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Патент USA US2126614

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Aug. 9, 1938.
F. J. BUECHEI., .JR
2,126,614
AUTOMATIC TRAFFIC SIGNAL SYSTEM
Filed May 2, 1923
3 Sheets-Sheet 1
Aug. 9, 1938.
F. J. BUECHEL, JR
2,126,614
AUTOMATICy TRAFFIC SIGNAL SYSTEM
Filed May 2, 192s
" s sheets-sheet 2
Aug. 9, 1938.
`
F. -J. BUECHEL, JR
_
AUTOMATIC
TRAFFIC
SIGNAL
2,126,614
SYSTEM
Filed May 2, 1925
5 Sheets-Sheet 3
7
Franci
@Hiob/wan
Patented Aug. 9, 1938
2,126,614
v'fl-fm'r~ls1o `-ÁsTATlss PATENT AoI-îr-‘lciaz
’ >AUTOMATIC TRAFFIC SIGNAL SYSTEM
, Francis Jpßuechel, Jr.. Rochester, N. Y., assign
or, by `mesne- assignments, to Automatic `Signal
Corporation, a corporation `of Delaware
' l application May 2.1928, serai No. l274,499
'
viz claims. V(o1. 177-337)
This invention relates to improvements in auto- - for travel of vehicular trailic across the intersec
tion on the north and south streets.
matic traiiic control signals. `
`
,
.» Figure 3 is a fragmentary view, partly dia
' " The primary object of this invention is the pro
vision- of an improved automatic trañic signal ` grammatic, and in side elevation, of the control
5 device adapted to be used at the intersection of mechanism for the improved automatic traliic
`
crossing streets for automatically regulating the
traflic on the street according to the relative posi
signal'arrangement.
Figure 4 is a plan view of an electro-magnetic
tioning of vehicular trañîlc upon the streets.
Advantage has been taken in the present inven
10 tion of the fact that cars travel in group forma
tion upon busy streets whereon the travel is regu
lated by means of trafiìc signal lights. In each
group of vehicles it will be noted that they travel
operating apparatus for the control mechanism.
Figure 5 is a sectional view taken substantially
in rather uniform spaced relation along the street
illustration is shown only a preferred embodiment
of the invention the letters A and B may respec
16 as they approach the intersection, and that there
is a considerable space between the last car of a
line or group and the advancing car of the next
group coming down the street towards the inter
section. The present invention utilizes this fact,
20 and suitable control mechanism is used for shift
ing signals when the space interval between cars
is such that the elapsed time required for spaced’
vehicles to pass a predetermined location adjacent
an intersection will be suiliciently great to war
rant a change of signals.
'
onthe line 5-5 of Figure 3.
Á .
10
Figure 6 is a sectional view taken through a
vehicle operated street switch.
In the drawings, wherein for the purpose of
15
tively designate intersecting east and west, and
north and south streets, as shown in Figures l
and 2 of the drawings. Lamp signals 69 and 10
maybe placed at the 'opposite sides of the inter
section, at the eastern and western sides on'the 20
street A. Similarly, lamp signals 1I and 12 may
be placed on the street B, at the north and south
sides of the intersection. These signals are of the
two lamp type; the green light preferably being
nearest the curb, and a red light oi.’ each being 26
remote from the nearest curb. Other lighting~
A further object of the invention is the provi
sion of improved automatically operated traiiic arrangements maybe provided, if desired, and
signal apparatus adapted to be placed at street indeed these signals may be mechanically oper
ated if desired. On the right sides of the street A
intersections for regulating the changing of ve
30 hicle signals in accordance with the amount of `at opposite sides of the intersection, looking in the 30
vehicular travel and relative time spacing of the direction of travel of traffic towards the intersec
same upon the streets; the improved apparatus `tion, street switches 13 and 14 may be placed, and
being entirely automatic in operation and em
bodying means for changing the signals after
35 minimum and maximum periods of time, depend
ing whether there is little or much vehicular
trailic on the streets.
» '
Other objects and advantages of this invention
will be apparent during the course of the i'ollow
40 ing detailed description.
-
In the accompanying drawings, forming a part
of this specification, and wherein similar refer»
ence characters designate corresponding parts
throughout the several views,
Figure 1 is a diagrammatic representation of the
wiring of the improved traiiic signals and~
switches therefor, showing the control arrange
ment for the signals in position for operating the
in similar locations on the street B, street switches
15 and 16 may be placed on the northern and
southern sides of the intersection. These street 35
switches are adapted to cooperate in connection
with the control mechanism of the invention sub
sequently described, in automatic regulation of
'the lights of the signal lamps BS to 12 inclusive.
Dummy policemen 11 may be placed in the middle
of each of the streets at each side of the street
intersection, to insure that vehicular traffic will
all pass over the street switches as the vehicles
approach the street intersection.
’
In Figure 6 is Ishown a longitudinal section of
one of the street switches, it being understood
that all of the street switches 13 to 16 inclusive
embodies the same construction. The length
of the switches are arranged transverse or at
green lights or “go” signals on the east and west
streets, and the red or “sîop” signals on the north
right angles to the run of the street, and each
includes a switch box 'I8EL sunk in the street,
and south streets.
Figure 2 is a diagrammatic representationrof
the details illustrated in Figure 1, with the posi
55 tion of parts as they are about to reverse, that is,
and providing a compartment therein normally
closed by a movable plate or cover 18, the upper
surface of which is arranged to lie ilush with the
street surface. The switch box 18‘L is provided
.
2
2,126,814
with shoulders 32 to limit the extent to which
the plate 13 may be pressed into the box com
partment. Normally spaced contacts 18 arid 30
the groove in the upright shaft or screw I when
are carried on the facing surfaces of the cover
slidably positioned, to the bottom platform E.
Springs 23, shown in‘Figure 4 of the drawings,
13 and box 13i respectively, in insulated relation
thereto, and connected in circuit .arrangement
with the signal lamps in a relation to be subse
quently described. Springs 3I hold the top plate
or cover 18 so that the contacts are spaced from
10 each other, and these springs have sufficient
strength to allow only the excessive weight of an
automobile to cause engagement of the contacts
13 and 30.
`
.
A control unit C is provided for regulating the
opposed travel of traillc on the streets A and B
in a minimum or a maximum time, depending
upon the amount of vehicular tramo on the street
and the maximum time which it shall be allowed
to travel on any one street. This control mech
anism C includes a frame work which 'is only
partially shown, including upper and lower
spaced stationary platforms D and E. A verti
cally positioned screw or spirally grooved shaft
the solenoids are energized-to permit said trips
or tracers to drop on the rods on which they are -
hold. the arms I4 against stop pins 24, and in
this position, with the solenoids de-energized the
trips will havetheir pins I3 engage in the groove
of the screw or shaft I.
g
In spaced relation with the rods 4, 5, 5 and _1,
and in respective diametrically opposed relation
from the screw or shaft I, other rods 25, 23, 21
and 23 are provided, as shown in Figure 5 of the
drawings, 'and elsewhere, which are parallel with
the'shaft I and the rods 4 to 1 inclusive, and
bear at their upper and lower ends in the plat
forms D and E for reciprocation in said plat
forms, so that the upper ends thereof may be
extended above the upper surface of vthe platform
D for operation of certain switches for a purpose 20
to be subsequently described.
