GB1596256A - Signalling equipment for motor road vehicles - Google Patents

Description

(54) IMPROVEMENTS RELATING TO SIGNALLING EQUIPMENT FOR MOTQR ROAD VEHICLES (71) I, FREDERICK HENRY JEPHCOTT, a British Subject of 6, Redditch Road, Alvechurch, Near Birmingham, in the County of Hereford and Worcester, do hereby declare the invention for which I pray that a Patent may be granted to me and the method by which it is to be performed to be particularly described in and by the following statement:: This invention relates to signalling equipment in or for a motor road vehicle, and is concerned specifically with signalling equipment of the kind comprising a flasher device including flasher contacts controlling current supply to signalling lamps on the vehicle and operating means for cyclically opening and closing such flasher contacts, and a manually operable control switch means for connecting the control of the flasher contacts, so that the lamps are energised intermittently. Such signalling equipment is hereinafter referred to for convenience as being of the kind specified. The term "manually operable control switch means" is to be deemed to include any switch operable either directly or indirectly in response to movement of any part of a person.

Conventional forms of signalling equipment of the kind specified are such that the control switch includes a manually operable control member and two sets of contacts, hereinafter referred to as the left-hand and right-hand contacts which, when closed respectively produce energisation of the left-hand signalling lamps at each end of the vehicle and the right-hand sigalling lamps at each such end, the light produced by these lamps being of an amber colour. Such signalling is hereinafter referred to as directional signalling.

One of the major causes of collisions between motor road vehicles and accidents involving such vehicles generally, is misunderstanding by the driver of one vehicle or a pedestrian of the intended course of action of the driver of another vehicle. The present invention is based, not only on appreciation of this fact, but upon my observation that there is an increasing tendency for drivers to misemploy direction signalling equipment of the kind specified by intermittently energising the left-hand signalling lamps, not to indicate an intention of making a left-hand turn, but to indicate an intention of slowing down and bringing the vehicle to rest at the side of the road.

The object of the present invention is to enable signalling equipment of the kind specified to be utilised to signal this last mentioned intention in a manner differentiated from a direction signal, and so give clear indication to other road users as to the course of action which the driver of the vehicle concerned intends to pursue.

Signalling of the intention of slowing down and bringing the vehicle to rest at the side of the road is hereinafter referred to as stopping signalling.

According to the present invention, I provide signalling equipment of the kind specified wherein the manually operable control switch means includes contacts, here-in called "stopping contacts", operable to effect, under the control of the flasher device, energisation only of one or a pair of signalling lamps (herein called the stopping lamp or lamps) mounted or adapted for mounting only at the rear end of the vehicle, such stopping lamp or lamps providing an indication which cannot be mistaken for a direction signal by virtue of the position of the stopping lamp centrally of the width of the vehicle, or by virtue of the concurrent energisation of the stopping lamps when a pair is provided for mounting respectively at the left and right-hand sides of the vehicle at its rear, said manually operable control switch means being operative, on energisation of said stopping lamp or lamps to render inoperaitve direction indicating signalling means associated with the vehicle.

The term "stopping" is used herein for convenience to denote both the intended use of the lamp when the vehicle is to be brought to rest and a possible use to signal an intention to reduce the speed of the vehicle without stopping.

Ordinarily each stopping lamp is further adapted to be distinguished from a direction signalling lamp, in that whilst the latter includes a translucent cover element which transmits amber light, that of the stopping lamp transmits red light. The red translucent element may be that already provided on the vehicle for the brake, or tail lamp concerned, or it may be a separate cover element.

The control switch means for connecting the direction signalling lamps to the source of current may include a manually operable control member movable angularly in opposite directions in a given plane from the "off" position to a turning left position ld a turning right position respectively to effect energisation of left-hand direction signalling lamps or right-hand direction signalling lamps at each end of the vehicle through the intermediary of the sets of left-hand and right-hand contacts of such switch means, and may be mounted for movement in a different mode from the "off" position to effect operation of the stopping conatcts to energise a single centrally mounted stopping lamp or both left and right-hand stopping lamps mounted or adapted for mounting at the rear end of the vehicle only.A commonly adopted arrangement in respsect of the manually operable control switch means is that the control member is in the form of an arm mounted pivotally for movement about an axis which, when the switch is installed in the vehicle, is parallel or approximately parallel to the axis of the steering wheel, the arrangement being such that the arm is movable angularly in the same driection as that in which the steering wheel requires to be turned to signal the intention to turn left or turn right as the case may be.A control switch means of this form may be modified in accordance with the present invention to provide for angular movement of the arm to a stopping position in a plane at right angles or approximately at right angles to that in which it is normally movable, and movement of the arm from its "off" position in this plane is arranged then to effect operation of the stopping contacts. It is preferred, in this case, that such movement should be in a direction upwardly towards the driver of the vehicle.

