Abstract:
A system which includes a steering member that not only allows the operator to accomplish the steering of a vehicle, but also allows the operator to merely exert a force on the steering member to control the braking mechanism of a vehicle. The steering member, acting as a unitary device for controlling two of the principal operations of a vehicle, provides the operator with improved handling capabilities and does so without the operator needing to use his/her feet which makes the control system of the vehicle particularly suited for handicapped individuals.

Description:
This is a divisional application of application Ser. No. 08/862,128, filed May 22, 1997, now U.S. Pat. No. 6,167,775, which is a continuation in part of application Ser. No. 08/544,676, filed Oct. 18, 1995, now U.S. Pat. No. 5,666,857. 
    
    
     The present invention relates to a steering and braking control system for a vehicle. More particularly, the present invention relates to a system utilizing the steering wheel to accomplish both the steering and braking operations of the vehicle. Specifically, the present invention relates to a system wherein the steering is accomplished in a normal manner by the operator, but the driver need only push forward on the steering wheel to accomplish the braking operations. 
     BACKGROUND OF THE INVENTION 
     Recently, Federal and State governments have made major strides to allow disabled individuals, such as paraplegics, to pursue occupations of their choice. A paraplegic may suffer paralysis of the lower half of his/her body involved with the movement of both legs which prevents his/her driving of a typical automobile and, thus, hindering his/her entrance into the work force. Although the paraplegic may be lacking in strength of his/her lower half of the body, more than likely, the paraplegic develops superior upper body strength, to more than compensate for their disability. It is desired that automobiles be provided having operator control systems that make use of the paraplegic&#39;s upper body strength and do not require the use of his/her legs. 
     Automobiles that employ control systems that do not require the use of the operator&#39;s leg to control the automobile, such as to perform braking operations, are known and some of which are described in U.S. Pat. No. 656,962 (&#39;962); U.S. Pat. No. 2,471,244 (&#39;244) and U.S. Pat. No. 3,117,649 (&#39;649), all of which are herein incorporated by reference. The &#39;962 patent discloses a system having a single device that is used to control the steering, acceleration, and braking of the vehicle, but this device is a bar handle which has limitations, especially, in the steering aspects of the automobile by present-day drivers who are use to the handling provided by a steering wheel. The &#39;244 patent uses a primary steering wheel to accomplish the steering of an automobile and which coacts with an auxiliary steering wheel to assist in the braking operations of the automobile, but the operator&#39;s usage of two devices to control one automobile may disadvantageously cause the operator to lose the “feel” of the operating characteristics of the automobile. The &#39;649 patent discloses an automobile that has a single handle to control the principal operations of an automobile which are the steering, acceleration and braking. However, the usage of a single handle to control an automobile has limitations, especially as mentioned for the &#39;962 patent, to one who is accustomed to steering an automobile by the use of a steering wheel. It is desired that a control system by provided for an automobile that does not require the use of the legs of the operator to accommodate the braking operation but does not suffer from prior art limitations. 
     In addition to the desires of the handicapped individuals, a non-handicapped person may also desire a control system that does not require the use of his/her legs, especially, if it allows for a system that more readily controls the automobile. This enhanced control system provides continuous control by the driver with his/her hand always on the steering wheel. Such control allows this system to be used for racing cars as well as in less vigorous recreation endeavors, such as in the use of golf carts and conventional automobiles. It is desired that a control system for all types of motorized vehicles be provided that enhances the handling of the vehicles which does not require the use of the legs of the operator. 
     The control system disclosed allows a paraplegic having paralysis of the lower half of the body to operate a motorized vehicle safely and securely, even in racing cars in competitive races. 
     The control system disclosed does not require the use of legs of the operator but does include a steering wheel operating the control system, which may be adapted to various vehicles, including motorized devices such as racing cars, automobiles, wheelchairs, or golf carts. 
     These and other objects of the present invention as well as advantages thereof over existing prior art forms will be apparent in view of the following detailed description of the invention and the accompanying claims. 
     SUMMARY OF THE INVENTION 
     The present invention is directed to a system for operating an automobile that does not require the use of the legs of the operator, yet provides a system that is readily accepted by all users and leads to enhanced operator handling capability. The present invention is a divisional application of application Ser. No. 08/862,128, now U.S. Pat. No. 6,167,776, which is a continuation in part of the parent application Ser. No. 08/544,676, now U.S. Pat. No. 5,666,857, both incorporated by reference herein. 
     The arrangement of the control system allows the operator to steer the vehicle with the steering wheel and the operator needs only exert a force on the steering wheel to cause the brake pedal to be forced downward and arrest the motion of the vehicle in a controlled manner without the necessity of the driver&#39;s hands leaving the steering wheel. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a schematic illustration in which the steering wheel of the steering and control system of the present invention is turned 90 degrees, relative to its at-rest position, primarily to illustrate, in the same view, all of the movements of the linkages. 
     FIG. 2 is a view, taken along the line  2 — 2  of FIG. 1, iillustrating details of the pivotal mechanism of the present invention. 
     FIG. 3 is a view, taken along the line  3 — 3  of FIG. 1, illustrating the relationship between the sleeve of the present invention and the steering column and steering shaft both of a vehicle. 
