US 2015935 A
Description (OCR text may contain errors)
Oct 1, 1935. J. B. HERRING HEAD LAMP F611 VEHICLES Filed NOV. 19, 1934 Patented Oct. 1, 1935 UNITED STATES HEAD LAMP FOR VEHICLES Jesse Barton Herring, Dallas, Tex., assignor of forty-nine per cent to Ray D. Smith and John B. Christian, Dallas, Tex.
. Application November 19, 1934, Serial No. 753,717
that the light rays may be directed downwardly onto the road surface, whereby glare in an approaching drivers eyes is eliminated without lessening road illumination.
Another object of the invention is to provide improved means within a headlamp, which is arranged to control thelight rays projected from the lamp within certain definite limits, whereby the elevation of projection of said rays may be readily varied according to various conditions.
Still another object of the invention is to provide improved means for controlling the light rays projected from a head lamp, including a plurality of swinging panels of various sizes arranged to be operated successively by a common means; the panels being so arranged that the operations of each successive panel will further lower the light raysonto the road surface.
A still further object of the invention is to provide a head lamp having improved meansin- T cluding panels arranged to be swung into the manually operated means which permits individual' swinging of each panel, whereby any desired projection of the light rays on-the road surface m'ay be had.
Still another object of the invention is to provide a head lamp having a plurality of various size swinging panels mounted therein and arranged to intercept the light rays projecting from the lamp so as to controlthe projection of said rays on the road surface, said panels being so positioned that the smallest panel'will be swung first, each succeeding panel being slightly larger than the adjacent panel, whereby when the panels are swung in succession, each panel will intercept a greater portion of light rays, and thereby provide definite and fixed limits of the projection of said rays on the road surface. 1 7
Another object of the invention is to provide improved means forcontrolling the projection of light rays from a head lamp including swinging panels of various sizes, which are arranged to be swung in succession, withmeans for holding any one of the panels in a raised position, while the succeeding panels are still in a lowered posi- Figure 1 is a longitudinal, sectional view of a head lamp, constructed in accordance with the invention,
Figure 2 is a transverse, vertical sectional view of the same,
Figure 3 is an enlarged sectional detail of one of the panels and its operating means,
Figure 4 is an enlarged sectional view, showing the positions of the operatingcams, and
Figure 5 is an isometric view of the rock shaft.
In the drawing, thenumeral l0 designates an elongated conical casing which may be constructed of any suitable material. 1 The forward end of the casing is open and has the usual lens ll mounted therein, while the rear end of said casing is closed by a curved wall 12. A curved refiector I3 is secured to the rear wall and an electric lamp I4 is mounted centrally thereof. It is obvious that these parts comprise an elon gated head lamp of the usual construction;
The light rays from the lamp are projected from the reflector [3 as shown, the rays A be ing focused at an inclination downwardly from the upper half of the reflector through the lower half of the lens, while the rays B are directed upwardly at a similar angle from the lower half of the reflector through the upper half of the lens. 1
It is obvious that by intercepting the rays B at any point before they reach the lens II, the
, upwardly projecting rays emitting from the lens would be eliminated. It is these upwardly projecting rays which strike the eyes of the driver of an approaching vehicle and blind him.
It has been found that under normal straightaway driving with only a single occupant in the vehicle, the elevation of the projection of the rays B is lower than if the vehicle is carrying several passengers. This is due to the fact that the increased load weights the rear of the vehicle downwardly on its springs, thereby raising theforward end of the car upwardly and. projecting the rays B in a higher elevation. Similarly, when the vehicle is traveling over the rise of a hill, the rays B are projected in a higher elevation than under straightaway driving. Thus, it will be seen that to prevent glare in the approaching, drivers eye atall times, it is necessary to intercept more or less of the rays B under various conditions.
To eliminate glare under all driving conditions, a trio of transverse panels I5, I6 and H are provided. The panels are preferably made, of sheet metal, or other suitable material, and each panel reflector.
By observing Figures 1 and 2, it will be seen that the legs I8 and 26 of the angular arms I9 vary in length. This causes the upper edges of the three panels l5, l6, and IT to be in various horizontal planes when said panels are in an upright position. The leg l8 of the arm 19 to which the forward panel I5 is secured is the shortest of the three, whereby the upper edge of this panel is at a point below the upper edge of the second panel It, when both panels are upright Figure 1). It follows that the panel 15 will intercept less light rays B than the panel I6,
thereby causing a higher elevation of the rays B emitting through the lens. .The panel I6, being higher will intercept more of the rays B thereby lowering the elevation of the rays B emitting from said lens H. Similarly, the rear panel I1 is still higher than the panel I6 due to the length of the leg I8 of its supporting arm, and swinging of this panel will cut outall the rays B, whereby none will project from the lens II. During this time, however, the rays A are uninterrupted and will project onto the road surface directly in front of the vehicle to clearly illuminate said road. a
When swung to an upright position, as shown in Figure l, the panels lie adjacent each other, being onlysufficiently wide so that the lower margin of each panel overlies the upper portion of the panel forwardly thereof. In other words, the lower margin of the panel I6 overlies the upper portion of the panel I5, while the lower margin of the panel I! overlies the upper portion of the panel [6, whereby when all these panels are swung to an upright position, a continuous panel from the lower end of the forward panel I5 to the upper end of the panel I1. is formed. The upper edge of each of the panels I5, [Sand I! is bent forwardly to provide a lip 22 so that when said panels are swung to a vertical or upright position, as will be explained, said lips camis carried by the outer end of an arm 28 will engage a ring 23 which is mounted within the casing forwardly of the panels, whereby a positivestop for halting the swing of said panels in correct position is had.
