6 wherein said one part is said first control part. 8. An assembly as claimed in claim 6 wherein said pin has co-axial anti-friction means disposed about its longitudinal extent. 9. An assembly as claimed in claim 1 wherein said first control part has a stub axle extending therethrough, each of the free ends of said axle substantially abutting opposite and substantially parallel interior side walls of said second control part and co-axially disposed about each of said free ends is a freely rotatable anti-friction means which substantially traverses the internal diameter of said second control part to permit the longitudinal reciprocal movement between said first and second parts and to impart rotational movement from said first to said second part. 10. An assembly as claimed in claim 1 wherein said actuator comprises a translating means attached to said first control part and a linkage means extending therefrom which selectively operates a yoked selection means that is connected at one end to said brakes and at the other end to said accelerator. 11. An assembly as claimed in claim 1 wherein one of said control parts is provided with an aperture therein, a correspondingly shaped locking member is engageable with said aperture during non-operation of said vehicle to lock same and prevent unauthorised use therαf, and said member is relocated to a position clear of both said aperture and said control part when the starting device of said vehicle is placed in the operating position to thereby allow normal operation of said vehicle.

Inventors: ZIKAN FRANCIS PATRICK, ZIKAN, FRANCIS, PATRICK
Applicants: ZIKAN FRANCIS PATRICK, ZIKAN, FRANCIS, PATRICK
Application year: 1985
Main classification: B60K41
IPC codes: B60T7, B60W10, B60W30