U.S. patent number 3,569,927 [Application Number 04/653,290] was granted by the patent office on 1971-03-09 for reverse operation warning signal system.
Invention is credited to Jay Milton Guyton, John E. Williams.
United States Patent |
3,569,927 |
Guyton , et al. |
March 9, 1971 |
REVERSE OPERATION WARNING SIGNAL SYSTEM
Abstract
A warning signal system effective upon reverse movement of a
vehicle. A sensor is mounted for free arcuate movement upon and
independently of a shaft which is coupled to the speedometer cable
of the vehicle for rotation therewith. Magnetic coupler means
associated with the shaft effects arcuate movement of the sensor
between two stop positions in accordance with the direction of
motion of the vehicle. Movement of the sensor corresponding to
reverse movement of the vehicle effects energization of an
electrical circuit which operates a warning device. The circuit
includes means for varying the nature of the warning as well as
means to return the sensor to a circuit-deenergizing position, and
from which latter the sensor immediately returns under magnetic
coupling if reverse movement of the vehicle continues, thereby
reenergizing the warning signal circuit.
Inventors: |
Guyton; Jay Milton (Uniontown,
PA), Williams; John E. (Dunbar, PA) |
Family
ID: |
24620245 |
Appl.
No.: |
04/653,290 |
Filed: |
June 16, 1967 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
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488447 |
Sep 20, 1965 |
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Current U.S.
Class: |
340/463; 331/47;
340/329; 200/61.39; 331/65; 340/672 |
Current CPC
Class: |
B60Q
1/50 (20130101); B60Q 1/22 (20130101) |
Current International
Class: |
B60Q
1/50 (20060101); B60Q 1/22 (20060101); B60Q
1/02 (20060101); B60q 005/00 () |
Field of
Search: |
;340/70,75,88,384 (E)/
;340/377,271,56 ;200/61.39 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Caldwell; John W.
Assistant Examiner: Leimer; Kenneth N.
Parent Case Text
This patent application is a continuation in-part of Ser. No.
488,447, filed Sept. 20, 1965 entitled Reverse Operation Warning
Signal System, now abandoned.
Claims
We claim:
1. A device for signalling rotational movement in a first direction
of mechanism capable of rotating in first and second directions,
comprising:
a sensing unit assembly,
a sensor element mounted in said assembly for limited rotational
movement in first and second directions,
said sensing unit assembly having means for coupling said sensor
element to said rotatable mechanism such that rotation of said
mechanism in said first direction imparts rotational movement to
said sensor element in said first direction,
an electrical circuit including a signal device for effecting a
signal when said circuit is energized,
switch means carried by said sensing unit assembly and responsive
to rotative movement of said sensor element in said first direction
for energizing said circuit, and responsive to rotative movement of
said sensor element in said second direction for deenergizing said
circuit,
sensor element moving means carried by said sensing unit assembly
and operable to engage and move said sensor element in said second
direciton,
means in said electrical circuit for operating said sensor element
moving means when said circuit is energized, and,
time delay means associated with said electrical circuit for
maintaining energization thereof for a predetermined limited time
following deenergization-initiating sensor element movement in said
second direction.
2. The device of claim 1 wherein said electrical circuit includes
means for operating said signal device in a first manner and means
for operating said signal device in a second manner, said time
delay means energizing said operating means successively when said
circuit is energized.
3. The device of claim 2 wherein said several operating means
include a multivibrator circuit portion having means to vary the
capacitative feedback therein during functioning thereof to alter
the nature of the warning signal effected by said electrical
circuit.
4. The device of claim 1 wherein:
said coupling means includes a shaft rotatably mounted in said
sensing unit assembly,
said shaft having a member fixedly mounted thereon and having said
sensor element carried thereby for free arcuate movement relative
to said shaft;
stop means limiting arcuate movement of said sensor element about
said shaft in either direction, and,
means magnetically coupling said member and said sensor element to
effect arcuate movement of said sensor element within limits of
said stop means; and
whereby rotation of said mechanism in said first direction results
in a corresponding rotation of said shaft and said member, and
thereby through said magnetic coupling to effect limited arcuate
movement of said sensor element to energize said electrical
circuit.
