WO2010037462A1 - A signal horn activation device for a motor vehicle - Google Patents

A signal horn activation device for a motor vehicle Download PDF

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Publication number
WO2010037462A1
WO2010037462A1 PCT/EP2009/006466 EP2009006466W WO2010037462A1 WO 2010037462 A1 WO2010037462 A1 WO 2010037462A1 EP 2009006466 W EP2009006466 W EP 2009006466W WO 2010037462 A1 WO2010037462 A1 WO 2010037462A1
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WO
WIPO (PCT)
Prior art keywords
signal
pad
horn
processing means
signal processing
Prior art date
Application number
PCT/EP2009/006466
Other languages
French (fr)
Other versions
WO2010037462A8 (en
Inventor
Peter Aichem
Jürgen MACKENSEN
Original Assignee
Autoliv Development Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Autoliv Development Ab filed Critical Autoliv Development Ab
Publication of WO2010037462A1 publication Critical patent/WO2010037462A1/en
Publication of WO2010037462A8 publication Critical patent/WO2010037462A8/en

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Classifications

    • 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
    • B60Q5/00—Arrangement or adaptation of acoustic signal devices
    • B60Q5/001—Switches therefor
    • B60Q5/003—Switches therefor mounted on the steering wheel

Definitions

  • the invention relates to a signal horn activation device for a motor vehicle according to the preamble of claim 1.
  • DE 101 00 257 C2 discloses a signal horn activation device comprising a cover in the steering wheel of the motor vehicle and a pressure sensor coupled to said cover.
  • the internal pressure acting on the pressure sensor without load has to be measured regularly or at every engine start and stored in a memory for use as zero level of the horn activation threshold. This procedure is quite complex. Furthermore, if for example thermal changes occur after the last zero level measurement, malfunction of the device is possible.
  • the object of the invention is to provide a reliable and cost effective signal horn activation device insusceptible to varying internal pressure due to ageing and thermal changes.
  • the invention solves this object with the features of claim 1.
  • the evaluation of changes of the electrical signal over time, rather than absolute values, allows distinguishing rapid pressure changes caused by horn activation from slow pressure changes caused by ageing and thermal changes.
  • the detection of a rapid pressure change is essentially independent of the absolute value of the internal pressure at the time of horn activation.
  • one or more piezoelectric elements are used as pressure-sensitive means because the signal voltage provided by the piezoelectric element is proportional to the magnitude of the applied pressure. Therefore voltage changes in the signal voltage of a piezoelectric element, which can be easily detected, directly correspond to changes of the pressure applied to the pad.
  • the device preferably comprises at least one elastic element arranged to exert a pretensioning force on the pad in order to avoid vibrations in particular in the attachment of the pad.
  • the elastic element is coupled between the pad and the piezoelectric element. This allows choosing the elastic constant of the elastic element so high that the elastic element does not significantly compress under a usual pressing force in order to avoid undesired travel of the pad.
  • the elastic constant of the elastic element is 30 N/mm or higher.
  • the pressure-sensitive means preferably comprises at least three piezoelectric elements distributed over the pad in order to allow reliable pressure detection independent of the particular place where the pad is pressed by the occupant.
  • the device is arranged to generate said electrical signal without substantial travel of said pad, which allows reducing the reaction time to a minimum.
  • the invention is particularly valuable for travel -less devices where even small ageing or thermal changes may have a significant effect on the absolute magnitude of the electrical signal.
  • Fig. 1 shows a schematic rear view of a steering wheel pad
  • Fig. 2 shows a schematic side view of the steering wheel pad of Fig. 1;
  • Fig. 3 shows a schematic depiction of a signal horn activation device in one embodiment;
  • Fig. 4 shows a schematic depiction of a signal horn activation device in another embodiment
  • Figs. 5A to 5D show voltage diagrams for different operation states of a signal horn activation device.
  • Fig. 2 schematically shows part of a steering wheel arrangement 10 in a motor vehicle, with a steering wheel 11 which is mounted to a steering column 12 and a steering wheel pad 13 facing the occupant which is attached to the steering wheel 11 with attachment means 14.
  • the steering wheel arrangement 10 furthermore comprises piezoelectric elements 15 attached to the steering wheel 11 and coupled to the pad 13 via a corresponding number of elastic elements 16.
  • the elastic elements 16 exert a pretensioning force on the pad 13 in order to provide further support in addition to the attachment means 14, and to avoid vibrations in the attachment means 14.
  • the attachment means 14 may be a screw connection and/or a snap-fit connection. In the embodiment shown in Figs. 1 and 2 the attachment means 14 allow pivoting of the pad 13 about a pivot axis p (see Fig. 1) . However, this is not necessarily the case.
  • the attachment means 14 may alternatively or additionally allow a translational displacement of the pad 13 relative to the steering wheel 11. It is also possible to dispense with separate attachment means 14 and to attach the pad 13 to the steering wheel 11 only by the elastic elements 16.
