US2224457A - Safety signal switch for automobiles - Google Patents

Description

Dec. 10, 1940. L. J. KOBIELLA SAFETY SIGNAL SWITCH FOR AUTOMOBILES Filed Feb. 25, 1939 4 Sheets-Sheet 1 Dec. 10, 1940. J KOBIELLA 2,224,457

SAFETY SIGNAL SWITCH FOR AUTOMOBILES Filed Feb. 25, 1939 4 Sheets-Sheet 2 6 60 e 2 1 60 45 a E i 6/ 150977501. 41w am L. J. KOBIELLA SAFETY SIGNAL SWITCH FOR AUTOMOBILES Filed Feb. 25, 1939 Dec. 10, 1940.

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Dec. 10, 1940. J. KOBIELLA 2,224,457

SAFETY SIGNAL SWITCH FOR AUTOMOBILES Filed Feb. 25, 1939 4 Sheets-Sheet 4 Mmmmmmmil'mflfu r Patented 10, 1940 PATENT OFFICE SAFETY SIGNAL SWITCH FOR AUTOMOBILES Leo J. Kobiella,

Sebastopol, Calif.

Application February 25, 1939, Serial No. 258,553

2 Claims.

This invention relates to a driving signal system for an automobile, and a general object of this invention is to provide a practical and ellicient device to supersede the hand and arm method of signaling.

Another general object of this invention is to recommend in a device of this character, a system of colored light signals that are dependable both day and night, and to provide a controlling means therefor that is foolproof and convenient to operate.

Another general object is to obtain in an arrangement of the'character indicated, a construction which permits of mass production in manufacture; facilitates quick assembly of the parts, and is easily installed, at a relatively small cost per unit, on all makes and types of motor cars.

More specifically the principal objects of this no invention are, first, to provide a left turn indicating switch and a right turn indicating switch which may be operated to closed positions without removing the hands from the steering wheel; second, to provide in the steering wheel hub, a 25 means for automatically returning said switches to open positions without any conscious eflort of the operator; third, to recommend a stop signal switch in automatic operative arrangement with the accelerator pedal so that its operation re- 30 quires absolutely no attention; fourth, to recommend an individual left turn indicating signal lamp and an individual right turn indicating signal lamp for the front, and an individual combination left turn and tail signal lamp and an individual combination right turn and stop signal lamp for the rear of the automobile; fifth, to recommend each of said turn signal lamps be provided with a conventional flash type electrical bulb and the tail and the stop signal compartments thereof with ordinary bulbs; sixth, to recommend for the steering wheel hub cover, a red and a green signal indicator lights to correspond with the colors of the left and the right enth, to recommend the wiring be arranged so that all of the circuits, switches and signal elements of this system derive their electrical currest through the ignition switch of the auto- 50 mobile when said ignition switchis in the on position.

Other important objects and advantages of this invention will be apparent from a reading of the following description taken in connection 55 with the drawings, wherein for purposes of ilturn signal lamp lenses respectively; and sevv lustration I have shown a preferred embodiment of my invention. In the drawings:

Figure 1 is a horizontal top plan view of a steering wheel hub cover modified in accordance with this invention. 5

Figure 2 is a transverse vertical sectional view taken through Figure 1 approximately on the line 2-2 and looking toward the right in the direction indicated by the arrows.

Figure 3 is a horizontal view of the stationary l0 mounting member with hub cover removed,

' taken through Figure 4 approximately on the line H and looking downwardly in the direction indicated by the arrows.

Figure 4 is a transverse vertical sectional view 15 taken through Figure 1 approximately on the line BI and locking inwardly in the direction indicated by the arrows.

Figure 5 is a horizontal sectional view taken through Figure 4 approximately on the line 44 and looking downwardly in the direction indicated by the arrows.

Figure 6 is an enlarged vertical sectional view taken through Figure 4 alongside of one of the steering wheel switches and showing the relation of the switch plunger to the plunger camming means for returning the plunger to an upward position after manual depression so as to automatically restore the switch to 0! position, the plunger being shown in ofl" or normal position wherein the steering wheel is in the normal straight ahead position as indicated by the arrows.