Alternatively the manually operable control switch means may be independent of the control switch means for connecting the direction signalling lamps to the source of current and may include contacts connectable to the flasher unit, said direction sginalling lamp control switch and said stopping lamps.

Preferably the manually operable control switch means also includes a contact connectable to the brake light switch normally associated with and operable by depression of a brake pedal, the arrangement being such that operation of the manually operable control switch means to operate said stopping lamps renders said brake lights inoperable.

In any of the foregoing arrangements, the control member which operates the manually operable control switch means may have associated with it biasing means urging it away from the stopping position and towards the "off" position so that it requires to be retained manually in the stopping position in order to effect concurrent energisation of the stopping lamp or left-hand and right-hand stopping lamps, mounted or adapted for mounting at the rear end of the vehicle only.

This avoids the possibility that the manually operable control member may be inadvertently left in this stopping position to produce flashing of the stopping lamp or both these stopping lamps, for example in stationary traffic to the distraction or annoyance of the other road users.

Alternatively the manually operable control member may have a second stopping position for closing stopping contacts, in which position it is retained by a latch device, such position being used in the circumstances in which the driver of the vehicle would require the use of both hands after having moved the control member to this stopping position. A pilot lamp, buzzer of other warning device may be provided, so. connected in the circuit as to be energised automaiically in order to minimise the risk of the user leaving the control member in this second stopping position inadvertently.

The invention will now be described, by way of example, with reference to the accompanying drawings wherein: - FIGURE 1 shows a circuit diagram of a first embodiment of signalling equipment incorporating the invention, the terminals tl, t2 being understood to be connected to terminals T1, T2 respectively; FIGURE 2 shows a circuit diagram of a modification to the first embodiment the terminals t3, t4 being understood to be connected to terminals T1, T2 respectively of Figure 1; FIGURE 3 shows a circuit diagram of a second modification to the first embodiment, the terminals t5, t6 being understood to be connected to terminals T1, T2 respectively of Figure 1; and FIGURE 4 shows a circuit diagram of a second embodiment of the invention.

In the circuit shown in Figure 1 the vehicle is provided at the front with amber left and right-hand direction signalling lamps L1 and L2 and at the rear with amber left and right-hand directions signalling lamps L3 and L4 as well as red brake lamps L5 and L6. These latter being situated respectively at the left and right-hand sides of the vehicles at its rear end.

Selective energisation of the left-hand signalling lamps L1 and L3 or the righthand signalling lamps L2 and L4 is effected in the conventional way by means of a direction indicating switch S1 having a movable bridging element which can selectively connect contact Sld to contact Sla for energising the left-hand lamps Sic for energising the right-hand lamps and normally rests in a central position at which it may engage contact Slb.

Current supply from a battery B of which either pole, e.g. the positive pole, is grounded is fed to the bridging element of the switch S1 at contact Sld through a flasher unit F1. This may be of any suitable type, for example, electromagnetic, thermomotive incorporating a bimetal strip heated by a resistor filament, in ether of these cases to open and close contacts periodically or a solid state electronic switch may be used.In either case the flasher unit is brought into operation as soon as the bridging element of S1 is moved to engage contact Sla and Slc and under these conditions a third terminal from the flasher unit connected to pilot lamps P1 and P2 provides a circuit through switch S1 to energise the left-hand pilot lamp P1 or the right-hand pilot lamp P2 as appropriate.