5. The device of claim 1 further including in combination said
mechanism with which said sensing unit assembly is cooperatively
associated and comprising a rotatable element of a motor vehicle
whose said first and second directions of rotation are respectively
responsive to reverse or forward vehicle movement.
6. The device of claim 5, wherein said vehicle rotatable element
comprises a speedometer cable to which said coupling means is
connected.
7. A sensing unit for signalling backing up movement of a vehicle
comprising:
a sensing unit housing;
a shaft mounted for rotation in said housing having means for
connection to a vehicle part which rotates in opposite directions
in synchronism with forward and reverse movements of said
vehicle;
a first member fixed to said shaft for rotation therewith;
a second member mounted on said shaft for arcuate movement
thereon;
means magnetically coupling said first and second members;
a circuit-actuating element fixed on said second member;
a forward direction stop and a reverse direction stop on said
housing defining opposite ends of the arcuate path of said member
for limiting arcuate movement thereof;
an electrical circuit including a warning signal device;
said electrical circuit being energized in response to motion of
said circuit-actuating element towards said reverse stop; and
an actuator responsive to circuit energization for engaging and
moving said second member toward said forward stop thereby to
deenergize said circuit and free said sensor for repeat movement
toward said reverse stop.
8. The device of claim 7, wherein said actuator comprises an
electromagnet in said housing adjacent said stops, said
electromagnet having an arm controlled thereby and mounted for
movement to engage said second member for urging the same away from
said reverse stop when said electromagnet is energized, said
electromagnet being energized upon energization of said electrical
circuit.
9. The sensing unit of claim 8, wherein said electrical circuit
includes means for maintaining said circuit energized for a
predetermined time following removal of said sensor element from
said reverse stop.
10. The device of claim 8 wherein said electrical circuit includes
means for operating said signal device in a first manner and means
for operating said signal device in a second manner, and timing
means in said circuit for energizing said operating means
successively when said circuit is energized.
11. The sensing unit of claim 7, wherein said electrical circuit
includes a multivibrator circuit portion for operating the warning
signal device, and including means to vary the capacitative
feedback therein so as to alter the nature of the warning signal
emitted by said warning signal device.
Description
This invention relates to a system for signaling, and more
particularly to a warning signal system for indicating reverse
movement of an automobile or other vehicle.
It is well known that reversal of the normal forward movement of
operation of a vehicle often presents hazards to the operator and
to others in the immediate vicinity. This is particularly so when
an unexpected reversal or backing up operation of the vehicle
occurs. A number of devices have been proposed in an effort to warn
inattentive or unaware persons near the vehicle that it is
operating in reverse direction. However, these devices have been
too slow in operation, too complex in manufacture, or otherwiese
inadequate in reliably effecting their warning function.
The present invention provides a system that is extremely sensitive
to the reverse movement of a mechanism such as an automobile, to
the extent that a signal is given even when such movement may be
practically imperceptible to those nearby.
Accordingly, it is a primary object of the present invention to
provide a sensor device that triggers the system as applied to a
vehicle when the wheels of the vehicle have turned only a short
distance in rearward rotation.
Another object of the present invention is to provide novel and
effective means for automatically discontinuing the warning signal,
such as a horn, after a brief and predetermined time interval
following termination of any rearward motion of the vehicle or
other reversible direction mechanisms.
Still another object of the present invention is to provide
relatively small and lightweight elements in the system so that the
moving parts thereof offer a minimum of resistance to operation so
that all units of the system may be compact and thus readily added
to any vehicle.
Other objects and advantages of the present invention will be
apparent upon reference to the following detailed description which
when read in connection with the accompanying drawings discloses
preferred embodiments of the invention as associated with a motor
vehicle.
