US3771096A - Video and audio passing and lane changing signaling system for vehicles - Google Patents

Video and audio passing and lane changing signaling system for vehicles Download PDF

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US3771096A
US3771096A US00822800A US3771096DA US3771096A US 3771096 A US3771096 A US 3771096A US 00822800 A US00822800 A US 00822800A US 3771096D A US3771096D A US 3771096DA US 3771096 A US3771096 A US 3771096A
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electrically conductive
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steering wheel
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V Walter
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
    • B60Q1/34—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating change of drive direction
    • B60Q1/40—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating change of drive direction having mechanical, electric or electronic automatic return to inoperative position
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R39/00—Rotary current collectors, distributors or interrupters
    • H01R39/64—Devices for uninterrupted current collection

Definitions

  • the system includes a rotatable electrical connector supported on the steering wheel and the steering column, one mating part on each.
  • Each part consists of coaxial, insulated cylindrical contacts connected to leads, with the contacts of each part abutting.
  • Spring means biases the contacts of one part toward the other.
  • this invention sets forth the novel means of a video and audio passing signal system thru the medium of electronics and from any preselected, stationary and desired switch positions on the spokes of an automobile steering wheel and/or on the outer perimeter rim of a steering wheel.
  • egg crate dividers will partition and divide the presently used tail lights and front parking lights into separate units for which one division will be reserved for a green light; the passing signal system will resemble the presently used directional signal system, since a special and respective colored light will illuminate the left or right sides (front and rear) of a vehicle for its specific intention.
  • any new type device that is used in conjunction with and as a companion feature makes space and its locations a prime and important feature.
  • the present turn signal mechanism should be retained and lowered approximately one half inch in the secondary lower steering column.
  • the lower half slip ring assembly which is a novel means of transferring electricity to a revolving steering wheel by any desired number of wires, can be positioned on top of the presently used turn signal mechanism and in a matching and mating relationship to the upper slip ring assembly which is housed, located and positioned in the counterbored portions of a conventionally used steering wheel.
  • a multiple switch will be installed inside of a special switch box casting or a structural segment type casting or a plumbing type fitting with a rectangular opening in the top portion.
  • a main horizontal activation type switch button will be positioned on the top portion of the steering wheel whereby no extrusion will change the continuity of the normal profile.
  • this main switch button In the center of this main switch button and projecting upward from the top portion of this main switch button there will be another small passing horn button which will have vertical activation.
  • volume horn selector button In conjunction with this horn button and from the underside of the steering wheel a rather large segment of grip knobs will constitute a volume horn selector button, which by a 0.050 thousandth or a small horizontal activation will select an extra loud volume (a country volume or a city volume) for its special passing sound when the passing horn button is depressed.
  • the blinking passing light will-be e-lluminated when the main switch button is horizontally slid in the direction that the operator wishes to pass.
  • the same condition pertains to the switches on the right side of the steering wheel inasmuch as the main switch is horizontally slid in the direction that the operator wishes to pass or change lanes.
  • the hold lights will always be illuminated by sliding the main switch in the opposite direction or to the opposite side of the center or the off position. This simple condition is the only condition that an operator needs to remember.
  • a blinking green dash light with an intermittent bell sound will give a video and audio confirmation.
  • a volume selector button will preselect or instaneously change the volume form extra loud to either a soft or medium tone of the same pitch and from either side of the steering wheel.
  • the tone should be standardized for universal and explicit intent and the tones will not be harmonious as our twin and conventional used horns are; but, each high and low pitch will have a definite meaning and affect.
  • passing horns may be an optional condition to suit any existing condition the passing horn button on either side of the steering wheel may be used at any time when the main button is in a middle or off position, left hold light (and this condition may be reversed since it depends upon which switch we are talking about) or right blinking light position.
  • custom made steering wheels may be installed on all new and used vehicles with a universal standardization or in conjunction with the presently used turn signals or, without changing the original design, etc. Any desired change in switch arrangements can be obtained by pulling the original steering wheel and by replacing it with a custom made unit whether it has or has not passing signal switches.
  • the first car behind the slow moving vehicle has the right to pass.
  • the operator will immediately illuminate the hold light with his left hand. Since the second car may want the same passing rights in turn, they also will illuminate their hold light.
  • the operator of the first car will slide the main switch button in the direction that they wish to pass and to its extremity which will cancel out the hold light for the blinking passing light intention. From deliberation and confusion we operators do not know who wants to pass and who should pass. Precious and crucial passing time is lost.
  • the present traffic light signaling system is similar to this new system inasmuch as we automatically act in accordance to the red and green colors and life hangs in a balance and depends entirely upon universal acceptance and a total nonerroring participation. If we considered the realities and examined the statistics concerning the fatalities caused by people that fail to use the red traffic signal light our fears would make us become confined or isolated. In either situation we are not guaranteed anything but, in both situations there is a definite standardized pattern to observe, follow and dictate.
  • the blinking passing light will notify the vehicle to be passed of their intentions. It will also notify oncoming vehicles, which may not be seen easily during twilight conditions, what is transpiring. Since one second may be the difference between life and death, the blinking passing light may allow the oncoming vehicle to slow their speedin a courtesy manner or by drastic brake action which in either case may determine the difference between life and death.
  • the hold light will be used in the same manner as'for two laned roads with the exception that the hold light does not give anyone the right to change lanes without considering the faster moving vehicles behing them and in the lane they wish to use for their passing intentions.
  • time element does not permit the use of the hold light and if the operator illuminates the blinking passing light two seconds in advance to the first stage of the actual passing, these two seconds can also be life saving seconds.
  • the highest candled power filament may be used for the'blinking green passing light. Consequently, the low candled filament may be used for the solid green hold light which may be left on to suit any existing passing condition. In a long line of vehicles and without the use of the hold light, the flashing lights would become very distracting.
  • FIG. 1 is a top plan view of an automobile provided with the audible and visual signaling and indicating system of this invention
  • FIG. 2 is a schematic diagram of the electrical system constituting a part of the present invention.
  • FIG. 3 is an isometric view partially illustrating a steering column having a steering wheel rotatably mounted thereon, with such steering wheel being provided with the control electric switches of this invention and with portions of the electrical system being indicated in dashed outline (conventional horn rim absent in each and every drawing hereafter);
  • FIG. 4 is a top plan view of the steering wheel showing the same in dashed outline, and showing in full lines the electrical control switches and conduits for the associated electrical circuitry;
  • FIG. 5 is a fragmentary perspective view of aportion of the steering wheel and illustrating partially in dashed outline one of the two electrical control switches;
  • FIG. 6 is anenlarged fragmentary perspective view illustrating the structure shown in FIG. 5 with its associated structure being shown in exploded isometric form;
  • FIG. 7 is an isometric view of a switch case illustrating the slide switch button and the push button control that operates therethrough;
  • FIG. 8 is an exploded isometric view of one of the two dual single-pole, double-throw electric switches employed in the signaling system of this invention.
