US2133157A - Signal controlling and duration varying system and mechanism therefor - Google Patents

Description

Oct. 11, 1938. H. l. TURNER El AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM'THEREFOR Filed Dec. 5, 1954 Y 10 Sheets-Sheet 1 INVENTOR5 HARR\50N I. TURNER RL L. ANDERSON ATTORNEY Oct. 11, 1938. v TURNER ET AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFOR Filed Dec. 3, 1954 10 Sheets-Sheet 2 "lib . F15 2 I INVENTORS Hnnmsou l. TURNER CARL L. ANDERSON ATTOR NEY Oct. 11, 1938. H. TURNER ET AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEEEFOR Filed Dec, 5, 1934 10 Sheets-Sheet 5 INVENTQRS HARRl-SON L'TURNER CARL LuANDERfJO ATTORNEY Oct. 11,1938. 7 H. l. TURNER ET AL I I 3 ISIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANII ISM THEREFOR Filed Dec. s, 1954 lb Sheets-Sheet 4 506' Zia-H 58 z/sl2 INVENTORS HARRlSON L'TURNER CARL L. ANDER$ON v ATTORNEY Oct. 11, 1938. TURNER r AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM'THEREFOR F iled Dec. 3, 1954 -10 Sheets-Sheet 5 C. 055 H IGHWAY INVENTORS HARmsoN 1. TURNER CARL L. ANDERsoN ATTORNEY a a m 0 -Qua' l0 Sheets-Sheet 6 INVENTOR5 ATTORNEY.

H. I. TURNER ET! AL Filed Dec. 3, 1934 6 all H il. 1.. mb 7 o 6 6 v 0 4 1 1H Y FOR M075? M/ 1 SFEC/AL surpt Miiiii HARRISON l- TURNER CARL L. ANDERsON *6 M/ Oct. 11, 1938.

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFOR CURRENT {sou/2c:

Oct- 11, 1938. --H. I. TURNER ET AL 33 SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFOR Filed Dec. s, 1934v 1o sheets-sfi et 7 SI 52 53 54- v 55 b2 EIIJT N bu al al' seal 660] 1/5 -/9 BUT I N seal 52 sw'l 5| J/E-ZO T IN nu ml 52 -INVENTOR5 HARFUSON [.TURNER CARL L. ANDERbON ATTORNEY 1933- H. l. TURNER Er A1, 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING STZSTEM AND MECHANISM THEREFOR Filed Dec. 5; 1954 10 Sheets-SheetB INVENTORS HARRISON LTURNER CARL ANDERON BY ATTORNEY.

Oct. 11, 1938. H. TURN ER El AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFOR ,Filed Dec. 3, 1934. 10 sheets-sheet 9 R mm. EN 3 3 5 m m w n in v m wm m m- V \l m n #m m w A 3 sum 5 L zopuaozou uumnow E. M L NW W f H HAO ium 7 MW d3 Mm a; no

or act v 0a. 11, 1938. H ,1 RNE Er AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFOR Filed Dec. 5', 1934 10 Sheets-Sheet 10 FN DIALS Fs DIAL N 25200 2 200 W INVENTORS W MAIN HIGHWAY 'PEDESTRIAN HARRlSON LTURNER cRoss HIGHWAY LAMPS LAMPS CARL L. ANDERSON LAMPS BY E Z5 ZTTORNEK Patented Oct. 11, 1938 PATENT OFFICE SIGNAL CONTROLLING 'VARYING SYSTEM THEREFOR AND DURATION AND MECHANISM Harrison Irving Turner and Carl Ludwig Anderson, Moline, Ill., assignors to Eagle Signal Corporation, Moline, 111., a corporation of Massachusettl Application December 3, 1934, Serial No. 755,742

14 Claims.

This invention relates to signal controlling and duration varying systems and mechanisms therefor, and more particularly to those for governing highway tramc in situations where it is desirable to at times vary the duration and/or characteristics of components entering into cycles of changes of signal aspects.

A novel form of system and mechanism for synchronizing and controlling the speed of op eration of a trafiic signal controller or controllers and a novel form of variable circuit making and breaking mechanism are described in this application in order to facilitate a complete understanding of this invention, but such system and mechanism and such making and breaking mechanism are described and claimed in divisions of this application, Serial No. 49,766, filed November 14th, 1935 and Serial No. 52,848, filed December 4th, 1935, respectively. In this application, it is intended to claim the broad features of the invention and also to claim the novel form of system and mechanism for selectively attaining and presenting a plurality of diverse cycles of signals for controlling the movements of tramc.

Mechanism and systems heretofore available for governing highway trafilc have embodied characteristics which precluded facility of revisions of settings and adjustments after completion of manufacture, to render same suitable for the varied needs of difierent locations; but, on the contrary, involved extensive and costly redesigning, as well as revision of assembled mechanism.

Furthermore, the complex and intricate character of traflic signal controlling mechanism which has heretofore been supplied for such servvice has resulted in the adoption of designs and methods of manufacture which have rendered the resultant mechanism subject to disarrangement and, when disarranged, requiring highly skilled services for eflfecting repair and readjustment.

It is readily apparent that trafilc signal controlling mechanism should be of such type as to meet a large proportion of the requirements of the many diverse intricate highway traihc controlling situations without involving diversity of structural details and without requiring variations of settings or adjustments other than those of a simple nature which can be quickly and conveniently accomplished by persons of ordinary training and ability. In contrast with such characteristics of standardization of manufacture and simplification of adaptation, the use of prior traflic signal controlling mechanisms of which we are aware has involved the disadvantages and economic waste incidental to' individually designing and building such controlling mechanisms, each to suit conditions of specific character and very limited application, as well as multiplying costs of adjustment. repair and replacement of parts to an extent which has heretofore served as a deterrent to prospective users of such systems.

It has also been found that, in many locations, it is highly desirable to provide for utilization of diverse alternative types of cycles of the presentation of signaling aspects, each such type of cycle characterized by the establishment of time durations for the respective aspects which will be suited for some predictable condition of relative traflic density; such as, for example, establishing one type of cycle for morning residence-to-business" and evening going-to-theatre trafllc, establishing another type of cycle for opposite predominating trafllc density, and establishing another type of cycle to meet some other condition, as when traflic densities lack directional predominance.

Furthermore, it has been found that, under circumstances wherein attempts have been made to furnish a mechanism capable of providing such diversity of types of cycles, difficulties have arisen in so maintaining operation of such mechanism under supervision of a master timer" or master controller" as to permit so-called progressive movement of traffic.

It is, therefore, an important object of this invention to provide a signal controlling and duration varying system, and mechanism therefor, which is susceptible of adjustment and adaptation, readily accomplished by users of ordinary intelligence and without special facilities, for the purpose of caring for the greatest practicable proportion of the diverse circumstances and conditions presented in effecting the control and regulation of highway trafiic in a manner which will promote its safe and expeditious movement.

It is another important object of this invention to provide a signal controlling and duration varying system, and mechanism therefor,

which is capable of governing the display of a suflicient variety of signaling aspects to provide for substantially all needful types of sequential displays.