Referring to the drawings:
FIG. 1 is a schematic diagram showing the several units of the
system adapted for use with an automobile;
FIG. 2 is a side view of the clutch and sensor unit with an upper
quadrant in longitudinal section;
FIGS. 3 and 4 are transverse sections taken at line 3- 3 and 4--4
respectively in FIG. 2, showing magnetic clutch details;
FIG. 5 is a transverse section taken at line 5- 5 of FIG. 2,
showing sensor details;
FIG. 6 is a schematic diagram of the electrical circuit elements in
accordance with one embodiment of the invention;
FIG. 7 is a cross-sectional view of a preferred embodiment of the
present invention;
FIG. 8 is a cross-sectional view taken along line 8- 8 of FIG.
7;
FIG. 9 is a cross-sectional view taken along line 9- 9 of FIG.
7;
FIG. 10 is a schematic diagram of the electrical circuit elements
of another embodiment of the invention;
FIG. 11 is a fragmentary plan view drawn to an enlarged scale
illustrating a means for limiting the motion of a sensor unit;
and
FIG. 12 is a schematic diagram of the electrical circuit elements
of another form of the present invention.
Referring now to FIG. 1 of the drawings, there is illustrated a
sensor unit assembly 11 mounted adjacent the vehicle transmission
on the vehicle frame 13. The conventional vehicle speedometer 12 is
connected to sensor assembly 11 on one end by a length of cable 14
(FIG. 2), the other end of sensor 11 being connected by a length of
cable 15 to the transmission power takeoff commonly employed for
the conventional speedometer. The distance between the sensor 11
and the transmission connection is preferably relatively short, on
the order of 16 inches or less in order to minimize any cable twist
effects with respect to sensor 11.
The sensor unit assembly 11 is also connected electrically at 18 as
well as through ground 19 to an electronic control unit 20 which,
in turn, is connected electrically at 21, 22 respectively to the
automobile battery 23 and a warning horn 24, for purposes more
fully described hereinafter.
As shown more particularly in FIG. 2, the sensor unit 11 comprises
a suitable housing 27 and an end cover 28 therefor which enclose
and support the sensor assembly. The ends of short section 14 and
long section 15 of speedometer cable are connected and keyed at 29,
30 into opposite ends of a short speedometer connector shaft 31
mounted for rotation in bearings 32, 33 formed in the housing 27
and its cover 28 respectively. The two sections of the cable 14, 15
and the shaft 31 thus revolve as a unit when the vehicle moves in
either the forward or reverse direction, and it will be seen that
there is no interference with the normal operation of the
speedometer 12. The usual flexible housings 36, 37 of the cable
sections are secured in conventional manner to the housing 27 and
cover 28 as by caps 39, 40. Accordingly, sensor unit 11 may be
readily interconnected with the speedometer cable without affecting
normal operation thereof.
The sensor incorporates magnetic clutch elements mounted on shaft
31 (FIGS. 2, 3 and 4) between the bearings 32, 33 within the
housing, and comprise two iron discs 43, 44 axially spaced by means
such as a brass sleeve 45. The hub 46 of disc 43 is pinned at 47 to
shaft 31 and accordingly rotates therewith. Hub 48 of disc 44 as
well as sleeve 45 are freely mounted on shaft 31 so that there may
be independent and relative rotational movement between disc 43 and
disc 44 about the axis of shaft 31.
Disc 43 is preferably formed with a number of radial slots 51 (FIG.
3) extending from its hub to and through its periphery. Disc 44
comprises a sensor element and is provided with a plurality of
permanent magnets 53, shown as three, secured to its face 54, as
best seen in FIG. 4. The discs 43 and 44 are so spaced by the
sleeve 45 that the faces 56 of the magnets 53 are maintained at a
uniform closely spaced realtion to the confronting face 57 of the
slotted iron disc 43, preferably on the order of one-sixteenth inch
or less. Thus, the magnetic flux therebetween will provide a discs
or clutching effect between the discs normally causing
freely-mounted disc 44 to rotate with and in response to rotation
of shaft-secured disc 43.