     FIG. 4 is an alternate embodiment of FIG. 3 in which the two relatively small bearings of FIG. 3 are replaced by a relatively large one. 
     FIG. 5 is an optional solution, using an electromagnet, to allow one to automatically engage or disengage the use of the steering wheel to control the braking of the vehicle. 
     FIG. 6 is a view, taken along line  6 — 6  of FIG. 1, illustrating the interconnections between the guiding mechanism and the force translating mechanism both of the present invention. 
     FIG. 7 is a view, taken along line  7 — 7  of FIG. 1, illustrating some of the interconnections of the force translating mechanism of the present invention. 
     FIG. 8 is similar to FIG.  1  and illustrates the overall operation of the present invention. 
     FIG. 9 is similar to FIG.  2  and illustrates an alternate embodiment of a pivotal mechanism of the present invention. 
     FIG. 10 is a view, taken along line  10 — 10  of FIG. 9, illustrating the interconnection between the steering column and steering wheel of the alternate embodiment of FIG.  9 . 
     FIG. 11 is a schematic illustration of a further embodiment of the present invention in which the steering wheel of the steering and braking control system of the present invention turned 90 degrees relative to its at-rest position. 
     FIG. 12 is a side view, taken along the line  12 — 12  of FIG.  11 . 
     FIG. 12A shows one element, steering member, to aid in viewing FIGS. 11,  12  and  13 . 
     FIG. 13 is a top view, taken along the line  13 — 13  of FIG.  11 . 
     FIG. 14 is a schematic illustration of another embodiment of the steering wheel of the steering and braking control system of the present invention turned 90 degrees relative to its at-rest position. 
     FIG. 15 is a top view, taken along the line  15 — 15  of FIG. 14, illustrating details of the steering wheel of the present invention. 
     FIG. 16 is a schematic illustration of still another embodiment of the steering and braking control system of the present invention turned 90 degrees, relative to its at-rest position. 
     FIG. 17 is a view, taken along the line  17 — 17  of FIG.  16 . 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring to the drawings, wherein the same reference numbers illustrate the same elements throughout, there is shown in FIG. 1 a schematic illustration of the steering and braking control system  10  of the present invention. The steering and control system  10  is coupled to the steering column  12  of a vehicle having an uppermost portion and confining a steering shaft  14  that is connected to the steering mechanism  16  of the vehicle. As seen in FIG. 1, the steering column  12  has a longitudinally extending axis. The vehicle also has a brake pedal  18 , typically coupled to the interior  20  of the vehicle and connected to the brake mechanism  22 , commonly by way of a push rod  24  to the braking mechanism, normally being a master brake cylinder. 
     The operational functions of the steering and braking control system  10  is solely performed by an operator&#39;s use of a steering wheel  26 , more particularly, without the use of the operator&#39;s feet to provide for the braking operation. The steering wheel  26  is shown in FIG. 1 as being turned 90 degrees, from its at-rest position, primarily to illustrate (in the same view) all the movements of the linkage of the steering and braking control system  10 . FIG. 1 also illustrates that the rotation of the steering wheel  26 , as will be further described, does not affect the brake system of the vehicle in which the steering and braking control system  10  is used. The steering and braking control system  10  comprises the steering wheel  26 , a pivotal mechanism  28 , a sleeve  30 , a force translating mechanism  32 , which actuates the braking mechanism  22 , and preferably, a guiding device  34 . 
     The operator uses the steering wheel  26  to perform the steering functions in a normal manner, and when it is desired to brake the vehicle, the operator need only exert a force on the same steering wheel  26 , which is pivotally connected to coact with the sleeve  30 , the pivotal mechanism  28  and the force translating mechanism  32 , to act in a manner similar as a cork screw device or a pumping piston, so as to draw upward or pushes downward the sleeve  30  which, in turn respectively, draws upwardly or pushes downwardly the force translating mechanism  32  which, in turn, and conversely, causes the brake pedal  18  to be pressed downward, thereby, arresting the motion of the vehicle by means of the vehicle&#39;s braking mechanism  22 . The greater the pressure on the steering wheel, the greater the force applied to the brake. 
     The pivotal means  28  of FIG. 1 comprises first and second arms  36  and  38 , first and second securing means  40  and  42  locked to or embedded in the steering wheel  26 , a yoke  44 , and a fastening means  46 . The arm  36  has pivotal links  48  and  50  attached to opposite ends and, similarly, the arm  38  has pivotal links  52  and  54  attached to opposite ends. The pivotal link  48  is attached to the arm  36  by a retaining pin  56  and to an extension of the first securing means  40  by a retaining pin  58 . The central region of the arm  36  is attached to the yoke  44  by a retaining pin  60  and one end of the arm  36  is attached to the pivotal link  50  by a retaining pin  62 . As seen in FIG. 1, the location of retaining pin  60  correspondingly defines the central region of arm  36  which is interposed between the first and second ends of the arm  36 . Similarly, as further seen in FIG. 1, the location of retaining pin  70  defines the central region of arm  38  which is interposed between the first and second ends of the arm  38 . Furthermore, the terminology “central region,” “central portion,” or “intermediate portion,” is used herein in an interchangeable manner and all such usages are meant to correspond to the intermediate location between the first and second ends of a structural element of the present invention, such as arm  36  or  38 . A retaining pin  64  also attaches the arm  36  to the sleeve  30 , as well as attaching one end of the arm  38  to the sleeve  30 . The other end of the arm  38  is attached to the pivotal link  52  by a retaining pin  66  and the other end of the pivotal link  52  is attached to an extension of the second securing means  42  by means of a retaining pin  68 . The central region of the arm  38  is attached to the yoke  44  by a retaining pin  70  and one end of the arm  38  is attached to the pivotal link  54  by retaining pin  72 . 
