US2001266A - Time controlled switch - Google Patents

Description

May 14, 1935. M, H. RHODES TIME CONTROLLED SWITCH Filed Jan. 26, 1953 2 Sheets-Sheet 1 FIGS.

FIGS.

y 1 1935- M. H.]RHODES 2,001,266

TIME CONTROLLED SWITCH Filed Jan. 26, 19153 2 Sheets-Sheet 2 a j f8 y:

Waggmw Patented- May 14, 1935 UNITED STATES TIME CONTROLLED SWITCH Marcus H. Rhodes, Hartford, Conn, assignor to M. H. Rhodes, Ina, Hartford, Conn., a corporation of Delaware Application January 26, 1983, Serial No. 653,561

2' Claims.

This invention relates to switches, and with regard to certain more specific features, to timecontrolled electrical switches.

Among the several objects of the invention may a be noted the provision of a time-controlled electrical switch which is, in effect, a single pole, double throw switch, with the time-control feature operative without regard to which of the two throws is used; a switch of the class described in which the elements are normally in a disconnecting position, and in which the time-control elements are brought into operation by the manual throwing of the switch to either of its connecting positions; a switch oi the class described wherein the time-control elements effectively lock the switch in disconnecting position as soon as the elapsed time has equaled a pre-established amount, whereby the switch is incapable of beingiarred into either connecting position; a switch of the class described which is particularly applicable to vehicle direction signal control; and the provision of a switch of the class described which is simple and economical of construction and operation. Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly comprises the elements and combinations of elements, features of construction, and arrangements of parts which will be exemplified in the structures hereinafter described, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings, in which is illustrated one of various possible embodiments of the invention,

Fig. l is a front elevation of a switch embodying the present invention;

Fig. 2 is a side elevation of the switch of Fig. 1;

Fig. 3 is a back elevation of the switch of Fig. l

Fig. 4 is an enlarged back elevation of the switch of Fig. l, certain cover portions being removed;

Fig. 5 is a cross section taken on line 5-5 of Fig. 4;

Fig. 6 is a cross section Fig. 4;

Fig. 7 is a horizontal cross section of the switch of Fig. 1 showing a timing train;

Fig. 8 is an ideal section taken along line 0-8 0! Fig. '7; and,

Fig. 9 is a pictorial diagram illustrating the use of the switch of Fig. 1 as a vehicle direction signal control switch.

Similar reference characters indicate corresponding parts throughout the several views of the drawings,

Vehicle direction signals are coming into gentaken on line 8-. of

eral use at the present time. These signals operate in much the same manner as the now unlversally used "stop lights on automobiles, with the exception that they indicate the direction in which the driver plans to turn instead of the d driver's intention to slow down or stop. A difllculty with direction signals not encountered with stop signals, however, is that, in order to be effective as a warning to trailing cars, a direction signal must be givensome time before the actual 10 turn is commenced by the turning of the steering wheel, while with a stop signal, the opera-, tion of the automobile is such that the time interval between the time the brakes are applied and the actual stop is long enough for an auto- 16 matic signal, operated synchronously with the braking system, to be eilfective. It is accordingly necessary with direction signals that some separate, signalling motion or action must be given by the driver before he takes the actual steps 20 necessary to consummate his intention to turn. Thus, a separate control is needed. As most eilfective directional signals are electrically operated, the control logically takes the form of an electrical switch. This switch has heretofore 28 been one of two types; either a momentary, or push-button ailair which operates the signal only for an instant, or an ordinary two-position switch (stable on as well as stable ofl positions). A serious disadvantage of the first type is that it 80 requires either a constant holding on by the driver from the time he first contemplates making the turn until the turn is consummated,.thus removing at least one hand from the more essential manipulation of the steering wheel, or, 36 if it is not manually held in on position, it makes a, signal of so brief a duration that a'trailing driver is likely to miss it altogether. A serious disadvantage of the second, two-position switch is that frequently the driver forgets that he has 40 set it, say, for a left turn, and then, after the turn has been finished, the signal continues to the confusion of trailing drivers until chance recollection impels the driver to turn the signal off.

The present invention oiiers a switch which has the advantages of both of the types discussed, when used in a direction signal control system, and which at the same time eliminates the indicated disadvantages. Briefly, the switch of the present invention is a time-controlled switch which requires but an instant for actuation (in the manner of the push-button switch) but which, once actuated, remains on for only a predetermined time, then going off automatically. Thus, the driver is free, once he has actuated the switch, to forget about his signal with the assurance that it will automatically go off in a few seconds (long enough to complete his turn).

The present invention has its particular applicability in the field of direction signal control systems, but it is not so limited in use. It is a desirable control wherever a selective switch.with two selections is needed, either of the two selections to go on at the time the switch is actuated,

and then to go off automatically a predetermined time thereafter.