For illustrative purposes and referring to FIG. 5, it will be
assumed that forward motion of the automobile imparts a
counterclockwise rotation to the speedometer cable and its
associated connector shaft 31, and, likewise, backing-up or reverse
automobile motion rotates shaft 31 in a clockwise direction, the
speedometer 12, of course, as is usual, being unaffected in the
reverse direction despite normal rotation of the cable at such
time. As seen in FIGS. 2 and 5 radially extending sensor contact
arm 61 is secured to hub 48 of sensor element disc 44 and is
limited in its counterclockwise rotation as indicated by dashed
lines in FIG. 5 by a fixed stop 62 provided on the end of a return
electromagnet 64 mounted within housing 27, so that further
counterclockwise movement of the arm 61 and therefore disc 44 is
prevented as long as the car is moving in a forward direction, the
magnetic flux coupling between discs 43 and 44 permitting relative
slippage therebetween.
A spring 66 is associated with arm 61 and serves a dual function:
it grounds the arm 61 and its contact point 67 to the vehicle body
13, and while the vehicle is idle it retains arm 61 in a neutral
position shown in full lines in FIG. 5 substantially midway between
stop 62 and a stationary contact point 68. This point 68 is
insulated from ground by means of a nonconducting block 69 that is
secured to the housing 27, point 68 having the electrical lead 18
extending therefrom to electronic unit 20.
When the vehicle commences movement in a reverse direction, the
sensor arm 61 is immediately moved clockwise (FIG. 5) from its
above-mentioned neutral position by virtue of the clockwise
movement of shaft 31 and disc 43 being imparted thereto through the
magnetic coupling therewith of disc 44. Contact points 67 and 68
thus move into abutment after only a few degrees of rotation, and
further clockwise movement of the arm 61 is stopped, as before.
The above-described movements of the sensor arm 61 serve important
functions in the operation of the system when connected into an
electric circuit 20 such as shown in FIG. 6, to which reference is
now made in description of the circuit and its relation to the
mechanical elements above described.
When the vehicle is moving forward, the fixed contact 68 (FIGS. 5
and 6) is not grounded by arm 61 which is held against stop 63, and
a transistor 81 is held in cutoff by a fixed reverse bias provided
by a resistor 82 connected to the positive electrode of battery 23.
Therefore an associated relay 83 does not close, but remains in the
FIG. 6 condition. However, when the vehicle commences rearward
movement, the fixed contact 68 is immediately grounded by contact
with point 67, providing a triggering pulse to apply a forward bias
to the base of transistor 81. Relay 83, which is in the emitter
circuit thereof, now closes. A first section 84 of relay 83 now
removes from ground a timing capacitor 86, and connects this
capacitor to the base of transistor 81, whereby the capacitor now
charges to positive potential (or reverse bias) sufficient to cut
off transistor 81, after which relay 83 falls out. The time of
charging capacitor 86 determines the length of time the signal or
alarm is on, assuming reverse motion of the vehicle is terminated
to remove contact 67, as set forth hereinafter.
A second section 88 of relay 83 also closes upon the above
mentioned triggering pulse provided by the sensor 11. This applies
power to transistors 91, 92 through connection 90, comprising a low
frequency multivibrator. Simultaneously power is supplied to the
return solenoid 64 which pulls the arm 61 to stop 62, thus breaking
contact between the points 67 and 68. Solenoid 64 thus comprises a
moving means for sensor element 44 and the switch arm 61 thereof.
When this contact is thus opened, capacitor 86 begins to charge and
the timing cycle starts. Capacitor 86 thus provides a time delay
during which horn 24 continues to sound while arm 61 moves toward
stop 62, and upon deenergization of the circuit and therefore
electromagnet 64, arm 61 immediately rotates through the very short
arc to reengage contact 68, providing reverse (clockwise) shaft
movemenet continues, whereby there is no discernible interruption
of the horn signal.