'I'hese last men
tioned rods respectively support adjustable knobs
30, 3|, 32 and 33, which are cylindrical in forma
I has a bearing at its upper and lower ends in . tion and are adjustably clamped to the respec
the platforms D and E, as shown in Figure 3 -' tive rods by `means of set screws 32", more par
of the drawings, and the spiral groove therein
extends from end to end and is continuous. A
Prime mover or motor 45 is provided,v having a
geared connecttion 45n with a drive shaft 2 ar
ranged transversely below the lower end of the
groove shaft I and below the platform E; bevel
or miter gears 3 being'provided for gearing the
drive shaft 2 with the groove shaft or screw I
for drive of the latter. Rods 4, 5, 3 and 1 are
supported in parallel relation with the grooved
shaft I, in uniformly spaced relation thereabout,
bearing at their upper and lower ends in the plat
forms D and E for oscillation. ’I'he upper ends
of said rods extend above their upper bushings
40 or bearings in the top platform D and are there
provided with collars 3 which prevent the longi
tudinal moving of the said rods with respect to
their platforms D and E. Trips or tracers 9, I0,
II and I2 are vertically slidable upon the rods
ticularly shown in Figure 3 of the drawings. Each
of these knobs is provided with an annular flange
33Il thereabout, which the trip or tracer slidable
on the adjacent rod is adapted to engage when »
the tra'cer has been elevated by the groove screw 30
I sufficiently to engage the flange 33‘, and thus
to force the respective rod 25, 25, 21 or 23 at
its upper end through the platform D for switch
closing purposes, to be subsequently mentioned.
At the upper ends the rods 25 to 23 inclusive
are each provided with an enlarged insulation
head 33 which holds the rods from falling thru
the platform D and serves the additional pur
pose of insulating the switches 31, 33, 3l and
40 from the respective rods 25, 26, 21 and 23. 40
’I'hese switches 31 to 40 inclusive are mounted on
the top of the platform D and are each com- .
posed of two spring members 4I and 42, mounted
at an end .of each in an insulation block 43.
The rods 25 to 23 inclusive are so respectively 45
3 and 5 of the drawings. Each of these trips‘is mounted with the switches 31 to 40 inclusive that
provided with a radially disposed pin I3 which when the said rods are elevated the upper insu
projects radially into the groove of the shaft or lated heads thereof will engage the lower switch
screw I and is removable therefrom by reason yarms 4I of the respective switches, and press the
50 of circumferential movement of the tracer or
same into engagement with the upper switch arm
trip which respectively carries the pin. These 42 for closing a circuit for purposes which will 50
45
4, 5, 6 and 1 respectively. as shown in Figures 1,
pins I3 extend through the cylinder of the trips
or tracers, into sliding engagement in vertical
slots or grooves I3l which are provided in the
rods for the respective pins I3. The pins I3
operating in the grooves of these rods 4, 5, 6 and
1 prevent the cylinder bodies of `the tracers or
trips from turning on the rods, and for a purpose
which will be subsequently described.
60
l
The upper ends of the rods 4, 5, 6 and 1 extend
above the top surface of the platform D and are
there provided with rigid radially extending arms
I4, best shown in Figure 4 of the drawings. On
the top surface of the platform D are provided
solenoids I9, 20, 2I and 22, which respectively
slidably support armatures I5, I6, I1 and I3.
These armatures are respectively pivoted at their
outer ends to the outer ends of the arms I4 of
the rods 4, 5, 6 and 1 in order that when the
70 solenoids are energized the respective armatures
will be drawn in and the rods 4, 5, 6, and 1 turned
slightly on their axes. Inasmuch as the trips or
tracers 9, I 0, II and I2 are slidably positioned
upon these rods against rotation, it is apparent
75 that the pins I3 thereof will be disengaged from
be subsequently described.
As part of the control mechanism, a cam 44
is provided, having five grooves 44“, 44h, 44", 444,
and 44° thereinf» The grooves 44* and 44b extend 55
about 90° around the circumference of the cam
44, in diii'erent planes. The grooves 44° and 44d
extend about 180° about the circumference of the
cam 44 in different planes. „ There are two of the
grooves 44e, of crescent shape formation, each 60
slightly less than 180°, and located in the same
plane.
These cam grooves are more particularly
shown in the sectional views thru the cam 44, in
Figure 1 of the drawings. The cam 44 is keyed
upon a shaft 2*. Rotatable and slidable on this 65
shaft 2" is a sprocket wheel 41, which is con
nected with a sprocket Wheel 41Il keyed on the
shaft 2 by means of a chain belt 45. The sprocket
Wheel 41 has a clutch part 43 thereon adapted
to mesh with a clutch part 48‘ keyed on the 70
shaft 2‘. The clutch for keying the cam 44 on
the shaft 2l` includes a clutch lever 50 pivoted at
53 intermediate its ends; a spring 49 being pro-v
vided for normally urging the clutch lever 53
against a stop 52, so as to disengage the clutch 75
3
2,126,614
parts 48 and 48", asshown in Figure 3 of the
in a coopera-tive relation with the electro-magnets,
drawings.' The clutch lever 58 is really an arma
ture for the electromagnets 5|, which are mount
83 as will be subsequently described. This set of
electro-magnets I I8 has a single armature III.
normally held in engagement with a contact |I2
by means of a spring ||3 when the electromag
`nets ||8 are de-energized. When energized the
electro-magnets I|8 draw the armature III into
ed upon a suitable frame 5|’~, and in a circuit for
the purpose of attracting the armature to rotate
the cam 44 in order to shift the signals on the
streets at an intersection, ‘in a relation to be
subsequently described.
engagement wlth'another contact ||4 provided
-
Plungers or rods 54 are slidably positioned upon
10 a supporting block 55 above the cam 44, having
ends which extend for operation in each of the '
grooves 44‘, 44D, 44C, 44d and 44e of the cam.
These plungers are held against the cam 44 by
therefor, and for a purpose to be subsequently
described.
`
10
«
As before mentioned, the operation of the signal
is dependentîupon the elapsed time necessary for
spaced vehiclesV traveling toward an intersection
means of springs 55e. At its upper end above> _ from the same direction to reach ai predetermined
the block 55 each of the plungers has an insula- ' point adjacent the intersection. When the group '
tion tip 51, which is annularly grooved, and which
receives the movable end of a switch arm 64.
