US2194210A - Signal light switch and control therefor - Google Patents

Description

March 19, 1940. l. NESSON SIGNAL LIGHT SWITCH AND CONTROL THEREFOR Filed May 26, 1939 4 Sheets-Sheet l JvzzgrEZoT': 1:57 ZN 8071/ 3 7:65 dag s March 19, 1940. NE N 2,194,210

jwercZOf March 19, 1940. NESSQN 2,194,210

SIGNAL LIGHT SWITCH AND CONTROL THEREFOR Filed May 26, 1939 4 Sheets-Sheet 5 jalenio 7 r ,EraeZMs-s 071/ M h 7zz29 digs March 19, 1940. 1. NESSQN 2,194 210 SIGNAL LIGHT SWITCH AND CONTROL THEREFOR Filed May 26, 1959 4 Sheets-Sheet 4 35 accompanying drawings.

Patented Mar. 19, 1940 umrso STATES 2,104,210 sromr. Lmn'r swrrcn m com-non mam-on Israel Neason, Lynn, Mala, a-lgnor to Max Zalger, Swampscott, Mass.

Application May 2c, 1939, Serial No. 275,891

8 Claims.

This invention relates to direction signal systems for motor vehicles, and pertains more particularly to improvements in manually operated signal switches and automatic controls for causing the signals to return to normal or inoperative condition.

The principal objects of the invention are to provide a switch for selectively operating either one of a pair of direction signals, the switch hav- 1 ing an actuator which is setby hand and releasably held in operative position until the holding means is released by the automatic control, or until the switch is restored to normal position by hand; and to provide a simple and efllcient con- 15 trol device operatively responsive to movement of the steering wheel of the vehicle for releasing the switch-holding means when the wheel is swung back to straight-forward driving position after turning a corner.

m Another purpose of the invention is to provide a novel switch arranged to control the circuits to a pair of stop lights as well as to a pair of direction signal lights, so that one stop light, as well as one direction signal, may be operated to indicate a turn, while the other stop light is controlled by a brake-actuated switch, as usual.

A further object of the invention is to provide means for utilizing the suction of the intake manifold of the motor for quickly and abruptly rego leasing the switch-holding means upon actuation of the automatic control device; and additional advantages of the invention will be apparent from the following description of recommended embodiments thereof, taken in connection with the It will be understood, however, that the invention is not intended to be limited to the structural details of the apparatus herein illustrated and described, except as its features are defined in the appended claims.

40 In the drawings,

Figql is a diagrammatic view of a direction signal system involving the improved switch and automatic control;

Fig. 2 is a sectional view of the switch, with 45 certain parts thereof in elevation;

Fig. 3 is a detail plan view of an actuator forming part of the switch;

Fig. 4 is an edge view of the actuator;

Figs. 5 and 6 are views similar to Fig. 3 but in- 50 eluding a rotatable shaft for the actuator and a spring tending to hold the actuator in normal, inoperative position; Fig. 5 showing the normal position, and Fig. 6 showing one operative position of the actuator;

66 Fig. '7 is a plan view of the bottom of the switch casing, showing the three contacts and a releasable locking element for holding the actuator in operative position; I

Fig. 8 is a diagrammatic view, illustrating the actuating elements of an optional form of switch 5 for controlling the stop lights as well as the directional signals of a vehicle, the switch being in normal position;

Fig. 9 is a' view similar to Fig. 8 showing the switch in operative position; 1

Fig. 10 is a sectional view, with parts in elevation, illustrating the operating lever and holding means of the switch indicated in Figs. 8 and 9, the actuating members being omitted;

Figs. 11 and 12 are detail plan views of the actuating members shown in Figs. 8 and 9; h Fig. 13 is a diagrammatic view of the automatic control device and the actuating connection between the control and the pitman arm of the steering mechanism, in normal-position;

Fig. 14 is a similar view of the control device, illustrating the position of its operative elements as the steering wheel is swung to turn the vehicle;