When power is applied to transistors 91, 92 a further relay 95
successively closes and opens at the cycling rate of the
above-mentioned low-frequency vibrator. Therefore the relay
contacts 96, 97 open and close in like manner, whereby power is
applied to the emitters of transistors 101, 102 of a higher
frequency power multivibrator circuit. In the collector circuits of
transistors 101, 102 is the usual output transformer 105 which
matches the impedance of these transistors to the external load of
the warning horn 24.
While the audible signal emitted from the horn is preferably rather
loud to insure that the warning will be heard despite noisy
surroundings such as a busy street, factory, etc., in certain
instances it is desirable or mandatory that the noise level be
somewhat lower, as in hospital zones, for example. Means may be
provided for accomplishing this, such as a suitable time delay
switch arrangement as shown in the speaker line from transistor 101
in FIG. 6. In the exemplary form, switch 108 is under control of
the vehicle operator normally connects directly with the horn
transformer 105. In a "Quiet" zone, however, the operator actuates
switch 108 against the force of dashpot 106 to connect resistance
107 in the speaker line, thereby diminishing the volume of the
warning signal. Dashpot 106 will restore switch 108 to its original
position after a predetermined time, thereby restoring normal full
volume. The provision of dashpot 106 or equivalent means relieves
the vehicle operator of any necessity to manually restore switch
108.
It will be understood that the disclosed volume cutdown means is
exemplary only and that other and different forms and various
circuit locations may be employed if desired.
One difficulty with the device illustrated in FIGS. 1 through 6 is
that the iron and steel discs tend to become polarized so that they
do not continue to produce the necessary magnetic torque and as a
result the device may suffer large errors for a short period.
Accordingly, a preferred form of the invention not subject to this
difficulty is illustrated in FIGS. 7, 8, 9 and 11.
Referring now to FIG. 7, there is illustrated a sensor unit
assembly indicated generally at 110 encased within end bell units
112 and 114. End bell units 112 and 114 may overlap as illustrated
in FIG.7 or may be in abutting end relation and define an enclosing
housing. A circular magnet 116 is illustrated to be secured to a
through shaft 118 by a key 120. Alternatively, entirely
satisfactory results have been obtained when the circular magnet is
held on to shaft 118 by means of a press fit between the magnet and
shaft 118. The latter turns with the speedometer cable as in the
previous embodiment. Ball bearing 122 and 123 are illustrated to
serve as end supports for shaft 118 by insertion thereof in
machined shoulders in the end bells 112 and 114 respectively.
Another ball bearing 124 is mounted on shaft 118 with a plastic
disc or sensor 126 free to rotate thereon. A series of four snap
rings 125 are received in machined grooves in shaft 118 so as to
position with extreme accuracy ball bearing 122, circular magnet
116 and plastic disc or sensor 126.
The circular magnet 116 is so magnetized that the outer faces of
the magnet are respectively north and south. A typical magnet for
use with this invention is one which is seven-eighths of an inch in
diameter with center hole three-eighths of an inch in diameter with
a height of approximately one-half inch. The circular magnet 116 is
of the ceramic type and provides extremely good stability. The snap
rings 125 are positioned within grooves (not shown) which may be
accurately machined into shaft 118. Thus it is convenient to mount
bearing 122 in end cap 112 between a pair of snap rings 125. The
circular magnet 116 is then accurately positioned and retained in
position with a snap ring or key 120, after which the plastic disc
is placed in position and secured by a snap ring 125.
Therefore, the magnetic lines of force from circular magnet 116
pass in FIG. 7 from its left end surface through the fixed and
movable parts of ball bearing 122, through shaft 118, through the
fixed and movable parts of ball bearing 124 and return to the right
end surface of circular magnet 116. Shaft 118 is made from a mild
steel so that it is capable of providing the necessary return
magnetic path for the magnetic circuit.
Plastic disc 126 constitutes a sensor element and carries a
permanent magnet seen best in FIGS. 7 and 8 at 128. The permanent
magnet 128 is in close proximity to a glass encapsulated reed
switch 130 which is accurately positioned with respect to permanent
magnet 128 in an insulation block 132 by means of bolts 136.