     The yoke  44  has first and second shoulders  74  and  76  respectively connected to the first and second arms  36  and  38  via the retaining pins  60  and  70 . The yoke  44  has a collar placed on top of the uppermost portion of the steering column  12 . 
     The fastening means  46  has jaws  78  (not fully shown) connected to the steering shaft  14  that extends out of the yoke  44 . The jaws  78  have provisions for receiving a retaining pin and may take the form, similar to that used in an automobile, of a nut that is threadably engaged to the steering shaft  14 . The fastening means  46  further comprises first and second control bars  80  and  82  both of which have rod ends that pivot and one such end has provisions to accept a retaining pin  84  so as to pivotally fasten to the jaws  78 . The other end of the control bars  80  and  82  also have rod ends that pivot and which are pivotally connected to extensions of the first and second securing means  40  and  42  by means of retaining pins  86  and  88  respectively. As will be described, although the jaws  78  engage and rotate the steering shaft  14 , bearing means located proximate the sleeve  30  allow the sleeve  30  to rotate with the steering wheel  28 , while the force translating means  32  maintains its axial orientation ready to be forced downward onto the arm of the brake pedal  18 . The interconnections of the pivotal mechanism  28  may be further described with reference to FIG. 2 which is a cross-sectional view, taken along line  2 — 2 , of FIG.  1 . 
     As seen in FIG. 2, the arms  36  and  38 , in actuality, each comprises two separate parallel plates  36 A and  36 B and  38 A and  38 B respectively. Further, as seen in FIG. 2, the shoulders  74  and  76  of yoke  44  are actually merged together and are separated from each other to provide the previously mentioned collar of yoke  44  and also a central bore therebetween that allows for the passage of the steering shaft  14  and exit thereof so as to be connected to the jaws  78  previously described with reference to FIG.  1 . 
     As seen in FIG. 1, the sleeve  30  is connected to the lower end of the arms  36  and  38  by means of pin  64 . The sleeve  30  also surrounds the steering column  12  which may be further described with reference to FIG. 3 which is a view, taken along line  3 — 3 , of FIG.  1 . 
     FIG. 3 illustrates two relatively small bearings  90  and  92  each having protrusions (not shown) by which the linking rods  108 A and  108 B (not shown) are hooked onto the sleeve  30  having a rim  94  (also see FIG.  1 ). The bearings  90  and  92  allowing the rim  94  and, thus, sleeve  30  to roll under them, in cooperation with the linking rods  108 A and  108 B, serving as cables, provide a motion transfer means in which the bearings  90  and  92  of FIG. 3 allow the axial linking rods  108 A and  108 B to maintain their axial orientation when the steering wheel  26  and, thus, the sleeve  30  are turned. 
     An alternate embodiment of the motion transfer means that allows for linking rods  108 A and  108 B to maintain their axial orientation in spite of any movement of the steering wheel  28  is shown in FIG. 4, in which the two relatively small bearings  90  and  92  are replaced by a relatively large bearing  90 A. The linking rods  108 A and  108 B hook onto protrusions  30 A and  30 B, respectively, and the bearing  90 A operates in a similar manner as described for bearing  90  and  92 . 
     The motion transfer means provided by either of the embodiments of FIGS. 3 and 4 allows the steering wheel  26 , attached to arms  36  and  38  and to control arms  80  and  82 , to be turned while the linking rods  108 A and  108 B maintain their axial orientation and are ready to receive a downward force so as to cause the brake pedal  18  to be pressed downward in a manner as to be described hereinafter with reference to FIG.  8 . Either of these motion transfer means may be arranged so that the linking rods  108 A and  108 B may be automatically disengaged from the sleeve in response to an electrical signal and such disengagement may be described with reference to FIG.  5 . 
     FIG. 5 is an optional solution to disengage or to secure the linking rods  108 A and  108 B to the sleeve  30  and, thus, to the steering wheel  26 . The disengagement/engagement is provided by means of an electromagnet solenoid  96 . More particularly, when an able-body human being no longer desires the benefits of the present invention he/she need only activate a switch (not shown) to supply an electrical signal, via signal paths  98  and  100 , to the electromagnet solenoid  96  disengaging the solenoid  96  from the sleeve  30  and, thus, from the steering wheel  26 . 
