This invention relates to motor vehicles and is particularly concerned with a vehicle which facilitates the ready change-over from a right-hand drive system to a left-hand drive system and vice versa.

With the ever increasing interchange of citizens from Great Britain to the European continent both on business and as tourists, the inconvenience of either driving on that side of the road which is not appropriate to the car, or of needing to hire a suitable car each time as the need arises is becoming more and more evident. The increased trans-European vehicular traffic which will be experienced following completion and operation of the Channel Tunnel link will further enhance the problem.

Similar conditions are present where "left-hand drive" countries and "right-hand drive" countries are closely situated, and where regular inter change of motor vehicle owners takes place.

There is thus an obvious need for a vehicle which can readily and safely be converted from a right-hand drive to a left-hand drive mode and vice versa.

It is an object of this invention to provide such a vehicle.

In accordance with the invention there is provided apparatus for the control of the operation of a motor vehicle having a steering wheel and at least one set of control pedals, and where the control pedals may be operable from either the right-hand side or the left-hand

side of the plane of a longitudinal median line of the vehicle, and where the steering wheel is mounted on a carrier and is selectively operable on one side of the plane of the median line or the other side, and further, wherein the operable position of the steering wheel determines the side of the median line of the vehicle on which the control pedals are effectively operable.

In one form the steering wheel and its carrier are movable from one side of the median line to the other.

Preferably the carrier is slidable along guide rods, which extend laterally of the vehicle.

Control pedals for actuating mechanisms associated with the operation of the vehicle may be mounted on the carrier.

In a further form of the invention, there are provided two sets of control pedals, one set on either side of the median line and it is arranged for only one set to be active at any one time, that active set being on the same side as the operative steering wheel. The pedals may control any or all of the clutch, brake and accelerator mechanisms of the vehicle.

The carrier may also have an indicator panel mounted thereon.

The steering wheel is attached to a steering column which is detachably connected to part of a rack and pinion steering mechanism. One separate steering mechanism may be provided on either side of the median line of the vehicle and may be connected to the steering column when the latter is aligned therewith.

In a further arrangement a single steering mechanism is provided substantially in the plane of the median line of the vehicle, and the steering column is connected to the steering mechanism by a system which includes a telescopic shaft and universal joints.

The single steering mechanism includes controls for hydraulic circuits of brake and clutch systems and may also include part of the accelerator control system.

The controls for the hydraulically operated clutch and brake systems may be located within a single function box located substantially in the plane of the median line, the controls comprising lever systems connected to and operable by shafts which are connected to the control pedals for those systems.

The function box may also have mounted therein a lever for the control of the accelerator mechanism, the lever being operable by a shaft connected to the control pedal for that system.

In a further form of the invention the steering wheel is mounted on a carrier which includes an arm pivotable about an axis located on the plane of the median line of the vehicle. The arm may be swung about its pivot to move the steering wheel from one side of the vehicle to the other.

A rotary valve, rotatable with the arm, may be provided to govern which set of control pedals is caused to be effective in operation.

The invention further comprises a motor vehicle

provided with all or any of the above apparatuses and facilities.

These and other aspects of the invention will become clear from the following description which is given by way of example only and not by limitation thereof, with reference to the accompanying drawings in which:-

Figure 1 is a side view, partly in section, of parts of one embodiment of the invention;

Figure 2 is a plan view of the embodiment of Figure 1 showing the alternative positions of the steering and control apparatus;

Figure 3 is a front view of an alternative embodiment showing the steering wheel in its right-hand operative position;

Figure 4 is a view similar to figure 3 but showing the steering wheel in its left-hand operative position;

Figure 5 is a side view, partly in section, showing a method of coupling a steering column to a steering rack operating mechanism via a bevel gear mechanism;

Figure 6 is a view similar to Figure 5, showing the steering column uncoupled from the bevel gear mechanism;

Figure 7 is a plan view of the embodiment of Figures 5 and 6, showing the steering wheel and instrument carrier in each of its alternative

positions ;

Figure 8 is a view in plan showing a different arrangement of the control pedals;

Figure 9 is a front view showing an arrangement of the control shafts;