  • FIG. 9 is a central vertical sectional view of the switch shown in FIG. 8 when the latter is in an assembled relationship;
  • FIG. 10 is a trnasverse sectional view of the switch case taken upon the plane of the section line 10-10 shown in FIG. 8;
  • FIG. 11 is a transverse sectional view of the switch taken upon the plane of the section line 1l-ll shown in FIG. 9;
  • FIG; 12 is a side fragmentary view of the portion of the steering wheel that depicts a generalized relationship of the switch housing and its component parts whereby the dashed lines indicate the structural as pects;
  • FIG. 13 is a sectional view taken upon the plane of the section line 13-13 in FIG. 12;
  • FIGS. 14 and 15 are respectively side and bottom views of twin fillers shown in FIG. 6 which secures the switch assembly to and within the steering wheel;
  • FIG. 16 is an enlarged top view of a serration type detent system for retaining the grip knob (rim slide type) switch button in its adjusted position and, it is shown in an exploded detailed part view in FIG. 6;
  • FIG. 17 is an enlarged sectional detailed view of the lower portion of a steering wheel with its grip knob selector slide button and its connection to the switch components;
  • FIG. 18 is an enlarged top view of the mounting plate of insulative material as positioned and shown within the switch case in FIGS. 9 and 17;
  • FIG. 19 is an enlarged end view of the plate shown in FIG. 18 with a slide means for spacing and housing the actuable contacts;
  • FIG. 20 is an enlarged top plan view of the means that is shown in FIG. 19 and FIG. 17 for grip knob slide button selection;
  • FIG. 21 is a bottom fragmentary view of a U-shaped detent plate with portions of its companion grip knob slide button being shown in dash lines, the view in effect being taken upon the plane of the juncture of such plate and the switch box housing;
  • FIG. 22 is a side elevational view of the portion of the steering wheel rim that contains the switch means to which dash lines indicate an approximate location of the switch for a generalized position;
  • FIG. 23 is a detail view of a steering wheel hub and the manner in which a swedged conduit type steering wheel spoke is welded to the hub of the steering wheel;
  • FIG. 24 is a sectional detail view of a structural tee connector at the juncture of the steering wheel spoke and the rim of the steering wheel;
  • FIG. 25 is a sectional detail taken upon the plane of the section line 2525 shown in FIG. 24;
  • FIG. 26 is a sectional detail view of the structure for housing the switch assembly in the wheel "rim and for connection the adjacent ends of solid and hollow steering wheel rim metallic sections;
  • FIG. 27 is a secional view taken upon the plane of section line 2727 in FIG. 4;
  • FIG. 28 is an elevational view of a steering wheel provided with a modified positioning of the electric control switches of the signaling system of this invention.
  • FIG. 29 is a sectional detail view illustrating with respect to the form of the invention shown in FIG. 28 the connection and welding of a swedged spike type conduit to the hub of thesteering wheel;
  • FIGS. 30 and 31 are sectional detail views of the manner in which a tubular spike conduit is attached to a solid metallic reinforcement of the rim of the steering wheel shown in FIG. 28;
  • FIG. 32 illustrates in section a switch box housing which accommodates the electric switch assembly (such as is shown in FIG. 7) and in addition receives the threaded conduit type steering wheel spokes;
  • FIG. 33 illustrates a sectional view taken upon the plane of the section line 33-33 in FIG. 28;
  • FIGS. 34a, 34b and 340 through 37a, 37b and 37c illustrate part of the functions of the switch shown in FIG. 8 upon actuation of the slide button, push button and movable rim or spoke section;
  • FIGS. 38a, 38b and 380 through 40a, 40b and 40c illustrates part of the functions of a modified form of electric switch wherein the slide actuated by the movable portion of the wheel rim or spoke actuates the movement of an intermediate contact in addition to the pair of contacts;
  • FIG. 41 is a top plan view of a steering wheel illustrating in dashed outline the position of a rotary electric coupling by means of which electric circuits are connected between the switches on the rotatably mounted steering wheel, and as connected to the elements mounted in the stationary steering column of the automobile;
  • FIG. 42 illustrates in central section a rotary electric coupling with the two sections thereof displaced axially from each other for greater clarity
  • FIG. 43 is an enlarged sectional detail view of a spring biased secondary contact carried by one of the conductor shells in the lower portion of the electric connector shown in FIG. 42;
  • FIG. 44 is a top plan view of the steering wheel shown in FIG. 42, and illustrating the coupling of the conductive shells thereof to electric conductors an in turn ex' tending into the hollow wheel spoke type conduits;
  • FIG. 45 is a top plan view of the rotary electric connector shown in FIG. 42 with the steering wheel removed;
  • FIG. 46 through 50 illustrates the sequence stops performed in the making of a rotary electric connector such as shown in FIG. 42 by and through a metallic casting method
  • FIG. 51 is a plan view on reduced scale of a portion of a mold.
  • FIG. 52 illustrates in central vertical section yet another embodiment of a rotary electric connector that is suitable for use in the signaling system of this invention, this view showing the upper and lower sections of such rotary electric connector axially separated for greater clarity;
  • FIG. 53 is an enlarged fragmentary top view of one of nine conductor rings as is seen from a top view of the stationary portion of the rotary electric connector in FIG. 52;
  • FIG. 54 is a side elevational view of the structure shown in FIG. 53;
  • FIG. 55 is an enlarged isometric view of the structure shown in FIGS. 53 and 54;
  • FIG. 56 is a top isometric detail view of the part 1,102 as shown in FIG. 52 in the upper rotatable portion; I
  • FIG. 57 is a top plan view with duplications and similarity of FIG. 56;
  • FIG. 58 is a bottom plan view of the same part in FIGS. 56 and 57;
  • FIG. 59 is an isometric detail view of part 1104 as seen in FIG. 52 from a rearwardly position or from the underside thereof;
  • FIG. 60 is a bottom view with duplications and similarity to the view in FIG. 59. Dash lines indicate the ring groove that receives the outer diameter of the dust cover;
  • FIG. 61 is a top plan view of the same part shown in FIGS. 59 and 60 of which each of the nine rings shows its raised resilient locations;
  • FIG. 62 is an isometric detail view of a combination dust and wire bundle holder
  • FIG. 63 is an enlarged front elevational view of a side element shown in FIG. 8;
  • FIG. 64 is a rear elevational view of the slide shown in FIG. 63, with a hidden detail being shown in dashed outline;
  • FIG. 65 is a side elevational view of the slide shown in FIGS. 63 and 64, with the opening therethrough being shown in dashed outline;
  • FIG. 66 is a bottom view of the structure shown in FIGS. 63, 64,and 65, with the hidden details being shown in dashed outline;
  • FIGS. 67, 68 and 69 are enlarged fragmentary detail views of an alternate form of means for positioning rel atively movable elements, FIG. 67 illustrating a neutral relative position, and FIGS. 68 and 69 showing opposite limiting positions thereof; and,
  • FIGS. 70, 71 and 72; 73, 74 and 75; and 76, 77 and 78 are each sets of figures corresponding to the set of FIGS. 67, 68 and 69 with respect to other corresponding modifications.
  • the reference numeral 10 designates generally an automobile provided with a signaling system according to the present invention.
  • the automobile 10 includes in addition to conventional electric sounding devices and visual lighting and signaling systems (none of which conventional structure is illustrated in the drawings) is provided with an electric sounding device 12 arranged to preferentially direct sound upon energization to the left side of the automobile 10 and preferentially also towards the front of the automobile 10.
  • an electric sounding device 12 arranged to preferentially direct sound upon energization to the left side of the automobile 10 and preferentially also towards the front of the automobile 10.
  • a second electric sounding device 14 is provided that preferentially directs upon energization sound to the right side and front of the automobile 10.
  • the automobile 10 is additionally provided with a pair of electric lamps 16 and 18 disposed respectively at the front left and rear left of the automobile 10 which are as presently described arranged to be continuously and concurrently continuously energized from a steering wheel mounted control, and a panel mounted indicator light 20 viewable from the position of the operator of the automobile 10 is arranged to be concurrently actuated with the electrical visual signal indicators or lamps l6 and 18.
  • electric signal lamps or indicators 22 and 24 are respectively disposed at the right front and right rear of the automobile l and are by means presently to be described controlled for continuous and concurrent energization along with panel indicator 26 by a steering wheel control switch assembly.
  • a pair of visual signal lamps or indicators 28 and 30 are respectively disposed at the left front and left rear of the automobile l0 and are arranged to flash intermittently during a period of time under the control of the operator by a steering wheel mounted switch assembly.
  • the lamps or visual indicators 28 and 30 are arranged with a panel lamp 32 so that the lamp 32, visible from the operators position, flashes in synchronism with the visual signals 28 and 30.
  • a pair of visual signals or lamps 34 and 36 are. respectively positioned at the right front and right rear of the automobile and are associated with a panel visual indicator 38 to concurrently flash intermittently under the control of the automobile operator through the agency of a steering wheel mounted mechanism. Though the same could be provided, no necessity for providing panel indicators indicative of the operation of the horns or sounding devices 12 and 14 is likely to occur as the operator cannot only sense by hearing the operation of such devices, their orientation and the relative loudness thereof.