  • piezoelectric elements 15A to 15D are provided, one in each quadrant of the pad 13 as defined by the horizontal central axis p and the vertical central axis s through the rotation axis R of the steering wheel.
  • the steering wheel arrangement is not limited to four piezoelectric elements 15.
  • three piezoelectric elements 15 have the advantage of being statically determined.
  • the elastic constant of the elastic elements 16 is preferably much higher than that of conventional springs for pretension- ing the pad 13. It is preferably higher than 30 N/mm and may for example be around 80 N/mm. Expediently it is chosen such that usual horn activation forces applied to the pad 13 do not cause a significant compression of the elastic elements 16, i.e. a compression well below 1 mm, preferably below 0,1 mm. The pressing forces applied by the occupant to the pad 13 therefore essentially directly act on the piezoelectric elements 15, the deformation of which is in the range of only 0,001 mm. This travel-less arrangement provides a very direct and fast response of the horn to the pressing force by the occupant .
  • the piezoelectric elements 15 are connected to an electronic device 17 by signal lines 19 in parallel (see Fig. 3) or in serial (see Fig. 4) or in any suited combination thereof. Electric signals from the piezoelectric elements 15 are evaluated in a signal processing means 18 provided in the electronic device 17.
  • the signal processing means 18 is preferably a programmable digital controller and may comprise a microprocessor.
  • the electronic device 17 comprises suitable means to convert electrical signals from the piezoelectric elements 15 into digital signals readable by the signal processing means 18, in particular amplification means and analog-to- digital converter.
  • the electronic device 17, or the input parts thereof, is preferably provided at or close to the steering wheel 11 in order to reduce the length of the signal lines 19.
  • the signal processing means 18 may be a separate component or realised in a central vehicle ECU.
  • the electronic device 17 is furthermore adapted to apply a suited control voltage to the vehicle signal horn 20 in order to activate it, and zero voltage to deactivate it.
  • Figs. 5A to 5D show voltage diagrams of the signal voltage generated from the piezoelectric elements 15 to be evaluated in the signal processing means 18.
  • Fig. 5A corresponds to a slow change in the signal voltage for example due to thermal influences.
  • the signal processing means 18 detects a small voltage rise ⁇ U in a long time period ⁇ t and evaluates that it is too slow to be due to a pushing of the pad 13 by the occupant. Therefore, the signal processing means 18 does not activate the signal horn 20.
  • the signal processing means 18 detects a sufficiently large voltage change ⁇ U, exceeding a predetermined threshold ⁇ U0, over a time period ⁇ t equal to or smaller than a predetermined period ⁇ tO, and therefore evaluates that it is sufficiently rapid to be due to a pushing of the pad 13 by the occupant. Therefore, the signal processing means 18 activates the signal horn 20.
  • the predetermined slope ⁇ UO/ ⁇ tO may for example be chosen to correspond to a force change per time of 1 N/s.
  • the signal processing means 18 detects a sufficiently large voltage change - ⁇ U in the opposite direction over a time period ⁇ t' equal to or smaller than a predetermined period ⁇ tO and therefore deactivates the signal horn 20.
  • the time interval ⁇ t* be- tween the initial change ⁇ U and the following opposite change - ⁇ U corresponds to a short pressing of the pad 13 by the occupant .
  • Fig. 5C The situation in Fig. 5C is similar to that in Fig. 5B, only that the time interval ⁇ t* between the initial change and the following opposite change corresponds to a long pressing of the pad 13 by the occupant .
  • Vibrations in the steering wheel arrangement 10 may cause periodic changes in the signal voltage from the piezoelectric elements 15 as shown in Fig. 5D, which if large enough can be the source of systematic evaluation errors. Therefore, the signal processing means 18 is preferably arranged to compensate for periodic changes in the signal voltage. This may for example be done by evaluating the time interval ⁇ t* between the initial voltage change ⁇ U and a following opposite voltage change - ⁇ U of equal magnitude, and to regard this as caused by vibrations if the time interval ⁇ t* is below a predetermined threshold. In that case, the signal processing means 18 suppresses activation of the signal horn 20.
  • Another possibility to compensate for periodic changes in the signal voltage due to vibrations is to perform suited preprocessing in the signal processing means 18, in particular filtering, time averaging and/or smoothing, to the voltage waveform, in order to filter away or suppress the high- frequency components in the voltage signal, and to evaluate the pre-processed voltage signal for voltage changes due to pressure applied to the pad 13 by the occupant, as described with respect to Fig. 5B .
  • the signal processing means 18 can be arranged to activate different levels of the signal horn 20 depending on the evaluated magnitude ⁇ U of the voltage change indicating different pressing forces to the pad 13 by the occupant .
  • a testing mode for testing the correct assembly of a snap-fit connection 14 of the pad 13 to the steering wheel 11 may be activatable in the electronic device 17 in the embodiment of Fig. 4 (parallel connection of piezoelectric elements 15) by pushing a corresponding push-button not shown in the Figures.
  • a minimum force rise must be detected within a predefined time in each piezoelectric element 15 indicating correct assembly.