Figure 10 is a side view of parts seen Figure 9;

Figure 11 is a side elevation, partly in section, of a form of the invention whereby separate steering wheels are provided at each side of the median line;

Figures 12 and 13 are detailed views of the steering wheels of Figure 11;

Figure 14 is a diagrammatic view illustrating an arrangement incorporating a slide valve connected with the hydraulic control mechanisms;

Figure 15 is a section view of the valve mechanism of Figure 14 but in a different operative position;

Figure 16 is a plan view of one arrangement wherein a single steering wheel is arranged to swing about an axis substantially centrally disposed to the vehicle;

Figure 17 is a view similar to Figure 16 but showing a different connection mechanism;

Figure 18 is a front view of the steering wheel and arm of Figure 16;

Figure 19 is a section view of the steering wheel of Figure 16 showing details of the valve arrangement for the hydraulic control circuits;

Figure 20 is a section view of parts seen in Figure 19 but to a larger scale;

Figure 21 is a part section view on the line XXI XXI of Figure 19;

Figures 22, 23 & 24 are section views through the rotary valve seen in Figure 19;

Figure 25 is a plan view similar to Figure 14, but where hydraulic control circuits for the accelerator and clutch have been replaced by cable control systems;

Figure 26 is an enlarged view of parts seen in Figure 25 and

Figure 27 is a view similar to Figure 22 but wherein the control systems are actuated electronicly.

As seen in Figures 1 and 2, a motor vehicle according to one embodiment has road wheels 2 and conventional track rod ends 4 connect track rods 6 to steering arms 8 in the usual manner. The track rods pass through gaiters 9 to a rack 10 within a housing 11 to a steering box 12 where a rack and pinion arrangement actuates the rack and hence the track rods 6 and steering arms 8.

A steering wheel 14 fixed to a steering column 16 connects via a universal joint 18 to a telescopic steering shaft 20, and a further universal joint 22 connects the steering shaft with a spigot 24 of a bevel gear mechanism associated with the steering mechanism in a manner similar to that now to be described with reference to Figure 5.

A bevel gear 13 having a spigot 24 meshes with a second bevel gear 15. A third bevel gear 19 meshes with the bevel gear 17 and is keyed onto a vertically depending shaft 21, the lower end of which is formed with pinion teeth arranged to mesh with rack teeth formed on the rack 10. The bevel gears 13, 15 and 19 are housed within a bevel box 23.

In the case of the arrangement of Figures l and 2, a single bevel box 23 is provided approximately in the plane of the median line of the vehicle, and the rack and pinion mechanism of the steering gear is vertically below the bevel box.

Alternatively the universal joint 22 may be connected directly with the pinion of the rack and pinion steering mechanism.

In the case of the remainder of the arrangements shown in Figures 3-8 and 11-13 two bevel boxes are provided. A right hand bevel box 23 is as described above, housing three bevel gears 13, 15 and 19, and a shaft 17 extends transversly across the vehicle to enter a left hand bevel box 25. To the left hand end of the shaft is keyed a bevel gear not shown in the drawings, but similar to the gear 15 in Figure 5, and that gear meshes with a bevel gear similar to the gear 13 of Figure 5. The spigot 24 and that of the bevel gear in the left hand bevel box 25 are splined

to be engaged by internal splines within the lower part of the steering column 16.

The steering column 16 is rotatably mounted in part of a carrier 26 which is mounted for sliding along transverse horizontal guide rods 28. As seen clearly in Figure 1 a shaft 30 has rotatably mounted thereon an accelerator pedal 32, a brake pedal 34 and a clutch control pedal 36. The accelerator pedal 32 actuates a Bowden cable 38 to operate an accelerator 40 in conventional manner. The brake pedal 34 operates through a piston rod 42 and piston 44 to actuate, through flexible hoses 45 and brake pipes 46, a brake system indicated generally at 48. The clutch pedal 36 operates through a piston 50 and cylinder 52 to actuate, through a flexible hose 54 and hydraulic pipe 56, a clutch operating cylinder mechanism 58.