In accordance with the invention, a second switch or a second set of switch contacts, designated S2 are provided having a bridging element which normally rests in a central position at contact S2b and which can be moved to at least one other position but preferably, as shown, to two alternative positons corresponding to engagement with contacts 52a and S2c. In either case a circuit is completed through the battery B and the rectifier or diode U, thereby simultaneously energising both of the brake lamps L5 and L6 through the intermediary of the flasher contacts, thereby enabling the brake lamps to be used as stopping lamps. In accordance with the invention operation of the switch or switch contacts S2 to energize the lamps L5 and L6 will render inoperative the direction indicating signalling means, for example by an arrangement as described above.

The rectifier or diode U is included in the circuit so that when the pedal switch S3 is operated (providing continuous energisation of lamps L5 and L6) at a time when the bridging element of switch S2 engages contact S2a or S2c current cannot flow from the negative pole of the battery through switches S2 and S1 and cause the direction signalling lamps L1, L3 or L2, L4 to be continuously energised rather than intermittently energised. Alternatively the pedal switch could have normally closed contacts connected in the circuit in place of the rectifier so as to open the circuit at this position upon operation of the pedal.

Alternatively such contacts could be operated by a relay in the brake lamp circuit instead of mechanically by the brake pedal.

The switch S3 associated with the brake pedal may be either coupled mechanically thereto, or may be a pressure switch if the brakes are hydraulically operated. In either case energisation of the brake lamps is continuous when S3 is closed and thus its operation overides any previously established intermittent energisation taking place as a result of operation of switch S2 and hence the switch S2 does not interfere with the normal operation of the brake lamps.

A resistance R1 may be included in the circuit in series with switch S2 to reduce the brightness of the lamps L5 and L6 when they are intermittently energised as compared with the brightness when they are continuously energised.

A manually operable control member may be provided for moving the bridging element of the switch S2, such control member being spring loaded towards its centre position to rest on contact S2b and so arranged that it has to be held manually to maintain it on contact S2a when required. A latch, however, may be provided to retian the member in position to hold the movable bridging element on contact S2c, which latch can be released or overcome manually to move the control member back to its mid position when required.

A warning device such as a buzzer or a pilot lamp may be provided at a suitable position in the interior of the vehicle to indicate when the manually operable control member has been moved to either of its stopping positions to establish contact between the bridging element and contact S2a or S2c as the case may be. To distinguish between which of these two contacts is in operation when a single pilot lamp is provided, a resistor may be connected in series with the pilot lamp and contact S2a to provide reduced illumination in this case and full illuminations when contact S2c is used. If desired separate pilot lamps could be provided in association with contacts S2a and S2c.

It will be understood that in the arrangement shown in Figure 1 tail lamp bulbs separate from the brake lamp bulbs may be present, or the brake lamp bulbs may contain each a separate filament for use as a tail lamp filament.

In Figure 2, the terminals t, and t are connected to terminals T1 and T2 respectively of the circuit shown in figure 1.

The vehicle is provided at the rear with lamps L5, L6 of the kind having two filaments. Two of the filaments, one in lamp L5 and the other in lamp L6 are connected in parallel with each other and in series, if required, with brightness-reducing resistor R1 and the switch S2. Energisation of these two filaments is effected by moving the bridging elements of switch S2 to connect contact Sld with either of contacts Sla and Slc, thereby connecting these filaments to the negative pole of battery B through the flasher unit Fl. The other filaments may be used as tail lamp filaments controlled by a manual switch S4 or they could be brake lamp filaments controlled by a pedal switch such as S3 of Figure 1.

In the alternative arrangement shown in Figure 3, the lamps L7, L8 used for stopping signalling may be entirely separate from the brake lamps L5, L6 and the rear lights. The terminals t and t6 are connected to the terminals T1 and T2 respectively of the circuit shown in figure 1.

If desired, the switch S2 could be made in a form, including an attachment part, enabling it to be mounted on or close to the existing switch S1 in such a way as to be operated by movement of the operating member of S1 other than that normally used for direction signalling; the mounting of the operating member of S1 may be modified if necessary to provide for movement in a different direction or mode for this purpose.

Alternatively the switch S2 could be made in the form of a push button operated switch, mounted preferably at the upper end of the steering column, and having only one position S2a to which the bridging contact may be moved from the normal or rest position at contact S2b. The return of the push button from its operated position to its normal or rest position would preferably be under the control of a pneumatic or other time delay device, these being well known in the art of electric switches. In this way the driver of the vehicle would be relieved of the need to maintain the push button in operative position and of the need to bring it to the normal or rest position when the slowing down and stopping of the vehicle has been carried out.