Landscapes

  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Controls (AREA)
  • Air Bags (AREA)
  • Push-Button Switches (AREA)

Abstract

A signal horn activation device for a motor vehicle comprises a pad (13) coupled to the steering wheel (11) to be pressed by the occupant for activating the signal horn (20), a pressure-sensitive means (15) coupled to said pad (13) to generate an electrical signal in response to pressure applied to said pad (13), and a signal processing means (18) arranged to activate the signal horn (20) in response to receiving said electrical signal from said pressure-sensitive means (15). The pressure-sensitive means (15) comprises at least one piezoelectric element (15) and said signal processing means (18) is arranged to evaluate changes of said electrical signal over time and to activate said signal horn (20) depending on the result of said evaluation.

Description

A signal horn activation device for a motor vehicle
The invention relates to a signal horn activation device for a motor vehicle according to the preamble of claim 1.
DE 101 00 257 C2 discloses a signal horn activation device comprising a cover in the steering wheel of the motor vehicle and a pressure sensor coupled to said cover. In order to compensate for ageing and thermal changes, the internal pressure acting on the pressure sensor without load has to be measured regularly or at every engine start and stored in a memory for use as zero level of the horn activation threshold. This procedure is quite complex. Furthermore, if for example thermal changes occur after the last zero level measurement, malfunction of the device is possible.
The object of the invention is to provide a reliable and cost effective signal horn activation device insusceptible to varying internal pressure due to ageing and thermal changes.
The invention solves this object with the features of claim 1. The evaluation of changes of the electrical signal over time, rather than absolute values, allows distinguishing rapid pressure changes caused by horn activation from slow pressure changes caused by ageing and thermal changes. The detection of a rapid pressure change is essentially independent of the absolute value of the internal pressure at the time of horn activation. According to the invention one or more piezoelectric elements are used as pressure-sensitive means because the signal voltage provided by the piezoelectric element is proportional to the magnitude of the applied pressure. Therefore voltage changes in the signal voltage of a piezoelectric element, which can be easily detected, directly correspond to changes of the pressure applied to the pad.
The device preferably comprises at least one elastic element arranged to exert a pretensioning force on the pad in order to avoid vibrations in particular in the attachment of the pad. Preferably the elastic element is coupled between the pad and the piezoelectric element. This allows choosing the elastic constant of the elastic element so high that the elastic element does not significantly compress under a usual pressing force in order to avoid undesired travel of the pad. Preferably the elastic constant of the elastic element is 30 N/mm or higher.
The pressure-sensitive means preferably comprises at least three piezoelectric elements distributed over the pad in order to allow reliable pressure detection independent of the particular place where the pad is pressed by the occupant.
Preferably the device is arranged to generate said electrical signal without substantial travel of said pad, which allows reducing the reaction time to a minimum. The invention is particularly valuable for travel -less devices where even small ageing or thermal changes may have a significant effect on the absolute magnitude of the electrical signal.
In the following the invention shall be illustrated on the basis of preferred embodiments with reference to the accompanying drawings, in which:
Fig. 1: shows a schematic rear view of a steering wheel pad;
Fig. 2: shows a schematic side view of the steering wheel pad of Fig. 1; Fig. 3: shows a schematic depiction of a signal horn activation device in one embodiment;
Fig. 4: shows a schematic depiction of a signal horn activation device in another embodiment; and
Figs. 5A to 5D: show voltage diagrams for different operation states of a signal horn activation device.
Fig. 2 schematically shows part of a steering wheel arrangement 10 in a motor vehicle, with a steering wheel 11 which is mounted to a steering column 12 and a steering wheel pad 13 facing the occupant which is attached to the steering wheel 11 with attachment means 14. The steering wheel arrangement 10 furthermore comprises piezoelectric elements 15 attached to the steering wheel 11 and coupled to the pad 13 via a corresponding number of elastic elements 16. The elastic elements 16 exert a pretensioning force on the pad 13 in order to provide further support in addition to the attachment means 14, and to avoid vibrations in the attachment means 14.
The attachment means 14 may be a screw connection and/or a snap-fit connection. In the embodiment shown in Figs. 1 and 2 the attachment means 14 allow pivoting of the pad 13 about a pivot axis p (see Fig. 1) . However, this is not necessarily the case. The attachment means 14 may alternatively or additionally allow a translational displacement of the pad 13 relative to the steering wheel 11. It is also possible to dispense with separate attachment means 14 and to attach the pad 13 to the steering wheel 11 only by the elastic elements 16.