The guide rods 22 are mounted in brackets 60 secured to the bulkhead 62, as seen clearly in Figure 3, and a locking pin 64 is provided on each side of the carrier 26 to engage with locking member 65 formed on the brackets 60.

As will be clear from Figure 2, the bevel box 23 is located on the plane of the median line of the vehicle, and by virtue of the universal joints 18 and 22 and the telescopic construction of the steering shafts 20, the steering wheel 14, with the carrier 26 may be moved from a position shown in full line in Figure 2 to that position shown in dotted lines, while still maintaining operative contact with the pinion 24 of the bevel gear 13.

As seen in Figures 5 and 6, a mechanism is provided for disconnecting the steering column and the splined coupling arrangement on the spigot 24 of the bevel gear 13.

A toggle lever system 72 has a first link 74 pivoted at 76 to a lug formed on the carrier 26, and a second link 78 of the system is pivoted at 80 to a lug formed on the column 16. An extension on the first link 74 forms a convenient handle 75 whereby the toggle system may be placed in alignment as seen in Figure 5 to lower the steering column 16 towards the bevel box 23 or 25 so that the column is in splined engagement with the spigot 24. In the alternative position as seen in Figure 6, the toggle system is broken to raise the column out of its splined engagement with the spigot 24.

Also clearly shown in the drawings is the instrument panel 82 which may be fastened directly to the carrier as seen in Figure 1 or on an extension 84 formed on the carrier as seen in Figures 5 and 6.

Although in Figures 1 and 2 there is shown an arrangement wherein the control pedals 32, 34 and 36 are mounted for pivoting about a shaft 30 on the carrier 26 and therefore move with the carrier along the guide rods, it is possible to provide an arrangement including two separate sets of control pedals, one set on each side of the plane of the median line of the vehicle.

Such an arrangement is indicatd in Figures 3 and 4 and shown in more detail in Figures 8 and 9.

As seen in Figures 8 and 9 the accelerator pedal 32A has a splined connection with a shaft 86. The right-hand brake pedal 34A has a similar connection with a shaft 88 and a clutch pedal 36A is splined to a hollow shaft 90. The shaft 88 passes axially through the hollow shaft 90 and into a function box 92, as does the shaft 86.

The inner most end of the shaft 88 is formed with a lever arm 98 and the inner most end of the hollow shaft 90 is formed with a lever arm 116.

The shaft 86 passes completely through the function box 92 and the left hand accelerator pedal 32B is splined to the left hand end of that shaft. Fixed to the shaft 86 and rotatable therewith is a lever 94 which has a connection with one end of a Bowden cable 38 within the function box, and the cable is connected at its other end to the accelerator mechanism 40.

The left hand brake pedal 34B is splined to the end of a hollow shaft 100 which is formed at its inner most end with a lever arm 102. The left-hand clutch pedal 36B is splined to the end of the shaft 118 which passes axially through the hollow shaft 100 and is formed at its inner¬ most end with a lever arm 120.

The shafts 88 and 118 are coaxially aligned within the function box 92 by a short shaft 132 as seen clearly in Figure 9.

The lever arm 98 of the shaft 88 and the lever arm 102 of the hollow shaft 100 are spaced apart by a collar 106 and are inter-connected by means of a nut and bolt fastening 104. A pin 108 connects the levers 98 and 102 with the piston 103 of a brake master cylinder 109, and a hydraulic pipe 110 leads to a hydraulic braking mechanism which acts on a brake disc 114.

The lever arm 116 of the hollow shaft 90 and the lever arm 120 of the shaft 118 are spaced apart by a collar 124 and are inter-connected by means of a nut and bolt

fastening 122. A pin 126 connects the levers 116 and 120 with a piston 105 on the clutch master cylinder 128 and a hydraulic pipe 130 leads from the master cyliner 128 to the clutch operating mechanism 58.

When, say, the steering mechanism is in the right-hand drive position and only the right-hand brake and clutch pedals 34A, 36A respectively need to be operational, the left hand set of pedals may be removed from the splined ends of their respective shafts.

Alternatively, two sets of pedals may be provided, one set at each side of the vehicle. The arrangement may be such that each pedal may be pivoted upwardly out of operative position as required, being lockable in operative position when appropriate by means of a simple hinge and locking pin arrangement.