Electrical leads may be brought to the reed switch 130 such as is
illustrated at 134 and taken conventionally through one of the end
caps. Since reed switch 130 is encapsulated in glass there is never
any danger of contamination of the contact points by dirt or the
like during usage of the vehicle.
As in the previous embodiment, the plastic disc sensor 126 is
mounted for relatively free arcuate movement on the shaft and is
restrained in movement within narrow limits. In this instance,
there is shown a stop arm 140 which consists of a bolt extending
through the plastic disc 126 and retained thereon by nut 145. The
stop arm 140 may move between mechanical stops 142 and 144 of a
stop assembly 146.
As in the previous embodiment illustrated in FIGS. 1--6, an
electromechanical means such as solenoid 148 is provided to move
the sensor element comprising plastic disc 126 and its assembly
away from the mechanical stop 144 on stop assembly 146 against
which the stop arm 140 moves whenever rearward movement of the
vehicle occurs. Solenoid 148 is illustrated to have a projecting
actuator arm 150 and a projecting actuator head 152 which is
engageable with stop arm 140 on the sensor unit to move it away
from mechanical stop 144 shown in FIGS. 9 and 11.
FIG. 7 illustrates that the through shaft 118 has been internally
threaded so as to receive internal bushings 154 at each end thereof
into which is received an adapter 156 in series with the
speedometer cable. These bushings 154 and adapters 156 can, of
course, take any suitable form to accommodate the speedometer
cables of any desired vehicle.
Referring now to FIG. 10, there is illustrated a preferred control
unit indicated generally at 157 which is capable of producing
sequential and differing warning signals when energized. In control
unit 157, the sensor unit is indicated generally and schematically
at 258. A battery 160 supplies B+ voltage to the control circuit.
When a glass encased reed switch 130 is used, it has been found
that in order to prevent overdriving of the transistor such as
transistor 166, a resistor network 162 and 164 is placed in series
with a battery 160 and connection is made to the base of transistor
166 intermediate the two resistors so that voltage on the base of
transistor 166 does not go all the way to ground potential thereby
avoiding overdriving the transistor.
As in the previous embodiment, a relay coil 168 is in the emitter
circuit of transistor 166 which serves to actuate contact arms 170
and 171 of the relay. Capacitor 172 functions as the timing
capacitor so that once current flows through relay coil 168 so as
to actuate contacts 170 and 171, they will remain in their
energized position until the capacitor 172 becomes fully
charged.
Relay coil 174 and relay switch coil 168 are in series with each
other. Potentiometer 180 which is in parallel with relay switch
coil 174 thereby controls the length of time relay switch 240
remains closed. Therefore, by adjusting potentiometer 180 it is
possible to vary the duration of fast and slow pulses within an
overall time determined by timing capcaitor 172.
A multivibrator circuit is indicated generally at 200 having
transistors 202 and 204 with capacitors 206, 208 and 210
determining the capacitor feedback in the multivibrator circuit to
establish the flipflop time thereof. The relay switch 240
illustrated in deenergized position provides a short across
capacitor 206 when relay switch 240, is actuated, thereby operating
the signal device or horn in a first manner with a slow pulse
sequence. As reverse bias builds up in the timing capacitor, the
emitter current of transsitor 166 begins to decay through relay
coil 168 and coil 174. When it reaches the correct value as set by
potentiometer 180, switch 240 opens and the short is removed across
capacitor 206 thus giving rise to signal device operation in a
second manner with a fast pulse sequence. Therefore, it is possible
to obtain a plurality of warning signals in sequence from the
electrical circuit following its energization. This is accomplished
effectively by varying the capacitive feedback in the multivibrator
circuit. The means for varying the capacitive feedback is the reed
switch whose actuation is controlled by the position of the
sensor.
Relay switch 220 controls its associated contact arms 176 and 178.