Another important object of this invention is to provide a signal controlling and duration varying system, and mechanism therefor, which is capable of effecting displays of signal aspects in accordance with one or another of a plurality of sets of cycle characteristics each of which sets so differs in the number and/or duration and/or character of various aspects as to be suitable and adequate for governing the flow of traffic on occasions when such traiiic presents some certain outstanding characteristic as,-for example, directional predominance.

Another object of this invention is to provide such a system and mechanism which affords ready interchangeability and/or replacement of parts.

Another object of this invention is to provide such a system and mechanism which is capable of operating under the supervision of a master timer or controller for so displaying signal aspects as to permit progressive movement oil traffic irrespective of the set of cycle characteristics then in effective display.

Another object of this invention is to provide such a system and mechanism which is capable of at times displaying special characteristic signals whereby to indicate, to progressively moving traflic, the need of either an increase or a decrease in its rate of movement in order to maintain a desired positioning relative to a progressive display of signaling aspects,

Another object of this invention is to provide such a mechanism capable of being easily and readily adjusted to revise the sequence of display of signaling aspects.

Another object of this invention is to provide such a mechanism capable of easy and ready adjustment without special facilities to effect a prolongation or shortening of the duration of display of any particular aspect.

Another object of this invention is to provide such a system and mechanism capable of being so supervised and governed from a master timer as to permit effective revision therefrom of cycle characteristics both as to component signaling aspects and as to the timed duration thereof.

Another object of this invention is to provide such a system and mechanism capable of being periodically and automatically brought into a synchronical relationship with respect to a master timer.

Another object of this invention is to provide such a mechanism capable of being periodically and automatically revised as to speed of operation to maintain substantially synchronical speed between such mechanism and that of a master timer.

Another object of this invention is to provide a system and mechanism capable of being periodically and automatically revised as to speed of operation to compensate for any nominal change in speed such as may occur resultant from atmospheric temperature variations and the like.

Still other objects of this invention are to provide for the maintenance of substantially synchronous relationship between one and another of a plurality of traffic signal controllers having the foregoing characteristics; to provide a type of traflic signal controller which may, in less than all of its cycle types, effect recurrent display of special signal aspects for directing certain trafllc (as, for example, "right turn" arrows, "left turn arrows and pedestrian movement signals); to provide a type of trailic signal controller which may be manually operated without affecting the operative characteristics of any controller which is either interrelated or governed by a master controller in common therewith; to provide a type of traffic signal controller which, following a period of manual operation,

, tics may be accomplished without utilization of change gears or other means of such character as to present opportunities for inadvertent disarrangement of intended cycle characteristics 7 incidental to substitution of cycles of onecharacteristic for those of another.

A further important object of this invention is to provide improved duration varying systems and mechanism therefor which, for the accomplishment of all, any one or of any group of the foregoing objects, shall be of greater effectiveness and reliability, composed of a smaller number of parts severally characterized by strength, durability and facility of assemblage, as well as amenable to a lower cost of manufacture.

Other and more specific objects and advantages will appear in the following description of an illustrative embodiment of this invention, or will be apparent therefrom to those skilled in this art.

In a preferred embodiment of this invention, the foregoing objects and others ancillary thereto are preferably accomplished as follows:

A series of adjustable cams are provided for opening and closing contacts which control various signaling circuits. These cams are rotated, as by means of a motor, subject to the control of a mechanism having several graduated plates or faces each equipped with a plurality of members (herein referred to as keys) subject to manual placement in diverse relationships, assemblies of said plates or faces, with their associated parts, being hereinafter referred to as dial assemblies" or "dials". These dials, together with their associated members or keys, are simultaneously driven by a second motor; certain of said keys being effective for causing energization of the cam motor incidental to changes in the display of signaling aspects. Relays contribute to association of the cam motor with the dials for rendering energization of said motor responsive 'to one or another of said dials, singly, and subject to determinations eifected by a master controller. Other means, including certain of the keys associated with said dials, serve to maintain predetermined relationships between the actuation of said cams and the positionings of said dials, as well as making provision for maintaining predetermined relationships between said dials and a master timer. A further means is provided for response to a master timer for effecting regulation of the speed of the dial motor to attain substantially synchronous relationships between the timing of said dials and that established by such a master timer.

For the purpose of facilitating a ready understanding of this invention and what are considered to be its novel characteristics, an embodiment thereof is represented in the annexed drawings and hereinafter described, however, such embodiment, though practical, is by no means the only one which the invention may assume, wherefore the invention is not confined to any strict conformity with the more or less diagrammatic representations of the drawings but may be changed and modified in various particulars so long as such changes and modifications make no material departures from the invention, as more particularly set forth inthe annexed claims.

In the accompanying drawings, like parts are designated by the same reference characters throughout the several views in which Figure 1 is a front elevation of a trafllc signal controller embodying this invention;

Fig. 2 is a schematic representation of mechanism and of circuit connections suitable for association with that portion of the traflic signal controller shown in the right-hand section of Fig. 1;

Fig. 3 is a schematic representation of mechanism and of circuit connections suitable for association with that portion of the traffic signal controller shown in the left-hand section of Fig. 4 is a somewhat diagrammatic isometric view of a portion of the mechanism situated within the left-hand section of Fig. 1 and in Fig. 3;

Fig. 5 is a detailed sectional view of certain parts of Fig. 4;

Figs. 6, 7, 8, 9, 10, 11 and 12 are views representative of various alternative positionings of parts of Fig. 4;

Fig. 13 is a detailed view of certain parts of Fig. 2 with certain portions broken away;

Fig. 14 is a schematic representation of circuit connections to a plurality of signal lights at a highway intersection and arranged for cooperation with the trafilc signal controller of Figs. 1, 2 and 3;

Fig. 15 is a detailed view of an alternative arrangement of certain of the parts shown in Fig. 3;

Fig. 16 is a schematic representation of a master timer in association with a plurality oftraffic signal controllers embodying this invention;

Fig. 17 is a composite chart representative of various operating characteristics of a trailic signal controller in comparison with those of a master timer such as indicated in Fig. 16;

Figs. 18, 19 and 20 are charts representative of the traflic movements permitted under diverse conditions rendered effective through the association of a group of trailic signal controllers as of Fig. 1 with a master timer, in accordance with Fig. 16;

Fig. 21 schematically indicates mechanism for automatically rendering selectively effective, at suitable occasions, the various signal presentation schedules of associated local controllers;

Fig. 22 is a schematic representation of certain revisions of circuit connections illustrative of the readiness to adaptation to differing operative requirements of systems similar to that indicated by Figs. 1, 2, 3 and 14; and

Fig. 23 is a schematic across-the-line representation of circuit connections combined with a composite diagrammatic presentation of mechanisms and arrangement of parts embodying this invention.

The traffic signal controller of Fig. 1, sometimes referred to as local controller, comprises a panel 50 upon which is mounted a timer dial mechanism DM and a signal circuit controlling mechanism CM responsive thereto.

The timer dial mechanism DM includes means for establishing the durations of the respective periods or components of a cycle of the operation of the controller, together with facilities for manually altering same; which facilities include the slotted dials 200 and the indicia dials 202. (See also Figs. 4 and 5.)

