AU2021102546A4

AU2021102546A4 - Steering transfer assembly

Info

Publication number: AU2021102546A4
Application number: AU2021102546A
Authority: AU
Inventors: Eddie KOCWA
Original assignee: Scd American Vehicles Pty Ltd
Current assignee: CNC Components Pty Ltd
Priority date: 2021-05-13
Filing date: 2021-05-13
Publication date: 2021-07-01
Anticipated expiration: 2029-05-13

Abstract

A steering transfer assembly having a first gearbox having a first input and a second output, the first input being angled relative to the second output, a second 5 gearbox having a first input and a second output the first input being angled relative to the second output, a shaft assembly with a first portion and a second portion, the first portion securable to the second portion and slidable relative to the second portion in an unsecured condition, wherein the shaft assembly is operatively attached between the second output of the first gearbox and the first input of the 10 second gearbox, and wherein the first input of the first gearbox is operatively connected to a steering wheel, and wherein the second output of the second gearbox is operatively connected to a steering column. C)o IQc. CN~ 04 NT 00 04N mN

Description

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A STEERING TRANSFER ASSEMBLY

FIELD OF INVENTION The present invention relates to a steering transfer assembly. The present invention has particular but not exclusive application for a steering transfer assembly for an automobile. The patent specification describes this use but it is by way of example only and the invention is not limited to this use.

BACKGROUND OF THE INVENTION Vehicles such as cars typically have a steering wheel located on either the left hand side or the right hand side of the vehicle depending on the requirements of the jurisdiction in which the car is used and/or sold. In most cases, large manufacturers of cars produce both left hand drive versions and right hand drive versions of cars. In some instances, manufacturers may only produce a limited number of vehicles and tooling to provide both left hand drive and right hand drive versions of the vehicles may be too expensive. In these instances the vehicles may only be supplied in either left hand drive or right hand drive version, but not both. Another problem that can occur is that not enough cars are produced in both versions. For example, more than enough left hand drive vehicles are manufactured and less than enough right hand drive vehicles are produced to meet demand. This can increase the price of one version of the vehicle over the other version. One way to overcome this problem for example is to import a left hand drive vehicle into a right hand drive jurisdiction or a right hand drive vehicle into a left hand drive jurisdiction. However there are problems with having the steering wheel on the wrong side. This can include limited visibility of the road and upcoming hazards, as well as non-compliance of local laws. In some jurisdictions exemptions can be granted to cars having the steering wheel on the wrong side, typically for older vehicles. In other jurisdictions it is mandatory that the steering be moved to the correct side. Such a move can be expensive and can require specialised engineering and one-off solutions.

OBJECT OF THE INVENTION It is an object of the present invention to overcome or at least alleviate one or more of the above mentioned problems with having the steering wheel located on the wrong side and/or provide the consumer with a useful or commercial choice.

SUMMARY OF THE INVENTION In one aspect, the present invention broadly resides in a steering transfer assembly having a first gearbox having a first input and a second output, the first input being angled relative to the second output; a second gearbox having a first input and a second output the first input being angled relative to the second output; a shaft assembly with a first portion and a second portion, the first portion securable to the second portion and slidable relative to the second portion in an unsecured condition; wherein the shaft assembly is operatively attached between the second output of the first gearbox and the first input of the second gearbox, and wherein the first input of the first gearbox is operatively connected or connectable to a steering wheel, and wherein the second output of the second gearbox is operatively connected or connectable to a steering column. Preferably the first input of the first gearbox is angled at 450 or more relative to the second output of the first gearbox. Preferably the first input of the first gearbox is angled at substantially 90° relative to the second output of the first gearbox. More preferably the first input of the first gearbox is angled at 90° relative to the second output of the first gearbox. Preferably the first gearbox is a bevel gearbox. Preferably the first input of the first gearbox is a shaft. Preferably the first input shaft is attached to a first gear. Preferably the second output of the first gearbox is a shaft. Preferably the second output shaft is attached to a second gear. Preferably the first gear operatively engages with the second gear. More preferably the first gear meshes with the second gear. In one embodiment the first input can act as a first output, and the second output can act as a second input. In one embodiment, the first and second gears are arranged to prevent backlash from the second output to the first input.