  • the signaling devices l6, 18, 20, 22, 24 and 26 be a green color
  • the signaling devices 28, 30, 32, 34, 36 and 38 also be given a green color.
  • Such selection of the colors will not in any manner conflict with or cause confusion with the white, amber and red colors presently employed with conventional signaling and driving indicators such as stop, parking, turn, fog and driving lights.
  • the panel visual indicators 20, 26, 32 and 38 do not necessarily have to be colored as indicated (though this is preferred) as such panel indicators can be appropriately labeled, and their particular orientation on the instrument panel at the operators position will afford a clear indication of such signal indicators as may be in operation.
  • none of the panel indicators should be of the color red as this might cause confusion with the red color customarily used: in conventional constructions to indicate trouble or malfunction of various automobile components such as low oil pressure, inadequate generator or alternator operation.
  • Such conventional trouble lights are ordinarily colored red and known somewhat in a derogatory fashion as idiot lights.
  • FIG. 2 illustrates schematically the electrical organization of the signaling devices, both audible and visual, thus far described.
  • the reference numeral 40 designates a source of electrical energy such as a battery having one terminal grounded at 42.
  • the other terminal of the battery 40 is connected by a lead 44 to branch leads 46 and 48 that are respectively connected to dual, single-pole, double-throw switches 50 and 52.
  • the dual single-pole, double-throw switch 50 constitutes means whereby the lead 46 can be selectively connected electrically to terminals 54 and 56, and the lead 46 being normally disconnected from the terminals 54 and 56.
  • the dual single-pole, double-throw switch comprises means whereby the lead 46 can be selectively connected electrically to terminals 58 and 60, the lead 46 normally being disconnected from the terminals 58 and 60.
  • the dual single-pole, double-throw switch 50 serves the functions of selectively connecting the lead 46to either of the leads 54 and 56 totally inde pendent of the function of selectively connecting the lead 46 to the terminals 58 and 60* as will be clear upon subsequent description of the switch means 50.
  • the dual Single-pole, double-throw switch means 52 is substantially identical to the switch means 50 and constitutes means whereby the lead 48 can be selectively connected to terminals 62 and 64, though the lead 48 is normally disconnected form such terminals 62 and 64. Furthermore, the switch means 52 constitutes means whereby the lead 48 can be selectively connected to terminals 66 and 68, though the lead 48 is normally disconnected from the terminals 66 and 68. As in the case of the switch means 50, the operation of the switch 52 in connecting the lead 48 to the contacts or terminals 62 and 64 is totally independent of the operation of the switch means 52 to connect the lead 48 to the contacts or terminals 66 and 68.
  • the terminals 54, 56, 58, 60, 68, 66, 62 and 64 are respectively connected through a rotary electric connector designated generally at 70 and suggested schematically in FIG. 2 by a closed dashed block to leads 72, 74, 76, 78, 80, 82, 84 and 86.
  • the power lead 44 is coupled between the battery 40 and the switches 50 and 52 through the rotary electric connector 70, and such portion of the power lead 44 extending between the battery 40 and the rotary electric connector 70 is indicated at 88.
  • power lead 44 may be divided or split from the power lead of the present used turn signal system. I
  • the electric visual indicators or lamps 16, 18 and 20 are shown in FIG. 2 as being connected in parallel between the lead 76 and a grounded lead 90, whereby the lamps 16, 18 and 20 are concurrently energized. It will be evident to those skilled in the art that the electric indicators or lamps l6, l8 and 20 can be connected in series between the leads 76 and 90, whereby all or none of such lamps will function on the switch 50 connecting the lead 46 to the terminal 58, this serving to inform the automobile operator on failure of a visual signal by the lamp 20 that the lamps l6 and 18 are not operating.
  • the parallel arrangement is preferred for the reason that it is deemed more important that the lamps l6 and 18 operate than that the automobile driver be informed of their failure to operate.
  • the lamps 22, 24 and 26 are connected in parallel between the lead 82 and the ground lead 90, whereby energization of such lamps is under the control of the switch means 52.
  • the lamps 28, 30 and 32 are connected in parallel between the lead 78 and the ground lead 90, whereby energization of such lamps can be controlled by the switch means 50.
  • the operation of the lamps 28, 30 and 32 differs from the operation of the lamps 16, 18
  • a conventional flasher unit 92 is incorporated in the lead 78, whereby the lamps 28, 30 and 32 flash in unison under control of the flasher unit 92 when the switch means 50 is operated to connect the lead 46 to the terminal 60.
  • the lamps 28, 30 and 32 can be connected in series; however, the parallel arrangement is preferred for reasons indicated previously in relation to lamps 16, 18 and 20.
  • the lamps 22, 24 and 26 are connected in parallel between the lead 82 and the ground lead 90, with the lamps 34, 36 and 38 being connected in parallel between the lead 80 and the ground lead 90, whereby the switch means 52 can be operated to connect the lead 48 to the terminal 66 to concurrently energize the lamps 22, 24 and 26, and to connect the lead 48 to the terminal 68 for concurrent energization of the lamps 34, 36 and 38.
  • a flasher unit 94 of conventional character is incorporated in the lead 80, whereby the lamps 34, 36 and 38 are flashed in unison during the time interval that the switch 52 is operated to connect the lead 48 to the terminal 68.
  • the directional electric sounding device or horn 12 is connected between the lead 72 and a grounded lead 96, whereby the horn 12 is energized on the switch means 50 being operated to connect the lead 46 to the terminal 54.
  • the sounding device or horn 12 is also connected between the grounded lead 96 and the lead 74, it being noted that the latter is provided with a voltage dropping resistor 98 whereby the hom 12 can be energized on connection of the lead 46 to the terminal 56 through the lead 74, but at a lesser voltage than when the lead 46 is connected to the terminal 54.
  • the sounding device or horn 12 can be energized upon connecting the lead 46 to either the terminal 54 or the terminal 56, but the sounding device or horn 12 will produce a lesser volume of sound when the lead 46 is connected to the terminal 56 than when the lead 46 is connected to the terminal 54. It will be obvious to those skilled in the art that many other alternatives than the illustrated and described arrangement can be provided whereby relatively loud and soft sounds are electrically produced upon the lead 46v being selectively connected to the terminals 54 and 56, respectively. An obvious alternative would be to provide two separate horns of differing loudness, but this would not be as economical as a system employing only a single sounding device.
  • the horn 14 is connected between the lead 84 and the ground lead 96, as well as between the lead 86 and the ground lead 96, it being noted that the lead 86 is provided with a voltage dropping resistor for the same purpose as the previously described resistor 98. Accordingly, operation of the switch means 52 to connect the lead 48 selectively with the terminals 62 and 64 will cause relatively loud and relatively soft sounding by the directional sounding device or horn 14.
  • the automobile 10 includes a conventional steering wheel designated generally at 102 mounted for rotation upon a steering post 104, the steering wheel 102 including a hub portion 106 that is connected by radially extending spokes 108 and 110 to a peripheral steering wheel 'rim 112.
  • the dual, single-pole, double-throw switch means 50 and 52 are respectively mounted in left and right hand portions of the steering wheel rim 112, respectively.
  • left and right hand portions of the peripheral rim 112 of the steering wheel 102 it'is meant that portions of the rim 112 are respectively disposed at the left hand and at the right hand of

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Abstract

A visual and audible passing and lane changing signalling system for automobiles, including a steering wheel having opposite switches thereon for left and right hand signalling; a rotary electrical connector joining conductors from the wheel through the steering wheel shaft and method for making same; and the visual and audible signalling means.