Three assemblies of dials FN, F8 and N are shown, however, since the dials themselves as well as the associated mechanisms are similarly constructed and assembled the following description will be directed to but one such dial and assembly.

As more clearly shown in Figs. 4 and 5, the basic dial 203 is fixed upon the hub 206, which hub is, in turn, secured to the shaft 204 by the set screw 208; .and the slotted dial 200 is firmly secured to the basic dial 203 as by rivet pin 205.

Indicia dial 202 is slidably threaded extension 2l0 of the hub 206, and is retained in position by means of the thumb nut 2 I 2.

which will be hereinafter more fully explained.

The pin 2H5 serves to maintain the indicia dial 202, when in its normal axial position, in a fixed rotational relationship to the slotted dial 200.-

As further indicated in Fig. 5, the basic dial 203 has a circular groove 2|8 formed around one face thereof near its periphery, said groove being situated in such relation to the slots 220 of dial 200 that an operating key, such as key 240, having projections 242 and 244 thereon, when inserted in one of the slots 220, may be securely fastened in position by tightening thumb nut 2| 2 and thereby carrying indicia dial 202 into engagement with projection 242, which will force the tapered edges of the projection 244 against the sides of the groove 2l8.

From the foregoing it will be seen that establishment of desired settings of operating keys, such as the key 240, is greatly facilitated by the construction shown, in that the axial movement of the indicia dial 202, which occurs responsive to the spring 2 l4 when the nut 2| 2 is partially withdrawn from the threaded extension 2i0, permits insertion, transfer or removal of desired ones of such keys without thereby disturbing the settings of the others thereof.

In order to adapt the controller for effecting certain durations of signaling aspects, keys having projections 242 and 244 corresponding to those of key 240, but varying in the contour of other portions thereof, are assembled and secured in desired positions in the slotted dial 200 to act in a manner and for a purpose which will be hereinafter more fully described.

As indicated in Fig. 1, stationary reference pointers 230, 230, 230 are closely associated with the indicia 202 provided upon the faces of the indicia dials 202, in order to facilitate determinations as to required relative settings of keys in the dials 200 and as to the positionings of the dials relative to a cycle of their operation.

As best shown in Fig. 3, the shafts 204 of the dial assemblies FN, FS and N, are driven by means of an induction type motor Ml comprising the electromagnet 290, disc 292, shaft 294, worm gear 296, worm wheel 298, driving gears 300, 300, 300 and idler gears 302, 302; said driving gears being fixed upon their respectively associated shafts 204, 204, 204.

Gear 300', driven by one of the gears 300, is secured to shaft 304 and acts therethrough to drive two cams which will be herein respectively referred to as the synchronizing cam 306 and the speed control cam 208.

It is preferable that the gears 300, 300, 300 and 300' shall be of such character that simultaneous positioned on the and synchronical movement will be imparted to the dials 200, 200, 200 of the assemblies FN, FS and N, as well as to the cams 306 and 308.

The motor MI has a shading coil 290' rotatable with shaft 3 I for eflectingrevisionsof the torque applied to the disc 292, in a well known manner.

The disc 322 drivesthe shaft 3I0 through the beveled gears 3 and 3I6 and is associated with the electromagnets M2 and M3 such that the excitation of one of said electromagnets will cause said disc to rotate said shaft in one direction and the excitation of the other of said electromagnets will correspondingly cause rotation of said shafts in opposite direction. For convenience in description, the electromagnet M2 and the portion of the disc 322 associated therewith will be herein referred to as motor M2 and the electromagnet M3 and its associated portion of the disc 322 will be herein referred to as motorMT.

From the foregoing it will be evident that energization of motor M2 will cause rotation of the coil 290' in one direction, and energization of the motor M3 will cause rotation of said coil in the opposite direction.

The permanent magnet 3I8 is associated with disc 292, in a manner well understood by those skilled in the art, to serve as a magnetic brake and thereby maintain a comparatively slow and uniform speed of rotation of the disc 292 and to further serve to minimize coasting by hastening deceleration when driving current has been cut off.

As best indicated in Fig. 1, the timer dial mechanism DM is secured to panel 50 by means of the hinges 62, 52, so that the entire dial mechanism may be so swung as to carry the righthand edge of frame plate 232 away from panel 50 and thereby afford convenient access to all portions of said mechanism. The latch 54 is secured to the panel 50 for engagement with the front plate 232, for maintaining same in normal service position.

The details of the mechanical structure of the signal circuit controlling mechanism CM are somewhat similar to those of the controlling mechanism SC disclosed in a co-pending application for Signal controlling mechanism and system filed July 20th, 1934, Serial No. 136,266.

The frame plates I00 and I02 of this mecha nism are maintained in suitably spaced relation by the contact bars I04, I06 and I08, together with the insulating tie strip H0, and by the insulating rods H4, H4. The bars I04, I06 and I08 and the contact I01 are electrically isolated from said frame plates by the insulating plates H2, H2, H2, H2.

The frame plate I02 of the mechanism CM is secured to the panel 50 by means of the hinges 56, 56, in a manner corresponding to that described in connection with the mechanism DM, so that the entire signal circuit controlling mechanism may be so swung as to carry the frame plate I00 away from the panel 50 and to thereby afford convenient access to all portions of said mechanism. The latch 56 is secured to the panel 50 for engagement with the frame plate I00, for maintaining same in normal snug engagement with said panel.

Further details of the mechanical structure of the signal circuit controlling mechanism CM will be best understood by referring both to Fig. 1 and to the diagrammatic representation of Fig. 2, wherein a general arrangement of parts is shown which corresponds substantially with the disclosure of Fig. 1; however, it will be noted that certain (parts, \for example, electromagnet II6, have been shown in Fig. 2 in a diagrammatic manner, in order to more clearly disclose their intended manner of operation, and also in order to avoid distortion of representation or obscuring of other parts.

The cam motor M4 is secured to the frame plates I00 and I02 and comprises the metal disc I22, which is fixed upon the shaft I24, to drive the gear I26 throughany well known medium of gearing such, for example, as that utilized in the disclosure of the aforementioned copending application.

' The permanent magnets H8, H8, are applied in a well known manner to effect a slow and uniform speed of rotation of the disc I22 and to further serve to minimize coasting by hastening deceleration when driving current has been cut 05.

The motor M4 drives the cam shafts I28 and I30, said shaft I28 being driven by said motor through the gears I26 and I32, and said shaft I30 being driven in even ratio with said shaft I28 through the gears I34 and I36.

The cams 60, 62, 64, 66, 68, 10, 12, 14, 16, 18, 80 and 82 are adjustably secured upon the shaft I30 between spacers 84, as shown in Fig. 1, and each of said cams consists of two relatively movable discs or sections capable of presenting a greater or less angular raised portion, depending uponwhether the raised portions of the discs are in side-by-side or overlapping relationship, as more fully disclosed in the aforementioned copending application; thus facilitating wide variations in the relative settings and durations of the effectiveness thereof.