In the embodiment shown in Fig. 1 four piezoelectric elements 15A to 15D are provided, one in each quadrant of the pad 13 as defined by the horizontal central axis p and the vertical central axis s through the rotation axis R of the steering wheel. However, the steering wheel arrangement is not limited to four piezoelectric elements 15. In particular, three piezoelectric elements 15 have the advantage of being statically determined.
The elastic constant of the elastic elements 16 is preferably much higher than that of conventional springs for pretension- ing the pad 13. It is preferably higher than 30 N/mm and may for example be around 80 N/mm. Expediently it is chosen such that usual horn activation forces applied to the pad 13 do not cause a significant compression of the elastic elements 16, i.e. a compression well below 1 mm, preferably below 0,1 mm. The pressing forces applied by the occupant to the pad 13 therefore essentially directly act on the piezoelectric elements 15, the deformation of which is in the range of only 0,001 mm. This travel-less arrangement provides a very direct and fast response of the horn to the pressing force by the occupant .
The piezoelectric elements 15 are connected to an electronic device 17 by signal lines 19 in parallel (see Fig. 3) or in serial (see Fig. 4) or in any suited combination thereof. Electric signals from the piezoelectric elements 15 are evaluated in a signal processing means 18 provided in the electronic device 17. The signal processing means 18 is preferably a programmable digital controller and may comprise a microprocessor. The electronic device 17 comprises suitable means to convert electrical signals from the piezoelectric elements 15 into digital signals readable by the signal processing means 18, in particular amplification means and analog-to- digital converter. The electronic device 17, or the input parts thereof, is preferably provided at or close to the steering wheel 11 in order to reduce the length of the signal lines 19. The signal processing means 18 may be a separate component or realised in a central vehicle ECU. The electronic device 17 is furthermore adapted to apply a suited control voltage to the vehicle signal horn 20 in order to activate it, and zero voltage to deactivate it.
Figs. 5A to 5D show voltage diagrams of the signal voltage generated from the piezoelectric elements 15 to be evaluated in the signal processing means 18.
Fig. 5A corresponds to a slow change in the signal voltage for example due to thermal influences. The signal processing means 18 detects a small voltage rise ΔU in a long time period Δt and evaluates that it is too slow to be due to a pushing of the pad 13 by the occupant. Therefore, the signal processing means 18 does not activate the signal horn 20.
In Fig. 5B the signal processing means 18 detects a sufficiently large voltage change ΔU, exceeding a predetermined threshold ΔU0, over a time period Δt equal to or smaller than a predetermined period ΔtO, and therefore evaluates that it is sufficiently rapid to be due to a pushing of the pad 13 by the occupant. Therefore, the signal processing means 18 activates the signal horn 20. The predetermined slope ΔUO/ΔtO may for example be chosen to correspond to a force change per time of 1 N/s. When the occupant stops pushing the pad 13, the signal processing means 18 detects a sufficiently large voltage change -ΔU in the opposite direction over a time period Δt' equal to or smaller than a predetermined period ΔtO and therefore deactivates the signal horn 20. The time interval Δt* be- tween the initial change ΔU and the following opposite change -ΔU corresponds to a short pressing of the pad 13 by the occupant .
The situation in Fig. 5C is similar to that in Fig. 5B, only that the time interval Δt* between the initial change and the following opposite change corresponds to a long pressing of the pad 13 by the occupant .
Vibrations in the steering wheel arrangement 10 may cause periodic changes in the signal voltage from the piezoelectric elements 15 as shown in Fig. 5D, which if large enough can be the source of systematic evaluation errors. Therefore, the signal processing means 18 is preferably arranged to compensate for periodic changes in the signal voltage. This may for example be done by evaluating the time interval Δt* between the initial voltage change ΔU and a following opposite voltage change -ΔU of equal magnitude, and to regard this as caused by vibrations if the time interval Δt* is below a predetermined threshold. In that case, the signal processing means 18 suppresses activation of the signal horn 20.
Another possibility to compensate for periodic changes in the signal voltage due to vibrations is to perform suited preprocessing in the signal processing means 18, in particular filtering, time averaging and/or smoothing, to the voltage waveform, in order to filter away or suppress the high- frequency components in the voltage signal, and to evaluate the pre-processed voltage signal for voltage changes due to pressure applied to the pad 13 by the occupant, as described with respect to Fig. 5B . The signal processing means 18 can be arranged to activate different levels of the signal horn 20 depending on the evaluated magnitude ΔU of the voltage change indicating different pressing forces to the pad 13 by the occupant .
A testing mode for testing the correct assembly of a snap-fit connection 14 of the pad 13 to the steering wheel 11 may be activatable in the electronic device 17 in the embodiment of Fig. 4 (parallel connection of piezoelectric elements 15) by pushing a corresponding push-button not shown in the Figures. A minimum force rise must be detected within a predefined time in each piezoelectric element 15 indicating correct assembly.