In yet another alternative the switch S2 could be a toggle or a rocker operated switch in which the operating member is movable in opposite directions from a centre position to effect closure of the movable bridging element S2d with respect to contact S2a or contact S2c. In one direction of movement the toggle member or rocker would require to be held by finger pressure against a return spring and in the other direction of movement an over centre or snap action mechanism would be incorporated to allow the bridging element to remain in the operated position without continued finger pressure.

It is also contemplated that within the scope of the invention a lamp incorporating three filaments, one for use as a brake lamp filament, one for use as a tail lamp filament, and the other for use as a stopping lamp filament may be employed.

Alternatively the switch S2, or a supplementary switch connected in parallel with the switch S2, of any of the previously described embodiments may be provided preferably in the form of a normally "off" press button switch on or in association with the gear lever of the vehicle. Such switch may be provided, or not, with a locking or retaining device for holding it in any of its positions. The stopping lamps may, if desired, be arranged to be brought into operation under certain conditions of hazard, for example but not exclusively, in conditions of fog or smoke to reduce the possibility of the vehicle being run into from the rear, or under stationary hazardous conditions in the manner of conventional hazard warning lamps (if not already fitted to the vehicle), or to supplement the visual indication provided by hazard warning lamps if so fitted.

Referring now in particular to Figure 4 a battery B has its positive terminal connected to earth and its negative terminal connected to both a flasher unit F1 and one contact of a brake light pedal switch S3.

The output of the flasher unit FL is connected to contact S5b of a two pole double throw switch S5. The pilot light contact of the flasher unit FL is connected to one terminal of a stopping lamp pilot light P3 the other terminal of which is connected to both contacts S5a2 and S5b2 of the switch S5 thus connecting both the above mentioned contacts to each other.

Contacts S5bl is connected to the direction signal lamp switch S1 which may be identical to the switch S1 shown in Figure 1, (the contact of the direction indicating switch S1 to which the contact S5bl is connected corresponding to the contact Sld of switch S1 in Figure 1).

Contact S5a is connected to one of the terminals of each of two brake lamps L5 and L6 the other terminal of each being connected to earth. Contact S5ai of switch S5 is connected to the other contact of the brake switch S3.

The switch S5 is a double pole double throw toggle switch and is shown in a stopping lamp energising position hereinafter referred to as an "on position". The circuit of Figure 4 illustrates that in such a position a circuit is completed from the battery B through the flasher unit FL and the contacts S5b, S5b2, S5a2 and S5a through the filaments of the brake lamps L5 and L6 to earth such thta the brake lamps L5 and L6 are provided with a stopping signal in the form of a pulsed voltage from the flasher FL, and hence act as stopping lamps.

When the switch S5 is in its on position, the flasher unit FL is disconnected from the direction indicators switch Sl and hence the switch S1 is rendered inoperative to supply any power to the direction indicating lamps. Furthermore, the brake switch S3 is also disconnected during the stopping signal energisation thus rendering the brake switch S3 inoperative to energise the brake lamps L5 and L6.

When the switch S5 is switched to its off position as shown in broken outline, the flasher unit FL is reconnected to the direction indicator switch S1 through contacts S5b and S5bl and the brake switch S3 is reconnected in circuit through contacts S5a and S5al. The stopping signal is discontinued.

The stopping signal pilot lamp P3 will only be operative when the switch S5 is in its on position and will flash at the same rate as the stopping lamps L5 and L6 in response to the stopping signal. When the switch S5 is in its off position the stopping lamp pilot light P3 will be rendered inoperative.

It will be appreciated that by using the flasher unit normally used for the directional indicators a further flasher unit is not required thereby reducing the cost of the installation of the present invention.

Furthermore, the use of the flasher unit for both functions ensures in accordance with the invention that the directional indicators cannot be used at the same time as the energisation of the stopping lamps thereby reducing the chances of confusion occuring through the simultaneous use of contradictory indicating apparatus.

It is now the practice on some vehicles to fit a second pair of brake lamps, which second pair of brake lamps have a higher light intensity when energised than the normal brake lamps and it is envisaged that such a second pair of brake lamps may be used as the stopping lamps, for example the lamps L7 and L8 shown in Figure 3 could comprise such a pair of lamps.