Fig. 15 is a similar view showing the position of the control elements when the wheel is swung back after completing the turn, thereby to release the switch-holding means;

Fig. 16 is a diagrammatic view of the switch and control device illustrated in the previous figures, showing the utilization of a suction line as an optional mode of releasing the switch-holding means;

Fig. 17 is a detail sectional view of a diaphragm and pin shown in Fig. 16;

Fig. 18 is a detail sectional view of a valve in the suction line of Fig. 16; and

Fig. 19 is a diagrammatic view of a control device similar to that shown in Figs. 13 to 15, but modified for actuation directly from the steering shaft of the vehicle, rather than from the pitman arm connection.

In the particular embodiment of the invention chosen for the purpose of illustration in Figs. 1 to 6 and 13 to 15 of the drawings, the direction signal system comprises steering mechanism hav- 4 ing the usual pitman arm 2| operated by the steering wheel 22; a control device 23 having an actuator 24 formed with a projection 25 which is connected by a link 26 to a bracket 21 fixed to the pitman arm and movable therewith; a 5 two-way rotary switch 28 mounted in a position accessible to the driver of the vehicle, for example on the instrument panel of the car, and having a manually operable handle 29; a pair of signals such as the direction signal lights 30; and a wiring circuit connecting the switch with the direction signals and with a storage battery 3!, or other source of current, so that one of the signals may be selectively actuated by turning the handle 29 to one or the other of its operative positions.

The switch 28 comprises an actuator 32 fixed to a rotatable shaft 33 to which the handle 29 is attached, and having a conductor segment 34 adapted to bridge two 01 a series of three contacts 35, when the actuator is moved to operative position. The center contact (Fig. '7) is in a direct circuit to the battery 3| through a wire connected to its terminal 36 (Fig. 2); and the outer contacts are similarly connected to the respective signals 30, so that one signal or the other is operated when the conductor segment of the actuator bridges either pair of the contacts. gages only the center contact so that the signal circuits are open, The actuator may have side segments 31 of insulating material aligned adjacent the conductor 34, so that the actuator will slide more easily over the spring-pressed contacts 35.

The actuator is normally held in inoperative position by a spring 38 which is coiled around the shaft 33 and the projecting ends of which press against the opposite sides of a .stud 39 on the actuator and a stud 40 fixed to a stationary plate 4 forming part of the switch casing. The spring urges the twostuds into radial alignment, and thus tends to move the actuator to normal position after it has been displaced by moving handle 29 to operative position.

The actuator is retained in operative position by releasable holding means comprising a springpressed rod 4i fastened to an angle plate 42 and tending to urge it to the right, in Fig. 2, so that a detent 43 on the inner end of the plate engages with a snap action in one of a pair of recesses or depressions 44 in the actuator 32, thereby temporarily to lock the actuator in either one of its operative positions. The outer end 45 of plate 42 (Fig. '7) conforms to the curvature of the cylindrical switch casing 46, so that the plate will not twist out of proper operative position.

The holding engagement of the locking member 42 may be displaced or released either by turning the handle 29 back to normal position,

or by pulling the rod 4i to the left, in Fig. 2; and the latter operation is preferably accomplished by the automatic control device 23, which is connected to said rod by a Bowden wire or flexible cable 41. Either action overcomes the compression of the spring 48 which tends to hold the locking plate engaged with the actuator, and thus releases the latter and allows it to be returned to inoperative position by the spring 38.

As shown in Figs. 13 to 15, the control device 23 comprises a casing having an interior arcuate cam segment 5| on its cylindrical wall; an actuating plate 24 rotatable about an axial shaft 52 and formed with the aforesaid operating extension 25 for turning the plate on said pivot; a pair of similar levers 53 are pivoted to the plate at 54 and 55, respectively, said levers having dogs 56 at their outer ends, which slide along the casing wall, including the cam portion 5|, and which are urged against said wall by springs 51 connected to the plate 24 and to the inner portions of the respective levers; a trip plate 58 pivotally mounted on shaft 52, underneath the plate 24, one end of the trip plate having an ear 59 engageable by the inner ends 60 of the respective levers 53, and the other end of said plate having In normal position, the conductor en-' a notch 6i; and a pivoted latch 62 having a pawl 63 normally held in said notch by a spring 64, the beveled sides of the notch acting as cams to lift the pawl and swing the latch on its pivot when the trip plate is rotated in its pivot (Fig. 15), as hereafter described.