     As seen in FIG. 5, the guide means  34 , having fasteners  102  and  104 , is located below the sleeve  30  having a hat-like structure with a crown and brim  94 . As seen more clearly in FIG. 1, the brim  94  is an annular flange having an opening dimensioned so as to form the bore of the sleeve  30 . The guide means  34 , as best seen in FIG. 1, fits over tubes  106 A (also shown in FIG. 1 in cross-section) and  106 B (not shown). The guide means  34  in actuality is located on opposite sides of the steering column  12  and may be further described with reference to FIG. 6 which is a view, taken along line  6 — 6 , of FIG.  1 . 
     As seen in FIG. 6, the guide means  34  has openings arranged from each other on opposite sides of the steering column  12  that respectively retain tubes  106 A and  106 B which, in turn, respectively allow for the passage therein of first and second linking rods  108 A and  108 B which are both part of the force translating mechanism  32  that may be further described with reference back to FIG.  1 . FIG. 1 illustrates one side of the force translating mechanism  32  having elements identified with the reference letter A, but the force translating mechanism  32  also has respectively similar elements on the non-illustrated side identified herein with the reference letter B. 
     The force translating mechanism  32  further comprises first and second axial linking members  110 A and  110 B, a bracket  112 , first and second offset linking members  114 A and  114 B and a connecting rod  116 . The elements  108 B and  110 B, are not illustrated in FIG. 1 but are connected in the same manner as their counterparts  108 A and  110 A. The first linking rod  108 A is connected to the first axial linking member  110 A by means of a retaining pin  118 . The first axial linking member  110 A is connected to the first offset linking member  114 A by means of retaining pin  120 . The first offset linking member  114 A is connected to the bracket  112  by a retaining pin  122  and to the connecting rod  116  by a retaining pin  124 , each pin  122  and  124  to be further described with reference to FIG.  7 . The retaining pins  122  and  124 , as well as other retaining pins of the force translating mechanism  32 , serve as means for allowing pivoting between interconnected members of the force translating mechanism  32 . The first offset linking member  114 A is joined to the first linking member  110 A in a non-axial manner, that is, in a substantially perpendicular manner as viewed in FIG.  1 . More particularly, the connection between the first axial linking member  110 A and the offset linking member  114 A are brought together in such a manner as to establish a knee region  126 A, sometimes referred to as a bell crank, to be further described with reference to FIG.  8 . Further connections of the offset linking member  114 A, as well as the second offset linking member  114 B may be further described with reference to FIG. 7 which is a view, taken along line  7 — 7 , of FIG.  1 . 
     As seen in FIG. 7, the first offset linking member  114 A, as well as the second offset linking member  114 B, have arms that extend outward so that the distance therebetween is greater than the diameter of the steering column  12 . The first and second offset linking members  114 A and  114 B are connected to an extension of bracket  112  by the retaining pin  122  and to the connecting rod  116  by retaining pin  124 . The offset linking member  114 B is connected to the second axial linking member  110 B by a retaining pin  128 . Further connections of the connecting rod  116  may be further described with reference back to FIG.  1 . 
     The connecting rod  116  is connected to the brake pedal  18  by means of retaining pin  130 . The brake pedal  18 , in turn, is connected to the interior  20  of the vehicle by a retaining pin  132  and to the push rod  24  by means of a retaining pin  134 . The push rod  24  controls the booster brake cylinder  22  which, in turn, controls the braking operation of the vehicle employing the steering and braking system  10  of the present invention. The operation of the present invention may be further described with reference to FIG. 8 which illustrates the movement of the pertinent linkages of the steering and braking control system  10  that push down onto the arm of the brake pedal  18 . 
     In operation, the steering of the vehicle is accomplished in the normal manner by the operator using the steering wheel  26 . However, in accordance with the practice of the present invention, if the operator desires to stop the vehicle, he/she need only apply a downward force, in a forward direction relative to the operator, on the steering wheel  26 . The use of the steering wheel  26  combined with the pivotal elements of the steering and braking system  10  provide maximum force to the brake pedal  18  with minimum of effort on the part of the operator. The downward force applied by the operator causes the steering wheel  26  to move from its original position, indicated by the phantom representation identified by reference number  26 ′, to its downward position indicated by the solid representation identified by reference number  26 . The downward movement of the steering wheel  26  is shown by the directional arrow  136 . The downward force exerted on the steering wheel  26  causes the pivotal links  48  and  52  of arms  36  and  38 , respectively, to buckle outward and acquire a relatively straight orientation. Further downward force exerted on the steering wheel  26  is now transferred to the arms  36  and  38  and creates upwardly directed forces indicated by directional arrows  138  and  140 , respectively, which are combined, because of the structure of the pivot mechanism  28 , into an upward force indicated by arrow  142 . The upward force indicated by arrow  142  in turn causes the central portion of the pivot mechanism  28  to raise the sleeve  30  in the upward direction indicated by arrow  144 . The upward movement of sleeve  30  causes the force translating mechanism  32  to tend to straighten its first and second linking members  110 A and  110 B which, in turn, causes the joint  120  between axial linking members  110 A and  110 B and offset linking members  114 A and  114 B to move inward as indicated by directional arrow  146  carrying with it the axial offset linking members  114 A and  114 B. As the joint  120  is forced to move inward, it causes the axial offset linking members  114 A and  114 B, which are pivoted about the pin  122 , to be moved downward in a pivotal manner away from the axial linking members  110 A and  110 B and in a counterclockwise direction indicated by arrow  148 . As further seen in FIG. 8, the axial linking members  110 A and  110 B transversely move along side of the steering column  12  in response to the axial force exerted on the steering wheel  26 . The counterclockwise movement of the offset linking members  114 A and  114 B in turn, cause a downward movement of the connecting bar  116  which, in turn, exerts a force on the arm of the brake pedal  18  so that the face of the brake pedal  18  is moved downward as indicated by directional arrow  150  which, in turn, causes the push rod  24  to be moved inward as indicated by directional arrow  152  which, in turn, causes the braking mechanism  22  to arrest the motion of the vehicle housing the braking and control system  10 . 