Contact 178 is optional and is used in place of the electronic
oscillator circuit consisting of transistors 222, 224 and output
transformer 226 with the magnitude of signal being determined by
the position of poteniometer 228. If the electronic oscillator is
deleted, namely transistors 222, 224 and related circuitry, the
additional contact 178 may be used to control the horn relay and
thereby use a conventional 12-volt horn rather than the speaker
type horn for certain applications.
In operation, with the vehicle moving forward transistor 166 is
held in a cutoff position and the magnetic coupling provided by
circular magnet 116 maintains the plastic disc sensor 126 against
stop 142. It is an important feature of the present invention that
the stop arm 140 of the sensor 126 will be held against the forward
stop position developed by the circular magnet. The force is
adequate to assure nontriggering even under heavy road shock.
When the vehicle commences rearward movement, circular magnet 116
rotates in the opposite direction with shaft 118 and the magnetic
coupling between the circular magnet 116 and ball bearings 122, 124
and shaft 118 is sufficient to move plastic sensor disc 126 in the
opposite direction toward reverse stop 144 thereby bringing
circuit-actuating permanenet magnet 128 sufficiently close to reed
switch 130 to close its contacts, thereby providing a triggering
pulse to apply forward bias to the base of transistor 166. As
current flows in the emitter circuit of transistor 166, relay coil
168 energizes sufficiently to close contacts 170 and 171. This in
turn permits timing capacitor 172 to begin to charge until such
time as it becomes sufficiently charged to cause transistor 166 to
stop conducting and permit the normally open contacts 170 and 171
to reopen. When this occurs the warning signal, e.g. the blowing of
the horn of the vehicle, ceases provided that the rearward motion
has ceased. If the rearward motion has not ceased, the magnetic
coupling between the circular magnet 116 and plastic disc 126
causes the plastic disc to rotate toward the reverse stop again
thereby reactuating the reed switch 130 and causing the warning
signal to continue. Also with energization of relay coil 168 and
reed coil 174, the closing of contact 171 sends a pulse to the
multivibrator circuit 100 causing it to flip-flop as current flows
through relay coil 220, contacts 176 and 178 are closed. The
closure of contact 176 causes the second multivibrator circuit
comprising transistors 222 and 224 to function whereas closure of
contact 178 causes the horn to relay to sound. A warning signal is
obtained whenever contact 176 is closed by virtue of actuation of
the multivibrator circuit comprising transistors 222 and 224. The
contact 178 is optional as evidenced by the dashed lines in FIG.
10. Contact 171 also sends a pulse to solenoid 148 thereby
returning plastic disc 126 to the forward stop 142.
An optional electrical circuit is illustrated in FIG. 12 wherein
this circuit may be used with an external horn for continuous
nonpulsed type of operation. The control unit is designated
generally by the numeral 256 and the sensor unit generally by the
numeral 258. Once again resistor network 262 and 264 is in series
with battery 260 with an intermediate connection to the base of
transistor 266 so as not to overdrive transistor 266. A relay coil
268 functions in a manner somewhat similar to relay coil 168 and
the actuation of its relay contacts 270 and 271. Capacitor 272
serves as a time delay device during the charge of which the horn
will sound by means of the lead directly to the horn relay as
indicated by the legend in FIG. 12. This circuitry eliminates the
multivibrator circuits and produces an external horn warning sound
with continuous nonpulsed operation.
While the foregoing description is believed to provide a full
understanding of the invention as to its structure, environment and
mode of operation, certain features thereof should be clearly
understood as contributing significantly to the effectiveness and
desirability of the signalling system.
IMMEDIACY OF OPERATION
Inasmuch as rotation of only a few degrees of arc is necessary to
energize the warning circuit, it will be apparent that very little
backup movement by a vehicle such as an automobile is required
before the speedometer shaft connector turns sufficiently to swing
the trigger arm so as to energize the electrical circuit. For
example, in a working signalling system made in accordance with the
present invention, installed in a standard automobile, rearward
vehicle movement was found to be less than 1 foot before the
warning horn sounded.