Figures 11, 12 and 13 show a further arrangement for use where two separate steering wheels are provided within the vehicle.

In this arrangement, two bevel boxes 23, 25 are provided as in the arrangement shown in figures 3 and 4, and the steering column has a lug 131 which is pivotally mounted on a short shaft 132. A splined shaft 134 is slideable within an axial bore within the steering column 26 and in its lower position engages with the spigot of the bevel gear assembly in the respective steering box 23 or 25.

The steering wheel 14A has a hub 136 which is hingedly connected by a pin 138 to the upper hollow portion 16A of the column.

In its operative position, the hub 136 is held in place on the part 16A by a latch 140 which engages with a shoulder formed in the hub.

When a steering wheel is not required for use, the latch 140 is disengaged from the hub 136 and the steering wheel is hinged out of the operative position, as shown in Figure 13. The splined shaft 134 is withdrawn from its splined connection with the spigot of its associated bevel gear assembly in the bevel box 23 or 25, as the case may be, and the steering column is pivoted about the shaft 132 to be located conveniently out of the way as seen in dotted lines in figure 11.

Although the above examples have referred to the use of a hydraulically operated clutch mechanism, the connection between the clutch pedal and the clutch operating mechanism may be by Bowden cable to the mechanical linkage system.

When two sets of control pedals are provided, one set on each side of the median line, the pedals may be left in position, in which case a valve arrangement is provided to ensure that only one set of pedals may be effectively operated according to which side of the vehicle the steering wheel and associated mechanisms are positioned at that time.

As seen in Figures 3 and 4, a slide valve, shown generally as 61 is mounted on the bracket 60 on the right hand side of the vehicle.

Referring now to Figures 14 and 15, the slide valve 61 comprises a valve body 63 having a bore 65 in which is slideably located a valve member 67. A stem 69, fast with

the member 67 protrudes through a hole 71 in an end wall of the valve body 63 and a compression spring 73 acts between an end cap 75 the valve member 76 to urge it towards the left as seen in Figure 14.

Hydraulic pipes connect master cylinders associated with the left-hand and right-hand side control pedals with the accelerator mechanism 40, the brake mechanism 48 and the clutch mechanism 58 and also with the main hydraulic reservoir 266 as follows.

The valve body 63 is provided with ports 81, 83, 85 and 87, and on the diametrically opposite side of the body to those, with further ports 89, 91, 93, 95, 97 and 99. The port 81 is aligned with a fitting 101 and a hydraulic pipe 103 which leads to the hydraulic master cylinder associated with the left-hand brake pedal 105. The port 83 is aligned with a fitting 107 and a brake pipe 109 which leads to the hydraulic cylinder associated with the brake 48. The port 85 is aligned with a fitting 111 and a hydraulic pipe 113 which leads to the hydraulic master cylinder associated with the right-hand brake pedal 115. The port 87 is aligned with a fitting 117 and a hydraulic pipe 119 which leads to the main hydraulic reservoir 266.

The port 89 is aligned with a fitting 211, and a hydraulic pipe 203 leads to the hydraulic master cylinder associated with the left-hand accelerator pedal 205.

The port 91 is aligned with a fitting 207, and a pipe 209 leads therefrom to a hydraulic piston cylinder unit on the accelerator mechanism.

The port 93 is aligned with a fitting 211, and a hydraulic pipe 213 leads therefrom to the hydraulic master

cylinder associated with the right-hand accelerator pedal 215.

The port 95 is aligned with a fitting 217, and a hydraulic pipe 219 leads therefrom to the hydraulic master cylinder associated with the left-hand clutch pedal 221.

The port 97 is aligned with a fitting 223, and a hydraulic pipe 225 leads therefrom to the hydraulic clutch 58.

The port 99 is aligned with a fitting 227, and a hydraulic pipe 229 leads therefrom to the hydraulic master cylinder associated with the right-hand clutch pedal 231.