     It should now be appreciated that the practice of the present invention provides for a steering and braking control system  10  that not only serves as a steering control device but also, by simply exerting a force on the steering wheel, allows the operator of the vehicle to control the braking action of the vehicle. 
     A further embodiment of the present invention that coacts with the steering wheel  26  may be further described with reference to FIG.  9 . FIG. 9 illustrates a pivotal mechanism  28 ′ that operates in a similar manner as that of the previously described pivotal mechanism  28  but has a three arm arrangement instead of the two arm arrangement of the pivotal mechanism  28  illustrated in FIG.  2 . The pivotal mechanism  28 ′ comprises first, second and third arms  152 ,  154  and  156  each respectively comprised of pairs of plates  152 A and  152 B,  154 A and  154 B,  156 A and  156 B each pair having one of its plates ( 152 B,  154 B and  156 B) contoured so that the plates of the pairs are merged together at one end as shown in FIG.  9 . The central portion of the first, second and third arms  152 ,  154  and  156  are respectively connected to a yoke  158 , more particularly, to first, second and third shoulders  158 A,  158 B and  158 C by retaining pins  160 ,  162  and  164  respectively. In a manner similar to that as previously described for arms  36  and  38 , the central portion of the first, second, and third arms is located between respective first and second ends. Further, the first, second and third arms  152 ,  154  and  156  are connected to the steering wheel  26  by means of securing means  166 ,  168  and  170  by means of retaining pins  172 ,  174  and  176 . Securing means  166 ,  168  and  170  are essentially the same as securing means  40  and  42  that are locked on or embedded in the steering wheel  26 . The connection of the steering wheel  26  to the arms  152 ,  154  and  156 , in particular, to the plate  156 A of arm  156  may be further described with reference to FIG. 10 which is a view taken along line  10 — 10  of FIG.  9 . 
     As seen in FIG. 10, the plate  156 A is connected to the steering wheel  26  by means of pivotal link  178  which is connected to a projection  180  of the securing means  170  by means of the retaining pin  176 . The pivotal link  178  is connected to the plate  156 A by retaining pin  184 . Further, as seen in FIG. 10, the plate  156 A is connected to sleeve  30  by means of retaining pin  186  and to a second link  188  of plate  156 A by a retaining pin  190 . 
     The steering wheel  26  connected to the three arms  152 ,  154  and  156  operates in a similar manner as previously described with reference to FIG. 8, except that a downward force on the steering wheel  26  is translated by three arms  152 ,  154  and  156  so as to draw the sleeve  30  upward which, in turn, straightens out the force translating mechanism  32  which, in turn, causes the connecting rod  116  to exert a downward force onto the brake pedal  18  which, in turn, arrests the motion of the vehicle employing the embodiment of FIGS. 9 and 10. 
     The present invention has alternate force translating embodiments that employ cables and/or hydraulic pistons, each of which cooperates with the pivotal mechanisms of FIGS. 1-10 and each of which may be further described with reference back to FIG.  8 . 
     FIG. 8 illustrates two separate force translating embodiments  192  and  194 , each of which is operatively coupled to the steering wheel  26  by means of the pivotal mechanism  28  (FIGS. 1-8) or  28 ′ (FIGS.  9  and  10 ), more particularly, by means of sleeve  30  of the pivotal mechanism. 
     The force translating mechanism  192  comprises a cable  196  and an outer covering or sleeve  198  which is attached to the guide means  34 . The cable  196  has a first end  200  connected to sleeve  30 , by means of a connector  202 , and a second end  204  connected (not shown) to the retaining pin  130  which, in turn, is connected to the brake pedal  18 . The force translating mechanism  192  may be used in place of or cooperating with the force translating mechanism  32  as a safety feature. In operation, pushing down of the steering wheel  26 , previously described, causes the cable  196  to be pulled up by way of the first end  200  and connector  202  which, in turn, causes the second end  204  to be pulled inward causing the brake pedal to be moved downward in direction  150 , thereby, operating the braking mechanism  22 . 
     The force translating mechanism  194  comprises a hydraulic piston  206  mounted to the steering column  12  by a leg  208 . The hydraulic piston  206  has a control rod or arm  210  having a first end  212  attached to sleeve  30 , and a second end  214  that movably enters and exits the hydraulic piston  206 . The hydraulic piston  206  also has a control line  216  serving as a hydraulic line. The control line  216  has a first end  218  operatively coupled to the hydraulic piston  206  and a second end  220  operatively coupled to the braking mechanism  22 . The hydraulic piston  206  is of a conventional type and may comprise a sliding piece, such as control rod  210 , whose movement creates a fluid pressure that is applied to the braking mechanism  22 , via the hydraulic line  216 . 