The flexible wire 41 is connected to the free arm of the latch 62, and is pulled inwardly when the latch is tripped, thereby to retract the rod 4| and locking plate 42 and thus release the switch actuator 32, as aforesaid. The angular movement of the trip plate is slight, however, so that the pawl is never fully displaced from notch 6|. Consequently, when the tripping engagement between the ear 59 and one of the lever ends 60 is released, the spring 64 forces the pawl into the bottom of the notch, thus restoring the trip plate and latch to'normal position, moving the wire 4'! in the opposite direction and carrying the locking plate 42 ofthe switch into position to engage the actuator notches 44. when the handle 29 is again operated.

Movement of the trip plate is controlled by the levers 53, as the actuating plate 24 is moved by the link 26 which is connected to the steering mechanism as previously explained; and the operative elements are preferably so arranged that the latch 62 is not tripped when the steering wheel is first swung to make a turn, but is tripped when the wheel is straightened out after completing the turn. By this arrangement, the stop signal remains operative from the time the handle 29 is turned on until the handle is moved back to normal or until the automatic control restores the switch to inoperative condition upon completion of the turning movement of the vehicle.

In the normal position of the control device, as when the car is moving straight ahead. the actuating plate 24 is centered with respect to the cam surface 5|, and the outer ends 56 of levers 53 bear against the extreme ends of said cam surface, as illustrated in Fig. 13. In such position, the ear 59 of trip plate 56 is disposed at one side of the path of movement of the inner ends 60 of said levers. Hence, when the steering wheel is swung to move plate 24, as to the position shown in Fig. 14, the trip plate is not actuated. Now, however, the dog 56 of the left-hand lever 53 has been moved off the cam 5|, and the ear 59 at the end of the trip member is directly in the path of backward movement of the inner end 80 of said lever.

If, then, the steering wheel is swung back substantially to straighten the car wheels, after turning the vehicle, the trip plate is engaged, as shown in Fig. 15, thus moving the latch 62 and releasing the switch holding means. Continued movement of plate 24 will then release the trip plate, for the lever end 56 will ride up on the cam to disengage its inner end 60 from the ear 3 59, and the control device, also, will be restored to normal condition. It is evident that the action of the control will be the same if the actuator 24 is first moved to the right of Fig. 14, and that the switch 28 is thus automatically released, regardless of which signal was originally actuated.

In the modification illustrated in Figs. 16 to 18, the latch 62 of the control device 23 operates a rod or wire H connected to a valve 12 in a casing 13 located in a suction pipe 14 communicating with a bellows 15 and with the intake manifold of the motor (not shown) in a wellknown manner. The diaphragm 16 is attached to the rod 4| which actuates the locking plate 42 of the switch. when the latch II is tripped, as previously explained, the valve is opened to permit the intake suction of the engine to draw the diaphragm I. to the left, in Fig. 17, thereby releasing the switch actuator; the valve piston having ports I1 and II which open into the suction line when the latch 82 is tripped, and having a port I! venting to atmosphere when the piston is inoperative, as shown in Fig. 18.

In the optional arrangement illustrated in Fig. 19, the control device is connected directly to the steering shaft ll of the car, said shaft having a pinion I2 meshing with a gear segment .3 carried by the actuating plate ll of the control. Otherwise, the construction and operation of the control device is the same as previously set forth.