A hydraulic pipe 268 connects the hydraulic reservoir 266 with the hydraulic master cylinders associated with the right-hand accelerator pedal 215, brake pedal 115, and clutch pedal 231. A hydraulic pipe 276 connects the reservoir 266 with the master cylinders associated with the left-hand accelerator pedal 205, brake pedal 105, and clutch pedal 221.

The valve member 67 is provided with an axial bore 141 and radial bores 143, 145 and 147 lead from the bore 141 to the periphery of the valve member. A further bore, 149, is formed in the valve member 67 parallel to the axis of the member and a radial bore 151 leads from the bore 149 to the periphery of the valve member. Passages 153, 155, 157 and 159 are formed in the periphery of the valve member and a radial bore 161 connects the axial bore 141 with the passage 155.

When the steering wheel and its carrier are in the right-hand position as shown in Figure 3 the carrier is in

contact with the stem 69 and urges the valve member 67 into its right-hand position as indicated in Figure 14.

Thus the hydraulic cylinder associated with the right-hand accelerator pedal 215 connects, through the pipe 213, the fitting 211 and port 93, the passageway 157, port 91, fitting 207 and pipe 209 with the hydraulic mechanism associated with the accelerator 40.

The master cylinder associated with the right-hand brake pedal 115 connects via the pipe 113 and fitting 111 to the port 85, passage 153, port 83, fitting 107 and pipe 109 with the hydraulic wheel cylinder associated with the brake mechanism 48.

The hydraulic master cylinder associated with the right-hand clutch pedal 231 connects via the pipe 229, fitting 227, port 99, passage 159, port 97, and associated fitting 223 and pipe 225 with the hydraulic actuating cylinder of the clutch 58.

The hydraulic reservoir 266 connects with the left- hand clutch pedal master cylinder via pipe 131, fitting 129, port 95, radial port 145, axial bore 141, radial bore 161, passage 155, port 87, fitting 117 and pipe 119.

The reservoir 266 also connects with the hydraulic cylinder associated with the left-hand brake pedal 105 via the pipe 119, fitting 117, port 87, passage 155, radial bore 161, axial bore 141, radial bore 143, port 81, fitting 101, and pipe 103.

The hydraulic cylinder associated with the left-hand accelerator pedal 121 connects via pipe 119, fitting 117, port 89, with the bore 65 in the valve block

63 .

Thus with the steering wheel and its carrier in the right-hand drive position and the valve member 67 urged to the right against the action of the spring 73 by the carrier, any depression of the left hand clutch or brake pedals will cause the hydraulic fluid within their respective circuits to flow back to the hydraulic reservoir. Any pressure on the left-hand accelerator pedal 121 will simply cause hydraulic fluid within the its system to flow harmlessly into the bore 65 of the valve block 63.

As indicated in the Figure 15 when the steering wheel and its carrier is in left-hand position the restriction on the stem 69 is removed and the spring 73 urges the valve member 67 to its left-hand position as shown in that figure.

The hydraulic master cylinders associated with the right-hand control pedals 115 and 231 will thus be connected with the main hydraulic fluid reservoir 266, and that associated with the right-hand accelerator pedal will be connected with the bore 65 in the valve body. Any pressure on those right-hand pedals will not therefore actuate their associated accelerator, brake or clutch mechanisms.

However, pressure on the left hand pedals will cause the hydraulic fluid to flow from their respective master cylinders to the appropriate hydraulically actuated accelerator, brake, or clutch.

Pressure on the pedal 205 will cause the hydraulic fluid to flow from its associated master cylinder through the pipe 203, fitting 201, port 89 passage 157, port 91 and

through the fitting 207 and pipe 209 to the hydraulic cylinder unit for actuating the accelerator mechanisms.

When the left-hand brake pedal 105 is depressed, hydraulic fluid will flow from its associated master cylinder through the pipe 103, fitting 101, port 81, passage 153, port 83, fitting 107 and pipe 109 to the hydraulic cylinder associated with the brake 48.

When the left-hand clutch pedal 221 is depressed, hydraulic fluid from its associated master cylinder will flow through pipe 219, fitting 217, port 95, passage 159, port 97, fitting 223 and 225 pipe to the hydraulic mechanism associated with the clutch 58.