Referring now more particularly to Fig. l, numeral I indicates a housing or box, which is preferably formed of an insulating material such as a phenolic condensation product or the like.

The casing I is open at its back. From the bottom of the casing I, near the back thereof, a manipulating handle 2 projects. The handle 2 is movable either way from a center position, as indicated in Fig. 4. Two bolts 3 have their heads countersunk into the face of the housing I, the bolts 3 serving as means for mounting the switch as will be seen hereinafter.

Covering the rear of the housing I is a cover plate 4 (Figs. 2 and 3) which may be cut from fiber or the like. The plate 4 is held in position by nuts 5 on the bolts 3. A central hold 6 passes the three wires for connections into the interior of the switch.

Interiorly, the housing I is provided with shoulders I for mounting the elements of the switch proper (see Figs. 5, 6, and 7). The shoulders I are drilled as at numeral 8 to pass the mounting bolts 5 freely. The shoulders I are also drilled and tapped as at numeral 9 to receive mounting screws I0 for holding the switch proper in position (see Figs. 4 and 5).

Numeral I I (Figs. 4, 5, and 6) indicates a brass or like metal plate upon which the various elements of the switch proper are mounted. The plate I I conforms generally to the shape of the casing I, and is mounted on the shoulders I by means of the screws III. The mounting is a particular feature of the present invention. As

the switch includes a timing train and escapement (to be described), which produce the usual tick-tick-tick noise associated with clockwork, it is desirable that the mounting be such as to minimize the noise. For this purpose (see Fig. 5) the screws I 0 are flat headed and the holes in the plate I I through which the screws -I0 pass are countersunk to the shape of the screw heads. Between the screw heads and the plate are provided rubber washers I2; similar rubber washers I3 are positioned between the plate II and the shoulders I. The washers I2, it will be noted, are drawn to a conical shape as the screws I0 are drawn up. This combination of rubber washers floats the switch within its casing, and

.the noises of the escapement are absorbed to an appreciable extent.

Three terminals I4, I5 and I6 are mounted upon the plate II. Terminal I4. comprises a simple bushing having a central threaded hole I I therein, and upwardly terminated by a peripheral shoulder I8. The terminal I4 is in good electrical contact with the plate II. Terminals I5 and I 6, on the other hand, are electrically insulated from the plate II as shown in Fig. 6, by insulating washers I9 and 20. The terminals I5 and II also support oppositely directed arcuate springing contact arms 2| and 22, respectively, which arms are spaced up from the plate II to avoid electrical contact therewith. The terminals I i and I6 have central threaded holes I-. and upper peripheral shoulders I8 in the sarn manner as the terminal I4.

The switch is desirably provided with a second fiber or like cover piece 23, which has suitable holes permitting it to rest on the shoulders I! of the terminals I4, I5, and I8. Thus, on the outside of the cover 22, only the ends of terminal pieces I4, I5 and I6 are visible. Into the hole I! of each terminal is threaded a screw 24, the three screws 24 constituting the binding posts by which wires are connected to the switch (see also Fig. 3).

Pivoted on a stud 25 mounted on the upper surface of the plate I I is a control lever 28. The control lever 28 is preferably stamped or otherwise forrned from sheet brass or the like, and has extending downwardly therefrom the manipulating handle 2. Upwardly, the lever 26 is formed with a camming edge 21, an arcuate portion 28, and a projection 28. The arcuate portion 2! is spaced so as to engage the arcuate spr nging contact arms 2| and 22, alternately, as the handle 2 is moved to its left and right hand positions, respectively. The width of the arcuate portion 28 is such that it can at no time be in contact with both arms 2I and 22.

It is by means of the lever 26 that electrical connections are made alternately and selectively to the terminals II and I8, constituting the double throw of the switch. This is because the lever 26 is in electrical connection with the plate I I, which is in turn in connection with the terminal I4, while the terminals I 5 and I6 are insulated therefrom.

The apparatus thus far described constitutes the electric switching means proper of the invention. As forecasted, automatic timing means are provided for returning the switch to off position automatically, once it has been manually actuated to on position. The timing means are shown more in detail in Figs. '7 and 8.

Referring now more particularly to these figures, it will be seen that a mounting plate 30 of rectangular conformation is provided, the plate 30 fitting within the casing I below the point where the shoulders I project. The plate III is supported on the plate II by spacing columns II, which are secured in position by bent-over fish-tail heads 32 (Fig. 4). Other spacing means may of course be used.