As indicated by Fig. 2, supervising cam 90, the impulse cam 92, the carryover wheel 94, the ratchet wheel 96 and the bevel gear 98 are ro tated by the shaft I28, for accomplishing results which will be hereinafter more clearly pointed out.

The ratchet wheel 96 and its pawl 358 may be provided to prevent rotation of shafts I28 and I30 in other than the intended direction.

The contact arm I60 is biased for movement to effect closure of an electrical connection between such arm and the contact bar I08 and is arranged to open such connection responsive to actuation communicated to said arm, (through the lift rod I88 and the insulating member I84) from the follower I86 which traces the contour of the cam 60. The contact arm I62 is of similar construction and correspondingly associated with the cam 62 and the contact I01 which is mounted on the tie strip H0. The. contact arms I64, I68, I12, I16, I80 and I82 are also of similar construction and correspondingly associated with the cams 64, 68, 12, 16, 80 and 82, and with the contact bar I04; while the contact arms I66, I10, I14 and I18 are of similar construction and correspondingly associated with cams 66, 10, 14 and 18 and with the contact bar I06 (see also Fig. 1)

The contact arms I90, I92 and I94 are biased,

as by the springs I96, to effect closure of electrical connections between said arms and the contact bars I90, I92 and I94, respectively; and are associated with the cams 90 and 92 and with pins 280 which are carried by the wheel 94, through their respective insulating members I84, push rods I88" and followers I86.

As best indicated by Fig. 1, a rock shaft I40 extends between the frame plates I00, I02 as well as outside of plate I00. A conventional crank I38 and lever I42 are so associated with the portion of the shaft I40 which extends outside of plate I00, with the electromagnet I I6 and with the armature I44 thereof, that the rock shaft I40 is in a certain rotative position during energization of said electromagnet, and is rockedto another position, during deenergization of said electromagnet, responsive to the spring I48. The shaft I40 is uniformly cut away between the plates I00, I02 except at that portion I45 which is adjacent the follower I86 associated with cam -64, where a projecting section of this shaft coacts with the projecting end of said follower to eflect separation of arm I64 from bar I 04whenever the rock shaft I40 is rocked to the position which it assumes during deenergization of electromagnet II6.

While the arrangement of the electromagnet H6 and its associated parts as indicated in Fig. 1 is based upon actual details of a practical embodiment of this invention, Fig. 2 incorporates slight differences in the representations of certain of these parts in order that they may be better suited to its diagrammatic formralthough the operative effect of one arrangement is substantially identical with that of the other. Thus in Fig. 2 the armature I44 is represented as associated with the arm I64 through the rod I46 and its insulating block I84" in such manner that retraction thereof responsive to spring I48 will cause movement of said arm to break its connection with the bar I04, and so that when said armature is in attracted position said arm will be free to assume either open or closed circuit relationship with said bar.

The bevel gear 350 mounted on shaft 352 meshes with bevel gear 38 on shaft I28. The pin 354, in shaft 352, is adapted to register with the slot 356 in the manual control handle 360 so that, when the handle 360 is applied over the end of said shaft, said pin will be engaged by the walls of the slot 356, to the end that rotation of the handle 360 will cause corresponding rotation of the shafts I28 and I30.

As previously pointed out, the pawl 358 may be utilized in conjunction with the ratchet wheel 96 to prevent unintended directional rotation of shaft I28, and therefore of shafts I30 and 352.

The shaft I30 hasfixed thereon a notched wheel 362 which cooperates with the spring 364 in a well known manner, to retain said shaft and the shaft I28 in any one of a plurality of index positions, as well as serving to indicate rotation of said shafts past such positions. So-called "slugs 363 are provided for insertion and secure retention within any desired one of the notches of the wheel 362, for the purpose of blanketing or rendering such notches ineffective for cooperation with said spring 364, for rea sons which will be hereinafter more fully explained.

Positioning of the manual control handle 360 on the shaft 352, as just described, effects engagement between the cam surface 366 on the handle 360 and the insulating rod 368. The resultant movement of said rod in a lateral direction away from the handle 360 causes the separation of the spring 380 from the spring 318 and, through the insulated rod 310, serves to move the three contact springs 312, 314 and 316 into closed relationship, for reasons which will be hereinafter more fully explained.

A relay 382, having a movable contact 384 andstationary contacts 386 and 388 is so arranged that, when energized, contact 384 moves into engagement with contacts 386 and 388,

Associated with the controller of Fig. 1, is a mechanism for formulating intermittent current impulses. As best shown in Fig. 2, this mechanism comprises a motor M5 which drives a shaft 380 through gears 382 and 394. Secured to the shaft 380 are cams 336 and 388, which, in rotating, engage the movable contacts 400 and 402 and move them away from their respectively associated stationary contact members 404 and 406. Thus, when motor M5 is energized, contact 400 is continuously acting to alternately make and break with contact 404 and, correspondingly, :ggtact 402 is making and breaking with contact Referring again to Figs. 3, 4 and 5, as well as to Figs. 6, '7, 8, 9, 10, 11 and 12; as hereinbefore described, keys (such as key 240 of Fig. 5) may be firmly secured in selected slots of dial 200. Each slotted dial 200 may preferably have one hundred uniformly spaced slots about its circumference- The indicia 202' on dial 202 assists in determining thelocation of any given setting of a key in terms of percentage of an operative cycle.

It will be noted that the keys 240, 250, 252, 254, 256 and 268, as shown in Figs. 7, 8, 9, 10, 11 and 12, respectively, differ from one another as to certain details of their contour, in order that each of these types of keys will, when assembled in a dial 200, perform its own characteristic function of operation as may be understood by reference to Fig. 4, in connection with more detailed descriptions thereof which are hereinafter set forth.

Associated with each dial 200 are six finger ends 500', 502', 504', 506', 506' and 5I0', which are formed at the ends of the fingers 500, 502, 504, 506, 508 and 5I0, respectively. In addition, the end 506' has secured thereto a secondary end 506", the purpose of which will be hereinafter more fully explained.

The fingers 500, 502, 504 and 506 are secured to the insulating mounting blocks 5I2, 5I4, 5I6 and 5I8, respectively, each of which blocks is free to rotate in an intended manner about its associated pivot shaft 520, 522, 524 or 526.

Alsosecured to contact block 5I2 is a contact member 530, having a contact 530' for. at times engaging the contact 528' of a stationary. contact member 528.

Secured to the contact block 5| 4 is a contact member 532, carrying a contact 532' adapted for at times engaging the contact 528" of the member 528.

The contact members 534 and 536 are secured to the contact mounting block 5I6 in insulated relationship and carry the contacts 534' and 536', respectively.

- The contact member 538 is secured to the contact mounting block 5I8 and carries the contacts 538', 538" and 538" for at times engaging the contacts 534', 536' and 540', respectively. Said contact 540' is carried by the stationary contact member '640 and is normally engaged by con-. tact 538".

5 A stop 542 serves to limit the downward move- 6 from contact 528'. correspondingly, when the pin 552 engages the shoulder 5l0", the block 5l4 will be in a raised position such that contact 532 will be separated from contact 528".