Although not shown in the drawings, the carrier 26 is provided with a safety mechanism to ensure that it is not possible to move the carrier from its chosen position whilst the vehicle is in motion. Further, the safety mechanism is such that the vehicle's ignition system cannot be switched on when the carrier is in any position other than the chosen one.

The locking pins 64 may be used to actuate an indicator light which is temporarily illuminated to signify that the carrier is locked in position. Alternatively, the arrangement may be such that the indicator light is illuminated when the carrier is not locked in position.

A further safety feature may be that the act of switching on the ignition of the vehicle actuates a solenoid device which causes a bolt to interlock the carrier to a guide rod or to a bracket so that even if the location pin is withdrawn, the carrier may not be moved from its occupied position.

The carrier may be moved manually from one side of the vehicle to the other, after withdrawal of the locating pin and after ensuring that the ignition is switched off. Alternatively, an electrically driven rack and pinion or worm and wheel mechanism can be provided to drive the carrier from one side of the vehicle to the other.

An alternative arrangement, shown in Figures 16 to 24, has its steering wheel mounted on an arm which may be swung from one side of the vehicle to the other side, and in so doing actuates valve means which cause the appropriate control pedals to become operative.

The construction and operation of that arrangement will now be described.

As seen in Figures 16 to 27, the steering wheel 214 is mounted on an arm 216 which is arranged to swing about an axis X-X located in the plane of the median line of the vehicle.

A valve block 218 is secured to the vehicle body and a worm gear housing 220 is carried by that block.

In the arrangement shown in Figure 19, a stub shaft 224 on which the steering wheel is mounted is rotatable within bearings 226 in the housing 228, and connects by bevel gears 230, 232, to a shaft 234, which, through further bevel gears 236 and 238, connects with a steering column 240.

The shaft 234 passes axially through the hollow arm 216 and the bevel gears 236, 238 have bearings in a housing 240.

A rotary valve 242 is rotatable within the valve block 218 about the axis X-X and is secured by bolts 244 to a flange formed on the housing 240.

Part of the housing 240 is formed as a worm wheel 246 which is engaged by a driven worm 248 which is mounted on a shaft 250 rotatably driven by an electric motor 252.

It will be clear from the above that as the shaft 250 and the worm 248 are rotated by the motor 252 the housing 240 and the arm 234 will swing about the axis X-X thus moving the steering wheel 214 from one side of the median line of the vehicle to the other side.

The same movement of the housing 240 will, by virtue of its connection by the bolts 244, rotate the rotary valve 242 about the axis X-X in the same direction as that of the housing 240.

Due to the resistance of the front road wheels on the road, there is little or no rotational movement of the steering column 240 and the teeth of the bevel gear 236 simply roll around the teeth of its mating bevel gear 238. Likewise, the bevels 232 andd 230, will freely rotate, as will the steering wheel 214, with little or no effect on the front wheels.

As an alternative to the bevel gear motion transfer from the steering wheel stub shaft 224 to the steering column 240, there may be provided, as seen in figure 17, a system of universal joints 254, 256, connecting the stub shaft 224 and the steering column 240 with the shaft 234 respectively.

As seen in Figures 16 and 18 a vehicle incorporating this arrangement is provided with two sets of control pedals, namely accelerator pedals 260A and 260B, brake pedals 262A and 262B and clutch pedals 264A and 264B.

In the arrangement seen in Figure 25, similar pedals 260C and 260D, 262C and 262D, 264C and 264D are provided.

A conventional hydraulic oil reservoir 266 is connected by a pipe 268 to reach all the master cylinders

270, 272, 274 associated with the right-hand control pedals.

A second pipe, 276, connects the reservoir to the master cylinders 280, 282 and 284, associated with the left-hand pedals.

A third pipe, 286, connects via a fitting 287 with a passage 291 formed in the valve block 218 parallel to the axis X-X. Hydraulic pipes 290a, 290B, connect the master cylinders 270 and 280 respectively with fittings 292 and 294 in the valve block 218.

Hydraulic pipes 296A and 296B lead from the brake master cylinders 272 and 282 respectively to fittings 298, 300, in the valve block 218. Pipes 302A, 302B lead to fittings 304, 306 in the valve block 218.