Between the plates II and 30 are supported the various elements of a timing train and escapement mechanism. Numeral 22 indicates a main shaft, upon which is mounted, rotatably, a collar 34. Upon collar 24 are mounted, immovably, a control bar ll, a clutch disc 38, and a spring bearing plate 21. Rotation of the named elements is accordingly simultaneous. Also mounted on the collar 34, but in this instance rotatable relative to the collar, is a main gear 28.

The control bar 35 (Fig. 7) comprises a disc portion 39 having extending therefrom, at different radii, a pair of upright projections 40 and 4|. The lower projection 40, which is at the shorter radius, extends and moves through an arcuate slot 42 in the plate II, while the upper projection 4| similarly moves in an arcu. a slot 43 in plate II. The slots 42 and 43 are adjusted in length and position so that they both correspond to the same angle of rotation of the bar 25 as a whole. The projections 40 and 4| are sufficiently long to extend above the upper surface of plate II and engage the edges of lever 21, as will be described more fully hereinafter.-

. stationary.

ing to holdQBy of mining edge :1 with projection. 40 which The main gear N. which is rotatable on the collar II, is of usual construction except that it is providedwith a number of radial slots M (Fig. 'I) spaced evenly therearound.

The clutch disc as is formed, preferably, of spring metal such as thin spring brass. It is generally of disc form (Fig. 7) but is so cut away as to leave,three arcuate fingers 48 all facing in the same direction. The fingers 4! all have turned-down ends 40 (Fig. 8) which are positioned to engage the slots 44 in main gear ll. The ends 4! are not turned down at'right angles. but only at a slope of the order of 45". This arrangement of slots 44 and fingers ll is such that, considering the combination from the dirsction represented by Fig. 7, when the clutch disc I! isturned clockwise, the lingers to engage the slots 44 to carry the main gear II in coextensive clockwise rotation; but when the clutch disc II is turned counterclockwise, the fingers 45 override the slots 4! and the main gear 8| remains The'springbearing plate 31 is a disc, although it may takefgmy suitable form, its function bemeans of an ear ll, one end of a coil spring 4.! (Fig. 8), the other endof which is held by a suitable ear II struck up from the plate II. The coil spring 4| is the main spring of the timing mi and it is initially tensioned so as to place a clockwise torque on the collar ll.

Engaging the main gear II is a pinion 3| supported on a shaft Ii having hearings in the plates II and". The shaft II also carries a large gear II. which in turn engages a pinion It on an escapement wheel shaft '4. The shaft 54 carries an escapement wheel II, which cooperates with an escapement mechanism indicated generally by numeral 50. =The details of the escapement mechanism are ofglittle consequence herein; they may be found by reference to my co-pending application, Serial No..572,9l7, filed November 4, 1931. Sufllce it toisay that the escapement mechanism permits only a slow. timed rotation of the escapement wheel II, and hence, through the gear reduction provided. an even slower, timed rotation of themaln gear II.

The operation of the timing mechanism is as follows:

when the control handle 2 is in central position, the projections l and ii of the control bar I engage, respectively, the camming edge 21 of the lever 2. and the left-hand edge of its projection 20'. In this position. which may be called the normal position of the switch, the timing train is still. The projections ll and ll, held in position by the spring ll and the friction of the timing train as a whole, serve to lock the lever it in said central position against jars, shocks and the like. In the central, normal position, the lever It is in contact with neither of the terminals II, It.

If, now, the handle 2 is thrown to its right-hand position (indicated by numeral I! in dotted lines in Fig. 4) the lever 2. moves and carries with it the projection ll, thus rotating the control bar I, and hence the collar ll, in a counterclockwise directiom Attendant upon the motion of the lever It is its contact with the terminal it, completing the electrical circuit between terminals l4 and II. If the handle 2 be thrown to the left (as indicated in dotted lines at numeral II) instead of to the right, contact is made with terminal II in place of terminal it; however, the rotation of the control bar II and collar 34 is still counterclockwise, for it is now the engagement is impelling the control bar ll to rotate. Thus, whichever way the handle 2 is thrown, the control bar It is rotated in the same direction, and through the same angular displacement. Mechanically, this is due to the arrangement provided whereby there is a driving element (lever It) and a driven element (control bar 38) each rotating about its own center, with two points of engagement therebetween (projections 40 and ii), the points of engagement being on either side of the driving element and on either side of the center of rotation of the driven element (shaft 33), and the center of rotation of the driving element (stud 26) being outside of the line connecting the two points of engagement.