The spring 554 urges movement of the block 5l8 to effect engagement between the contacts 538" and 540; the spring 556 urges movement of the block 5l5 to bring finger 504 against the stop 542; the spring 558 urges movement of the block 514 to bring the contact 532" into engagement with the contact 528"; the spring 560 urges movement of the block 5l2 to bring the contact 530' into engagement with the contact 528; and, the springs 562, 562 maintain fingers 508 and 510 against their respectively associated pins 550, 552 to bring the shoulders 508" and 5|0" in position to be engaged by the pins 550 and 552 for a purpose which will be hereinafter more fully explained. In this connection it should be noted that the springs 558 and 560 are of sufficient tension to prevent the springs 562, 552, acting through the fingers 508 and 5l0 and the pins 550 and 552, from lifting the fingers 500 and 502.

During intended operation, the closure and separation of certain contacts are effected by the movement of the keys, carried by dial 200, past the finger ends 500, 502', 504', 506', 506", .508 and 5l0'. Each key passes above the ends 508, SN and below the ends 500, 502', 504, 506' and 506", and each key is of such contour that it either depresses or lifts a certain end or ends as predetermined by the characteristics of its contour.

Fig. 6 shows the relative positionings of the finger ends of Fig. 4, as normally assumed by them, in the absence of actuation thereof by any of the keys.

Fig. '7 differs from Fig. 6 in that it indicates the revised positioning of the end 504' resultant from engagement thereof by the projecting portion 260 of the key 240. However, in the operation of this mechanism, just before the end 504' has been lifted to the positioning here shown, the main body portion of the key 240 will have acted to slightly raise the end 506", with the result that the contact 538" will be slightly separated from contact 540' just before engagement of contact 584' with contact 588'.

Fig. 8 shows how the contour of the key 250 acts, through its projecting portion 262, to depress the end 508', while the cut-away portion .262 of its main body passes beneath the ends 504' and 505' without raising them. Such depression of the end 508' causes the finger 508 to withdraw the shoulder 508" from the path of the pin 550, whereupon the block H2 is rotated by the spring 560 so as to bring the contact 530' into engagement with the contact 528'.

Fig. 9 shows how the contour of key 252 acts through its projecting portion 264, to depress the end 5l0', while the cut-away portion 264' of its main body passes beneath the end 505' without raising it. Such depression of the end 5l0 causes the finger M0 to withdraw the shoulder 5l0" from the path of the pin 552, permitting the block 514 to rotate responsive to the spring 558- and thereby bring contact 522' into engagement with contact 528".

In Fig. 10, the key 254 is shown acting through its projecting portion 268 to lift the end 502' and thereby rotate the block 5 and carry the contact 522' away from the contact 528". Such lifting of the end 502' tends to carry the pin 552 away from the finger 5l0, which finger will then be raised by its spring 582 until its shoulder 5l0" engages said pin 552; so that, when said projecting portion 266 of key 254 is withdrawn from the end 502', said finger 5"! will act, through the shoulder 5I0", to latch and thereby maintain the finger 502 in its raised position. As a result, the contact 532' will remain away from the contact 528" until the finger H0 is depressed (as, for example, by engagement of key 252 with the end 5l0 of said finger 5l0) whereupon the shoulder 5l0" will be disengaged from the pin 552, as hereinbefore more fully explained.

, In Fig. 11, the key 258 is shown acting through its projecting portion 268 to lift the end 500 and thereby so rotate the block 5l2 as to carry the contact 530' away from the contact 528'. Such lifting of the end 500' tends to carry the pin 550 away from the finger 508, which finger will then be raised by its spring 562 until itsshoulder 508" engages said pin 550; to the end that, when said projecting portion 268 of key 255 is withdrawn from the end 500', said finger 508 will act, through its shoulder 508", to latch and thereby maintain the finger 500 in its raised position. As a result, the contact 530' will remain away from the contact 528' until the finger 508 is depressed (as, for example, by engagement of key 250 with the end 508' of said finger), whereupon the shoulder 508" will be disengaged from the pin 550, as hereinbefore more fully explained.

In Fig. 12, the upper edge 210 of the key 258 is shown supporting the finger end 506' in such position as to cause the block 5l8 to carry the contact 588" away from the contact 540 and to carry the contact 588" into engagement with the contact 586'.

It will be noted that, throughout the operation of the various keys, as just described, given keys actuate but one or, at most, two of the finger ends, leaving the other fingers undisturbed.

It should also be understood that the representation of certain key contours in the accompanying drawings, and the foregoing description thereof, are presented for purposes of illustration; as it will be evident to those skilled in the art that various other key contours may be devised fon effecting different operative results, as may be required in order to cause a display of desired signals.

In the interest of clearness of disclosure, fingers, finger ends, springs, keys, etc., are omitted from Fig. 3. On the other hand, several relays and contacts which have been omitted from other views for like reasons, are here diagrammatically indicated, as follows:

Relay 4|0 has individually insulated movable contacts H2, H4 and 4| 6 for engaging the front contacts 4l8, 420 .and 422, respectively, during energization, and for correspondingly engaging the back contacts 424, 426 and 428 during deen ergization.

Relay 430 has similar movable contacts 482, 484 and 486 for like cooperation withthe front contacts 438, 440 and 442 and the back contacts 444, 446 and 448.

Relays 450 and 456 have the electrically inter- The contact 480 of the timer dial mechanism DM is situated between the contacts 482 and 484 and is biased for movement away from the former and into engagement with the latter; said contacts 482 and 484 being so positioned with relation to said contact 480 that, in the course of the movement thereof, it will make with one before breaking with the other. The cam 308 is situated in the path of the free end of said contact 480, for holding same in engagement with said contact 482 except when the cut-away portion 308 of said cam is situated in the path of the end of said contact 480, when its bias will cause it to move into engagement with contact 484 and away from contact 482.

The contact 490 of the timer dial mechanism DM is situated between the contacts 492 and 494 and is biased for movement away from the former and into engagement with the latter; said contacts 492 and 494 being so positioned with relation to said contact 490 that, in the course of the movement thereof, it will break with one before making with the other. The cam 308 is situated in the path of the free end of said contact 490, for holding same in engagement with said contact 492 when the full raised portion 308" of said cam is situated in the path of the end of said contact 490; for holding said contact 490, against the urge of its bias, in an intermediate or non-contacting position when the semi-raised portion 308' of said cam is situated in the path of said end; and for permitting said contact to move, responsive to the urge of its bias, into engagement with contact 494 and away from contact 492 when the depressed or cut-away portion 308" of said cam is situated in the path of said contact.

Referring now to Fig. 13, there is here shown a detailed view of the carryover wheel 94 previously referred to in connection with Fig. 2. This wheel 94 is secured to the shaft I28 and has twelve openings in equidistant spacing near the periphery thereof for receiving a desired number of pins such as the pins 280. As clearly indicated at the portion of the wheel 94- shown cut-away, the retaining disc 282, hub 284 and se' screw 288 serve to retain the pins 280 in intended position and to provide means which permit r ady removal or insertion of such pins for purposes which will be hereinafter more fully pointed out.