     The force translating mechanism  194 , shown in FIG. 8 as being located below the steering wheel  26 , may be operated such that the pushing downward of steering wheel  26  causes the hydraulic piston  206  to exert a hydraulic pressure, via hydraulic line  216 , that is applied to braking mechanism  22  which correspondingly causes a braking action to be applied to the vehicle. For such downward movement of steering wheel  26 , the hydraulic piston  206  would need to be arranged so that upward movement of its control rod  216 , following its attached-to-sleeve exerts a hydraulic pressure operatively coupled to the braking mechanism  22 . If desired, the force translating mechanism  194  may be arranged to be interconnected to the steering wheel  26  so that downward movement of the steering wheel  26  causes a corresponding downward movement of the control rod  216  which, in turn, is responded to by the hydraulic piston  206  exerting a hydraulic pressure, via hydraulic line  216 , that is applied to the braking mechanism  22  which, in turn, correspondingly causes a braking action to be applied to the vehicle. 
     FIG. 11 illustrates a steering assembly  26 ′, steering member  28 ″ and sleeve  30 ′ which may replace the conventional steering wheel  26 , pivotal mechanism  28  and sleeve  30  of FIG. 1, which coacts with the force translating mechanism  32  of FIG.  1 . 
     The steering assembly  26 ′ of FIG. 11 comprises first and second members or arms  301  and  302 . Arm  301  has a first end in the form of a yoke, with spaced apart arms, between which is a steering handle  303  (shown best in FIG.  13 ). Similarly, the opposite arm  302  has a first end in the form of a similar yoke, between which is a steering handle  304  (shown best in FIG.  13 ). Extending away from the bottom or base of the yoke of the first end of arm  301  are a pair of spaced apart arms  301   a  and  301   b  (shown in FIG.  13 ). Similarly, extending away from the bottom or base of the yoke of the first end of arm  302  are a pair of spaced apart arms  302   a  and  302   b  (shown in FIG.  13 ). Arms  301   a  and  302   a  are preferably curved and parallel and pivotally interconnected between their corresponding ends by a retaining pin  306 , interposed between first ends of pivotal links  308  and  309 . Similarly, the arms  301   b  and  302   b  (shown in FIG. 13) are preferably curved and parallel and pivotally interconnected between their corresponding ends by a retaining pin  311  (shown in FIG.  13 ), interposed between first ends of pivotal links  313  and  314  (shown in FIG.  13 ). Interposed between arms  301   a  and  301   b  is the first side  316  (shown in FIG. 13) of first end  318  of steering member  28 ″ through retaining pin  310 . Similarly, interposed between arms  302   a  and  302   b  is the second side  317  (shown FIG. 13) of the first end  318  of steering member  28 ″ through retaining pin  315 . While arms  301   a,    302   a,    301   b  and  302   b  are shown curved, they may be straight or of other convenient shape. 
     The sleeve  30 ′ of FIG. 11 has a hat-like structure with a brim  321  and first and second protruding wings  322  and  323 . The sleeve  30 ′ also has a bore dimensioned to allow the passage of the steering member  28 ″. The steering assembly  26 ′ is connected to sleeve  30 ′ through the second ends of pivotal links  308 ,  309 ,  313  and  314 . The first protruding wing  322  is interposed between pivotal links  308  and  309  and secured with a retaining pin  307 . Similarly, the second protruding wing  323  is interposed between pivotal links  313  and  314  and secured with a retaining pin  312  (shown in FIG.  12 ). 
     As shown best in FIGS. 12A,  12 , and  13 , the steering member  28 ″ of FIG. 11 comprises first and second ends  318  and  319 . The first end  318  of steering member  28 ″ is generally a flat portion  320  between first and second sides  316  and  317 . The flat portion  320  of first end  318  is generally transverse to the axis of the cylindrical portion of end  319  and overlies end  319 . The first side  316  is interposed between aims  301   a  and  301   b  of steering assembly  26 ′. Similarly, the first side  317  is interposed between arms  302   a  and  302   b  of steering assembly  26 ′. The cylindrical end  319  of steering member  28 ″ is situated within the bore of sleeve  30 ′, through which the first end  318  protrudes from and extends over the top of sleeve  30 ′ and the second end  319  passes through and protrudes from the bottom of sleeve  30 ′. The steering member  28 ″ has a bore dimensioned to allow passage of steering shaft  14 . 
     The operation of the steering and braking control system  10  utilizing steering assembly  26 ′, steering member  28 ″ and sleeve  30 ′ of FIG. 11, requires connecting means wherein the steering member  28 ″ is secured to the steering column  12  (not shown). The arms  301  and  302  of steering assembly  26 ′ operate as a lever in the operation of the steering and braking control system. When downward force is exerted on steering handles  303  and  304 , arms  301   a,    301   b,    302   a  and  302   b  are raised upward towards the steering handles  303  and  304 , which correspondingly forces downward sleeve  30 ′ which coacts with the force translating mechanism  32  previously disclosed in parent application Ser. No. 08/544,676, now U.S. Pat. No. 5,666,857. 