Description

United States Patent [1 1 Walter 1 Nov. 6, 1973 [54] VIDEO AND AUDIO PASSING AND LANE 1,247,660 11/1917 Garrison 339/8 CHANGING SIGNALING SYSTEM FOR g; g m
339/8 a we VEHICLES 2,459,032 1/1949 Korth 339/8 [76] Inventor: Vincent J. Walter, 1557 Woodland 2,654,869 10/1953 Mudd, Jr. 339/8 Kans' 67203 FOREIGN PATENTS OR APPLICATIONS 1 1 Filedi p 1969 197,966 8/1938 Switzerland 339/8 [21] Appl. No.: 822,800
Primary Examiner-Richard E. Moore Related US. Application Data [63] 5130;532:2210 of Ser. No. 501,405, Oct. 22, 1965, [57] ABSTRACT A visual and audible passing and lane changing signal- [52] US. Cl. .i 339/3 "8 system for automobiles, including a steering Wheel [51 1 1m. Cl I-IOlr 39/26 having pp Switches thereon for left and rig and [58] Field of Search 339/3, 5, 8, 255 g g; a ry e trical Connector joining conductors from the wheel through the steering wheel shaft [56] References Cit d and method for making same; and. the visual and audi- UNITED STATES PATENTS Burbank I. 339/8 X I ble signalling means.
870,490 11/1907 10 Claims, 92 Drawing Figures 880 4 21 1008 [ll I l ll g 8 6l 970 x I I4 I I002 998 I206 878 l s 996 I o o 868 mm 9k I018 I020 lOlO I012 I022 PATENTED Ht]? 6 I975 SHEEI OlUF 13 ENVENTOR.
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VINCEINT J. WALTER Maw ATTORNEY VIDEO AND AUDIO PASSING AND LANE CHANGING SIGNALING SYSTEM FOR VEHICLES This application is a continuation of my similarly entitled pending application Ser. No. 501,405, now abandoned, which was filed Oct. 22, 1965.
BRIEF SUMMARY OF THE INVENTION The system includes a rotatable electrical connector supported on the steering wheel and the steering column, one mating part on each. Each part consists of coaxial, insulated cylindrical contacts connected to leads, with the contacts of each part abutting. Spring means biases the contacts of one part toward the other.
Considering all the God fearing and loving aspects of self-preservation, this invention sets forth the novel means of a video and audio passing signal system thru the medium of electronics and from any preselected, stationary and desired switch positions on the spokes of an automobile steering wheel and/or on the outer perimeter rim of a steering wheel.
l-lenceforth, simple, quick and explicit passing and lane changing communications between operators of vehicles shall be activated by a single unit type multiple switch of which a unit will be located to suit on the right and left sides of a steering wheel, for which rudimentary confusion will be entirely eliminated in regard to the left or right passing or lane changing intentions.
Assuming that egg crate dividers will partition and divide the presently used tail lights and front parking lights into separate units for which one division will be reserved for a green light; the passing signal system will resemble the presently used directional signal system, since a special and respective colored light will illuminate the left or right sides (front and rear) of a vehicle for its specific intention.
Since the present turn signal or directional signal mechanism utilizes a large percentage of the available space in the lower hub of a steering unit, any new type device that is used in conjunction with and as a companion feature, makes space and its locations a prime and important feature.
Since the quick access to turn signals is of no consequence and now that the public is acquainted with its lever intention and activation, the present turn signal mechanism should be retained and lowered approximately one half inch in the secondary lower steering column. Thereafter, the lower half slip ring assembly, which is a novel means of transferring electricity to a revolving steering wheel by any desired number of wires, can be positioned on top of the presently used turn signal mechanism and in a matching and mating relationship to the upper slip ring assembly which is housed, located and positioned in the counterbored portions of a conventionally used steering wheel.
Now that electricity has been transferred up and thru the steering column, the lead and return wires will enter a novel means of a steering wheel constructionby a conduit system and its special fittings and casting to which will resemble a plumbing system. The usual solid type construction will be absent where a switch is desired and positioned but the solid rod will make up the remainder of the steering wheel by welded segments. By this method of construction, and since every individual has a personal and different selective reason for.
for lane changing and passing intentions without removing their hands from the steering wheel.
Concerning the outer steering wheel rim perimeter and from any preselected quadrant and its opposite quadrant also, a multiple switch will be installed inside of a special switch box casting or a structural segment type casting or a plumbing type fitting with a rectangular opening in the top portion. After assembly, a main horizontal activation type switch button will be positioned on the top portion of the steering wheel whereby no extrusion will change the continuity of the normal profile. In the center of this main switch button and projecting upward from the top portion of this main switch button there will be another small passing horn button which will have vertical activation. In conjunction with this horn button and from the underside of the steering wheel a rather large segment of grip knobs will constitute a volume horn selector button, which by a 0.050 thousandth or a small horizontal activation will select an extra loud volume (a country volume or a city volume) for its special passing sound when the passing horn button is depressed.
Considering the two independent but related video aspects of this invention which are: produced from sliding the main switch button to the left of center or the off position or the right of center or the off position, we establish a solid green hold light and a blinking passing light which will be projected from a double filament bulb on its respective and selected sides of a vehicle.
Prior to passing or lane changing intentions the hold light will give advance notice of an operators intentions and the blinking passing light is almost selfexplanatory; but, the inventors intent and pertinent values will later be described.
Knowing the wide range of the operators mentality, the inventor engineered this patent to be simple, effective and foolproof from the viewpoint of operational errors as long as an operator knows his right hand from his left hand. This is the reasonfor installing switches on teh left side of the steering wheel for left hand intentions and switches on the right hand side of the steering wheel for right hand intentions.
When considering the possibility of errors in selecting a hold light or a blinking passing light and conceming the switches on the left side of the steering wheel, the blinking passing light will-be e-lluminated when the main switch button is horizontally slid in the direction that the operator wishes to pass. The same condition pertains to the switches on the right side of the steering wheel inasmuch as the main switch is horizontally slid in the direction that the operator wishes to pass or change lanes. Obviously the hold lights will always be illuminated by sliding the main switch in the opposite direction or to the opposite side of the center or the off position. This simple condition is the only condition that an operator needs to remember.
To eliminate rudimentary errors and to aid and doublecheck the operators selection of the blinking passing light and from the extreme left and right sides of the instrument panel, a blinking green dash light with an intermittent bell sound will give a video and audio confirmation.
To aid and doublecheck the operators selection of the hold light and from the extreme left and right sides of the instrument panel, a solid green light will be projected.
Now we will consider malfunctions and possible errors in selecting a hold light or the blinking passing light or the presently used directional signal system and in view of the few errors that may be made, these errors are much better than no type of signal because alert operators will be able to detect an error and make allowances for this condition.
To understand the most vague type of a signaling system between operators, we will use the condition of driving after dark. When we meet an approaching vehicle, most people dim their lights by manual function. When this mutual courtesy is accomplished in a quich manner we are premonitorily and paritally assured that the driver isnt intoxicated or asleep; and, there is a momentary transition of safety exchange between these drivers even though an accurate visual perception is not possible.
When the presently used turn signals are left on and the operators vehicle is in the incorrect lane of a multiple laned road (or street) for the indicated turn, the unsafe drivers are quickly noticed; but, still these lights help correct and guide all the concerned operators even though their thoughts shall not be worthy of publication. It is the quick and erratic actions that are potential killers to which gives no indications or warnings.
Many people now use their directional signals for passing signals and with a degree of safety intent but each intersectionand turn off creates a doubt as to whether they wish to turn, pass or change lanes. Quick and accessible switch activation is not possible and further restricted by and thru the self-cancelling cam means when the steering wheel is in several of its different rotatable positions.
In time, all operators of this new system will select and slide the main switch buttons in a similarity that a typist selects the different letters of the alphabet. There are forty eight keys on a typewriter. Most typists cannot name these keys in their respective sequence but still can select and push these keys with incredible and unbelieving speeds. Then surely the public can then slide a single switch button when their thumbs are already on these buttons for left or right hand passing intention.
As previously stated, there will be a passing horn button in the middle of the main switch which will require vertical action for its activation. Since there is a passing horn button on the left side of the steering wheel and on the right side of the steering wheel, we then establish a special high pitched sound which will designate that a vehicle is passing on the left side. When a special low pitched sound is heard, the operator has depressed the horn button on the right side of the steering wheel which designates that the vehicle will or is passing on the right side.
As previously expressed, a volume selector button will preselect or instaneously change the volume form extra loud to either a soft or medium tone of the same pitch and from either side of the steering wheel.