Eight of the pins 280 are shown in the wheel 94 of Fig. 2 positioned for effecting separation of arm I94 from bar I94 at occasions in suitably timed relation to the closures of the contact I92 with bar I92, as hereinafter more fully explained.

Referring next to Fig. 14, the signal lamps 588, 570, 512, 514, 518, 518, 580 and 582 are for indicating, by the display of the arrows marked thereon, permitted movements of pedestrian traflic.

The signal lamps 584, 588, 588 and 590 are situated in main highway, the signals 584 and 588 facing traflic in one direction on main highway approaching the intersection with cross highway, and the lamps 588 and 590 facing trafflc approaching said intersection from the opposite direction. The signaldamps 582, 584, 588 and 588 are' correspondingly situated in cross highway, so that the lamps 582 and 588 face traflic approaching said intersection from one direction, and the lamps 594 and 588 face traillc approaching from the opposite direction. In each of said highway approaches, there are also provided a stop" lamp R, a caution lamp A and a "go lamp G or G; such letters R, A and G alluding to the conventionally used colors for such signalingaspects of red, amber and green. The lamps 584, 588, 582 and 584 display arrows when lighted for indicating that vehicular traffic approaching lighted ones thereof may make lefthand turns. correspondingly, the lighting of the lamps 588, 590, 598 and 588 indicates that vehicular traffic approaching lighted ones thereof may make right-hand turns.

Fig. 15 discloses an alternative form of the driving connection showifln Fig. 3 between the shaft 320 of motors M2 and M3 and the torque revising shaft 3| 0 of motor MI. Utilization of this form of connection may be desirable in instances .in which the ratio of gearing needed between these shafts is greater than readily obtainable with the form of Fig. 3.

Such alternative form of connection comprises a worm gear 324 fixed upon the shaft 320; a

worm wheel 328 loosely mounted on the shaft 3I0, meshing with'said worm gear, and held in place by the spacing collar 328; the cup-shaped spring 330 pressed against said wheel 328 by the hub 332, which hub is fastened to said shaft by the set screw 334, so that the shaft 3I0 is frictionally driven responsive to rotation of said wheel. The amount of friction may be regulated by moving the hub 332 along shaft 3I0 either toward or away from the wheel 328. As

. previously explained, rotation of shaft 320 efiects rotation of coil 290 and said frictional connection facilitates manual adjustment of coil 280', effected by rotating the knob 3I2.

The master timer or controller T, indicated within the confines of the dash line h of Fig. 16, is assoc ated with a plurality of trafllc controllers X, Y, Z, each embodying characteristics of the controller of Fig. l.

In the instance of the traffic controller Z, the panel 50 is shown partially withdrawn from its outer casing Z to permit the mechanisms DM and CM to be swung about their respective hinges 52, 52 and 58. 58, as previously mentioned in connection with the description of Fig. 1.

Such w thdrawal of panel 50 and mechanisms DM and CM may be accomplished through the utilization of any one of a number of well known types of supporting structure, whereby said panel may be moved directly out of the casing Z a suflicient distance to allow the swinging of the mechanisms DM and CM to substantially the positions indicated in Fig. 16.

The master timer T comprises a motor M8 for driving a gear 800 which, in turn, drives the gear 802 which is secured to the shaft 804. The cams 808 and 808 are also fixed on said shaft, and have the cutaway portions 808' and 808' and the raised portions 808" and 808", respectively.

The tracer contact H0 is so associated with the cam 808 and with the contact 8I2 that, when rotation of said cam carries its raised portion 808" into the path of said tracer contact, said contact H0 is moved into engagement with said contact H2; and, when said raised portion 808" is withdrawn and said cut-away portion 808 is presented, said contact 6I0 is moved out of engage-ment with said contact 6I2.

The tracer contact 6I4 is 50 associated with the cam 608 and with the contact 6I6 that, during presentation of the raised portion 608" of said cam,'sai.d tracer contact is separated from said contact 6|6; and, when said raised portion 600 is withdrawn and said cut-away portion 608' is presented, said tracer contact is moved to engage said contact 6I6.

. Circuit connections The electrical connections provided between the mechanism thus far described and the series of terminals indicated in the upper central portion of Fig. 2 are as follows:

From terminal 102,-conductor 156 leads to movable contact 400; conductor 152 leads to contact I01; and conductor 154, branching from conductor 152, leads to contact spring 316.

From terminal 104,-conductor 162 leads to movable contact 402; conductor 158 leads to contact bar I08; and conductor 160, branching from conductor 158, leads to contact spring 312.

From terminals 106,108, H0, 1 I2, H4 and H6,- conductors 164, 166, 168, 110, 112 and 114 lead, respectively, to contact arms I18, I14, I10, I66, I62 and I60; conductors 116, 118,180, 182, 184 and 186 lead, respectively, to correspondingly marked conductors relatively shown in Fig. 14; and, inaddition, conductors 188 and 190 lead, respectively, from the terminals 1 I4 and 1 I6 to correspondingly marked and relatively positioned conductors shown in Fig. 3.

From terminal 1I8,-conductor 192 leads to a correspondingly marked and relatively positioned conductor shown in Fig. 3; conductor 194 leads to contact spring 314; and conductor 196 continues on from spring 314 to the movable contact 384. Contact bar I04 is connected to, and is therefore a branch from, conductor 194.

From terminals 120, 122, 124, 126, 128 and 130, conductors 198, 800, 802. 804, 806 and 808 lead, respectively, to contact arms I82, I80, I16, I12, I68 and I64. Furthermore,conductors 8I0, 8I2, 8l4 and 8 I 6 lead, respectii/ely, from terminals 120, 124, 126 and 128 to correspondingly marked and relatively positioned conductors of Fig. 14; conductors 8I8 and 820 lead, respectively, from terminals 122 and 130 to correspondingly marked and relatively positioned conductors of Fig. 3; and, in addition to the foregoing conductor 822 is for association of the terminal 130 with one side of a suitable source of electric current supply.

From terminals 132, 134 and 136, conductors 824, 826 and 828 lead, respectively, to correspondingly marked conductors of Fig. 16. In addition, conductor 830 leads from terminal 132 to one end of the winding of the electromagnet I I6; and conductors 832 and 834 lead, respectively, from terminals 134 and 136 to correspondingly marked and relatively positioned conductors shown in Fig. 3.

From terminals 138, 140, 142 and 144,- conductors 836, 838, 840 and 842 lead, respectively, to correspondingly marked and relatively positioned conductors shown in Fig. 3; from terminals 138, and 142, conductors 844, 846 and 848 lead to correspondingly marked and relatively positioned conductors shown in Fig. 16; conductor 850 leads from terminal 138 to the remaining end of the winding of the electromagnet II6; conductor 852 is for association of the terminal 144 with the other side of a suitable current source; conductor 854 leads from terminal 144 to a correspondingly marked and relatively positioned conductor shown in Fig. 14. Furthermore, conductor 856 leads from terminal 144 to one terminal of motor M4, while the branch conductor 858 leads from conductor 856 to one end of the winding of relay 382.