For swinging the panels from a horizontal to a vertical position, a trio of cams 25, 26, and 21 are mounted within the casing. As has been explained, the arms I9 which carry the panels I5, 16 and H are disposed in different vertical planes transversely of the casing and each cam is located directly beneath one of angular arms I9, whereby the cams engage the legs 20 of each arm. Each which has its other end secured to a transverse rock shaft 29 which has one end journaled in one side of the casing I 0 and its opposite end extending through, the other side of said casing. The outwardly extending end of the shaft 29 has a rocker arm secured thereto and this arm has an operating rod 3 I pivoted to its upper end. The rod may be reciprocated in any suitable manner from the dashboard of the vehicle and it is obvious that reciprocation of the rod will swing the arm 30 to rotate the rock shaft 29. Rotation of the shaft will swing the cams 25, 26, and 21 into engagement with the legs 20 of the angular arms I9 carrying the panels l5, I6 and I1, whereby 5 said panels are swung.
The position of the cams radially around the shaft 29 is an important feature of the invention. As clearly shown in Figure 4, the cams are located at different radial points around the shaft 10 29, The cams are so mounted that when the shaft is rotated, the cam 25 which is in alinement with the arm I9 carrying the panel l5 engages said arm to swing the panel I5 upwardly before either the cam 26 or 21 engages its respective 15 arm. Thus, it will be seen that a slight ro- 'tation of the-shaft will swing the panel IE to an upright position to intercept a portion of the rays B and lower the elevation of the projecting rays B emitting from the lens II. At this time, 20 the panels l6 and Il are in a horizontal or lowered position, as shown in dotted lines in Figure 4.
Further rotation of the shaft 29 swings the cam 26 into engagement with the arm l9 carrying the panel I6, whereby said panel is swung up- 15 wardly to a vertical position. This intercepts more of the rays B and further lowers the elevation of the rays projecting from the lens I I. The panel I1 is still in its lowered position and is not swung upwardly until the shaft 29 is rotated further to cause the cam 21 to engage the arm l9 carrying'the panel I]. When this is done, all of the rays B are intercepted and none project through the lens II.
From the foregoing, it is obvious that the operator may positively control the various elevation of the rays B projecting from the lens. Under straightaway driving with a single occupant it has been found that by swinging the panel l5 to an upright position, the elevation of the upwardly 40 projecting rays is sufiicient to eliminate glare in an approaching driver's eyes. When the vehicle is loaded, however, the second panel l6 must be operated because of the increased elevation of projection caused by the load. In going over a hill, the elevation of said rays is Y still higher and the panel I'I must be swung. It-is obvious that the position of the, cams 25, 26', and 21 controls the amount of rotation necessary to the shaft 29 to raise all three panels. By locating these 50. cams as shown in the drawing, it is possible to obtain actuation of the panels with a minimum rotation of the shaft and a resultant minimum swing of the arm 30. The control of the rotation of the shaft (not shown) 'may be mounted at any l suitable point within the operators reach.
Although I have shown a trio of panels, it is obvious that any desired number may be employed. Further, the panels are shown and described as flat, transverse members, but it is possible to curve said panels to conform to the curve of the reflector I3 without detracting from the efiicient' operation of the device. v
What I claim and desire to secure by Letters Patent, is:
1. A headlamp comprising, an elongated casing having a lens at one end anda lamp and reflector mounted at its opposite end, a transverse shaft Within the casing intermediate the lens and refiector, a plurality of various size transverse vertical panels hinged on the shaft for intercepting the light rays projected from the reflector, and means for selectively swinging the panels, whereby a' greater or less portion of the light rays is intercepted, said panels being arranged to be flat against eachother when in a vertical position.
2. A headlamp comprising, an elongated casing having a lens at one end and having a lamp and reflector mounted at its opposite end, a transverse shaft within the casing intermediate the lens and reflector, a plurality of flat transverse panels on the shaft, and a swinging cam for each panel, the cams being so arranged that the panels may be swung individually in succession.
3. A headlamp comprising, anelongated casing having a lens at one end and having a lamp and reflector mounted at its opposite end, a transverse shaft within the casing intermediate the lens and reflector, a plurality of flat transverse panels on the shaft, a second transverse shaft beneath the first shaft; a plurality of cams, one for each panel, mounted on said second shaft for swingingsaid panels into the path of the light rays, and means for rotating the second shaft to swing the cams.
4. A headlamp comprising, an elongated casing havin'g a lens at one end and having a lamp and reflector mounted at its opposite end, a transverse shaft within the casing intermediate the lens and reflector, a plurality of flat transverse panels on the shaft, a second transverse shaft beneath the first shaft; a plurality of cams, one for each panel, mounted on said second shaft for swinging said panels into the path of the light rays, and means for rotating the second shaft to swing the cams, the cams being positioned in different radii around said second shaft, whereby the panels are individually operated in succession.
5. A headlamp comprising, an elongated casing having a lens at one end and having a lamp and reflector mounted at its opposite end, a transverse shaft within the casing intermediate the lens and reflector, a plurality of angular arms hinged on the shaft, a panel carried by the outer end of each arm, an operating cam arranged to engage each arm to swing the same, whereby the panel carried thereby is swung into the path of the light rays to intercept the same, and a common means for actuating the cams to swing the panels.
6. A headlamp comprising, an elongated casing having a lens mounted at one end and having a lamp and reflector mounted at its opposite end, a transverse shaft within the casing, a plurality of various size transverse panels hinged on the 20 plane of the lens so that a clear line of interception of the light rays is produced, and means for 25 selectively swinging the panels, whereby a greater or less portion of the light rays is intercepted.