The tone should be standardized for universal and explicit intent and the tones will not be harmonious as our twin and conventional used horns are; but, each high and low pitch will have a definite meaning and affect.
While operating a vehicle in a strange city there are occasions when a good driver might wander too close to another zoned lane and the usage of conventional horns often causes more confusion and sometimes makes matters worse. Passing horns will notify the operator of the vehicle to be passed as to which way to turn to avoid an accident without taking precious time to observe the whole situation.
Since the usage of these passing horns may be an optional condition to suit any existing condition the passing horn button on either side of the steering wheel may be used at any time when the main button is in a middle or off position, left hold light (and this condition may be reversed since it depends upon which switch we are talking about) or right blinking light position.
The inventor is conscious of the fact that any appreciable change in steering wheel construction or seating arrangements may change the accustomed positioning of the operators grip even if it is the same individual.
Henceforth, the construction choice and versatility in positioning switches is an important factor in view of accessibility and functional ease. Wich this thought in mind, custom made steering wheels may be installed on all new and used vehicles with a universal standardization or in conjunction with the presently used turn signals or, without changing the original design, etc. Any desired change in switch arrangements can be obtained by pulling the original steering wheel and by replacing it with a custom made unit whether it has or has not passing signal switches.
In view of state legislation for national standardization the inventor desires to express the true values of this passing signal system by repetitious, typical and daily examples and/or events.
On many occasions innocent people become the tragic victims of various passing conditions which are partially caused by being too bold or too timid and in the absence of any feasible means of consistency in regard to personal and universal passing habits.
Using the condition of a two laned road of which one lane goes each way and when one, two or many cars catch up with a slower moving vehicle, the first car behind the slow moving vehicle has the right to pass. To establish this priority right by a video system the operator will immediately illuminate the hold light with his left hand. Since the second car may want the same passing rights in turn, they also will illuminate their hold light. Then when the proper passing condition is obtained the operator of the first car will slide the main switch button in the direction that they wish to pass and to its extremity which will cancel out the hold light for the blinking passing light intention. From deliberation and confusion we operators do not know who wants to pass and who should pass. Precious and crucial passing time is lost.
If the first car behind the slow moving vehicle does not wish to pass they should allow a passing space between these now two slow moving vehicles. By not using their hold light they give up their priority passing rights whereby the next vehicle with an illuminated hold light will obtain this passing priority.
Heretofore and perhaps only one time out of a hundred almost everyone is guilty of momentary insanity which instigates various forms of inconsistent passing methods of which it later makes the most intelligent people wonder about their judgement and intelligence. Henceforth, the hold light will become the rule of the road whereby everyone must and will reconcile themselves to taking their appropriate turns for a personalized and a standardized universal passing habit.
When universal reconcillation is established one does not mind waiting since the mind can only think of one thing or thought at a time; and, if there is a standardized system this thought trend will become automatic whereby anxiety and impatience are not stimulated by erratic thoughts.
When we go to a movie and there is a line of people waiting to get their tickets, we do not go ahead of the line like a bunch of pigs. We customarily observe the length of the line and take our turn at the end of the line or abstain from participation. Such may be the case in regard to passing rights only with more life and death emphasis.
The present traffic light signaling system is similar to this new system inasmuch as we automatically act in accordance to the red and green colors and life hangs in a balance and depends entirely upon universal acceptance and a total nonerroring participation. If we considered the realities and examined the statistics concerning the fatalities caused by people that fail to use the red traffic signal light our fears would make us become confined or isolated. In either situation we are not guaranteed anything but, in both situations there is a definite standardized pattern to observe, follow and dictate.
The blinking passing light will notify the vehicle to be passed of their intentions. It will also notify oncoming vehicles, which may not be seen easily during twilight conditions, what is transpiring. Since one second may be the difference between life and death, the blinking passing light may allow the oncoming vehicle to slow their speedin a courtesy manner or by drastic brake action which in either case may determine the difference between life and death.
When driving on multiple laned super type roads, the passing conditions are somewhat different from the conditions of two laned roads. Many accidents occur when an operator decides to pass either on the left or right without considering the faster moving vehicle behind them and in the lane they wish to use for their passing purposes. By and thru the adverse type of psychological timing a small damaging type of a glancing impact, or no impact at all, may cause a fast moving vehicle to loose control of their vehicle and careen across an island or medium into oncoming cars for the worst type of accidents.
Henceforth the hold light will be used in the same manner as'for two laned roads with the exception that the hold light does not give anyone the right to change lanes without considering the faster moving vehicles behing them and in the lane they wish to use for their passing intentions.
If the time element does not permit the use of the hold light and if the operator illuminates the blinking passing light two seconds in advance to the first stage of the actual passing, these two seconds can also be life saving seconds.
Since most double filament bulbs have a high and low candle powered filament, the highest candled power filament may be used for the'blinking green passing light. Consequently, the low candled filament may be used for the solid green hold light which may be left on to suit any existing passing condition. In a long line of vehicles and without the use of the hold light, the flashing lights would become very distracting.
In summary-and in view of clarity and brevity, we have left out many novel construction type features so that a generalized understanding can be obtained by describing this custom made steering wheel which will receive two individual sets of multiple switches for the express purpose of illuminating a green hold light or for illuminating a green flashing light while simultaneously a special and respective passing horn may be sounded to which a wide selection of volume may be used to suit any type of passing condition.
The National Safety Council provides information that substantiates the old saying that Necessity is still the mother of invention inasmuch as there were 13,000 intersection type fatalities in 1964, but in the same year there were 14,000 passing fatalities.
Having established the nonclaimable and creative aspects of this invention which are the initial instigators for the structural means, other objects, aspects, features and advantages of the invention will become apparent during the ensuing description of preferred embodiments of the invention takenin conjunction with the accompanying drawings illustrative thereof, wherein:
FIG. 1 is a top plan view of an automobile provided with the audible and visual signaling and indicating system of this invention;
FIG. 2 is a schematic diagram of the electrical system constituting a part of the present invention;
FIG. 3 is an isometric view partially illustrating a steering column having a steering wheel rotatably mounted thereon, with such steering wheel being provided with the control electric switches of this invention and with portions of the electrical system being indicated in dashed outline (conventional horn rim absent in each and every drawing hereafter);
FIG. 4 is a top plan view of the steering wheel showing the same in dashed outline, and showing in full lines the electrical control switches and conduits for the associated electrical circuitry;
FIG. 5 is a fragmentary perspective view of aportion of the steering wheel and illustrating partially in dashed outline one of the two electrical control switches;
FIG. 6 is anenlarged fragmentary perspective view illustrating the structure shown in FIG. 5 with its associated structure being shown in exploded isometric form;
FIG. 7 is an isometric view of a switch case illustrating the slide switch button and the push button control that operates therethrough;
FIG. 8 is an exploded isometric view of one of the two dual single-pole, double-throw electric switches employed in the signaling system of this invention;
FIG. 9 is a central vertical sectional view of the switch shown in FIG. 8 when the latter is in an assembled relationship;
FIG. 10 is a trnasverse sectional view of the switch case taken upon the plane of the section line 10-10 shown in FIG. 8;