It is also known for some vehicles to be fitted with a second pair of rear lamps, once again these second pair of rear lamps being of a light intensity higher than the normal pair of rear lamps and where these lamps are fitted to a vehicle they could be used as the stopping lamps.

Whilst it is preferred to utilise the same flasher device for controlling energisation of the stopping lamps as controls energisation of the direction signalling lamps, it would be within the scope of the invention to provide a separate flasher device.

Whereas in the foregoing description of the invention the use of flashing red rear lights has been directed solely to the purpose of indicating that the vehicle displaying such flashing lights is slowing down, it is also envisaged that such flashing light could have additional purposes. For example, it is envisaged that the flashing red lamps may be of benefit, if a vehicle to which they are fitted is used in fog it is considered that the vehicle displaying one or more flashing red rear light or lights is likely to be more visible than a vehicle which is only displaying a constant light.

A further additional use of the signalling equipment of the present invention could be to provide an indication that a vehicle to which a flashing rear lamp or lamps is or are fitted is in the process of reversing.

In this case the operation of the flashing rear lamps may be rendered operable by a reversing lamp switch as is often associated with a vehicle such a switch being operative by a part of the gear selection linkage when reverse gear is selected. It is further envisaged that when such a warning is given that a vehicle is travelling in reverse, some audible warning device may be also operable simultaneously with the flashing lamps thereby distinguishing between a vehicle that is reversing and a vehicle that is merely slowing down.

The circuit may be utilised in vehicles having the earth terminal connected either to the positive or negatitve battery terminal. A circuit-changing link or connection may be provided to enable any semiconductor devices, such as diodes used in the flasher or other part of the circuit, to be correctly fed for either positive or negative earth conditions of use.

WHAT I CLAIM IS: - 1. Signalling equipment of the kind specified wherein the manually operable control switch means includes contacts, herein called the "stopping contacts", operable to effect, under the control of the flasher device, energisation only of one or a pair of signal lamps (herein called the stopping lamp or lamps) mounted or adapted for mounting only at the rear end of the vehicle, such stopping lamp or lamps providing an indication which cannot be mistaken for a direction signal by virtue of the position of the stopping lamp centrally of the width of the vehicle, or by virtue of the concurrent energisation of the stopping lamps when a pair is provided for mounting respectively at the left and right

**WARNING** end of DESC field may overlap start of CLMS **.

Claims (12)