Switches 58 and 59 are respectively operated by
the plungers as controlled in the grooves 44“L and
20 44”; switches 68 and 6I are controlled by the
of vehicles traveling on the street with the "go”
signal are closely spaced as they approach the in
tersection the signallight will remain thus until
the spacing of the vehicles at opposite sides of the
intersection, on the street which has the “go” 20
plungers 54 as operating in the grooves 44° and
signal set are such that a change is desirable in
44d, and a switch 62 is operated by the plunger
54 which cooperates in the grooves 44e. Each of
the signals. The travel of vehicles on‘a street
may be so light and the vehicles so irregularly
the switches 58, 59, 68 and 6| includesvupper and
spaced thereon that it is desirable for'the signal'
25 lower spring switch arms 63 and 65, mounted on
an insulation block 68, and between which the
' switch arm 64, which is also carried by the block
68, operates to alternately engage and close cir
cuits through the switch arms 63 and 85. The
30 switch 62 includes the top spring switch arm 66
secured in an insulation block 68, and a second
switch arm 61 mounted on this> block 68, and at
its opposite end connected with the insulation cap
“go” to remain on for á. minimum time.' Also, it A25
may be desirable that a switch in signals occur if
the travel of vehicles is so` heavy on the street‘ y
that after a maximum time a change in the sig
nal lights should occur. 'I'he control mechanism
takes care of all of these features. The control
parts may be conveniently divided into several
parts as follows:--~
I
One of the street controls may. include the rod
51 of the slide plunger 54 which operates in the
grooves 44e of the cam 44, as shown in Figure 1
4, its tracer 9, the rod 25, its knob 38, the switch
31, solenoid I9 and electro~magnet 96.'
of the drawings.
Another street light control mayinclude the>
rod 5, with its trip or tracer I8, the rod 26 with
its knob 3|, the switch 38, solenoid 28 and electro
'
_
As part of the operating circuit there are iive
sets of electro-magnets which cooperate in circuit
regulating relation with the solenoids I9 to 22
inclusive. 'I'hese sets of electro-magnets com
prise a set consisting of two electro-magnets 83
having upper and lower armatures 84 and 85
cooperatingtherewith; the upper armature when
attracted by the electro-magnets 83 engaging four
contacts 86, 81, 88 and 89. The bottom armature
has one-contact 98 which it engages when at
tracted by the electro-magnets 83. The second
magnets
|82.
A
.
'
A third control which may be conveniently
termed the minimum control, may include the
rod 6, with its trip II, rod 21 with its knob 32,
switch 39, solenoid 2|, and electro-magnets 9|.
The fourth control which may be conveniently
ltermed the maximum control may include the
rod 1 with its trip I2, rod 28 with its knob 33,
switch 48, solenoid 22, and electro-magnets 83.
set of electro-magnets 9| has also upper and lower
„ With the motor 45 running the drive shaft 2 is
armature 92 and 93 respectively, each of the same rotated and due to its geared connection, the
having one contact which it engages when at
shaftY I is rotated. Normally the pins I3 of the
tracted by a magnet. Thus the armature 92 has trips 9, I 8, II and I2 engage in a groove of the
a contact 94 and the armature 93 has a contact
shaft I and by reason thereof the trips 9, I8, I I
95. The third set of electro-magnets 98 has and I2 will elevate along their rods 4, 5, 6 Vand 1
upper and lower armatures 91 and 98; the upper respectively, until they engage the flanges of the
armature 91 having contacts 99 and |88 which are knobs 38, 3|, 32, or 33. 'I'he knobs v38 and 3| are
engaged when the armature 91 is attracted by fastened on the rods 25 and 28 at a certain height
the velectromagnets 96. The lower armature 98 by means of thumb screws 32e so that it will take
has a single contact I 8| which is engaged when ` the trips 9 and I8 the same time to rise from the
the lower armature is attracted by the magnets bottom platform and reach said knobs, raising
96. The other set of electro-magnets |82 has them slightly, and since they are fastened to the
also upper and lower armatures I 83 and |84. The rods 25 and 26, elevating these rods and pressing
upper armature |83 has contacts |85 `and |86
the bottom members 4I of the switches 31 and 38,
which are engaged when the armature is at
against the top arms 42 thereof, and closing said'L
tracted. The lower armature |84 has a single switches. The time elapsing for the climbing up
contact |81 which it engages when the lower wardof the trips 9 and I8 on their rods is deter
armature is attracted by the electro-magnets |82. mined upon according to the time which elapses
Normally the armatures 84, 85, 92, 93, 91, 98,> |83 between the passing of cars over the street
and4 |84 are disengaged from their contacts, with switches. At dull times of the day the minimum
the electro-magnets thereof de-energized, and the control establishes a minimum time that the sig
armatures held against stops |88 by means of nals are to remain on and off. For example, this 70
springs |89 which individually actuate the same may be established at eight seconds, as determin
to move them away from the electro-magnets.
ing the time between changes of signals, entirely
Another set of electro-magnets |.I8 is provided, independent of the extent of vehicular traiiic.
which are controlled by the switch B2 ina manner The knobV 32 which forms parts of the minimum
- to be subsequently described, for shifting current
control is set at a certain height on the rod 21,
4
D, 126,6 14
so um it takes the tracer or mp l | eightV seconds
to rise from the bottom platform to the knob 32
connected by wire` |33 with the switch 1I, and the
bottom arm 3l of this switch is connected by
and raise it slightly, to close the members of the ` a wire |22 to the street switch 13. These switches
switch 3,3, causing electricity to pass through the 13 and 15 receive negative current from the wire
said switch. For various reasons it is desirable to
|I1 as shown in the wire connections. It will
limit the passing of traffic to a certain~ length of
time, say thirty seconds independent of the extent
of vehicular traillc. 'Ihe maximum control has
thus be noted that the street switches 13 and 14
are in an operative circuit for the street A on
which trame is now passing.