FIG. 11 is a transverse sectional view of the switch taken upon the plane of the section line 1l-ll shown in FIG. 9;
FIG; 12 is a side fragmentary view of the portion of the steering wheel that depicts a generalized relationship of the switch housing and its component parts whereby the dashed lines indicate the structural as pects;
FIG. 13 is a sectional view taken upon the plane of the section line 13-13 in FIG. 12;
FIGS. 14 and 15 are respectively side and bottom views of twin fillers shown in FIG. 6 which secures the switch assembly to and within the steering wheel;
FIG. 16 is an enlarged top view ofa serration type detent system for retaining the grip knob (rim slide type) switch button in its adjusted position and, it is shown in an exploded detailed part view in FIG. 6;
FIG. 17 is an enlarged sectional detailed view of the lower portion of a steering wheel with its grip knob selector slide button and its connection to the switch components;
FIG. 18 is an enlarged top view of the mounting plate of insulative material as positioned and shown within the switch case in FIGS. 9 and 17;
FIG. 19 is an enlarged end view of the plate shown in FIG. 18 with a slide means for spacing and housing the actuable contacts;
FIG. 20 is an enlarged top plan view of the means that is shown in FIG. 19 and FIG. 17 for grip knob slide button selection;
FIG. 21 is a bottom fragmentary view of a U-shaped detent plate with portions of its companion grip knob slide button being shown in dash lines, the view in effect being taken upon the plane of the juncture of such plate and the switch box housing;
FIG. 22 is a side elevational view of the portion of the steering wheel rim that contains the switch means to which dash lines indicate an approximate location of the switch for a generalized position;
FIG. 23 is a detail view of a steering wheel hub and the manner in which a swedged conduit type steering wheel spoke is welded to the hub of the steering wheel;
FIG. 24 is a sectional detail view of a structural tee connector at the juncture of the steering wheel spoke and the rim of the steering wheel;
FIG. 25 is a sectional detail taken upon the plane of the section line 2525 shown in FIG. 24;
FIG. 26 is a sectional detail view of the structure for housing the switch assembly in the wheel "rim and for connection the adjacent ends of solid and hollow steering wheel rim metallic sections;
FIG. 27 is a secional view taken upon the plane of section line 2727 in FIG. 4;
FIG. 28 is an elevational view of a steering wheel provided with a modified positioning of the electric control switches of the signaling system of this invention;
FIG. 29 is a sectional detail view illustrating with respect to the form of the invention shown in FIG. 28 the connection and welding of a swedged spike type conduit to the hub of thesteering wheel;
FIGS. 30 and 31 are sectional detail views of the manner in which a tubular spike conduit is attached to a solid metallic reinforcement of the rim of the steering wheel shown in FIG. 28;
FIG. 32 illustrates in section a switch box housing which accommodates the electric switch assembly (such as is shown in FIG. 7) and in addition receives the threaded conduit type steering wheel spokes;
FIG. 33 illustrates a sectional view taken upon the plane of the section line 33-33 in FIG. 28;
FIGS. 34a, 34b and 340 through 37a, 37b and 37c illustrate part of the functions of the switch shown in FIG. 8 upon actuation of the slide button, push button and movable rim or spoke section;
FIGS. 38a, 38b and 380 through 40a, 40b and 40c illustrates part of the functions of a modified form of electric switch wherein the slide actuated by the movable portion of the wheel rim or spoke actuates the movement of an intermediate contact in addition to the pair of contacts;
FIG. 41 is a top plan view of a steering wheel illustrating in dashed outline the position of a rotary electric coupling by means of which electric circuits are connected between the switches on the rotatably mounted steering wheel, and as connected to the elements mounted in the stationary steering column of the automobile;
FIG. 42 illustrates in central section a rotary electric coupling with the two sections thereof displaced axially from each other for greater clarity;
FIG. 43 is an enlarged sectional detail view of a spring biased secondary contact carried by one of the conductor shells in the lower portion of the electric connector shown in FIG. 42;
FIG. 44 is a top plan view of the steering wheel shown in FIG. 42, and illustrating the coupling of the conductive shells thereof to electric conductors an in turn ex' tending into the hollow wheel spoke type conduits;
FIG. 45 is a top plan view of the rotary electric connector shown in FIG. 42 with the steering wheel removed;
FIG. 46 through 50 illustrates the sequence stops performed in the making of a rotary electric connector such as shown in FIG. 42 by and through a metallic casting method;
FIG. 51 is a plan view on reduced scale of a portion of a mold.
FIG. 52 illustrates in central vertical section yet another embodiment of a rotary electric connector that is suitable for use in the signaling system of this invention, this view showing the upper and lower sections of such rotary electric connector axially separated for greater clarity;
FIG. 53 is an enlarged fragmentary top view of one of nine conductor rings as is seen from a top view of the stationary portion of the rotary electric connector in FIG. 52;
FIG. 54 is a side elevational view of the structure shown in FIG. 53;
FIG. 55 is an enlarged isometric view of the structure shown in FIGS. 53 and 54;
FIG. 56 is a top isometric detail view of the part 1,102 as shown in FIG. 52 in the upper rotatable portion; I
FIG. 57 is a top plan view with duplications and similarity of FIG. 56;
FIG. 58 is a bottom plan view of the same part in FIGS. 56 and 57;
FIG. 59 is an isometric detail view of part 1104 as seen in FIG. 52 from a rearwardly position or from the underside thereof;
FIG. 60 is a bottom view with duplications and similarity to the view in FIG. 59. Dash lines indicate the ring groove that receives the outer diameter of the dust cover;
FIG. 61 is a top plan view of the same part shown in FIGS. 59 and 60 of which each of the nine rings shows its raised resilient locations;
FIG. 62 is an isometric detail view of a combination dust and wire bundle holder;
FIG. 63 is an enlarged front elevational view of a side element shown in FIG. 8;
FIG. 64 is a rear elevational view of the slide shown in FIG. 63, with a hidden detail being shown in dashed outline;
FIG. 65 is a side elevational view of the slide shown in FIGS. 63 and 64, with the opening therethrough being shown in dashed outline;
FIG. 66 is a bottom view of the structure shown in FIGS. 63, 64,and 65, with the hidden details being shown in dashed outline;
FIGS. 67, 68 and 69 are enlarged fragmentary detail views of an alternate form of means for positioning rel atively movable elements, FIG. 67 illustrating a neutral relative position, and FIGS. 68 and 69 showing opposite limiting positions thereof; and,
FIGS. 70, 71 and 72; 73, 74 and 75; and 76, 77 and 78 are each sets of figures corresponding to the set of FIGS. 67, 68 and 69 with respect to other corresponding modifications.
Referring now to the drawings wherein like numerals designate like parts throughout the various views, the reference numeral 10 designates generally an automobile provided with a signaling system according to the present invention. The automobile 10 includes in addition to conventional electric sounding devices and visual lighting and signaling systems (none of which conventional structure is illustrated in the drawings) is provided with an electric sounding device 12 arranged to preferentially direct sound upon energization to the left side of the automobile 10 and preferentially also towards the front of the automobile 10. In a corresponding manner a second electric sounding device 14 is provided that preferentially directs upon energization sound to the right side and front of the automobile 10.
The automobile 10 is additionally provided with a pair of electric lamps 16 and 18 disposed respectively at the front left and rear left of the automobile 10 which are as presently described arranged to be continuously and concurrently continuously energized from a steering wheel mounted control, and a panel mounted indicator light 20 viewable from the position of the operator of the automobile 10 is arranged to be concurrently actuated with the electrical visual signal indicators or lamps l6 and 18. In a similar manner electric signal lamps or indicators 22 and 24 are respectively disposed at the right front and right rear of the automobile l and are by means presently to be described controlled for continuous and concurrent energization along with panel indicator 26 by a steering wheel control switch assembly.
A pair of visual signal lamps or indicators 28 and 30 are respectively disposed at the left front and left rear of the automobile l0 and are arranged to flash intermittently during a period of time under the control of the operator by a steering wheel mounted switch assembly. The lamps or visual indicators 28 and 30 are arranged with a panel lamp 32 so that the lamp 32, visible from the operators position, flashes in synchronism with the visual signals 28 and 30.
A pair of visual signals or lamps 34 and 36 are. respectively positioned at the right front and right rear of the automobile and are associated with a panel visual indicator 38 to concurrently flash intermittently under the control of the automobile operator through the agency of a steering wheel mounted mechanism. Though the same could be provided, no necessity for providing panel indicators indicative of the operation of the horns or sounding devices 12 and 14 is likely to occur as the operator cannot only sense by hearing the operation of such devices, their orientation and the relative loudness thereof.