The reason for the camming edge 21, and for the fact that the projection 40 is at a shorter radius than the projection H from their common center, may be explained as follows: If the projections l0 and ll were at the same radius, it is obvious that they would move at the same speed under influence of the timing train (albeit in opposite directions). Now, if the engagement of the projection 40 were with a simple tongue like 28 on the lever 20, and the radii of 40 and II were the same, the return of the-lever from position II to neutral would be achieved only at a much slowerspeed than the return from position I! to neutral, because projection 4 l .which moved at the same speed as projection 40, is at a much greater distance from the center of rotation of the lever 28 then is projection ll. Compensation for the difference in distance between the projections 40 and ll and the stud 25 is provided (1) by the shorter radius of projection 40 from. its own center of rotation 33, wherebyit moves more slowly than the projection ii, and (2) by the 'camming edge 21, which by its design slows down the rotation of the lever ll as occasioned by the projection 40. Thus, in the deviceas shown, and assuming that the timing train always rotates the control bar ll at the same angular speed,'the lever 26 is returned to neutral position from either extended position '1 or II in the same period of time.

It is thus seen that movement of the handle 2 in either direction rotates'the control bar I! in one direction at all times and through the same angular displacement. Now, it will be seen that rotation of the control bar 35 also rotates the collar and hence also the spring bearing plate 31. This winds, or imparts more tension into the coil spring ll, and the clockwise turning 'force' on the collar u by said spring I increases. This movement will hereinafter be termed the winding movement. By reason of the clutching arrangement described, between the clutch disc 30 and the main gear II, the winding movement has no rotational effect on the main gear 38.

As soon as the manual force applied to move the handle 2 is removed, the spring 48 tends to commence'rotating the collar 34 in a clockwise manner. However, the clutching means are now engaged, and the collar 34 cannot rotate without at the same time rotating the main gear 38. But the main gear 38 can only rotate at a predetermined slow rate, because of the gear train and escapement 56. "Thus, rotation of the collar 34- is held to a slow, timed s all under the influence of the spring 48. This is the timing control by which the switch is automatically returned to of! position a predetermined time after it has been set to either on position. In returning to of! position, the controlbar It becomes the driving member, the lever It the driven member. Depending upon which way the handle 2 has been thrown, the driving is accomplished by either the projection 40 or the projection ll (whichever oi the two has functioned in the winding movement). Neutral position is achieved automatically, because the control bar 35 is positively locked against-further rotation (and hence the escapement, etc., from further running) the instant both projections 40 and 4| are in engagement with their respective regions 01' lever 28.

It is thus seen that the switch is effectively a single pole, double throw type, with the movement to on positions manual and selective in either direction, and with the return to off posi-'- tion automatic and in a predetermined interval of time regardless of which oi the two throws has been made. i

The application of the switch ior directional signal control is shown in Fig. 9. An automobile has been chosen as exemplary of the vehicle. Numeral so indicates the steering wheel, and II the steering columnfwhereon, for convenience,

. the switch l is desirably located. The directional signal is shown at numeral 62, and comprises a right-turn indicating arrow 63 and a left-turn indicating arrow 64. The arrows 63 and It are illuminated by suitable electric lamps, one terminal of each of which is grounded to the automobile chassis as by wire 85. The other terminal of the lamp corresponding to arrow 63 is connected by wire it to terminal II of the switch. The other terminal of the lamp corresponding to arrow 64 is likewise connected, by a wire '1, to terminal ii of the switch. Terminal M of the switch is connected to one terminal of the automobile storage battery 68 by a wire 89;.

'the time interval has been set for) represents adequate time to complete the turn. Then the switch is completely ready for its next manipulation. Jars and jolts to the automobile will not accidentally turn on either signal.

As many changes could be made in carrying V out the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

1. In a time-controlled switch, timing means, including a main shaft, adapted to be wound by rotation of said main shalt in one direction, and to unwind in a time-controlled manner rotating said main shaft in the opposite direction, manual control means having a neutral position and being rotatable on an axis parallel to that of the main shaft, in both directions from said neutral position, to establish different circuit conditions, means rotatable with said main shaft, said lastnamed means having two points of engagement with said control means when said control means is in neutral position, said points of engagement being spaced on opposite sides of said control means and on opposite sides of the center of rotation of said main shaft, and the center of rotation of said control means being outside the line connecting said points of engagement.

2. In a time-controlled switch, timing means, including a main shaft, adapted to be wound by rotation of said main shaft in one direction, and to unwind in a time-controlled manner rotating said main shaft in the opposite direction, manual control means having a neutral position and being rotatable on an axis parallel to that of the main shaft, in both directions from said neutral position, to establish diflerent circuit conditions, means rotatable with said main shaft, said lastnamed means having two points of engagement with said control means when said control means is in neutral position, said points of engagement being spaced on opposite sides of said control means and on opposite sides of the center 01' rotation 0! said main shaft, and the center of rotation of said control means being outside the line connecting said points of engagement, one of said points of engagement being at a shorter radial distance from said center of rotation of said main shaft than the other point oi engagement.

MARCUS H. RHODES.

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