Figure '7 is an enlarged view similar to Figure 6 but showing the switch plunger depressed whereby the switch is in the "on position, and showing the plunger depressed to a position to engage the camming spring, the latter having Just disengaged the cam from the cam seat as the steering wheel was turned in the direction indicated 40 by the horizontal arrow, thereby allowing the cam seater spring to freely slide the cam under the camming spring to the opposite side thereof without opening the switch.

Figure 8 is an enlarged view similar to Figures 6 and 7 but showing the action of the parts as the steering wheel is returned toward the normal straight ahead position after being turned beyond the point shown in Figure 7, the cam seater spring having fully reseated the cam at the opposite side of the camming spring, and the cam acting to thrust the camming spring upwardly, thereby elevating the plunger and thus automatically reopening the switch.

Figure 9 is an enlarged fragmentary sectional 56 elevationalviewtakenthroughoneoftheindividualswitchessuchasisshowninilgures 4,8,7and8.

l 'lgureslotoleinclusiveareviewsoftheparts comprising each ofthe individual turnsignalswitches:

Figuremisaverticalelevationalviewofthe knuriedclampingnut:

I'igurellisaverticalelevationalviewofthe shanlnwhereonthedottedlincsindicatethe' outlines oftheinner bore;

l'igure izisavertical elevational viewof the cas rigurelalsalongitudinalperspectiveviewof the plunger;

Figure 14 is a horizontal perspective view of theupperdielectric washer:

Figure 15 is a horizontal perspective view of the conductive annulus:

Figure 16 is a horizontal perspective view of the lower dielectric washer;

l'igurel'lisaperspectiveviewoftheexpandinsspring:

l'igureliiisaperspectiveviewofoneofth circuit closing balls;

Figure 19 is a perspective view of the other circuit closing ball.

.Referringindetailtothedrawinmandparticularlytol'igures2and4,thenumerallgeneraliydesignatesthesteerlngcolumnoftheautomobile which includes the outside tube I. the rotatable tubular steering shaft 1 and the inner stationarytubetwhichisarrangedtoinciose the conduit I in which the various conductors llareincascd.

'lhenumeralllgenerallydesignatesthesteering wheel which may be of any conventional designandpossessuthewellilinitshubwhich includes the upper relativelyshaliowpart II and the central relatively deep part II, the latter including the centralized flange II which immediately surrounds the taper biuhing II which isl'ls yfixedtothesteerlngwheeihuband whereby the steering wheel is securely mounted relativetothesteeringshaft'landthesteering column I by the nut i'l inaoonventional manner,

no invention being predicated on this manner of mounting.

The upper part II of theinner stationary tube projects above the nut II into the center of the well it and telescoped onthisupperend Ills the split sleeve portion of the mounting member 10' which includes clamping ears I. and II which are adaptedtobedrawn togetherhythebolt 22 which traverses them to clamp the said mounting member rigidly in place on the upper part II of the stationary tube I, as is clearly shown in Figures2,4andofthedrawings.

The upper portion of the mounting member is is formed into the substantially circular plate II which is positioned at a level above the top of the steering wheel hub and has in diametrically opposite sides thereof segmental apertures 24 mil asare clearlyshowninl 'igureilof the drawings. said apertures being provided to facilitate quick assembly of the parts during installation.

Other openings II and II, of circular form. are made in the plate 28, these openings being provided with insulating grommets II and respectively, serve two purposes, first, they facilitate quick assembly of the camming springs and v second, they provide inlets for the wires of the left and the right turn signal circuits respectively, asclearlyshowninl'igures2,3and4ofthe drawingsi Another pair of circular openings areprovidedformountingtheleftandtheright Maggi y t 40 lumination thereof by the corresponding indicator bulb, of the establishing and maintenance ordinary horn button switch mechanism, and thetopsurfaceofthehornbuttonl'lisshaped to conform in flush contour with the convex curvature of the dome It. In horisontal 'alignment with the horn button 31 the depressions II and I! are arranged diametrically opposite each other the floors of which are at an approximate level with the top of the cable retainer grommet II and serve to retain the individual right and left turn signal switches ll and 40' respectively, thus, itwillbeobserved,thatarecessedswitch mounting seat is provided wherein the switch push-buttons are safely guarded against inadvertent operationbythedriversarmasitmay passoverthehub coverinreachingforafresh grip on the steering wheel when negotiating a turn. In additions to the depressions II and 8t and in diametrically opposed vertical alignment with the horn button are depressions II and II within which are disposed the circuit indicator lensesllandfl'asshowninl'igureslandi, the depressions I. and 30 being shown in Figures 1 and 4.