While separate housings have been illustrated for each of the externally positioned visual indicators or lamps above described, such is not necessary as will be understood by those skilled in the art. Accordingly, while the pairs of signal lights 16 and 28, 18 and 30, 22 and 34, and 24 and 36 can be incorporated in single lamp housings respectively such as those of the egg crate type, it is important that the lamps as well as their corresponding panel indicators be uniquely colored as by using bulbs of colored glass or clear bulbs with appropriately colored light screens or filters whereby the signal indicators thus far described can be clearly distinguished from and not in any event confused with the conventional stop, parking, turning signal or running lights of conventionally and conventionally and universally understood usage. It is suggested for this purpose that the signaling devices l6, 18, 20, 22, 24 and 26 be a green color, and that the signaling devices 28, 30, 32, 34, 36 and 38 also be given a green color. Such selection of the colors will not in any manner conflict with or cause confusion with the white, amber and red colors presently employed with conventional signaling and driving indicators such as stop, parking, turn, fog and driving lights. It will be understood of course that the panel visual indicators 20, 26, 32 and 38 do not necessarily have to be colored as indicated (though this is preferred) as such panel indicators can be appropriately labeled, and their particular orientation on the instrument panel at the operators position will afford a clear indication of such signal indicators as may be in operation. Preferably, none of the panel indicators should be of the color red as this might cause confusion with the red color customarily used: in conventional constructions to indicate trouble or malfunction of various automobile components such as low oil pressure, inadequate generator or alternator operation. Such conventional trouble lights are ordinarily colored red and known somewhat in a derogatory fashion as idiot lights.
FIG. 2 illustrates schematically the electrical organization of the signaling devices, both audible and visual, thus far described. In FIG. 2, the reference numeral 40 designates a source of electrical energy such as a battery having one terminal grounded at 42. The other terminal of the battery 40 is connected by a lead 44 to branch leads 46 and 48 that are respectively connected to dual, single-pole, double- throw switches 50 and 52. As will be described in detail subsequently, the dual single-pole, double-throw switch 50 constitutes means whereby the lead 46 can be selectively connected electrically to terminals 54 and 56, and the lead 46 being normally disconnected from the terminals 54 and 56. Furthermore, the dual single-pole, double-throw switch comprises means whereby the lead 46 can be selectively connected electrically to terminals 58 and 60, the lead 46 normally being disconnected from the terminals 58 and 60. The dual single-pole, double-throw switch 50 serves the functions of selectively connecting the lead 46to either of the leads 54 and 56 totally inde pendent of the function of selectively connecting the lead 46 to the terminals 58 and 60* as will be clear upon subsequent description of the switch means 50.
The dual Single-pole, double-throw switch means 52 is substantially identical to the switch means 50 and constitutes means whereby the lead 48 can be selectively connected to terminals 62 and 64, though the lead 48 is normally disconnected form such terminals 62 and 64. Furthermore, the switch means 52 constitutes means whereby the lead 48 can be selectively connected to terminals 66 and 68, though the lead 48 is normally disconnected from the terminals 66 and 68. As in the case of the switch means 50, the operation of the switch 52 in connecting the lead 48 to the contacts or terminals 62 and 64 is totally independent of the operation of the switch means 52 to connect the lead 48 to the contacts or terminals 66 and 68.
The terminals 54, 56, 58, 60, 68, 66, 62 and 64 are respectively connected through a rotary electric connector designated generally at 70 and suggested schematically in FIG. 2 by a closed dashed block to leads 72, 74, 76, 78, 80, 82, 84 and 86. It will be noted that the power lead 44 is coupled between the battery 40 and the switches 50 and 52 through the rotary electric connector 70, and such portion of the power lead 44 extending between the battery 40 and the rotary electric connector 70 is indicated at 88. As an alternate and production economy method, power lead 44 may be divided or split from the power lead of the present used turn signal system. I
The electric visual indicators or lamps 16, 18 and 20 are shown in FIG. 2 as being connected in parallel between the lead 76 and a grounded lead 90, whereby the lamps 16, 18 and 20 are concurrently energized. It will be evident to those skilled in the art that the electric indicators or lamps l6, l8 and 20 can be connected in series between the leads 76 and 90, whereby all or none of such lamps will function on the switch 50 connecting the lead 46 to the terminal 58, this serving to inform the automobile operator on failure of a visual signal by the lamp 20 that the lamps l6 and 18 are not operating. The parallel arrangement is preferred for the reason that it is deemed more important that the lamps l6 and 18 operate than that the automobile driver be informed of their failure to operate.
In a similar manner the lamps 22, 24 and 26 are connected in parallel between the lead 82 and the ground lead 90, whereby energization of such lamps is under the control of the switch means 52.
The lamps 28, 30 and 32 are connected in parallel between the lead 78 and the ground lead 90, whereby energization of such lamps can be controlled by the switch means 50. The operation of the lamps 28, 30 and 32 differs from the operation of the lamps 16, 18
and 20 in that a conventional flasher unit 92 is incorporated in the lead 78, whereby the lamps 28, 30 and 32 flash in unison under control of the flasher unit 92 when the switch means 50 is operated to connect the lead 46 to the terminal 60. As in the case of the lamps 16, 18 and 20, the lamps 28, 30 and 32 can be connected in series; however, the parallel arrangement is preferred for reasons indicated previously in relation to lamps 16, 18 and 20.
In an arrangement generally analogous to the relation of the lamps 16, 18, 20, 28, 30 and 32 to the switch means 50, the lamps 22, 24 and 26 are connected in parallel between the lead 82 and the ground lead 90, with the lamps 34, 36 and 38 being connected in parallel between the lead 80 and the ground lead 90, whereby the switch means 52 can be operated to connect the lead 48 to the terminal 66 to concurrently energize the lamps 22, 24 and 26, and to connect the lead 48 to the terminal 68 for concurrent energization of the lamps 34, 36 and 38. A flasher unit 94 of conventional character is incorporated in the lead 80, whereby the lamps 34, 36 and 38 are flashed in unison during the time interval that the switch 52 is operated to connect the lead 48 to the terminal 68.
The directional electric sounding device or horn 12 is connected between the lead 72 and a grounded lead 96, whereby the horn 12 is energized on the switch means 50 being operated to connect the lead 46 to the terminal 54. The sounding device or horn 12 is also connected between the grounded lead 96 and the lead 74, it being noted that the latter is provided with a voltage dropping resistor 98 whereby the hom 12 can be energized on connection of the lead 46 to the terminal 56 through the lead 74, but at a lesser voltage than when the lead 46 is connected to the terminal 54. In other words, the sounding device or horn 12 can be energized upon connecting the lead 46 to either the terminal 54 or the terminal 56, but the sounding device or horn 12 will produce a lesser volume of sound when the lead 46 is connected to the terminal 56 than when the lead 46 is connected to the terminal 54. It will be obvious to those skilled in the art that many other alternatives than the illustrated and described arrangement can be provided whereby relatively loud and soft sounds are electrically produced upon the lead 46v being selectively connected to the terminals 54 and 56, respectively. An obvious alternative would be to provide two separate horns of differing loudness, but this would not be as economical as a system employing only a single sounding device. Since electric sounding devices or horns of conventional character may draw such heavy currents as possibly to be damaging to switches and sliding contacts, as is well known in the art, it is deemed well within the province of the capabilities of those familiar with the art to provide the lead 72 with a current controlling relay as well as the lead 74 with a current controlling relay for such purposes, it being understood that the relay controlled by the lead 74 would appropriately be provided with a current or voltage reducing resistor or the like.
As in the case of the electric sounding device or horn 12, the horn 14 is connected between the lead 84 and the ground lead 96, as well as between the lead 86 and the ground lead 96, it being noted that the lead 86 is provided with a voltage dropping resistor for the same purpose as the previously described resistor 98. Accordingly, operation of the switch means 52 to connect the lead 48 selectively with the terminals 62 and 64 will cause relatively loud and relatively soft sounding by the directional sounding device or horn 14.
THE DUAL, SINGLE-POLE, DOUBLE-THROW SWITCH The automobile 10 includes a conventional steering wheel designated generally at 102 mounted for rotation upon a steering post 104, the steering wheel 102 including a hub portion 106 that is connected by radially extending spokes 108 and 110 to a peripheral steering wheel 'rim 112.