Claims

Claims :
1. A signal horn activation device for a motor vehicle, comprising a pad (13) coupled to the steering wheel (11) to be pressed by the occupant for activating the signal horn
(20) , a pressure-sensitive means (15) coupled to said pad (13) to generate an electrical signal in response to pressure applied to said pad (13), and a signal processing means (18) arranged to activate the signal horn (20) in response to receiving said electrical signal from said pressure-sensitive means (15) , characterized in that said pressure-sensitive means (15) comprises at least one piezoelectric element (15) , and said signal processing means (18) is arranged to evaluate changes of said electrical signal over time and to activate said signal horn (20) depending on the result of said evaluation.
2. The device according to claim 1, comprising at least one elastic element (16) arranged to exert a pretensioning force on said pad (13) .
3. The device according to claim 2, wherein said elastic element (16) is coupled between said pad (13) and said piezoelectric element (15) .
4. The device according to claim 2 or 3 , wherein the elastic constant of said elastic element (16) is so high that said elastic element (16) does not significantly compress under a usual horn activation force.
5. The device according to any one of claims 2 to 4, wherein the elastic constant of said elastic element (16) is
30 N/mm or higher.
6. The device according to any one of the preceding claims, wherein said pressure-sensitive means (15) comprises at least three piezoelectric elements (15A, 15B, 15C, 15D) distributed over said pad (13) .
7. The device according to any one of the preceding claims, wherein said device is arranged to generate said electrical signal without substantial travel of said pad (13) .
8. The device according to any one of the preceding claims, wherein said signal processing means (18) is arranged to activate the signal horn (20) if a signal change ΔU exceeding a predetermined magnitude ΔU0 within a predetermined time ΔtO is detected.
9. The device according to any one of the preceding claims, wherein said signal processing means (18) is arranged to suppress activation of the signal horn (20) if an opposite signal change -ΔU of essentially equal magnitude is detected within a predetermined time.
10. The device according to any one of the preceding claims, wherein said signal processing means (18) is arranged to pre-process the signal voltage in order to filter away or suppress high-frequency components of said signal voltage.
11. The device according to any one of the preceding claims, wherein said pad (13) is connected to the steering wheel
(11) with a screwed attachment means (14) .
12. The device according to any one of the preceding claims, wherein said pad (13) is connected to the steering wheel (11) with a snap- in attachment means (14) .
13. The device according to claim 12 , comprising a button for activating a testing mode for testing the correct assembly of said snap-in attachment means (14) , said signal processing means (18) being arranged to detect a minimum force rise in each piezoelectric element (15) within a predefined time in said testing mode.
14. The device according to any one of the preceding claims, wherein said signal processing means (18) is arranged to activate different levels of the signal horn (20) depending on the magnitude ΔU of said electrical signal change.
15. A steering wheel arrangement (10) for a motor vehicle, comprising an integrated signal horn activation device according to any one of the preceding claims .
PCT/EP2009/006466 2008-10-01 2009-09-07 A signal horn activation device for a motor vehicle WO2010037462A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008049847.5 2008-10-01
DE200810049847 DE102008049847B4 (en) 2008-10-01 2008-10-01 Device for activating a horn for a motor vehicle