In Figs. 8 to 10, the direction signal system is operatively connected with the stop light system ordinarily incorporated in motor vehicles, through a modified and improved form of manually operated switch. The switch has three contacts 9| (corresponding to the contacts 3! of Figs. 2 and 7) for the signals 82, and the signal circuit preferably comprises a flasher 93 of usual construction, and a pilot light ll. Three other contacts 85 are disposed in the stop light circuit which comprises a pair of lamps I6 and the ordinary form of brake-operated switch 91. The actuating elements of the main switch comprise a spider conductor 8|, a segment conductor 99, and an operating arm "II, the latter having a sector ill at its inner end formed with recesses Hi2; and said elements are fixed to a spindle I03 which is turned by the actuating lever IN.

The arms I of thespider conductor are disposed close together, and serve the same purpose as the conductor segment ll of the actuator in Figs. 1 to 6; and the spider is normally held in inoperative position by a spring ill! engaging studs Ill and Ill (Fig. 10), in the same manner as described in connection with said flgures. Here, however, the operating lever is releasably held in operative position by a pin I" pressed into one of the recesses III of the actuating member by a leaf spring III! which may be pulled outwardly/to release the engagement by a wire 0, corresponding to the wire 41 of Fig. l, and operated by a control device of the character previously described.

In the normal position of the switch (Fig. 8) the signal circuit is open, but the stop light circuit is closed to both of the lamps 96 as indicated by the heavy lines in said figure (assuming that switch 91 is closed; the segment conductor 99 bridging the three contacts 95. Hence the stop lights will be operated in the ordinary way by switch 91.

When the signal switch is operated, however, the circuit to one signal and also to one stop light is closed by the spider conductor 9!, as indicated by the heavy lines in Fig. 9; and the closed circuit includes the flasher 53 so that said signal and said stop light flash intermittently until the switch is released. In the meantime, the other stop light may be operated by brake switch 91, as usual; for the segment conductor 99 bridges two contacts in the stop light circuit. It is apparent that a similar condition results if the lever III! is moved in the opposite direction to close the circuit to the other signal and stop light.

It is evident from the foregoing that a direction signal system comprising the improved switches and control devices herein described, may be economically produced and readily installed in existing automobiles without material alteration of the car. said, be located. in the driving compartment of the vehicle where it will be readily accessible to true driver; and the control device may be, and preferably is, located remote from the switch in direct linkage with the steering mechanism but in such position that it will not interfere with normal construction or operation of the automobile. The control device itself is positive in action, comprising sturdy and rigid parts which ensure eilicient operation and which are unlikely to get out of order or adjustment. The novel switch which controls the stop light circuit as well as the separate direction signal circuit, permits the direction signals to be installed, if desired, at the front of the vehicle, so that the usual dual stop lights at the rear may be utilized for direction signaling by flashing one of them intermittently, as above set forth.

I claim:

1. In a direction signal system for motor vehicles, a switch having one inoperative and two operative positions, manually operated means for moving the switch to either of said positions, said means being effective at all times for controlling the actuation of a direction signal, means tending to restore the switch to inoperative position, means for temporarily holding the switch in operative position, a control device operatively connected .at all times to the steering mechanism remote from the switch, and means interconnecting the switch and control device for releasing said temporary holding means upon actuation of said device, said control comprising mechanism which prevents such actuation when the steering wheel of the vehicle is moved in one direction, and ensures such actuation when the wheel is thereafter moved in the opposite direction.

2. In a direction signal system for motor vehicles, a switch having one inoperative and two operative positions and having a manually operated member for moving the switch to either of said positions, so that actuation of a direction signal is at all times controllable by moving said member, the switch comprising a rotatable actuating element, a spring normally urging said element to inoperative position, and a yielding locking member engageable with said element releasably to hold it in operative position, and control means permanently linked to the steering mechanism remote from the switch and operative in response to movement of the steering mechanism of the vehicle for releasing the engagement of said switch-holding means, so that the switch is automatically returned to inoperative position by said spring, said control comprising mecha-' nism which prevents such actuation when the steering wheel of the vehicle is moved in one direction, and ensures such actuation when the wheel is thereafter moved in the opposite direction.