     It should be appreciated that in the operation of the steering and braking control system of FIG. 11, the steering assembly  26 ′, steering member  28 ″ and sleeve  30 ′ operate to exert a downward movement upon the force translating mechanism  32 , whereas the steering and braking control system of FIG. 1, with steering wheel  26 , pivotal mechanism  28  and sleeve  30  of FIG. 1 operate with a upward movement upon the force translating mechanism  32 . The force translating mechanism  32  of FIG. 1 must be adapted to properly coacts with the steering and braking control system of FIG.  11 . As shown in FIG. 1, linking rod  108 A, axial linking rod  110 A, offset linking member  114 A, and connecting rod  116  may be replaced by a single linking rod from sleeve  30 ′ to directly translate the downward movement of sleeve  30 ′ to brake pedal  18  to arrest the motion of the vehicle. 
     FIG. 12 illustrates a side view of the arrangement of the steering assembly  26 ′, sleeve  30 ′ and steering member  28 ″. FIG. 12 shows arms  301   a,    301   b,    302   a  and  302   b  and their arrangement with respect to sleeve  30 ′ and steering member  28 ″. 
     FIG. 13 illustrates a top view of steering assembly  26 ′, showing arms  301   a,    301   b,    302   a  and  302   b,  and their arrangement with respect to sleeve  30 ′ and steering member  28 ″ . 
     A further embodiment of the present invention may be further described with reference to FIG.  14 . FIG. 14 illustrates a steering assembly  26 ″ that operates in a similar manner as that of the previously described steering wheel  26  or steering assembly  26 ′ but utilizes jaws instead of retaining pins to raise sleeve  30 ″, which coacts with the force translating mechanism  32  previously disclosed in parent application Ser. No. 08/544,676, now U.S. Pat. No. 5,666,857. The steering assembly  26 ″ comprises of a pair of first and second arms  301   a ′,  301   b ′,  302   a ′ and  302   b ′. Interposed between the first end of arms  301   a ′ and  302   b ′ is steering handle  303 ′ (shown in FIG.  15 ). Similarly, interposed between the first end of the opposite arms  302   a ′ and  302   b ′ is steering handle  304 ′ (shown in FIG.  15 ). The second ends of arms  301   a ′,  301   b ′.  302   a ′ and  302   b ′ have vertical jaws which coacts with sleeve  30 ″. 
     The steering member  28 ″ of FIG. 14 has a bridge-like structure with first and second legs  28   a  and  28   b  as its first end and the bridge  330  as its second end. The steering assembly  26 ″ is connected to steering member  28 ′ with its first leg  28   a  interposed between the pair of first arms  301   a ′ and  301   b ′ through retaining pin  331 . Similarly, second leg  28   b  is interposed between the pair of second arms  302   a ′ and  302   b ′ through retaining pin  332 . 
     The sleeve  30 ″ of FIG. 14 has a hat-like structure with a brim  333  and first and second protruding wings  334  and  336 . Each protruding wings  334  and  336  has vertical jaws on its first and second ends. The vertical jaws of the first end of wing  334  coacts with the jaws of the second end of arm  301   a ′ of steering assembly  26 ″. Similarly, the vertical jaws of the second end of wing  334  coacts with the jaws of the second end of arm  302   a ′. The vertical jaws of the first end of wing  336  coacts with the jaws of the second end of arm  301   b ′ of steering wheel  26 ″. Similarly, the vertical jaws of the second end of wing  336  coacts with the jaws of the second end of arm  302   b ′ (shown in FIG.  15 ). The sleeve  30 ″ has a bore dimensioned to allow passage of the steering column  12  and steering shaft  14 , which is secured to the bridge  330  of steering member  28 ″, allowing the steering shaft  14  to rotate correspondingly to the steering wheel  26 ″. 
     The pair of arms  301   a ′,  301   b ′,  302   a ′ and  302   b ′ of steering wheel  26 ″ operate as a lever in the operation of the steering and braking control system. When downward force is exerted on steering handles  303 ′ and  304 ′, the second ends of arms  301   a ′,  301   b ′,  302   a ′ and  302   b ′ are pivotally raised upward, which correspondingly raise sleeve  30 ″, which coacts with the force translating mechanism  32  previously disclosed in parent application Ser. No. 08/544,676, now U.S. Pat. No. 5,666,857. 
     FIG. 15 illustrates a top view of steering assembly  26 ″, showing first and second pair of arms  301   a ′,  301   b ′,  302   a ′ and  302   b ′, and their arrangement with respect to steering member  28 ″ and sleeve  30 ″. 
     A further embodiment of the present invention may be further described with reference to FIG.  16 . FIG. 16 illustrates steering and braking control mechanism  10 ′ that operates in a similar manner as the steering and braking control mechanism  10  previously disclosed in the parent application Ser. No. 08/544,676, now U.S. Pat. No. 5,666,857, but utilizes a conventional steering wheel  26  and incorporates a master brake cylinder  340  within the steering shaft  14 ′ instead of a force translating mechanism  32  with external mechanical parts interacting with the braking mechanism  22 . FIG. 16 illustrates a conventional steering wheel  26  with first and second arms  341  and  342  and a master brake cylinder  340  comprises of a hydraulic piston  343  and cylinder wall  344 . The master brake cylinder  340  of FIG. 16 is axially nested within the steering shaft  14 ′. Similarly, the hydraulic piston  343  is nested within cylinder wall  344 . 