`
the knob 33 set at a certain height on the rod 2l,
so that itwili take the tracer |2 thirty seconds to
Referring' further t'o the operation, with'the y
knobs u, u, n and u ci' the control mechanism
rise from the bottom platform and trip the `knob IC set in their proper position, and the- street 10
33 to raise the rod 23 sufiicient to close the
switch 4l.
y s
-
The closing of the4 circuits throughout the vari
switches 13 and 14 in position to be closed by
vehicular trame in order to operate details of`
the control mechanism; the tracers 3, Il, |I and
ous solenoids,lelectro-magnets, and switches will - |2, at the instant that 4the green lights dash in
be referred to during the description of the opera
tion. A generator or> source of current III'A is
the signals 30 and 1l all begin to rise simultane
ously from the bottom platform E, inasmuch as,
provided, from which positive and negative wires vthe pins I3 thereof operate in the groove of the
|23 and I I1 respectively lead on’ into the wire sys
tem, and from these main wires | I1 and |23 vari
ous branchecircuits are provided to the dißerent
details of the system. Referring to the switch
I3 which controls the red and green signal lights
of the signal lamps 63 and 10, it will be notedlthat
the member 34 of this switch $3 is connected to a
positive wire IIS which branches oif from the
main positive wire |23. With the details as ar
ranged in Figure 1 for travel of traillc on the
east and west streets of the intersection, the
center arm 64 is making contact with the bottom
member 35 o_f the switch.
shaft I.- Every time that a vehicle vpasses over
the street switch 14, contact is made and a cir
vcuit from this switch 14 closes thru the wire II‘I,
zo
wire |20, switch 3l in its lower position, wire III,
‘and solenoid I3. The solenoid I3 receiving posi
tive current at all times from wire |23 becomes
energized and draws in its armature I5, and by
reason of the arm connection I4 a slight turn is
given to the control rod 4. The turn is sutllcient
to remove the pin I3 of the trip 9 from the groove
of shaft |, permitting the trip or tracer 3 to
drop against the bottom platform E, from the
This bottom member y position to which it had climbed on the rod 4,
3l is connected by the wire IIS to the green lamps
of the signals 39 and 10; these lamps, as weil as
the red lamps of the signals 33 and 10 being sup
plied with negative current from the wire II1 as
shown in the circuit. It is therefore obvious that
with the switch 53 in this position the green lights
will be illuminated and indicate to trafilc the
clear passage across the intersection on the
Ó street A, or in an east and west direction. 'I'he
switch I! controls the flashing of the green and
red lamps on the signals 1I and 12 for controlling
traillc on the north or south streets B across the
intersection, and inasmuch as the center arm 64
of this switch is connected to the positive current
wire I II, and is making contact with the upper
switch arm 63, the red signal lamps of the sig
nais 1I and =12 will be illuminated for stopping
passage of traillc on the street B across the inter
~ section. It is of course apparent that the switches
prior to the time that the vehicle crossed the
street switch 14. Every time that a contact is
made in the switch 14, with the cam 44 set as
shown in Figure 1, this operation will take place. 35
Similarly, when a contact is made in the other
street switch 13 of the east and west street A,
current flows through the wires II1 and |22 lead
ing therefrom, to the closed portion (see Figure 1)
of the switch 6I, into wire I2I and into sole 40
noid 2li. This solenoid 20 receives its current
from wire I 23 at all times, and upon energiza
tion it draws itsy armature I6 thereinto, and
through the arm I4, a slight turn is given to
the rod 5, suiiicient to remove`the pin I3 of the
trip or tracer I0 from the groove of the shaft I,
and permitting the tracer I Il to drop to the bot
tom platform E, from the height to which it has
elevated prior to the time that the vehicle passed
over the street switch 13.
Of course as soon as
33 and l! are thus> positioned by reason of the ¿the vehicle leaves the switches 13 and 14 the
riding of the plungers 54 on the cam 44 with re
current is broken in the circuit therewith and the
spect to the grooves provided for these respective ‘ ~ springs 23 will pull the solenoid-cores back into
switches.
theirposition shown in Figure 4, and throw the
_The switch 60 controls the ñow of current into pins I3 of the trips 9 and Ill into the groove
the system through the street switches 14 and
13. With the plunger 54 in the groove 44" of the
cam 44, as shown in Figure 1, the center member
34 of the switch 60 is making contact with the
bottom arm 65,. This center member 64 of this
particular switch is connected by a wire I I9 to the
solenoid I3 which forms part of the street control
system, and the bottom’member 65 of this switch
is connected by a wire |20 to the street switch 14
on the street A. Negative current is supplied to
the switches 14 and 1€ thru the wire I I1 as shown.
The switch 6| controls the ilow of current
through the switches 13 and 15. As shown in
Figure 1, the plunger 54 of this switch 6| is
operating in the groove 44d of the. cam 44, and
pulls the center member 64 down into contact
with the bottom switch -arm 65. 'I‘he center
member 64 of this switch is connected by a wire
I2I with the solenoid 20, forming part of .the
street control mechanism.
The top arm 63 is
of the shaft |, and the «trips 3 and Ill again be 55
gin to rise upon their respective rods; it of course
being understood that the shaft I is rotating all
oi' the time.
- So long as the total time required for each of
the tracers 9 and I0 to reach and slightly lift 60
their respective knobs 3U and 3|, is longer than
the time which elapses between successive oper
ations of the respective street switches by the
rear of one car and the'i‘ront of the next car 65
following, in the _line of cars approaching the
same, the said tracers or trips 9 and II! will not
>reach their respective knobs 30 and 3|. How
ever, when the time interval of street switch
operation by successive cars passing the signal 70
becomes greater than the predetermined time,
the trips will operate against the knobs 30 and 3|,
for achieving the results mentioned.
Assuming that there is a large amount of
traillc passing in both directions on the street 75
5
A. AIi' the minimum control is set for eight sec
contact |00 is directly "connected with negative
onds, and 'the trame has been passing across the
intersection on the street A forthis'length of
current supply wire | I1, and inasmuch as arma
ture 91 engages the same at this time, negative
time, the tracer> || will reach and lift the knob
>current passes to contact |00 into armature 91,
and into wire |26, from which electro-magnets
32, and inasmuch as thelatter is fastened to
the rod 21, said rod will be lifted and pressed
against the member 4I of the switch 39, pressing
against the top member 42, and thus closing this
switch. The bottom switch arm 4| receives neg
10 ative current from the wire ||1, as‘shown in the
operating circuit in_ Figures 1 and 2 of the draw
ings. and the contact in the` switch 39 being
made, the current will pass from wire ||1, thru
the switch 39, into wire |24, and into the set
15' of electro-magnets 9|. IPositive current is re
ceived by electro-magnets 9| from wire |25,
switch contact II2, armature III, and wire |23,
energizing the magnets 9| and causing the ar
matures 92 and 93 to close against their respec
tive contacts 94 and 95. Simultaneously with the
energizing of electro-magnets 9|, the solenoid 2|
is energized, receiving _negative current from wire
now receive the negative current. Solenoid I9
now also receives its negative current from con
tact |00, inasmuch as the negative current from
contact |00 passes through armature 91, and into
contact 99 and wire |21, into wire ||9 to this 10
solenoid I9. This extr'a source of negative elec
tricity from contact |00 is now necessary, since
as soon as solenoid I9 was energized, and rod 4 `
turned, the tracer 9 became disengaged with >shaft `
I permitting it to fall to the bottom platform E,
and likewise permitting knob 30 and its rod 25
to drop and release the contactsof switch 31.
Were it not that the negative current is now -
supplied from contact |00, the electro-magnets
96 and solenoid I9 would not remain in a state 20
of energization, as they now should.