The valve block 218 is formed with a number of arcuate grooves, each of which passes through approximately 180° about the axis X-X. These are indicated in Figures 22, 23 and 24.

A groove 310 is associated with the accelerator

hydraulic circuit and, as seen in Figure 23, passes in an arc through approximately 180°, below the axis X-X. A second groove 312, also associatd with the accelerator hydraulic circuit, passes in an arc through approximately 180° above axis X-X as indicated in Figure 20 in chain lines, to connect with a fitting 314 which connects with a hydraulic pipe 316 leading to the accelerator mechanism 40.

A groove 320 is associated with the brake hydraulic circuit and passes in an arc through approximately 180° below the axis X-X as indicated in dotted lines in Figure 20. A second groove 322 also associated with the brake hydraulic mechanism passes through an arc of approximately 180° above the axis X-X as indicated in chain line in Figure 10 to connect with a fitting 324 which is connected to the pipe 326 leading to the brake mechanism 48.

A groove 326 is formed in the valve block 218 and passes in an arc of approximately 180° below the axis X-X, and a further groove 328, formed in the valve block 218, passes in an arc of approximately 180° above the axis X-X. Both grooves 326 and 328 are associated with the clutch mechanism. The groove 328 connects with a fitting 340 which in turn connects with a hydraulic pipe 342 leading to the hydraulic clutch mechanism 58.

As seen clearly in Figure 20 a passageway 344 formed in the periphery of the rotary valve 242 connects the groove 310 with a port 346 which is axially aligned with the fitting 292 and the hydraulic pipe 290A when the steering wheel is in the left-hand drive position. A passageway 348 formed in the periphery of the rotary valve 242 connects the arcuate groove 312 with a port 350 which is axially aligned with the fitting 294 and the hydraulic pipe 290B when the steering wheel is in the left-hand drive

position.

A passageway 352 connects the groove 326 with a port 354 in the valve block 218 and a passageway 356 connects the arcuate groove 328 with a port 358 which is axially aligned with the fitting 306 and hydraulic pipe 302B when the steering wheel is in the left-hand drive position.

A passageway 360 connects the groove 320 with a port 362 in the valve block 218, axially aligned with the fitting 298 and hydraulic pipe 296A. A passageway 364 connects the groove 322 with a port 366 formed in the valve block 218 and axially aligned with the fitting 300 and hydraulic pipe 296B when the steering wheel is in the left-hand drive position.

Grooves 310, 320 and 326 are inter-connected by the longitudinal bore or port 291 which leads to the fitting 287 to connect with the hydraulic pipe 286 to the hydraulic reservoir 266.

When the steering wheel is in the position shown in Figure 19 and 20 and the driver is in the left-hand drive position in the vehicle, pressure on the left-hand accelerator pedal 260B will pressurise the hydraulic fluid in the accelerator master cylinder 280 and thence in the pipe 290B, the fitting 294 and through the port 350, passageway 348 to the arcuate groove 312 and the fitting 314 and hydraulic pipe 316 to actuate the accelerator 40.

The right-hand accelerator pedal 260A is not thus directly connected with the accelerator mechanism and as will be seen from Figures 19 and 20 any pressure on the right-hand accelerator pedal 260A would urge the hydraulic

fluid in that side of the accelerator hydraulic system through the accelerator master cylinder 270, the pipe 290A, the fitting 292 and port 346, from where it would lead via the passageway 344 to the arcuate groove 310 and the longitudinal passage 291 and thence via the fitting 287 and pipe 286 to return to the reservoir 266.

Similarly, pressure on the left-hand brake pedal 262B pressurises the fluid in the master cylinder 282, the pipe 302B, fitting 306, port 358, passageway 356 and arcuate groove 328, fitting 340, and pipe 342 to the clutch 58. Any pressure on the right-hand clutch pedal 264A would merely feed hydraulic fluid from the right-hand clutch master cylinder 274, pipe 302A and fitting 304, port 354, passageway 352, to groove 326, and thence via the fitting 287 and pipe 286 to return to the reservoir 266.