From terminals 146, 148 and 150,- conductors 860, 862 and 864 lead, respectively, to correspondingly marked and relatively positioned conductors shown in Fig. 3; conductors 866, 868 and 810 lead, respectively, to the stationary contact 388 of relay 382, to the contact arm I94, and to the contact arm I90. Conductors 812 and 814 branch from conductor 866 and lead, respectively, to contact bars I90 and I92; while conductor 816 branches from conductor 856 and leads to one terminal of motor M5.

Other conductors are shown in Fig. 2, as follows:

Conductor 818 connects the contact bar I04 with the contact bar I06, conductor 880 connects the contact bar I06 with the stationary contact 406, conductor 882 branches from conductor 88 0 and connects with the stationary contact member 404, and conductor 884 connects the stationary contact member 404 with the remaining terminal of motor M5. Conductor 886 leads from the stationary contact 386 of relay 382, to the contact spring 318, conductor 888 leads from the contact spring 318 to the contact bar I94, conductor 890 connects the contact spring 380 with the remaining terminal of motor M4, and conductor 892 connects the remaining end of the winding of relay 382 with the contact arm I92.

Referring now to continuations in Fig. 3 of the conductors which have been described in connection with Fig. 2:

Conductor 192 leads to the contact 482 of the group associated with the cam 306. Conductors 894 and 896 branch from conductor 192, the former leading to the movable contact 432 of relay 430 and the latter leading to the contact 412 of relay 468.

Conductor 840 leads to one end of the winding of relay 462. Conductor 838 leads to one end of the winding of relay 468.

Conductor 842 leads to one end of the winding of motor MI, and conductors 902 and 904 branch from conductor 842, the former leading to an end of each of the windings of relays 450 and 456 and the latter leading to the conductor 906 which connects to one end "of each of the windings of motors M2 and M3.

Conductor 820 leads to the movable contacts 464 and 410 associated with relays 462 and 468.

Conductor 836 leads to the remaining end of the winding of relay 468 as well as to the remaining end of the winding of relay 462. Conductors 898 and 900 branch from conductor 836, the former leading to one end of the winding of relay 4 I0 and the latter leading to one end of the winding of relay 430.

Conductor leads to contact 454 of relay 450, conductor 8I8 leads to the movable contacts 452 and 458 of relays 450 and 456 and conductor 188 leads to contact 460 of relay 456.

Conductors 832 and 834 lead to the remaining ends of the windings of relays 430 and M0, respectively.

Conductor 862 leads to the contact members 540, 540, 540 associated with the assemblies of dials FN, FS and N, respectively; and, correspondingly, conductor 860 leads to the contact members 534, 534, 534, and conductor 864 to the members 536, 536, 536 which are associated with respective ones of the assemblies of dials FN, F8 and N.

Other conductors are showmgn Fig. 3 as follows:

Conductors 998, 9I9 and 9I2 respectively lead from the contacts 8, 428 and 422 of relay 9 to the contact members 538, 538 and 932 associated with the dial assembly FN. A branch conductor 9 leads from conductor 988 to the contact member 528 of said dial assembly FN.

Conductors 9I9, 9I8 and 928 respectively lead from the movable contacts H2, 4 and 9 of relay 9 to the contacts 444, 449 and 443. of the relay 439.

Conductors 922, 924 and 929 respectively lead from the stationary contacts 424, 429 and 428 of relay 9 to the contact members 528, 539 and 532 associated with dial assembly N. A branch conductor 928 leads from conductor 922 to contact member 538 of said dial assembly N.

Conductors 939, 932 and 934 respectively lead from the contacts 438, 449 and 442 of the relay 439 to the contact members 538, 939 and 532 associated with dial assembly FS. A branch conductor 939 leads from conductor 939 to contact member 528 of said dial assembly FS.

Conductors 938 and 949 respectively lead from the movable contacts 434 and 439 of the relay 439 to the remaining ends of the windings of relays 459 and 459.

Conductor 942 leads from the contact 499 of relay 482 to the tracer contact 499 associated with the cam 398.

Conductor 944 leads from contact 414 of relay 498 to the contact 484 associated with the cam 399.

Conductors 949 and 948 lead, respectively, from the remaining ends of the windings of motors M2 and M3 to the contacts 492 and 494 associated with cam 398.

Conductor 959 leads from the remaining end of the winding of motor MI to the tracer contact 489 associated with cam 399.

Referring now to continuations in Fig. 14 of the conductors which have been described in connection with Fig. 2:

Conductor 189 leads to one of the terminals of the lamp G which is shown in the lower portion of main highway.

Conductor 184 leads to one terminal of the lamp G which is shown in the upper portion of main highway.

Conductor 182 leads to one terminal of left turn arrow lamp 589 and to one terminal of left turn arrow lamp 584.

Correspondingly, conductor 189 leads to the amber signal lamps A, A for main highway, conductor 118 leads to the arrow lamps 588, 599, 592, 594, 599 and 598, conductor 119 leads to the 'cross highway signal lamps G, G and to the main highway signal lamps R, R, conductor 8I9 leads to the pedestrian signal lamps 598, 514, 519 and 582, conductor 8 leads to the pedestrian signal lamps 519, 512, 518 and 589, conductor 8I2 leads to the cross highway signal lamps R, R, and conductor 8I9 leads to the cross highway signal lamps A, A.

Conductor 854 (which is sometimes herein referred to as a "common return conductor") leads to the remaining terminals of all of said signal lamps.

Referring now to Fig. 16, conductors I999 and I992 are for conducting energy from a suitable source of current supply to the terminals 984 and 999. Such source of current supply as is associated with these terminals may-either be the same as that to which the conductors 822 and 892 of Fig. 2 are connected or one which is independent thereof.

The conductor I994 leads-from conductor I999 to one terminal of the motor M9, the remaining terminal of motor M9 being connected to conductor 1992 through conductor I999, closed switch I 999, and adjustable resistance I M9.

The conductor I9I2 leads from conductor I992 to the contact 8I2 associated with camv 999, and to the tracer contact 9 associated with cam 988. Conductors I9 and I9I9 lead from contacts H9 and 919 to the terminals 989 and.988,

' respectively.

The conductor I992 also connects with the switch points I9I8 and I929 which points are respectively positioned to cooperate with the independently operable switch arms I922 and I924. Conductors I929 and I928 lead from the switch arms I922 and I924 to the terminals 992 and 994,

respectively.

The bus conductors I939, I932, I934, I939, I938 and I949 are respectively connected to the terminals 984, 988, 988, 999, 992 and 994. The continuations of the conductors 844, 849, 348, 824, 829 and 828 of the controller of Fig. 2 are connected to said respective bus conductors, and the controllers X, Y and Z, as well as any other controllers which are to be supervlsedby the master timer T, are correspondingly connected to the aforementioned bus conductors.