`
A similar operation occurs when the spacing
e |I1, switch 39, wire -I24, and positive current `of the vehicles in the street A, passing .west
at all times from wire |23, as can be understood
- from the diagrammatic wiring in Figure 1. Con
tact 94 is connected with the negative current
wire ||1, and the armature 92 engaging contact
94 will permit the negative current to pass into
armature 92 and into wire |24, from which the
electro-magnets 9| and solenoid 2| now receive
a supply of negative current. Remembering now
that as soon as solenoid 2| became energized, the
armature I1 was drawn in and the rod 6 slightly
turned, removing the pin I3 of tracer || from
the grooved shaft I, and permitting thetracer
II to drop to the bottom platform E, it is ap
parent that knob 32 and rod ,21 fastened thereto
will likewise be permitted to drop the distance
they were raised, and the members 4| and 42 of
40 the switch 39 become disengaged, opening this
-switch and permitting the circuit through the
switch 39 to open.
However, in View of the neg
ative current passing through the armature 92,
the wire |24 is now receiving its negative cur
wardly over the intersection is such that the
tracer I0 has ample time to rise and trip the
knob 3| before the next vehicle operates the
street switch 13 to prevent such operation. Trip
ping of the knob 3| elevates the rod 26 and
engages the contacts 4| and 42 of the switch 38,
negative current then passing from wire II1, 30
>through the closed switch 38 into wire |28 and
into> the electro-magnets |02, for energizing
them. Positive current is of course received by
these electro-magnets |02 from wire |25. Upon
energization the electro-magnets- will attract the
armatures |03
|05, |06, and
The armature
mits negative
and |04 for engaging the contacts
|01 in their respective relations.
|03 engaging the contact |05, per
current to flow from wire |28
through the armature |03 into Contact |05, and 40
through wires |29 and I2| into solenoid 20. This
solenoid is energized, receiving positive current
from wire |23. Contact |06 being directly con
nected with negative current wire II1, with the
.armature |03 engaging the same, the current 45
_rent thru engagement of this armature with the
contact 94. Subsequent to this, if the vehicles will pass therefrom into wire |28, from which
passing on the street A in an eastward direction electro-magnets |02 now receive their negative
are successively- spaced farther apart than will current. Solenoid 20 now receives this negative
permit them to reach the switch adjacent the .current from' contact |06, inasmuch as the neg
'intersection within a predetermined elapsed time ative current from contact |06'passes through 50
and by which the streetfcontrols were set, the wires |29 and I2I in the relation above described,
tracer 9 will have ample time to rise and .reach and maintains the solenoid 20 energized; this be
its knob 30, and lift it slightly, causing the rod ing necessary since as soon as it was energized
the rod 5 was turned and the tracer I0 permitted
25 keyed therewith to ride and press the bot
tom 'arm 4| of the switch 31 against the top arm to drop, to diseñgage the contacts of the switch 55
42 thereof.` This of course happens >because the 38 through dropping of the rod 26. Thus, not
street switch 14 was not operated soon enough withstanding the opening of the switch 38 the
by vehicular trailìc to cause a trip of the tracer electro-magnets |02 and solenoids 20 remain en
‘
_
-9 prior to the time that it caused closing of the ergized.
From the above it will be apparent that the
60 switch 31. In this switch the bottom arm 4|
receives negative current from Wire |I1, which electro-magnets 9|, 95 and |02 are now all ener
gized, and attracting their respective armatures
passes into wire |26 and into> the set of electro
magnets 96. Positive current is received bythese 93, 98 and |04 in engagement with the contacts
electro-magnets from wire.|25 through contact 95, |0I and |01 respectively provided therefor.
This permits current to flow from the wire II1
||2, armature ||I,'and lines |23, and energiza
tion of thel electro-magnets 96 will cause the through these various armatures and contacts
into electro-magnets 83, which now become ener
armatures 91 and‘ 98 thereof to engage the re
gized, inasmuch as they receive positive current
spective contacts 99, |00, and |0| provided there
for, as shown in Figures 1 and.2 of the drawings, from the wire |25. It will be noted that al1 three
Since armature 91 engages contact 99, negative sets of armatures 9|, 96, and |02 must be ener
current from Wire |26 passes through armature gized with their contacts before negative currentv
91 into contact 99, and into wire |21 and thus is permitted to enter the electro-magnets 83.
into wire I I9, and into solenoid I9., which now Upon energizing of the electro-magnets 83, the`
becomes energized, inasmuch as it receives posi
armatures 84 and 85 will be attracted and closed
75 tive current from wire |23, at all times. The into engagement with the contacts provided 15
6
2,126,614
therefor. The armature 84 engages the contacts
88, 8l', 88 and 89, and the amature 85 engages
the upper arm 83, andas the upper arm 83 is
the contact 90 provided therefor. -Inasmuch as
armature 84 is connected with the wire ||1 for’
receiving negative current therefrom at alltimes, _
it is apparent that itwill pass the same onto
the contacts 88,81, 88 and 89 upon energizing of
the electro-magnets 83. From contact 88 the
10
negative current goes into the wire |30, through
electro-magnets 83, and solenoid 22, energizing
the latter, and releasing its tracer I2 which has
not yet reached the knob 33. Since contact 80
is directly connected with the positive current
wire |23, current from this wire now passes thru
15 contact 98, armature 85, wire |3I, and ~into elec
tro-magnets 5| which control the clutch of the
cam 44, energizing the electro-magnets 5|, and
attracting the armature 50. This moves the
clutch part 48 intoengagement with the clutchE) G) part 48e, and engages the clutch for keying the
cam 44 to theshaft 2*. The cam 44 now revolves,
and makes nearly one-half of a revolution. Dur
ing this turn the plunger 54 for the switch 82 will
rise from the groove 44* in> Which'it reposed,
25 towards the outer surface of the cam 44, until
the switch members 88 and 81 of the switch 82
engage. The switch member 81 of said switch is
directly connected to the positive current wire
|23, and the current therefrom passes into the
30 switch arm 88 and into the wire |32, and into
electro~magnets I | 0, to energize the latter, inas
much as they are connected to circuit ||1.
Electro-magnets |I0 now draw the armature III
thereof from contact ||'2 over to its other con
35 tact I I4.