In a similar way, pressure on the left-hand brake pedal 262B will pressurise the hydraulic fluid in the brake master cylinder 282, pipe 296B, fitting 300, port 366, passageway 364, to groove 322, via fitting 324 and pipe 286 to actuate the brake 48. Any pressure on the right-hand brake pedal 262A would merely urge the hydraulic fluid in the right-hand brake master cylinder 272 via the pipe 296A, fitting 298, port 362, passageway 360, to the arcuate groove 320 into the longitudinal passageway 291, to emerge via the fitting 287 and pipe 286 to return to the reservoir 266.

When the steering-wheel 214 is swung about the axis X-X to take up its position on the right-hand side of the vehicle, the bolts 244 which connect the flange of the housing 240 to the rotary valve 242 turn the valve through 180°. Thus the passageway 344 then connects the port 350 with the arcuate groove 310 on the left-hand side of the

valve seen in Figures 19 and 20 and the passageway 348 inter-connects the port 346 and the arcuate groove 310.

Similarly, the passageway 352 inter-connects the port 354 and the arcuate passageway 326, and the passageway 356 inter-connects the port 358 with the arcuate groove 328.

At the same time the passageway 360 connects the port 362 with the groove 320 and the passageway 364 connects the port 366 with the arcuate groove 322. Thus pressure on the right-hand pedals 260A, 262A and 264A will be effective to actuate the accelerator 40, the brake 48, and the clutch 58 respectively. Pressure on the pedals 260B, 262B and 264B will merely feed the hydraulic fluid in their respective pipes back to the reservoir 266.

In the alternative arrangement, shown in Figures 25 and 26, only the brake mechanism is hydraulically operated, and the accelerator and clutch mechanisms are operated by Bowden cables.

A Bowden cable 364 connected at one end to the left-hand accelerator pedal 260D passes around a pulley 366 which is pivoted about a pin 368 on a shackle 370 within a housing 372. The cable 364 passes around the pulley 366 and emerges from the housing to a connection at its further end with the right-hand accelerator pedal 260C. The shackle 370 is fixed to one end of a further Bowden cable 374, the other end of which is connected to the accelerator mechanism 40. As seen diagrammatically in Figure 26 a shaft 376 passes transversely across the vehicle and cams 378, 380, are secured to that shaft. The cam 380 engages the underside of the short lever arm of the pedal 260C when the steering wheel is in the left-hand position. Thus,

pressure on the left-hand accelerator pedal 260D pulls the Bowden cable 364 to draw the pulley 366 downwardly as seen in figure 23, taking with it the shackle 370 and cable 374 to actuate the accelerator mechanism. Any anti-clockwise movement of the right-hand accelerator pedal 260C is prevented by engagement of the lobe of the cam 380 with the underside of the lever arm as already described.

When the steering wheel is moved to the right-hand drive position, the shaft 376 is turned through 180° and the positions of the cams 378 and 380 are thus reversed and only pressure on the accelerator pedal 260C is effective in drawing down the pulley 366 and, through the cable 374, operating the accelerator mechanism. The mechanism for turning the shaft 376 is not illustrated, but is within the ability of any reasonably competent engineer.

A similar mechanism is provided with respect to the clutch pedals 264C and 264D, a Bowden cable 378 operating in a similar manner through a pulley 380 within a housing 382 to thus actuate, through a further Bowden cable 384, the clutch mechanism 58.

It will be observed that, as in the case of the arrangement shown in Figure 2, there is a single bevel box 23 connecting with the rack and pinion mechanism associated with the track rods 6, track rod ends 4 and steering arms 8.

In a further alternative embodiment illustrated diagrammatically in Figure 27, the steering mechanism, accelerator and clutch mechanisms are all operated electronically.

Without departing from the invention, the

arrangement described may be used in conjunction with a clutchless motor vehicle, in which case of course there will be no clutch pedal and the hydraulic valve system will be modified accordingly.

Although the invention has been described in relation to a motor vehicle of the wheeled type, for example a motor car, it can of course be readily adapted for use on, for example, a motor boat, in which case the steering mechanism would be connected with a rudder.