As clearly shown in FIG. 3, the dual, single-pole, double-throw switch means 50 and 52 are respectively mounted in left and right hand portions of the steering wheel rim 112, respectively. By left and right hand portions of the peripheral rim 112 of the steering wheel 102, it'is meant that portions of the rim 112 are respectively disposed at the left hand and at the right hand of

Claims (10)

1. An electric connector comprising first and second sections each of generally cylindrical configuration, each of said sections comprising a radial series of concentric cylindrical shells of alternately electrically conductive and insulative material, said shells being in axial alignment with electrically conductive shells of the sections being in alignment, means for mounting one of said sections for axial rotation relative to the other of said sections, each of the electrically conductive shells of the first section being provided at the end of the latter adjacent to the second section wIth axially extensible and movable wiper contacts in axially abutting and sliding engagement with the adjacent axial extremities of the electrically conductive shells of the second section, with spring means biasing each of said wiper contacts axially toward said abutting and sliding engagement, and means at the remote ends of said sections for connecting electric conductors to the electrically conductive shells.
2. The combination of claim 1, including means for mounting said sections for relative axial movement toward and away from each other, and means for yielding urging relative axial movement of said sections toward each other.
3. The combination of claim 1, wherein the provision of an electrically conductive shell with the wiper contact comprises said electrically conductive shell having an axially extending recess therein that opens toward the second section, and said wiper contact comprising a contactor pin having an enlarged head slidably received within the recess with the headed end thereof being disposed toward the second section, and said spring means comprising a coiled compression disposed in the recess and embracing the pin with one end of said spring being seated against the headed end of the pin.
4. The combination of claim 3, wherein the entire axial extent of the pin including the headed end thereof is receivable within the recess, said pin at its axial end remote from the headed end thereof having a transverse cylindrical configuration of lesser diameter than the thickness of said electrically conductive shell, and said recess at its end remote from said other section having a transverse configuration complementary to and slidably receiving the end of the pin remote from its headed end, and said pin and said spring being electrically conductive.
5. The combination of claim 3, wherein the headed end of the pin is convex toward the second section, whereby the headed end of the pin can concurrently contact said electrically conductive shell and one of the electrically conductive shells of said second section without preventing direct sliding electrical engagement of such shells with each other.
6. The combination of claim 2, wherein the provision of an electrically conductive shell with the wiper contact comprises said electrically conductive shell having an axially extending recess therein that opens toward the second section, and said wiper contact comprising a contactor pin having an enlarged head slidably received within the recess with the headed end thereof being disposed toward the second section, and said spring means comprising a coiled compression spring disposed in the recess and embracing the pin with one end of said spring being seated against the head end of the pin.
7. The combination of claim 2, wherein the provision of an electrically conductive shell with the wiper contact comprises said electrically conductive shell having an axially extending recess therein that opens toward the second section, and said wiper contact comprising a contactor pin having an enlarged head slidably received within the recess with the headed end thereof being disposed toward the second section, said spring means comprising a coiled compression spring disposed in the recess and embracing the pin with one end of said spring being seated against the headed end of the pin, said pin, including the headed end thereof, having an axial extent that is receivable in its entirety within the recess, said pin at its axial end remote from the headed end thereof having a transverse cylindrical configuration of lesser diameter than the thickness of said electrically conductive shell, and said recess at its end remote from said other section having a transverse configuration complementary to and slidably receiving the end of the pin remote from its headed end, said pin and said spring being electrically conductive, and wherein the headed end of the pin is convex toward the second section, whereby the headed end of the pin can concurrently contact said electriCally conductive shell and one of the electrically conductive shells of said second section without preventing direct sliding electrical engagement of such shells with each other.
8. In steering wheel construction of the type wherein a steering wheel is fixed on one end of a rotatable steering shaft that rotatably extends through a fixed tubular steering column, the improvement comprising a rotary electric connector having relatively movable and cooperating upper and lower annular sections respectively mounted on and in the steering wheel and the column, each of said sections being of a generally cylindrical configuration and comprising a radial series of concentric cylindrical shells of alternately electrically conductive and insulative material, with each of said shells having contact solely with the other of said shells that are serially immediately adjacent thereto, said sections being in axial alignment with electrically conductive shells of the sections being in alignment and in relative rotary sliding engagement with each other, said upper section being mounted on the steering wheel for axial movement toward and away from the lower section, resilient means yieldingly urging the upper section into axial engagement with the lower section, and means at the remote axial ends of the sections for connecting electric conductors to the electrically conductive shells, whereby electric circuits can have portions thereof respectively fixed with respect to the fixed steering column and the relatively rotatable steering wheel.
9. In steering wheel construction of the type wherein a steering wheel is fixed on one end of a rotatable steering shaft that rotatably extends through a fixed tubular steering column, the improvement comprising a rotary electric connector having relatively movable and cooperating upper and lower annular sections respectively mounted on and in the steering wheel and the column, each of said sections being of a generally cylindrical configuration and comprising a radial series of concentric cylindrical shells of alternately electrically conductive and insulative material, said sections being in axial alignment with electrically conductive shells of the sections being in alignment and in relative rotary sliding engagement with each other, each of the electrically conductive shells of one of the sections being provided at the end thereof adjacent the other section with an axially extensible wiper contact in axially abutting and sliding engagement with the adjacent axial extremity of the aligned electrically conductive shell of the other section, and spring means recessed in said one section biasing the axial extension of each wiper contact, and means at the remote axial ends of the sections for connecting electric conductors to the electrically conductive shells, whereby electric circuits can have portions thereof respectively fixed with respect to the fixed steering column and the relatively rotatable steering wheel.
10. In steering wheel construction of the type wherein a steering wheel is fixed on one end of a rotatable steering shaft that rotatably extends through a fixed tubular steering column, the improvement comprising a rotary electric connector having relatively movable and cooperating upper and lower annular sections respectively mounted on and in the steering wheel and the column, each of said sections being of a generally cylindrical configuration and comprising a radial series of concentric cylindrical shells of alternately electrically conductive and insulative material, said sections being in axial alignment with electrically conductive shells of the sections being in alignment and in relative rotary sliding engagement with each other, said upper section being mounted on the steering wheel for axial movement toward and away from the lower section, resilient means yieldingly urging the upper section into engagement with the lower section, each of the electrically conductive shells of one of the sections being provided at the end thereof Adjacent the other section with an axially extensible wiper contact in axially abutting and sliding engagement with the adjacent axial extremity of the aligned electrically conductive shell of the other section, and spring means biasing the axial extension of each wiper contact, and means at the remote axial ends of the sections for connecting electric conductors to the electrically conductive shells, whereby electric circuits can have portions thereof respectively fixed with respect to the fixed steering column and the relatively rotatable steering wheel.
US00822800A 1969-04-03 1969-04-03 Video and audio passing and lane changing signaling system for vehicles Expired - Lifetime US3771096A (en)

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US4868355A (en) * 1987-06-30 1989-09-19 Toyoda Gosei Co., Ltd. Steering wheel segmented slip ring and contact pin assembly
US20110299698A1 (en) * 2006-08-18 2011-12-08 Snider Chris R Lightweight audio system for automotive applications and method
US8738224B2 (en) 2011-01-12 2014-05-27 GM Global Technology Operations LLC Steering wheel system
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US4868355A (en) * 1987-06-30 1989-09-19 Toyoda Gosei Co., Ltd. Steering wheel segmented slip ring and contact pin assembly
US20110299698A1 (en) * 2006-08-18 2011-12-08 Snider Chris R Lightweight audio system for automotive applications and method
US20110299699A1 (en) * 2006-08-18 2011-12-08 Snider Chris R Lightweight audio system for automotive applications and method
US8477509B2 (en) * 2006-08-18 2013-07-02 Delphi Technologies, Inc. Lightweight audio system for automotive applications and method
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US8625292B2 (en) * 2006-08-18 2014-01-07 Delphi Technologies, Inc. Lightweight audio system for automotive applications and method
US8988884B2 (en) 2006-08-18 2015-03-24 Delphi Technologies, Inc Lightweight audio system for automotive applications and method
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