Preferably the first input of the second gearbox is angled at 45 or more relative to the second output of the second gearbox. Preferably the first input of the second gearbox is angled at substantially 90° relative to the second output of the second gearbox. More preferably the first input of the second gearbox is angled at 9 0 ° relative to the second output of the second gearbox. Preferably the second gearbox is a bevel gearbox. Preferably the first input of the second gearbox is a shaft. Preferably the first input shaft is attached to a first gear. Preferably the second output of the second gearbox is a shaft. Preferably the second output shaft is attached to a second gear. Preferably the first gear operatively engages with the second gear. More preferably the first gear meshes with the second gear. In one embodiment the first input can act as a first output, and the second output can act as a second input. In one embodiment, the first and second gears are arranged to prevent backlash from the second output to the first input. Preferably the first gearbox and the second gearbox are attachable to a portion of the vehicle. Preferably the shaft assembly is located between the first and second gearboxes. Preferably the shaft assembly is connected to the second output of the first gearbox and the first input of the second gearbox. Preferably the shaft assembly is connected to the second output of the first gearbox via a splined connection. In another embodiment, the shaft assembly is connected to the second output of the first gearbox via a slotted connection. Preferably the shaft assembly is connected to the first input of the second gearbox via a splined connection. In another embodiment, the shaft assembly is connected to the first input of the second gearbox via a slotted connection. Preferably the first portion of the shaft assembly is connected to the second output of the first gearbox. Preferably the shaft assembly is connected to the second output of the first gearbox by a universal joint. Preferably the shaft assembly is connected to the first input of the second gearbox by a universal joint. Preferably the second portion of the shaft assembly is connected to the first input of the second gearbox. Preferably there is a splined arrangement between the first portion of the shaft assembly and the second output of the first gearbox. Preferably the splined arrangement inhibits rotation of the first portion of the shaft assembly relative to the second output of the first gearbox. Preferably there is a splined arrangement between the second portion of the shaft assembly and the first input of the second gearbox. Preferably the splined arrangement inhibits rotation of the second portion of the shaft assembly relative to the first input ofthe second gearbox. Preferably there is a slotted arrangement between the first portion and the second portion. Preferably the slotted arrangement enables the first portion to slide relative to the second portion. Preferably the slotted arrangement inhibits rotation of the first portion relative to the second portion. Preferably the first portion includes two planar sides which engage with two planar sides of the second portion. In one embodiment, the shaft assembly includes a splined arrangement between the first portion and the second portion. Preferably the splined arrangement enables the first portion to slide relative to the second portion. Preferably the splined arrangement inhibits rotation of the first portion relative to the second portion. In another embodiment, the first portion and the second portion define a telescopic shaft assembly. Preferably the first portion can be telescopically adjusted relative to the second portion. Preferably the shaft assembly includes a securing means to releasably secure the first portion to the second portion. In one embodiment the securing means includes a fastener. Preferably the fastener is a grub screw. Preferably the shaft assembly is predominantly made of a metallic material. Preferably the shaft assembly is predominantly made of steel. Preferably, the steering column is operatively connected to a steering mechanism. More preferably, the steering column is operatively connected to a rack and pinion steering mechanism. In one embodiment, the steering column is a steering column that was connected to a steering wheel prior to the steering assembly being attached to it. In another embodiment, the steering transfer assembly includes the steering column. In a further embodiment, the steering column replaces an existing steering column. In another aspect, the present invention broadly resides in a steering transfer assembly, the steering transfer assembly having a first gearbox having a first input and a second output, the first input being angled relative to the second output; a second gearbox having a first input and a second output the first input being angled relative to the second output; a shaft assembly with a first portion and a second portion, the first portion securable to the second portion and adjustable relative to the second portion in an unsecured condition; wherein the shaft assembly is operatively attached or attachable between the second output of the first gearbox and the first input of the second gearbox, and wherein the first input of the first gearbox is operatively connected or connectable to a steering wheel, and wherein the second output of the second gearbox is operatively connected or connectable to a steering column. Preferably the first portion is slidable relative to the second portion.. In a further aspect, the present invention broadly resides in a method of installing a steering transfer assembly, including the steps of connecting a second gearbox to a steering column, the second gearbox having a first input and a second output, wherein the second output is connected to the steering column; connecting the second gearbox to a first gearbox, the first gearbox having a first input and a second output, wherein the second output of the first gearbox is connected to the first input of the second gearbox by a shaft assembly, the shaft assembly having a first portion and a second portion, the first portion securable to the second portion and adjustable relative to the second portion in an unsecured condition; adjusting the first portion relative to the second portion to accommodate a distance between the first gearbox and the second gearbox; and securing the first portion to the second portion. Preferably the first input of the second gearbox is angled relative to the second output of the second gearbox. Preferably the first input of the first gearbox is angled relative to the second output of the first gearbox. Preferably the method further includes the step of removing a steering wheel from the steering column prior to connecting the second gearbox to the steering column. Preferably the method further includes the step of removing a portion of the steering column prior to connecting the second gearbox to the steering column. In another embodiment, the method further includes the step of shortening the steering column prior to connecting the second gearbox to a steering column.