This breaks the circuit thru the electro
magnets 83, 9|, 98 and |02, and de-energize the
same. All of the armatures of these electro
magnets 83, 9|, 98 and |02 are Ínow pulled by
their springs |09 into engagement with .stops |08,
to their normal inoperative position, and it is
connected by'wire |33 through the red signal
lamps of the signals 88 and 10, the latter are
operated on the streets A for stopping travel oi'
traffic thereon across the intersection. For the
switch 59 the center arm 84 has been moved
into engagement with the lower arm 85, by'rea
son of the dropping of the plunger 54 of said
switch into the groove 44h, and as the bottom
member 85 of this switch is connected by wire 10
|34 to the green signal lamps on the signals 1|
and 12, the latter are thus operated to indicate
to trailîc on the streets B that it may travel
across the intersection. In the switch Si: the
plunger 54 thereof has been elevated to the outer
periphery of the cam 44, so that the center arm
»84 now engages the upper arm 83 thereof, and
as the upper arm 83 is connected by wire |35 to
the street switch 18, the latter upon depression
Will operate a circuit through the switch 80 in 20
cluding the details above described. In the
^switch 8| the plunger 54 has been elevated to
the outer periphery of the cam 44, to engage the
center contact 84 with the arm 83, sending the
current thru wire |38 tothe street switch 15, 25
so that upon depression of the latter the current
Will'be closed thru the contacts of the switch 8|
« as thus engaged for operating details of the con
trol mechanism in .the cycle above described.
The signal now has completed one half of the 30
cycle and it is ready for travel of traftlc on the
street B across the intersection. While the cam
44 is making its half revolution during the signal
switching operation, it will be noted that for a
short time the red lights are showing in all the
signals 89 to 12 inclusive, by reason of the design
of thecam groove 44a and'44b, which are only ap
proximately 80° in length, so that during about a
90° travel of the cam 44 all of the red signals will
be on which permits ample time for the vehicles
and pedestrians who have started across the
intersection to pass the signal before the switch
in red and green signals takes place.
The above operation contemplates the condition
45 23 for a short arcuate movement, _until the arms ’
where traflic on the streets having the right of
I4 engage the stops 24, engaging the pins I3 way has crossed the street switches within the` 45
of these trips 9, I0, || and |2 in the groove of predetermined time so that the street controls
the shaft I, and resetting the trips for movement have not been able to operate duringthe minl
along their respective rods.
y
mum period, but that sometime between the oper
thus apparent that the current thru the solenoids
I9, 20, 2| and 22 will also be broken, permittingthe rods 4, 5, 8 and 1 with their respective trips
or tracers 9, I0, || and I2 to be pulled by’springs
50
When the armature III was shifted as above ~ ation of the minimum control and before the ex
described upon energization of its electro-magnet,
the current was broken in electro-magnets 83.
This allows the armature 85'to disengage from
contact 90. This breaks the current in electro
55
magnets 5I, and the clutch disengages before
the cam 44 makes a complete half revolution.
The cam stops at a point where the plunger 54 of
the switch 82 is still on the outer edge of the cam
44. However, armature I || engaging contact
||4 sends positive current to wire |3| and into
electro-magnets 5|, permitting the clutch to re
main engaged and the cam 44 to finish its half
revolution. As soon as the cam 44 finishes its
half revolutionV the plunger 54 of the switch 82
65 drops into the abrupt end` of one of the grooves
44°, disengaging the switch arms of the switch 82.
The positive current through'the electro-mag
nets I|0 is then broken and the amature ||| is
pulled back against the contact I|2 by means of
70 the spring II3, breaking the current through
electro-magnets 5| and permitting the clutch 48
to disengage and stop revolution of the cam 44.
The above operation of the cam 44 for a half'
revolution has now operated the plunger 54 of
the switch 58 so that the center arm 84 engages
piration of the thirty-secondl maximum period,
50
traffic has become so straggly as to permit a trip
operation 'of switches 31 and 38 and a change in »
signals. Automatic periodic alternation of the
right of way to the respective streets is deter
mined by operation of the minimum controls
when heavy traffic approaches the street intern
,sectionI too late to reach the street switches be
fore their controls have operated and before the
minimum control has operated. However, if the
vehicles passing along the street A are closely 60
spaced so that the street switches 13» and 14 will
be operated continuously, or at least one of them
operated without permitting the trip operation of
the switch 31 or 38 therefor, at the end of the
Ythirty second period the tracer or trip I2 will 85
reach the knob 33, and lifting the rod 28 will con
tact the arms 4| and 42 of the switch 40, for clos
ing the latter. Inasmuch as its'switch arm 4|
is directly connected with the negative supply
wire II1, this current will pass through the wire
I 30 into the electro-magnets 83, with the result
that they will be energized. Negative current
from armature 84 is sent through the contacts
88, 81, 88 and 88, which in turn delivers the cur 15
7
2,126,614
rent to'electro-magnets 83, 9|, $8 and |02 re
spectively, engaging their armatures with their
occur, giving the street B the right of way, then
the actuation of the B` street switch, since the
contacts, and thence to the /solenoids i9, 20, 2|
and 22, disengaging all tracers from the groove
in the shaft I, and the same operations follow
as above described for a shifting in the signals.
'Thus if the maximum control is set for a cer-~
tain time, and the traiiic is greater than can pass
B street switches are now connected with the
street controls because of the street B now having
the right of way, will reset its particular street
control, giving it a fresh start in its upward
movement.
_
’
-
Assuming that street A has the right of way in
in that time, the maximum control will cause an
10 operation which will change the lights in- the
dication, which is maintained as such on account
signals, regardless of the two street controls in
on A street. Ii?` said actuations continue for
thirty seconds, at the end of this period the max
the mechanism C.
-
_
Insoi'ar as the signals are concerned, when
" there is no traiilc on either street A.~or B, the
15 right of way indication is given alternately from
one >street to the other. remaining on each street
for a period of time equal to the time at which the
minimum control is set, which is eight seconds.
Thus, as soon'as the right of way indication is
20 given to a street, the trips or tracers of both of
the street controls commence their upward move
ment. Since there is no trailic to actuate the
street switches and thus cause a resetting of the
street controls, which `means a loss in its upward
of continuous closely spaced switch actuations
imum control will function, since it is set at
thirty seconds. Notwithstanding the fact that
the street controls have not operated their re
spective electro-magnets on account of the closely
occurring A street switch actuations, there will
.be a change in signals. Since street A has the
right of way‘its street switches arev connected
with the street controls: the street switches of 20
street B being free and disconnected. Hence if
actuation of a switch on B street occurs 15 sec
movement, they will reach their complete prede
onds, let us say, after the ñrst switch actuation
on A street, nothing will happen to change the
signalling, since the B street switch actuation
determined upward travel and thus cause «an
willl have no effect.
operation of their respective electro-magnets in,
let us say, three seconds. But since the minimum
control is so arranged in connection with the
street controls that it also must have caused an
operation of its respective electro-magnets, to ef
feet a change in signals, no shifting in signals will
have yet occurred.
It will be remembered that
f
If B street has the “green” or right of way‘in- '
dicatìon. and there is‘n'o traffic on said B street.
said right of way indication will remain on B
street for a timey equal to the time at which the 30,
minimum control is set, which is eight seconds.