3. In a direction signal system for motor vehicles, a switch having one inoperative and two operative positions and having a manually operated handle for moving the switch to either of said positions, so that actuation of a direction signal is at all times controllable by moving said handle, the switch comprising a rotatable actuating element, a spring normally urging said element to inoperative position, and a springpressed locking member engageable with said The switch may, as aforewards straight forward driving position after making a turn.

4. In a direction signal system for motor vehicles, a switch having one inoperative and two operative positions, manually operated means for moving the switch to either of said positions, said means being effective at all times for controlling the actuation of a direction signal, means tending to restore the switch to inoperative position, means for temporarily holding the switch in operative position, and control means operatively connected to the steering mechanism of the vehicle for automatically 1 81% the switch-holding means when the steering wheel of the vehicle is swung back to substantially straight forward driving position after completing a turn, said control means being located remote from the switch and comprising an arm directly connected to the steering mechanism at all times, a latch, means operatively connecting the latch to the switch holding means, and cooperative elements for preventing the tripping of the latch when the steering wheel is moved in one direction and for tripping the latch when the wheel is thereafter moved in the opposite direction.

5. In a direction signal system for motor vehicles, a switch having one inoperative and two operative positions, manually operated means for moving the switch to either of said positions,

1 means tending to restore the switch to inoperative position, means for temporarily holding the switch in operative position, and control means operatively connected to the steering mechanismof the vehicle for automatically releasing the switch-holding means when the steering wheel of the vehicle is swung back to substantially straight forward driving position after completing a turn, said control means being located remote from the switch and comprising a latch, means operatively connecting the latch to the switch holding means, and cooperative elements for preventing the tripping of the latch when the steering wheel is moved in one direction and for tripping the latch when the wheel is thereafter moved in the opposite direction, the tripping mechanism comprising a casing having an interior cam surface on the wall thereof, a reciprocable actuating member connected to the steering mechanism of the vehicle, a pair of levers pivoted to the actuating member and tensioned so that their outer ends bear against said wall and cam surface during movement of said member, and a pivoted trip member normally engaging the latch and holding it in inoperative position, the trip member having a portion engageable by the inner end of one of said levers and being movable thereby to trip the latch.

.means for moving the rod when the latch is tripped.

7. Direction signalling apparatus as described in claim 5, comprising a spring-pressed rod normally maintaining the switch-holding means in operative position, a suction line leading to the intake manifold of the motor vehicle, a bellows in said line having a diaphragm operatively connected to said rod, and a valve in said line connected to the latch of the control means, the valve being opened when the latch is tripped so that intake suction in said line moves the diaphragm and rod to release the switch-holdin means.

8. In a direction signal system for motor vehicles, a switch for indicating turning movement of the vehicle in either direction, means for tem-- porarily and releasably holding the switch in indicating position, and control means operative in response to movement of the steering mechanism for releasing the switch-holding means, the control means comprising a casing having an arcuate interior cam surface on its peripheral wall, an actuating plate pivoted at the center of the casing, a pair of levers pivoted to the plate so that their outer arms extend in opposite directions toward said wall, springs connecting the inner arms of the respective levers to the plate whereby the outer ends of the levers are resiliently pressed against the wall and its cam surface during pivotal movement ofthe plate, a trip member pivoted coaxially with respect to said plate, and having a notch formed with beveled cam surfaces at one end thereof, a pivoted latch having a pawl normally engaged in said notch and a spring for yieldingly maintaining 'said engagement and holding the trip member stationary, the opposite end of the trip member having a portion engageable by the inner end of one of said levers when the outer end thereof is oil the cam surface, thereby to trip the latch, said engagement being displaced when said outer ends rides up onto the cam-surface and the cam surface being so located that the latch is tripped only when the steering mechanism of the vehicle is moved back to substantially straightforward driving position after completing a turn, means operatively connecting the actuating plate to the steering mechanism, and means operatively connecting the latch to the switch holding means so that the latter is released when the latch is ripped. l s l i'l[ ISRAEL NESSON.

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