Preferably the step of adjusting the first portion relative to the second portion to accommodate a distance between the first gearbox and the second gearbox includes adjusting the overall length of the first portion and the second portion. Preferably the step of adjusting the first portion relative to the second portion to accommodate a distance between the first gearbox and the second gearbox includes sliding the first portion relative to the second portion. Preferably the first portion can slide in a longitudinal direction relative to the second portion. Preferably the step of securing the first portion to the second portion includes releasably attaching the first portion to the second portion. In another aspect, the present invention broadly resides in a vehicle having a steering transfer assembly, the steering transfer assembly having a first gearbox having a first input and a second output, the first input being angled relative to the second output; a second gearbox having a first input and a second output the first input being angled relative to the second output; a shaft assembly with a first portion and a second portion, the first portion securable to the second portion and adjustable relative to the second portion in an unsecured condition; wherein the shaft assembly is operatively attached between the second output of the first gearbox and the first input of the second gearbox, and wherein the first input of the first gearbox is operatively connected to a steering wheel, and wherein the second output of the second gearbox is operatively connected to a steering column. Preferably the first portion is slidable relative to the second portion. The features described with respect to one aspect also apply where applicable to all other aspects of the invention. Furthermore, different combinations of described features are herein described and claimed even when not expressly stated.

BRIEF DESCRIPTION OF THE DRAWINGS In order that the present invention can be more readily understood reference will now be made to the accompanying drawings which illustrate a preferred embodiment of the invention and wherein:

Figure 1 is a perspective view of a steering transfer assembly according to an embodiment of the present invention; Figure 2 is a top view of a gearbox of the steering transfer assembly of Figure 1; Figure 3 is a side view of the first portion of the shaft assembly of Figure 1; Figure 4 is a top view of the first portion of the shaft assembly of Figure 3; Figure 5 is a side view of the second portion of the shaft assembly of Figure 1; Figure 6 is an end view of the second portion of the shaft assembly of Figure 5; and Figure 7 is a top view of a universal joint of Figure 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT With reference to Figure 1 there is shown a steering transfer assembly 10 according to an embodiment of the present invention. The steering transfer assembly 10 has a first gearbox 12. The first gearbox 12 has a first input 14 and a second output 16. The first input 14 is angled at 90° to the second output 16. The first input 14 of the first gearbox 12 is operatively connected or connectable to a steering wheel of a vehicle (not shown). The steering transfer assembly 10 has a second gearbox 18. The second gearbox 18 has a first input 20 and a second output 22. The first input 20 is angled at 90° to the second output22. The steering transfer assembly 10 has a shaft assembly 24. The shaft assembly 24 has a first portion 26 and a second portion 28. The first portion 26 is slidable relative to the second portion 28, so that the distance between the first gearbox 12 and the second gearbox 18 can be adjusted. The first portion 26 is securable to the second portion 28 to inhibit movement of the first portion 26 relative to the second portion 28. The shaft assembly 24 is attached to the second output 16 of the first gearbox 12 by a universal joint 30. The shaft assembly 24 is attached to the first input 20 of the second gearbox 18 by a universal joint 32. The second output 22 is operatively connected or connectable to a steering column of a vehicle (not shown). It will be appreciated that the original steering column of the vehicle may be shortened or replaced by a new steering column. The steering column (not shown) engages with the rest of the vehicles steering mechanism, for example a rack and pinion steering mechanism. With reference to Figure 2, there is shown the second gearbox 18. The second gearbox 18 includes bevel gears (not shown), which enable the first input 20 to be angled at 90° to the second output 22. With reference to Figures 3 and 4, there is shown the first portion 26 of the shaft assembly 24 as seen in Figure 1. The first portion 26 includes a section 34 which has two opposed flat sides 36,38. The flat sides 36,38 engage with flat sides of a slot of the second portion 28 (best seen in figure 6). The first portion 26 also includes a section 40 which has two opposed flat sides 42,44. The flat sides 42,44 engage with flat sides of a slot (not shown) of the universal joint 30 (best seen in Figure 1). With reference to Figure 5 and 6, there is shown the second portion 28 of the shaft assembly 24 as seen in Figure 1. The second portion has a slot 46. The slot 46 has opposed walls 48,50 which are adapted to engage with opposed flat sides 36,38 of the first portion 26. The second portion 28 can be secured to the first portion 26 by tightening screw 52, which biases walls 48 and 50 together. The second portion 28 also includes a splines portion 54 which can be connected to a splined portion (not shown) of universal joint 32 by an intermediate splined shaft (not shown). With reference to Figure 7, there is shown the universal joint 30 of Figure 1. The universal joint has a slot 56 to accept section 40 of the first portion. The universal joint 30 also has a splined portion (not shown) to accept the second output 16 of the first gearbox 12.