Therefore, if an actuation of an A street switch
takes place while the “green” indication is given
as soon as the trips of the street »controls begin t9 B street. and consequently the “red” indication
their upward movement, the trip of the minimum to Astreet, nothing will happen to change the
control also begins its upward movement. Since signals since the A street switches are free and
` .the street controls have actuated their respective
disconnected from the street controls which are
electro-magnets, it will only be necessary for the then’in' operative relation with the B street
' .minimum control to cause an operation of its
switches, since the latter4 has the ‘-‘go” signal.
The advantages embodied in the present in 40
40 respective electro-magnets tol cause a change in
signals. Since the minimum control is set atl vention of connecting each switch separately to
eight seconds, this change in right of way indi
an operating mechanism are generally as
cationwill occur eight seconds after the previous .followsz_
change in signals, which will be iive seconds after ' ' First-Such .an arrangement is particularlyv
45 the street controls have~ completed Atheir par- ` Ladapted for operation at intersections of main
ticular function. The same-will then continueb streets or highways, where traffic is relatively
with the other streets, etc., alternately from heavy'on both streets, whereas signals which have
Vone street to the other for periods of eight sec
the switches in th‘e same street connected to a
onds each. The signals will operate in this man
single operating mechanism are useful -only where
50
ner so long as there is no trafiic present on the-
a mainstreet intersects with a subordinate street
and thus are not efficient controllers of tramo
' `When an A street switch actuation is followed ` where two main streets intersect.
street.
‘
within eight seconds‘by a‘B street switch actua
tion nothing will happen so f_ar as signal change
55
is concerned.
In this connection it must be re
membered that the street which has the right of
way, also has its street switches connected -with
the street controls; the street switches of the
other streets being disconnected. Any actuation
60
vSecoml.--'I'he operation of the signal is directly`
controlled by the density of trañic approaching
each side of the street, effecting a more uniform .
land accurate regulation of trai’iic and accomplish
ing this in a quicker and more efilcient manner
than is possible if the street 'switches were con
nected to one operating mechanism. In the pres..
of them does not produce any eiîect on the signal A ent arrangement traiïic must be relatively heavy 60
mechanism. It`will be observed that the same
street controls are used in operative relation with
the street switches in both streets; said street
controls being shifted from one set of -street
switches
to the other set with the changing of
65
the right of way indications. Thus, when the
street switches of one street are connected with
the street controls, the street switches in the
other street are free and disconnected and it is
obvious that if s’treet A has the right of way any
actuation of the street switches in 'street B will
not produce any effect on the signalling mecha
nism. However, if during the time elapsed be
tween the last actuation of the A street switch
‘Il and the B street switch, a change in signals should
on at least one side of the street having the right
of'way indication to hold said indication, else a
change in signals will occur. In signal arrange
ments where the street switches are connected to
one operating mechanism a straggling car from
one side of the cross street,-and then another
straggling car from the other side occurring
Within the predetermined time will keep the right _
Jof Way on said cross street. In the present ar
rangement cars must pass in a continued stream, 70
each within the predetermined time interval of
the preceding car, from at least one side of the
street to hold the indication on said street. A
straggling car from one side and then another
straggling car from the other side, even if within
8
2,126,614
the same predetermined interval of time of each
other will not hold the right of way indication on
said street. It is therefore seen that signals em
ploying one operating mechanism' for two street
switches do not operate directly and uniformly
according to the density of traillc on the street,
as the present signal does.'
Itis apparent from the foregoing that a novel
tramo signal system has been provided, which is
truly automatic, dependent upon a novel operation
incident to the well known tendency of motorists
to travel in groups, with greater -distances between
the successive groups than occur between .the
vehicles of any one group. The operation is not,
15 however, dependent upon the group traveling of
vehicles, but operates according to the time inter
val with which the street switches are operated by
vehicular trailic.
Various changes in the shape, size, and arrange
io
ment of parts may be made to the form of the
operating circuit and details of the invention
herein shown and described, without departing
from the spirit of the invention or the scope of
'the claims.
I claim:
1. Ina trailic signal system the combination
with a pair of intersecting streets, a right of way
indicating means for each of the streets at the
intersection, a vehicle actuated switch inA each
street at each side l of the intersection, a cam,
switch means operated by the cam for operating
the right of way indicating means, a control unit
including a plurality of normally open switches',
means adapted to close the switches after the
passage of a predetermined interval of timefin
cluding solenoids for tripping said means to pre
vent closing of the switches, said solenoids being
normally inoperative, means electrically connect
ing the solenoids with the vehicle actuated street
switches, including the switch means operated by
the cam above mentioned, means for -actuating
the cam including an electro-magnetically oper
ated clutch, and means connected between said
normally open switches and the electro-magnet
45
of the electro-magnetically operated clutch for
causing an engagement of the clutch upon closing
of a predetermined number of the normally open
switches.
`
v
2. A trafilc control system for the intersection
of'two streets with each `stree’t having two oppo
‘site approaches to the intersection, including in
combination, electric rlght'of way signals for the
respective streets, cyclic‘switch mechanism hav
ing alternate switching positions for energizing
the respective signals alternately, a vehicle actu
ated 'device in each approach of each street. a
constantly rotating threaded central shaft, three
other shafts arranged parallel and closely adja
cent to the central shaft each such other shaft
being slotted along its length collars fitted on
said other shafts to slide freely along the length
thereof and having projections engaging vthe slots
of their respective shafts and adapted normally
to engage also the thread of said central shaft to
be driven along their respective shafts from one
end towardv ~the other over a time period and
adapted to be disengaged from said central shaft
and returned to said one end when their respec
tive shafts are turned axially, contact members
positioned to be actuated by the respective collars
upon the latter having been driven from the end
of the shafts for certain distances along such
shafts by engagement with the central shaft,
electromagnetic means adapted to be energized
by actuation of the respective contact members to
turn the respective shafts and disengage the re
spective collars from said central shaft and in
cluding switch means operated by actuation of
the respective contact members and maintained
operated after each individual actuation thereof
until all three contact members have been `actu
ated to then shift s‘aid cyclic mechanism from
one position to the other, switch means operated
by said cyclic mechanism in being so shifted to de
energize said electromagnetic means again, and.
further switch means. operated by said cyclic
mechanism for connecting the electromagnetic
means for two of said other shafts respectively to
the respective vehicle actuated devices of the two
approaches of one street while the right of way
signal therein is energized to be energized mo 15
mentarily by momentary actuation of their re
spective devices to return their associated collars
momentarily to said one end of the respective
shafts.
3. A traffic control system as in claim 2 and 20
additionally including a fourth shaft, collar and
contact member of the same character as said
other three shafts, with the last named contact
member positioned further along its shaft than
the other contact members, and additional elec
tromagnetic means energized directly by said
last named contactmember when .the latter is
actuated by its collar to shift said cyclic switch
mechanism to said other position if it has not 30
already been so shifted by the ilrst mentioned
electromagnetic means and also to turn said
fourth shaft and collar to return the latter collar
to the corresponding one end of its shaft.