Publications (2)

Publication Number Publication Date
WO2010037462A1 true WO2010037462A1 (en) 2010-04-08
WO2010037462A8 WO2010037462A8 (en) 2010-05-27

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PCT/EP2009/006466 WO2010037462A1 (en) 2008-10-01 2009-09-07 A signal horn activation device for a motor vehicle

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WO (1) WO2010037462A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102774319A (en) * 2011-05-13 2012-11-14 通用汽车环球科技运作有限责任公司 Variable tone horn system
US9254786B2 (en) 2012-11-05 2016-02-09 Nissan North America, Inc. Vehicle horn control assembly

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Publication number Priority date Publication date Assignee Title
DE202015009031U1 (en) * 2015-04-09 2016-07-14 Takata AG Steering wheel assembly for a steering wheel of a motor vehicle
DE102019117066A1 (en) * 2019-04-01 2020-10-01 Preh Gmbh Vehicle steering wheel system with energy-saving, electromechanical triggering device for triggering an acoustic output
DE102019117069A1 (en) * 2019-04-01 2020-10-01 Preh Gmbh Vehicle steering wheel system with improved electromechanical triggering device for triggering an acoustic output

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US5423569A (en) * 1991-07-08 1995-06-13 United Technologies Automotive, Inc. Electric signalling in a supplemental passenger restraint system
EP0681944A1 (en) * 1994-05-11 1995-11-15 Morton International, Inc. Airbag horn switch with temperature compensation
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US6236309B1 (en) * 1999-09-15 2001-05-22 Delphi Technologies, Inc. Horn switch assembly for an airbag module
DE20302085U1 (en) * 2003-02-11 2003-07-03 Merlaku Kastriot Motor vehicle horn control system with pressure sensor incorporated in horn switch

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US5423569A (en) * 1991-07-08 1995-06-13 United Technologies Automotive, Inc. Electric signalling in a supplemental passenger restraint system
US5303952A (en) * 1992-12-23 1994-04-19 United Technologies Automotive, Inc. Electric signalling in a supplemental vehicle restraint system
US5398962A (en) * 1994-02-14 1995-03-21 Force Imaging Technologies, Inc. Horn activator for steering wheels with air bags
EP0681944A1 (en) * 1994-05-11 1995-11-15 Morton International, Inc. Airbag horn switch with temperature compensation
WO1998012073A1 (en) * 1996-09-19 1998-03-26 Alliedsignal Deutschland Gmbh Horn switch
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CN102774319A (en) * 2011-05-13 2012-11-14 通用汽车环球科技运作有限责任公司 Variable tone horn system
US9254786B2 (en) 2012-11-05 2016-02-09 Nissan North America, Inc. Vehicle horn control assembly

Also Published As

Publication number Publication date
DE102008049847A1 (en) 2010-04-08
DE102008049847B4 (en) 2010-10-21
WO2010037462A8 (en) 2010-05-27

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