AVOIDANCE OF UNNECESSARY SIGNALLING
Once the reverse motion of the vehicle stops, there is no further
need for a warning signal. The vehicle may proceed forward or
remain stopped and the warning device is quiescent. In the system
of this invention, this is accomplished by a number of important
features. In the event that the vehicle starts to move backwards,
the magnetic torque developed by the ceramic magnet 116 causes the
plastic sensor disc element 126 to rotate in the direction of
rotation until stopped by stop 146. This stop has a slot which
permits plastic disc 126 to travel an angular motion of one-fourth
of an inch. Passage of the small fixed magnet mounted by being
embedded in the outer rim of plastic disc 126 over the small fixed
reed switch 132 causes the reed switch to close. The momentary
contact to ground of the base of transistor 166 through limiting
resistor 162 causes transistor 166 to draw current through relay
168 and reed relay coil 174. When forward bias is thus applied to
its base, transistor 166 conducts and current flows through relay
168 and reed coil 174. At the same time relay 166 has closed
contact 170 thereby maintaining timing capacitor 172 at a discharge
or ground potential. At this instant timing capacitor 172 starts to
charge and allows transistor 166 to conduct for a limited period of
time such as for 7 seconds. Contact 171 remains closed during this
period supplying power to multivibrator 200. Also during this time
contact 171 supplies power to solenoid 148 causing it to kick
plastic disc 126 through control arm 150 away from the reverse stop
position 144 to the forward stop position 142. The disc will remain
in this position if the vehicle stops or proceeds in a forward
direction. If this condition exists, permanent magnet 128 is not in
position to actuate reed switch 130 to close the electrical
circuit.
However, if the vehicle continues its rearward motion the magnetic
torque developed by magnet 116 will tend to return the plastic disc
in the direction of rotation (rearward) and again cause the reed
switch 130 to be closed by passage of magnet 128 thereover and the
cycle will be repeated. It is important to note that the kick
imparted to the plastic assembly 126 through arm 150 must be strong
enough to insure instant removal of plastic assembly 126 to the
forward stop 142. This is accomplished by the magnetic torque
developed by the magnet 116 and in addition is against the shaft
motion which is rotating in the opposite or reverse direction.
In summary, the ability of this device to terminate the warning
signal when the vehicle stops and give instant warning whenever
rearward motion commences as well as to remain quiescent when
forward motion occurs is dependent upon the factors listed
above.
It is important to note that the 7-second sequence will be observed
in all cases after initial triggering caused by any rearward motion
even though that motion stops instantaneously. This is because the
7-second warning sequence will continue until capicitor 172 is
fully charged and normal reverse bias causes transistor 116 to
again be cut off so as to return the system to its normal
nonsignalling state.
This functioning contrasts markedly with certain commercially
available backup warning systems wherein the warning signal circuit
remains energized despite the absence of rearward movement until
such time as (1) a switch is normally opened by the vehicle
operator, or (2) the vehicle engine and ignition are shut, or (3)
the vehicle actually commences forward motion, or (4) the operator
moves the transmission shift lever from a "reverse" to a "neutral"
or "forward" position. With the present invention, none of the
foregoing operations is required to terminate the warning signal,
once the vehicle has actually ceased rearward motion.
While the invention has been described in association with a motor
vehicle, as for example a passenger auto, delivery truck, forklift
vehicle etc. it is apparent that the advantages of the signalling
system may be equally readily realized in association with any
machine or mechanism employing a reversible drive means and wherein
rotation of the mechanism in a reverse or undesired direction may
cause a hazard to be warned against. Similarly, while the specific
warning means herein disclosed comprises the conventional or an
auxiliary automobile horn, other or additional warning means of an
audible, visual or tactual nature may be employed as may be
desirable or necessary.
It is thought that the invention and many of its attendant
advantages will be understood from the foregoing description, and
it will be apparent that various changes may be made in the form,
construction and arrangement of parts without departing from
thespirit and scope of the invention.
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