4. A traffic control system forintersection of
two streets with _each street having two opposite
approaches to the intersection, including in com
bination, right of way signals for the respective
streets, cyclic operating means `for said signals
and having alternate operating positions to indi
cate right of way alternately to the respective 40
streets, a vehicle actuated device in each approach
of each street, two time controlled switch means
initiated by said cyclic operating means in said
one position and operating at definite times from
vsuch initiation, means associated with the cyclic
operating means for connecting said additional
time controlled switch means with the respective
vehicle actuated devices in the respective ap
proaches of said one street having right of way
so as to reinitiate timing of the switch means for
one approach by each actuation of the vehicle
actuated device therein, and means including
both said time switches and dependent on oper
ation of both such switches at completion of their
time periods to shift said cyclic operating means
to its other position to'indicate right of way to
the other street.
5. A traiîic control system as in claim 4 addi
tionally including a maximum time controlled 60
switch means initiated by said operating means in '
said one position and operating at a considerably
longer time period than the other two time con
trolled switch means to shift said operating means
to said other position if the latter hasv not already 65
been so shifted by operation of said other time
controlled switch means.
6. A traffic control system for the intersection
of two streets with each street having two op
posite approaches to the intersection, including
in combination, iight of Way signals for the re
spective streets, cyclic operating means for said
signals and having alternate operating positions
to indicate right of way alternately to the re
spective streets, a vehicle actuated device in
9
2,126,614
each approach of each street, minimum time
controlled switch means initiated by said cyclic
additional time controlled switch means initiated
operating means when the latter is in one position
to indicate right-of wayto one street and oper
ating at a minimum time from such initiation, two
additional time controlled switch means initiated
tion and operating at a time from such initiation -
means in said one position and operating at a
means in said one position and operating at a
considerably longer time than said minimum v
from such initiation to shift said operating means
by said cyclic operating means in said one posi
shorter than said minimum, means associated
with‘the cyclic operating means for connecting
said additional time controlled switch means with
therespective vehicle actuated devices in the re
by said cyclic operating means in said one posi
tion and operating at a time from such initiation spective approaches of _said one street having
shorter than said minimum, means associated right of way so as to reinitiate timing of the
10 with the cyclic operating'means for connecting switch means for one approach by each actuation 10
said additional time controlled switch ‘ meansl of the vehicle actuated device therein, means in
with the respective vehicle actuated devices in cluding said minimum timel switch and'both said
additional time switches and dependent on opera
the respective approaches of said one street hav
ing right of way so as to reinitiate timing of the tion of all three of these switches at completion
switch means for .one approach by each actuation of their time periods to shift said cyclic operating
of the vehicle actuated device therein, and means means to its other position to indicate right ol.'
including said minimum time switch and both way to the other street, and means individual to
said additional time switches and dependent on each of said time switch means to maintain the
respective switches operated uponA and after com
operation of all three of these switches at comple
tion of th'eir time periods to shift said cyclic pletion of their respective time periods and until 20
operating means to its other position to indicate said shifting means operates to shift said cyclic
operating means to said other position._
right of way to the other street.
10. A traiïic control system as in claim 9 addi
7. A trame control system as in'clairn 6 addi
tionally including a maximum time controlled
- tionally including a maximum time controlled
switch means initiated by said cyclic operating switch means initiated by said cyclic operating 25
considerably longer’ time than said minimum from
suchinitiation to shift said operating means to
said other position if it has not already been so
shifted by`operation of the other time switch
to said other position if it has not already been`
so shifted by operation of the other time switch
means.
means.
-
'
'
'
11. A traiilc control system for the intersection
of two streets with each street having two oppo
site approaches to the intersection, including in
combination, electric right of way signals for the
respective streets, cyclic switch mechanism hav
8. A traiiic control system for the intersection
of two streets with each street having two oppo
site approaches to the intersection, including in
combination, right of Way signals for the respec
tive streets, cyclic operating means for said sig
ing alternate switching positions for energizing
the respective signals alternately, a vehicle actu
nals and having alternate operatingpositions to
indicate right of way alternately to the respective
streets, a 'vehicle actuated device in each ap
40 proach of each street, two time controlled switch
ated device in each approach of each street. three
time delayed switch means connected to have
means initiated by 'said cyclic operating means
in said one position and operating at definite
times from such initiation, means associated with
the cyclic operating means for connecting said
ing the right of way signal on one street and
as
additional time controlled switch means with the
respective vehicle actuated devices in the respec
tive approaches of said one street having right
of way so as to reinitate timing of the switch
means for one approach by each actuation of the
vehicle actuated device therein, means including
both said time switches and dependent on'opera
tion of both such switches at completion of their
time periods to shift said cyclic operating means
to its other position to indicate right of way to
the other street, and means individual to each of
said time switch means to maintain the respec
their timing initiated by said cyclic switch mech
anism when the latter is in one position energiz
adapted to operate their respective switches at
completion of their respective timing, the ilrst 45
of said switch means having a time period serving
as a minimum for said cyclic switch mechanism
in said one position, and the other two switch
means having timing periods shorter than such
- minimum, switching means associated with said
tive switches operated upon and after comple
tion of their respective time periods and until said
shifting means operates, irrespective of further
>operation of the vehicle actuated means con»
nected to the time switch means during such right
of way on said one street.
<
9. A trailic control system for the intersection
of two streets with each street having two oppo
site approaches to the intersection, including in
combination, right oi way signals for therespec
tive streets, cyclic operating means for said sig
nals and having alternate operating positions to
.indicate right of way alternately to the respective
70 streets, a vehicle- actuated device in each ap
proach of each street, minimum time controlled
switch means initiated by said cyclic operating
means when the latter is in one position to indi
cate right of- way to one street and operating „
at a minimum time from such initiation, two
cyclic switching mechanism to connect saidother.
two time delayed switch means to the respective
vehicle actuated devices of the two approaches
of said one street in said one position of said>
cyclic switch mechanism to reinitiate either one
ct said other time switch means by each actua
tion of its connected vehicle actuated device to
delay completion of its time period, and means
including the switches of said three time switch
means and operative only when all said three
switches are concurrently operated to shift said
cyclic vswitch mechanism to its other position to
energize the right of way signal for the other
street.
-
“
12. A trame control system as in claim il addi
tionally including a maximum time controlled
switch means initiated by said cyclic operating
means in said one position and operating at a
considerably longer time than said minimum 70
from such initiation to shift said operating means „
to said other position if it has not already been
so shifted by operation o! the other time switch
means.
-
FRANCIS J. BUECHEL, Jlr.
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