ADVANTAGES An advantage of the preferred embodiment of the steering transfer assembly includes the ability to accommodate different distances between the original location of a steering wheel and the moved location of a steering wheel. Another advantage of the preferred embodiment of the steering transfer assembly includes the ability to use the steering transfer assembly for different models of vehicles. A further advantage of the preferred embodiment of the steering transfer assembly includes the ability to use the existing steering mechanism of a vehicle.

VARIATIONS While the foregoing has been given by way of illustrative example of this invention, all such and other modifications and variations thereto as would be apparent to persons skilled in the art are deemed to fall within the broad scope and ambit of this invention as is herein set forth. Throughout the description and claims of this specification the word "comprise" and variations of that word such as "comprises" and "comprising", are not intended to exclude other additives, components, integers or steps.

Claims

1. A steering transfer assembly having a first gearbox having a first input and a second output, the first input being angled relative to the second output; a second gearbox having a first input and a second output the first input being angled relative to the second output; a shaft assembly with a first portion and a second portion, the first portion securable to the second portion and slidable relative to the second portion in an unsecured condition; wherein the shaft assembly is operatively attached or attachable between the second output of the first gearbox and the first input of the second gearbox, and wherein the first input of the first gearbox is operatively connected or connectable to a steering wheel, and wherein the second output of the second gearbox is operatively connected or connectable to a steering column.

2. A steering transfer assembly as claimed in claim 1, wherein the first input of the first gearbox is angled at substantially 90° relative to the second output of the first gearbox, and the first input of the second gearbox is angled at substantially 90° relative to the second output of the second gearbox.

3. A method of installing a steering transfer assembly, including the steps of connecting a second gearbox to a steering column, the second gearbox having a first input and a second output, wherein the second output is connected to the steering column; connecting the second gearbox to a first gearbox, the first gearbox having a first input and a second output, wherein the second output of the first gearbox is connected to the first input of the second gearbox by a shaft assembly, the shaft assembly having a first portion and a second portion, the first portion securable to the second portion and adjustable relative to the second portion in an unsecured condition; adjusting the first portion relative to the second portion to accommodate a distance between the first gearbox and the second gearbox; and securing the first portion to the second portion.

4. A method as claimed in claim 3, wherein the step of adjusting the first portion relative to the second portion to accommodate a distance between the first gearbox and the second gearbox includes sliding the first portion relative to the second portion.

5. A vehicle having a steering transfer assembly, the steering transfer assembly having a first gearbox having a first input and a second output, the first input being angled relative to the second output; a second gearbox having a first input and a second output the first input being angled relative to the second output; a shaft assembly with a first portion and a second portion, the first portion securable to the second portion and adjustable relative to the second portion in an unsecured condition; wherein the shaft assembly is operatively attached between the second output of the first gearbox and the first input of the second gearbox, and wherein the first input of the first gearbox is operatively connected to a steering wheel, and wherein the second output of the second gearbox is operatively connected to a steering column.