The hub cover dome l8 terminates at its periphery in a depending flange ll overlapping an annular flange ll which projects above that part of the steering wheel hub which immediately 1 Fill surrounds the upper end of the shallow portion of the well II, said two flanges cooperating to form a safe and relatively close hub-well closure.

The hub cover dome may be formed of a suitable plastic material, preferably some synthetic composition such as Tenlte, Bakelite, Catalin, Plascon, etc., which may be molded into the required shape, polished and colored to harmonize with the instrument panel of the automobile.

The hub cover dome is secured in place on the plate 23 by mounting the individual turn switches 40 and 40' on the dome and against the plate as shown in Figure 4, thereby obviating the necessity of unsightly screw or bolt heads.

The stationary mounting member I! which rigidly supports the dome I may be formed of some light weight metal that may be die cast into the required shape, and it should be observed in Figure 5 that a vertical key It is formed on the interior of the split sleeve por tion of this member and telescoped into an accommodating key-way provided in the upper end 1 of the stationary tube 8, said key and key-way interlocking to form a rigid, stabilized steering wheel unit. It should also be observed that six keys 5! (three of which are visible on Figure 4) are formed as integral catches on the under side of the plate 23, said keys or catches being spaced and adapted to flt into three accommodating key-ways it which are incidentally formed in each switch during the assembly thereof, said keys and key-ways interlocking to stabilize the switches during installation and thereafter.

Now referring to the steering wheel II in Figures 2 and 4 it will be observed that the shallow portion II of the hub well terminates into an annular ledge or shoulder II the floor of which is formed into a circular groove or slot 44 which is under-cut at its opposite sides as indicated by the numerals II and 45' and comprises the over-hanging flanges 8i and ii.

In diametetrically opposed generally horizontal alignment of the slot 44 as shown in Figure 5, are ramps or wedges u and 41 which will hereinafter be referred to as cam-seats, the side edges of which project into the groove extensions 45 and 45' formed by the overhanging flanges II and GI which cam-seats are equipped with flat heated set screws 48 and 48' which are adapted to be turned down to lock the cam-seats in adjusted positions in any desired location within the slot. The principal advantage of "adjustable type cam-seats lies in the flexibility attained thereby, however, flexibility is not essential to the efficiency of operation of the parts involved, therefore, as an alternative to the adjustable cam-seats just described, rigid camseats may be employed, and these may be achieved by limiting the slot N to a semi-circular arc terminating in abrupt slopes, said slopes serving the purpose for which the present camseats are intended, however, the slopes or ramps corresponding to the cam-seats l6 and 41, must slope in a forward direction when the steering wheel is in a normal straight ahead position as shown in Figures 5 and 6 of the drawings.

In operative relationship with the cam-seats 46 and 41 are companion cams l9 and III which are normally seated on the inclined plane of their related cam-seats, these cams having rounded ends and formed with wedge shaped wings 5i projecting from their opposite sides and extend under the overhanging flanges 6i and BI and are thereby slidably confined within the slot 44. These wings II are tapered toward the foot end of the cam-seats ll and 41 so that the cams normally assume a raised inclined position as shown in Figures 6 and 8.

A spring I! (which will hereinafter be referred to as the cam-seater-spring is composed of a series of V-shaped contours reversed with respect to each other and having their apioes loouly conflned under the overhanging flanges II and II, said spring being disposed within the slot 44 between the cams l and II and on the sides thereof remote from the cam-seats ll and 41, as is clearly shown in Figure of the drawings, whereby the cams ll and I are constantly urged to assume the positions shown in Figures 6 and 8.

The numeral 81 on Figure 5 of the drawings designates a portion of the outer overhanging flange I removed to facilitate admittance of all of the cammlng parts into the slot 44 and through which all of the assembly may be removed.