Assuming that the density of traflic upon main highway is considerably greater than that upon cross highway, and further assuming that the various parts are positioned as shown in Figs. 2, 3, 14 and 16, and that the adjustments are such as to cause the dial mechanism DM and the master timer T to operate substantially in synchronism, current flow would be effective through paths as follows:

In Fig. 16, from current source conductor I999, through conductor I994, motor M9, conductor I999, switch I998, adjustable resistance I9I9 to current source conductor I 992. Y

Other current paths effective from current source conductor I999 are as follows:

To terminal 984, bus conductor I939, conductor 844 to terminal 138 (Fig. 2); from whence one branch path leads by way of conductor 859, electromagnet II9, conductor 839, terminal 132, conductor 824, bus conductor I939, (Fig. 16) terminal 999 to source conductor I992; another branch leads through conductor 839 (Fig. 2), winding of relay 492, (Fig. 3) conductor 849, terminal 142 (Fig. 2), conductor 848, bus conductor I934 (Fig. 16), terminal 988, conductor I9I9, contacts H9 and 9 and conductor I9I2 to source conductor I992; still another branch leads through conductor 839 (Figs. 2 and 3), winding of relay 498, conductor 838, terminal 149 (Fig.2), conductor 849, bus conductor I932 (Fig. 16), terminal 989, conductor I9I4, contacts 9I9 and 9I2 and conductor I9I2 to source conductor I992.

Establishment of the current paths thus far described will cause the motor M9 to drive the cams 999 and 998 at a speed determined by the adjustment of the resistance I9I9 (Fig. 16); the electromagnet II9 (Fig. 2) will be energized, thus causing the armature I44 to be so positioned as to permit the engagement of arm I94 with bar I94; the magnet of relay 492 (Fig. 3) will be energized causing the contact 494 to engage the front contact 499; and contact 419 of relay 498 will be disengaged from its contacts 812 and 818 responsive to energization of its magnet.

From the current source conductor 822 a current path is provided through terminal 188, conductor 888 and contact arm I88 to contact bar I88, from which numerous parallel paths are effective as follows:

For causing motor Ml to drive the dial assemblies FN, FS and N, together with the cams 885 and 888, at such speed as is determined by the adjustment of the shading coil 288', a path is established from source conductor 822 (Fig. 2) to and through bar I88 as already described, thence through conductor 188, terminal "8, conductor 182, (Fig. 3) contact 882, tracer contact 888 associated with cam 885, conductor 858, motor MI,

, conductor 882, terminal 188 (Fig. 2) and thence back to the other side of the source by way of conductor 852.

For the energization of motor M5, another current path is eifective from source conductor 822, to and through bar I88, as already described, thence through conductor 818, bar I88, conductors 888, 882 and 888 to and through motorMS,

' conductors 815 and 855, terminal 188 and conductor 852 to the other side of the source. It will be noted from the path just traced that motor M5 will be constantly energized to rotate cams 885 and 898 as long as arm I58 remains in engagement with bar I88.

For effecting display of the signal lamps of Fig. 14, current paths are provided from source conductor 822 (Fig. 2), to and through bar I88, as previously described, as follows:

One path leads through contact arm I82, conductor 188, terminal 128, conductor 8" (Fig. 14) to the amber lamps A, A located in cross highway; another path leads through conductor 818, contact arm I18, conductor 155, terminal 188, conductor 118 (Fig. 14), to the arrow lamps 582, 588, 585 and 598 located in cross highway as well as to the arrow lamps 588 and 588 located in main highway; another path leads through conductor 818, contact arm I18, conductor 158, terminal 185, conductor 115 (Fig. 14), to the green lamps G, G located in cross highway as well as to the red lamps R, R located in main highway; and still another path leads through conductor 818, bar I85, arm I18, conductor 158, terminal 8, conductor 188 to the amber lamps A, A located in main highway.

The return current path for the signal lamp circuits just traced leads through the various indicated signal lamps (Fig. 14) to conductor 858 and thence to terminal 188 (Fig. 2) and back to the other side of the source by way or conductor 852.

From the foregoing, it will be seen that the six arrow lamps 588, 588, 582, 588, 588 and 588; the amber lamps A, A, A, A; the green lamps G, G located in cross highway and the red lamps R, R located in main highway will be lighted.

For convenience in description, the lamps just referred to will be hereinafter collectively designated as Aspect Group XII, and the lighting of this or any other aspect group will be referred to as a Signal presentation.

As will be readily apparent, throughout presentation of aspect Group XII, traiilc movements through the intersection are permitted as follows:

The lighting of the cross highway green lamps G, G, the left- hand tum lamps 592, 588, the right-hand turn arrow lamps 585, 588 and amber lamps A, A signifies that vehicles are permitted to complete movements along cross highway directly through the intersection or turning to the right or left, but should proceed with caution and, if approaching the intersection should be prepared to stop short of it upon the display of the red light; while, for main highway, the lighting of the red lamps R, R, the amber lamps A, A and the right-hand turn arrow lamps 588, 588

- indicates that vehicles approaching the intersection along main highway should stop before reaching cross highway, except in that vehicles which have already undertaken a right-hand turn may, driving cautiously, complete same, and the drivers of waiting vehicles may prepare to start.

The energization of the motor Ml (Fig. 3), previously referred to, causes rotation of the shaft 288 and of the dial assemblies FN, FS and N, together with the cams 885 and 888. Such rotation causes the cut-away portion 885' of the cam 885 to be presented to the tracer contact 888, whereupon the previously eifective current supply path for the motor MI is interrupted at contacts 888, 882; the contacts 888, 888 having previously been closed in preparation for the establishment of another current path for subsequent restarting and/or continued operation of said motor.

If, at the time of the interruption of such previously eflective current supply path of the motor Ml, the dial assemblies of Fig. 3 are somewhat in advance of synchronism of the master timer T, the relay 858 will be energized, so that its movable contact 818 will be separated from the stationary contacts 812, 818, and such other current path will not be immediately available. The motor Ml will therefore be brought to and maintained at rest until such time as such other current path is rendered available through deenergization of relay 858. This stage in the operation of this dial mechanism is sometimes referred to as "the re-synchronizing period".

Assuming that the master timer T of Fig. 16 and the dial assemblies of Fig. 3 are in synchronism at the re-synchronizlng period, as would ordinarily be the case,the cam 585 of the master timer T will, as the re-synchronizing period is about to become eifective, withdraw its raised portion 585 and present its cut-away portion 585' to the tracer contact 5I8, thus permitting this contact to separate from the contact H2, and thereby breaking the previously effective current path for energization of the relay 858.

Following such deenergization of said relay, its contact 818 moves into engagement with the contacts 812, 818. Two paths are thus made available for supplying energizing current for motor Ml. One of these paths leads from the source conductor 822 (Fig. 2) to terminal 188, thence through conductor 828 (Fig. 3), contacts 818 and 818, conductor 888 to contact 888; and the other path leads from said source conductor to and through contact bar I 88, as previously described, thence through conductor 188, terminal 8, conductors 182 and 895, contacts 812 and 818, conductor 888 to contact 888. The purpose of these two paths in parallel will be hereinafter more fully explained in connection with the description of the operation of the traffic controller of Fig. 1, without the supervision of a master timer.

When the motor MI thus resumes rotation of the dials and cams, the cut-away portion .885 will be withdrawn and the raised portion of the cam 885 will be presented for engagement with the tracer contact 888; which contact 888 will

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