**WARNING** start of CLMS field may overlap end of DESC **. circuit of Figure 4 illustrates that in such a position a circuit is completed from the battery B through the flasher unit FL and the contacts S5b, S5b2, S5a2 and S5a through the filaments of the brake lamps L5 and L6 to earth such thta the brake lamps L5 and L6 are provided with a stopping signal in the form of a pulsed voltage from the flasher FL, and hence act as stopping lamps. When the switch S5 is in its on position, the flasher unit FL is disconnected from the direction indicators switch Sl and hence the switch S1 is rendered inoperative to supply any power to the direction indicating lamps. Furthermore, the brake switch S3 is also disconnected during the stopping signal energisation thus rendering the brake switch S3 inoperative to energise the brake lamps L5 and L6. When the switch S5 is switched to its off position as shown in broken outline, the flasher unit FL is reconnected to the direction indicator switch S1 through contacts S5b and S5bl and the brake switch S3 is reconnected in circuit through contacts S5a and S5al. The stopping signal is discontinued. The stopping signal pilot lamp P3 will only be operative when the switch S5 is in its on position and will flash at the same rate as the stopping lamps L5 and L6 in response to the stopping signal. When the switch S5 is in its off position the stopping lamp pilot light P3 will be rendered inoperative. It will be appreciated that by using the flasher unit normally used for the directional indicators a further flasher unit is not required thereby reducing the cost of the installation of the present invention. Furthermore, the use of the flasher unit for both functions ensures in accordance with the invention that the directional indicators cannot be used at the same time as the energisation of the stopping lamps thereby reducing the chances of confusion occuring through the simultaneous use of contradictory indicating apparatus. It is now the practice on some vehicles to fit a second pair of brake lamps, which second pair of brake lamps have a higher light intensity when energised than the normal brake lamps and it is envisaged that such a second pair of brake lamps may be used as the stopping lamps, for example the lamps L7 and L8 shown in Figure 3 could comprise such a pair of lamps. It is also known for some vehicles to be fitted with a second pair of rear lamps, once again these second pair of rear lamps being of a light intensity higher than the normal pair of rear lamps and where these lamps are fitted to a vehicle they could be used as the stopping lamps. Whilst it is preferred to utilise the same flasher device for controlling energisation of the stopping lamps as controls energisation of the direction signalling lamps, it would be within the scope of the invention to provide a separate flasher device. Whereas in the foregoing description of the invention the use of flashing red rear lights has been directed solely to the purpose of indicating that the vehicle displaying such flashing lights is slowing down, it is also envisaged that such flashing light could have additional purposes. For example, it is envisaged that the flashing red lamps may be of benefit, if a vehicle to which they are fitted is used in fog it is considered that the vehicle displaying one or more flashing red rear light or lights is likely to be more visible than a vehicle which is only displaying a constant light. A further additional use of the signalling equipment of the present invention could be to provide an indication that a vehicle to which a flashing rear lamp or lamps is or are fitted is in the process of reversing. In this case the operation of the flashing rear lamps may be rendered operable by a reversing lamp switch as is often associated with a vehicle such a switch being operative by a part of the gear selection linkage when reverse gear is selected. It is further envisaged that when such a warning is given that a vehicle is travelling in reverse, some audible warning device may be also operable simultaneously with the flashing lamps thereby distinguishing between a vehicle that is reversing and a vehicle that is merely slowing down. The circuit may be utilised in vehicles having the earth terminal connected either to the positive or negatitve battery terminal. A circuit-changing link or connection may be provided to enable any semiconductor devices, such as diodes used in the flasher or other part of the circuit, to be correctly fed for either positive or negative earth conditions of use. WHAT I CLAIM IS: -

1. Signalling equipment of the kind specified wherein the manually operable control switch means includes contacts, herein called the "stopping contacts", operable to effect, under the control of the flasher device, energisation only of one or a pair of signal lamps (herein called the stopping lamp or lamps) mounted or adapted for mounting only at the rear end of the vehicle, such stopping lamp or lamps providing an indication which cannot be mistaken for a direction signal by virtue of the position of the stopping lamp centrally of the width of the vehicle, or by virtue of the concurrent energisation of the stopping lamps when a pair is provided for mounting respectively at the left and right

hand sides of the vehicle at its rear, said manually operable control switch means being operative, on energisation of said stopping lamp or lamps, to render inoperative direction indicating signalling means associated with the vehicle

2. Signalling equipment as claimed in claim 1 wherein the or each stopping lamp when energised transmits red light.

3. Signalling equipment as claimed in claimb 1 or claim 2 wherein the flasher device is also utilised in a direction indicating signalling circuit.

4. Signalling means as claimed in any one of the preceding claims wherein the manually operable control switch means is operative, on energisation of the stopping lamp or lamps, to render inoperative the brake lamp switch means associated with the vehicle.

5. Signalling equipment as claimed in any one of the preceding claims wherein the manually operable control switch means has a manually operable control member, which control member is also operative to operate direction indicator lamp switch means.

6. Signalling means as claimed in any one of the preceding claims wherein said stopping lamp or lamps also constitute brake lamps constant illumination of which indicates operation of the vehicle brakes.

7. Signalling equipment as claimed in any one of the preceding claims wherein the or each stopping lamp comprises a double filament bulb one filament being used for the stopping lamp and the other filament being used for a brake lamp or rear lamp.

8. Signalling equipment as claimed in any one of the preceding claims modified in that the manually operable control switch means is adapted to be operated automatically on selecting reverse gear of the vehicle to which it is or is to be fitted.

9. Signalling equipment substantially as hereinbefore described with reference to and as illustrated in Figure 1 of the accompanying drawings.

10. Signalling equipment substantially as hereinbefore described with reference to and as illustrated in Figure 2 of the accompanying drawings.

11. Signalling equipment substantially as hereinbefore described with reference to and as illustrated in Figure 3 of the accompanying drawings.

12. Signalling equipment substantially as hereinbefore described with reference to and as illustrated in Figure 4 of the accompanying drawings.