Diametricaliy opposed. pairs of ears II and 54', secure by bolts designated II and I, to the lower sleeve portion of the casting I, a right and a left horizontal spring members II and El, (hereinafter referred to as "cammingsprings") said cammlng-springs having lateral turned up sides ill and 00' on the free ends thereof, these portions normally positioned astride the top surface of the overhanging flanges II and II over the slot 44.

The purpose of the camming-springs is to eliminate any possible dead-spot from the steering wheel cammlng assembly. If these members are omitted a dead-spot results wherein the switches are rendered inoperative whenever the cams may be in a position directly beneath the switch plunger. The camming-springs II and 58' eliminate the possibility of dead-spots and the lateral turned up sides ill and I serve to dislodge the cams from their related cam-seats simultaneously urging them downwardly, against the tension of the cam-seater-spring, until the said cams are fully unseated and at a horizontal level flush with the top surface of the overhanging flanges where they are temporarily positioned immediately in front of their related cam-seats, as shown in Figure 7. In this disengaged position the cams l9 and 5. are yieldably urged by the cam-seater-spring B2 to pursue their related cam-seats l0 and I! as the steering wheel is turned, said pursuance being effected with the cam in a flat unseated position wherein it is free to pass under and to the opposite side of the respective cammlng-springs BI and BI without effecting elevation thereof. The lateral turned up sides 6| and BI also prevent any sticking or scraping when the steering wheel is turned or when the cams are to be operatively engaged with the plungers of the'individual turn indicating switches.

The cammlng-springs SI and 58 are stationarily located directly under the plungers '2 of the respective ones of the turn indicating switches 40 and 40', as clearly shown in Figures 4, 6, 7 and 8, and the said plungers do not come into direct contact with the cams at any time, thus it is evident that as the related one of the cammlng-springs is elevated by engagement therewith of the corresponding cam, the elevation of the cammlng-spring effects elevation of the corresponding switch plungers.

As heretofore indicated, Figures 6, '1 and 8 of the drawings show progressive stages in the cooperation between the cam and cam-seat with respect to the camming-spring and the plunger of the individual turn indicating switch, ,and from these figures it will be obvious, considering that Figure 8 shows the neutral or normal. straight ahead position of the steering wheel, that as the indicated turn is executed. the cam and the cam-seat corresponding to the depressed switch plunger are automatically disengaged so that they are free to pass under the cammingspring to the opposite side thereof without elevating the spring to cause elevation of the plun er, since the cam lies flat in this arrangement of the parts, as shown in Figure '7.

However, as the direction of action is reversed in returning the steering wheel from the turned position toward the straight ahead position, sufficient pressure having previously been exerted by the expansion of the cam-seater-spring I! to push the corresponding cam toward and up along the ramp ofits cam-seat so that the cam again assumes its normal, inclined.-elevated position, on the opposite'side of the camming-spring, it is evident, that, with the cam in this elevated position, the reverse movement of the body containing the cam, relative to the correspondingstationary switch and its camming-spring, will sufiiciently elevate the camming-spring and consequently the switch plunger to automatically reset the switch to "01! position.

The displacement and replacement of the cams from and back. to its related cam-seat as illustrated in Figures 6, 7, and 8, occurs everytime the steering wheel .is turned sufiiciently to permit it, regardless if the switch plunger is depressed or not, however, the wear to the parts involved is negligible.

Referring now to Figures from 9 to 19 inclusive, which are representative of each of the individual turn indicating switches ll and 40' and of the variousparts comprising each of said vswitches, the numeral 02 designates the generally cylindrical solid plunger which is vertically slidable in the bushing or neck I which is exteriorly threaded as indicated by numeral 04. this threaded portion projects through vertically aligned openings in the plate "and the dome II, a shoulder formed by the shank portion II of the neck I abuts against the under side of the plate and is provided with three equi-spaced notches II for crimping the switch case to the shank in a; compact assembled unit, said crimped indentations 59 interlocking with three companion catches or keys I! which serve to stabilise the switch during installation thereof and thereafter, complementing the clamping nut 60.

Within the bore of the shank portion II is an angular outset i'l terminating in an annular edge I which comprises an inclined detent groove into which the conductiveballs I! and II one arranged to project to positively retain the switch plunger 62 in "off" position until subsequent manual depression thereof. The arrangement provided to exert constant outward pressure against the conductive balls and II, is comprised of the coil, expanding spring H loosely confined in the transverse passage 12 which is formed in the plunger l2 Surrounding and crimped to the shank 85, is a cylindrical casing II which has a rectangular side opening "I4 through which projects the connector arm II which is adapted for the binding post II, this arm projects from the conductive annulus 'I'I which is concentrically arranged in the casing 18 and insulated therefrom by being inlaid in Y place by the dielectric washer It.

