US2336762A - Horn control system - Google Patents

Description

Dec; 14, 1943. J. WHITE HORN CONTROL SYSTEM Filed May 26, 1939 4 ralz 4. mm R Patented Dec. 14, 1943 HORN CONTROL SYSTEM Joe White, Anderson, 1nd,, assignor to General Motors Corporation, Detroit, Mich, a corporation of Delaware Application May 26, 1939, Serial No.275,898

1 Claim. (CI. 177-7) This invention relates to systems of controlling automobile horns, and more particularly to a system which provides for the sounding of a relatively short, low blast in ordinary city driving and for sounding as 10m; a blast as desired when driving above a certain speed usually attained when driving outside of the city limits.

It is the aim of the present invention to provide a system of control such that when accelerating the vehicle in order to pass another vehicle or for any other reason the horn may be sounded as long as desired regardless of whether the driving is done within or outside the limits the city. In order to provide this control in some forms of my invention I take advantage of 'thefact that the accelerator pedal is depressed to an extent further than required for normal city driving and I use this additional movement of the accelerator pedal to operate a switch which disables the device which provides for a short blast only of the horn.

In another form of my invention I provide an engin suction responsive switch which is actuated by the momentary decrease in engine intake suction during acceleration to disable the device which provides for a short blast only.

Further objects and advantages of the present invention will be apparent from the following description, referenc being had to the accompanying drawing wherein preferred embodiments of the present invention are clearly shown.

In the drawing: 7

Figures 1, 2, 3 and 4 are diagrams of various embodiments of my invention.

Referring to Figure 1, a pair of horns 20 and 2| which are grounded at one terminal are connected with a relay contact 22 normally engaged by movable contact 23 carried by armature 24 connected by wire 25 with a relay contact 26 norclosing of contacts 26 and 21, whereupon current may flow to the horns through wire 29, armature 28, contacts 21 and 26, wire 25, armature 24, contacts 23 and 22 through the horns 20 and 2| and back to the battery 20.

The horns 20 and 2| will sound so long as the horn button 3| is pressed and provided the contacts 22 and 22 remain closed. Contacts 22 and 28 will remain closed only a brief instant after the closing of contacts 2 and 21 for normal city driving. The opening of contacts 22 and 22 a brief instant alter the pressing of the horn button II is eflected by means of a circuit which includes a relay magnet winding 40 connected with wire 2!, contacts 4| and 43 normally bridged by a movable contact 44 urged by a spring 4| against contacts 4| and 43. Movable contact 44 is actuated by a plunger 42, the insulated upper end of which is engaged by accelerator pedal 48 when moved sumciently to accelerate the engine when driving in the city. Contact is connected by wire I0 with a contact I normally engaged by an air vane contact 52 which is grounded. The air vane I2 is in the path of circulation of air indicated by arrow 52 which is impelled by the engine cooling fan 54. Therefore, when ,the accelerator switch is closed and the air vane switch is closed the pressing of the horn button results in only a short blast of the horns. When it is desired to blow the horn to give a long warning signal when passing in city trafllc, the accelerator switch is opened due to the fact that the accelerator pedal must be pressed beyond normal city driving position, to a position which will produce rapid acceleration. The opening of the accelerator switch will disable the relay winding 40 so that the contacts 23 and 22 will remain closed and the horn may be sounded as long as the horn button ii is pressed. When the vehicle speed exceeds a higher limit, for example 35 milesper hour, the air vane 52 will be moved out of contact with the contact ii in order to interrupt the circuit of the relay magnet winding 40. Therefore, when driving above 35 miles per hour, for example, a long blast signal can be given whether or not the car is being accelerated.

Figure 2 shows a form of the invention in which a thermal switch responsive to engine temperature has been substituted for the air switch of Figure 1. This thermal switch comprises normally closed contacts 6i and 62 and a bimetalllic element 63 carrying the contact 62. The blade 63 is in thermal relation with the engine exhaust pipe 64. I take advantage of the fact that engine exhaust temperatures increase generally as the engine speed increases. Therefore, at some predetermined speed such as 35 miles per hour, the thermostat blade 63 will bend sufllciently to separate contact 62 from contact GI and the circuit through the relay magnet winding 40 will be interrupted as in the case of the use of an air switch.

' to engine acceleration and means responsive to finds its application on vehicles which are so constructed that it is impractical to install an air switch.

Figure 3 discloses the use of a switch responsive to engine intake suction instead or the accelerator switch. 111 Figure 3 the contacts I I, II and I3 replace contacts 4|, and 43 respectively of Figure 1. The bridging contact 14 is insulatingly supported by a diaphragm 16 through anonconducting rod 12. Diaphragm 16 provides a flexible wall for a suction chamber box 11 connected by pipe 18 with the engine intake manitold. During normal driving in the city, the engine intake suction is sufllcient to draw the diaphragm 16 upwardly against the action of spring 15, so as to maintain contact 14 in engagement with contacts H and I! so long as the engine is operating. During the acceleration of the car engine intake suction will decrease to such extent that the spring 15 will cause the contact 14 to be separated from contacts 1| and I3 thereby interrupting the circuit or the relay magnet winding 40. In this way the short blast means is disabled during accelerating so that the horns may be sounded as long as the horn button 3| is pressed.

The form shown in Figure 4 differs from that shown in Figure 1 by the inclusion or a fluid pressure operated switch responsive to the applicationoi brakes in a hydraulic brake system. This switch comprises a contact 8| connected with relay magnet winding 40, a contact 83. connected with accelerator switch contact ll and a movable bridging contact 84 normally urged by spring 85 into engagement with the other contacts 8| and 83. A pressure fluidchamber is provided by housing It and a flexible diaphragm ll. This chamber is connected with the hydraulic brake system. When the brakes are applied the diap ra O1 is flexed downwardLv and its motion is transmitted to the non-conducting rod ll through a contact 84 causing it to become separated irom the contacts 8| and 83 thereby disabling the short blast means of the system. Therefore in the system shown in Figure 4 I have provided the combination of means responsive to the application otbrakes, means responsive short blast means, wherebythe driver may sound the horn for as long a time as desired in case the brakes are applied or in case the engine is accelerated, or in case the speed of the vehicle has exceeded 35 miles per hour.

While I have shown a fluid pressure switch operating in response to the application of hydraulic brakes, it. 'will be understood that the presentiinvention contemplates the use 0! a switch actuated in responseito the application of any kind of brake whether it be mechanical, electrical or fluid pressure actuated.

While the embodiments of the present invention as herein disclosed, constitute preferred forms, it is to be understood that other forms might be adopted, all coming within the scope oi speed and another ot'which opens in response to the opening 01 the engine throttle valve to a certain extent.

JOE WHITE.

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