     The steering wheel  26  of FIG. 16 comprises of first and second arms  341  and  342 . The first ends of first and second arms  341  and  342  are secured to the steering wheel  26 . The second ends of first and second arms  341  and  342  are secured to the first end of the cylinder wall  344 . 
     The steering shaft  14 ′ of FIG. 16 has a hollow well-like structure, with cylinder wall  344  and hydraulic piston  343  nested within and extending beyond the first end of steering shaft  14 ′. Within the hollow well of the steering shaft  14 ′ is an inner wall  346 , having an external dimension the same as the internal dimension of cylinder wall  344 . The second end of the hollow well between the internal hollow well of steering shaft  14 ′ and the inner wall  346  is space  345 , connected to vacuum assist  353  through control line  352 . The second end of the hollow well within the inner wall  346  is space  354 , connected to the braking mechanism  22  through hydraulic line  356 . The second end of the steering shaft  14 ′ is connected to the steering mechanism  16 . 
     The cylinder wall  344  as shown in FIG. 16 has a hollow and hat-like structure having a brim  348  as second end. The first end of cylinder wall  344  is secured to the second ends of first and second arms  341  and  342  of steering wheel  26 . The cylinder wall  344  is nested within the hollow structure of the steering shaft  14 ′, separated by bearings  350   a,    350   b,    350   c,    350   d,    350   e  and  350   f,  which slide along axial groves  355  on the internal wall of steering shaft  14 ′ and the external wall of cylinder wall  344 . The brim  348  of cylinder wall  344  is nested within steering shaft  14 ′, between the internal hollow wall of steering shaft  14 ′ and external wall of inner wall  346 . Where the brim of the cylinder wall  344  meets the internal wall of steering shaft  14 ′ and the external wall of inner wall  346  are seals  348  and  351 , respectively, which prevents any leakage of brake fluid from space  354 . Rotational movement of the steering wheel  26  is translated to the first end of cylinder wall  344 , which in turns translate to the steering shaft  14 ′ through bearings  350   a,    350   b,    350   c,    350   d,    350   e  and  350   f,  which slide along axial groves  355 . 
     The hydraulic piston  343  of FIG. 16 has first and second ends. The first end of hydraulic piston  343  is secured to the first end of cylinder wall  344 . The hydraulic piston  343  is nested within the hollow structure of cylinder wall  344 . The space  354  surrounded by the second end of hydraulic piston  343 , internal wall of cylinder wall  344  and internal wall of inner wall  346  is filled with brake fluid, which travels through hydraulic line  356  to braking mechanism  22 . The hydraulic piston  343  of FIG. 16 may be removed from the cylinder wall  344  to provide access to space  354  wherein brake fluid may be added. After addition of brake fluid to space  354 , the hydraulic piston may be replaced to its original position, thereby acting as a plunger and conveniently bleed the braking mechanism  22  to remove air. 
     The steering and braking control system of FIG. 16 utilizes a conventional steering wheel  26  in the steering operation and a steering shaft  14 ′ incorporating the master brake cylinder  340  to directly control the braking mechanism  22  of the vehicle. When downward force is exerted on steering wheel  26 , both cylinder wall  344  and hydraulic piston  343  also move downward, axially within the steering shaft  14 ′, aided by vacuum assist  353  through control line  352  within space  345 , and guided by bearings  350   a,    350   b,    350   c,    350   d,    350   e  and  350   f.  Downward movement of the hydraulic piston  343  displaces brake fluid within space  354  to the braking mechanism  22  through hydraulic line  356 , thereby causing the motion of the vehicle to arrest. 
     FIG. 17 illustrates the nesting arrangement of steering shaft  14 ′, cylinder wall  344  and hydraulic piston  343 , showing axial groves  355  on the internal wall of steering shaft  14 ′ and external wall of cylinder wall  344 , where bearing  350   c  and  350   d  slide. 
     It should now be appreciated that the practice of the present invention provides for various embodiments of the steering and control system  10  each of which allows the driver of a vehicle, which also includes race cars as well as golf carts, to not only control the steering of the vehicle, but in addition, thereto, allows the operator to merely press on the steering wheel to control the braking operations of the vehicle. 
     While the invention has been described in complete detail and pictorially shown in the accompanying drawings, it is not to be limited to such details, since many changes and modifications may be made to the invention without departing form the spirit and the scope thereof. Hence, it is described to cover any and all modifications and forms which may come within the language and scope of the claims. 
     For example, the terminology “steering wheel” was used in the embodiments shown at least in FIGS. 1-10 to designate a conventional steering wheel by which means the operator controls the steering of the car, since that is the term most commonly used. However, such steering control means could take other shapes, such as arcs, rods, and other structural shapes, examples being illustrated in FIGS. 11,  12 ,  12 A,  13  and  15 . In referring to these figures, “steering assembly” was used to designate portions of a wheel.