Itwillbeobservedthattheorificeinthedielectric washer l8 islarger than that of'the shank ll, above it. or of that of the conductive annulus I I1, below it, thus is provided a detent groove flanked above and below by electrical conductors, thus. when the plunger 02 is in the position shown in Figure 9, the switch is in the "on" position, because the conductive balls '0 and II are 10 pressed into contact with both the conductive annulus I1 and the conductive shank rim ll, thus bridging the detent groove provided by the dilectric washer -18 and thereby closing the electrical circuit by grounding the conductive annulus 11 through the'conductive shank II to the conii'lictive plate 23 against which the shank abu :When the plunger 02 is-in the position shown in Figure 9, the outwardly spring pressed balls .0 and II slightly project into the detent groove formed by the enlarged orifice in the dielectric washer II; with the balls in this position. the switch is positively retained in the "on" podtion until the plunger is outwardly raised; when the 25 plunger is raised, the balls are slightly pressed .towards each other as their horizontal center over the shank rim ll at which time they are released to slightly project into the angular detent groove ",and thereby the switch is positively retained in the o position until the plunger is outwardly depressed.

The plunger 62 containing the transverse passage l2. may be molded of the same kind of dielectric material which is used in molding the dome II, or of some other tough nonconductive plastic material,

In tooling the die for stamping the switch casing II, provision should be made for externally impressing two inward conical indentations into 4" the casing fioor, to register with two companion impressions molded into the under side'of the dielectric washer ll. These indentations should be impressed into the floor of the casing I! from the outside and spaced so as to stabilize the washer II on the fioor of the casing, so that the connector arm Ii cannot turn to become grounded through the casing at the sides of the rectangular opening it.

Having described in detail the various parts so comprising this signaling system, its manual operation is as follows:

On Figure 1 it will be observed that the horn button 31 is conventionally located in the center of the steering wheel hub cover I8. and in diametrically opposed vertical alignment therewith are two depressions ll and II respectively containing the circuit indicator lenses "and 3| of the right and the left turn signaling circuits. and in diametrically opposed horizontal alignment with the horn button 31 are two more depressions 38 containing the left and the right turn indicating switches I and II.

Now, with Figure 1 in view, let us assume that a vehicle so equipped is parked at the curb in the usual manner, with the ignition switch turned to 0115" position; in this position ofthe ignition switch all of the turn-lights and the stop-light are electrically inoperative, thus the entire system is electrically tamper proof while the ignition switch is locked. Now assume that the operator turns the ignition switch to "on" position preparatory to starting the engine and drivingoif, in this position 'of the ignition switch all of the turn-lights are electrically operative and the stop-light is illuminated and remains illuminated as long as the accelerator pedal of the vehicle is in the up or inoperative position. Now assuming that the operator is about to drive oil, prior to backing out of an angle parking he depresses the push-button I! of the left switch ll this operation illuminates the red, left circuit indicator lense 3| and simultaneously causes the front and rear left turn indicating signals to "blink" and these signals continue to blink until the vehicle is well back into the trails lane, atwhich time the switch is automatically restored to, off position and the signals extinguished, by action of the camming means, as heretofore described. The operation, automatic action and results are the same when departing from a parallel curb parking, thus, a starting signalis comprised inthis system. Nowassumingthat the vehicle in the traiiic lane and proceeding with the flow of traiiic is to be suddenly slowed down or stopped; during the course of travel and while the vehicle is in powered motion the stop signal remains 01!, but the instant the foot is removed from the accelerator pedal for application to the brake preparatory to suddenly slowing down or stopping, the stop signal flashes on, thus the action of this stop signal is instantaneous with the beginning of a sudden retardation or stopping maneuver and not near the end thereof, and thus is combined in the same bulb a slow-down signal and a stop" signal.

Now assuming that the operator desires to indicate a contemplated left turn, he depresses the push-button 62 of the left switch ll, immediately the red left circuit indicator lens 35' is illuminated, thus assuring the operator of the operation and maintenance of that circuit, simultaneously both front and rear left side signals "blink" and thereby transmit unmistakable signals of the operator's intended left turn, to all concerned, pedestrians as well as motorists, and the blinking continues until the vehicle is well around the turn or completely around and again proceeding in a straight direction, depending upon the degree of turn, but regardless of the degree of turn, an extensive and adequate signal is assured with a minimum of effort or attention of the operator, because, the operator, having depressed the push-button, can then forget about it and give his undivided attention and effort to negotiating the indicated turn. Now assuming that the operator desires to indicate a right turn, the directions, operation, action and results, are similar to that for the left turn just described, however, of course, for the right turn the push-button 82 is depressed on the right switch 40, this illuminates the green indicator lens 35 and the green front and rear turn signals on the right side of the automobile.

Now assuming that the operator desires to indicate to a following motorist, an intended passing of a preceding vehicle, all traveling in the same direction, he merely depresses the pushbutton of the switch on the side corresponding to theside past which the passing is to be attempted; this operation sets the appropriate signal lights to blink, and the blinking continues during the entire maneuver and until the operator again returns into his former lane of travel, at which time the depressed switch plunger is restored to 011" and the signal lights extinguished, by the automatic action of the camming means heretofore described, and thus, is provided a left and a right passing signal.

Now assuming that the operator desires to indicate to motorists approaching his rear, an intention to reverse, he may simultaneously depress the plungers 02 of "both the right and the left switches 40 and 40', this dual signal, may, by a predetermined code, signify an intention to reverse. Ifthereverseispartofaparalleltothe curb parking maneuver, both switches will be automatically reset to oil position and all'the related signal lights automatically extinguished bytheactionofthecammingmeans duringthe maneuver, and thus is established a reverse signal. However, if any driving maneuver does not entail sufiicienti manipulation of the steering wheel to automatically restore either or both of the switches to oif" position, the expedient of a deliberate slight swerve of the steering wheel will accomplish that result; and since the degree of swerve required need not necessarily exceed the amount usually allowed for play, the switches may be deliberately reset without appreciably affecting the direction of the front wheels.

For all audible signals, the operator presses the convenient horn-button II.

It will be observed that this signal system comprises:

(1) A starting signal (5) A right turn signal (2) A slow-down signal (8) A passing signal (3) A stop signal (7) A reverse signal (4) A left turn signal (8) An audible signal Although I have shown and described herein a preferred embodiment of my invention, it is to be definitely understood that I do not desire to limit the application of the invention thereto, and any change or changes may be made in the materials and in the structure and arrangement of the parts, within the spirit of the invention and the scope of the subioined claims.

What is claimed as new is:

l. The combination with a steering wheel having a hollow hub, of a stationary tube projecting into the hub and provided with a mounting member at the upper end thereof, a signal switch mounted on the mounting member overlying the hub, means for setting the switch to on position by manual operation thereof, and camming means comprising a one-way receding cam, movably confined in an arcuate slot, within the hub of said wheel, for resetting the switch to of! position by action of the steering wheel in the .act of steering.

2, The combination of a steering wheel having a hollow hub, a stationary tube projecting into the hub and provided with a substantially circular mounting member on the upper end there- 01, a convex cover forming a closure of said hub and provided with a pair of recessed switch seats, a pair of individual switches mounted in the switch seats below the surface contour of the cover, a, manually operative plunger comprising transversely contained movable contact balls in each switch, said plunger depending below the switch casing and terminating in a cam operative member, and camming means housed within the hub of said wheel for automatically actuating the cam operative members of the individual switches from on to oil position by action of the steering wheel in the act of steering; said camming means comprising a relatively large diameter hub well. a shoulder in said well forming a ledge comprised of overhanging flanges, said flanges forming an annular slot which slidably confines 'a pair of cams, said cams being forcibly separated by an expansion spring disposed between and engaging said cams so as to-yieldably urge them into raised hub being comprised in the meme whereby the menuaily depreeeed piunlere o! the individuni witches ere eutometicelly eiented into 01! noeition' Mention of the eteerinuwheel in the net of 'lteerinl.

LE0 J. KOBIILLA.

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