US1818983A - Signal timing device - Google Patents

Description

Aug. 18, 1931.

w. H. BELL 18,983

" SIGNAL TIMING DEVICE Fi led Oct. 22, 1928 ZSheets-Sheet 1 an ucnioz WMBBZZ.

Aug. 18, w H. L

SIGNAL TIMING DEVICE Filed Oct. 22, 1928 2 Sheets-Sheet 2 Patented Aug. 18, 1931 UNITED STATES WILLIAM H. BELL, OF NORTH OLMSTED, OHIO SIGNAL TIMING DEVICE Application filed October 22, 1928. Serial No. 314,217.

The mechanism provided by this invention is the result of inventive efforts aiming at the provision of a traffic light which will obviate certain unfavorable conditions now Q existent coincident with the use of the conventional three-signal traffic light. The type of traffic indicator wherein the green colored light constitutes the go signal, the red colored light the stop signal, and the yellow light the 10, caution signal has come into wide usage, and I do not propose to depart from the above noted situation nor to attempt anything revolutionary thereto. Under present day conditions, the caution signal is very often .15 availed of by drivers who have been stopped by the red light, as the time for their starting, also people who are travelling along under the green light, attempt to make an intersection of streets when the caution signal is showing. As a result of this showingof the caution signal on two streets simultaneously traffic accidents have occurred in really an alarming number of cases. The primary object of this invention is to obviate this coni 5 dition by having a traffic light indicator which operates so that the caution signal is shown for the tra'fiic along only one street; to wit, the street on which the traflic is moving and which is about to be stopped at the intersection by the change of the indicator thereatfrom green to yellow to red. The traflic of the other street at the intersection, which has been stopped by the showing of the red light, will be started by a change in the indicator from red directly to green, which change will be simultaneous with the change of the light showing on the other street from yellow to red. It will be seen therefore, that the caution signal will be available as a signal for going traffic only to that street on which trafiic is already moving .due to the showing of the green light at the intersection, and which I understand was and is the aim of traffic engineers who have designed the present type of traflic controlling indicator.

It is obvious that a traflic light indicator made in accordance with this invention will show the yellow caution signal on intersecting streets alternately; that is. first it will be shown on one street and then on the other,

red and never with the change from red to green.

My inventive thought in its broader concept also contemplatesthe use of a caution signal on the both of two intersecting streets for each change from stop to go or go to stop, but which caution signals are not shown simultaneously but rather in timed relation. I have taken recognition of the fact that in some communities it may not be desirable to do away with the showing of the caution signal in the change from stop to go, and accordingly I propose that the yellow caution signal be etlectively shown in this change but not simultaneously with the showing of the caution signal which is evident on the other intersecting street when the change is from go to stop. More specifically, on the street in which the traffic is moving the traflic signal will change from go to caution and then simultaneous with the change on this street of moving traffic from caution to stop the signal will make a change for the street on which the traffic is immovable from stop to caution. It will be seen therefore, that when the caution signal for the street on which the traffic is about to start moving is effective, the stop signal on the other street will be shown. The last lit caution signal will beheld on a desirable length of time after which the change to the go signal will be made.

In providing a timing mechanism for traflic light indicators, as above outlined, I 5 have not lost sight of the fact that at the intersection between main boulevards and so-called side streets, it is desirable that the trafiic on the main street or boulevard be kept moving for a much longer time than is the 00 traffic permitted to be moved on the side streets at the intersection. Accordingly, an object of the invention is to provide timing mechanism which will operate traffic signal lights in a cycle of operation as set out in the preceding paragraphs and which is also ca-' pable of being adjusted so that the go signal will show longer on one of the intersecting streets than on the other.

lVith these and other objects in view such we as those arising from and associated with the provision of mechanism capable of functioning in accordance with the attainment of the above noted ends, the invention comprises 1r vel constructions, combinations, and arrangements of parts as will in part become apparent and in part be hereinafter stated as the description of the invention proceeds.

For a full and more complete understanding of the invention as embodied in a practical working device, reference may be had to the following description and accompanying drawings, in which Figure l is a view in side elevation of a timing mechanism made along the lines of my inventive thought.

igure 2 is an end view of the mechanism shown in Figure 1, all the parts being shown in elevation.

Figure 3 is a detail showing of one of the essential parts in the mechanism, while.

Figure 4: is a showing in plan of another essential part which is complemental to that part shown in Figure 3.

Figure 5 is an enlarged detail view illustrative of certain conta:t instrumentalities, particularly the connection between a brush and one of the timing plates.

Figure 6 is a fragmentary view in perspective of one end of the brush.

Figure 7 is a view in plan of the brush.

Figure 8 is a transverse section through the mechanism as shown in Figure 1, taken about on the line 88 of Figure 1.

Figure 9 is a view in side elevation showing driving means for the timing mechanism. This view might be said to be somewhat diagrammatic, as in actual use the driving means would probably not be associated with the timing mechanism as shown.

Figure 10 is a view somewhat diagrammatic, in section, of timing plates of a modi fied form when caution signals show for traffic in both direcions at intersecting streets, but which caution signals are not effective simultaneousl but rather successively.

Figure 11 is a view similar to Figure 10 showing the relation of the timing plates when there is only one caution signal shown for each change of the indicator at a crosslng.

Figure 12 is a diagrammatic showing of the wiring system and the courseof the elec tric current with respect to the various signal lights constituting the tratlic indicator.

Figure 13 is a fragmentary showing developing particularly the mounting of the time adjusting handle on the timing plates.

lVhile a preferred specific embodiment of the invention is herein set forth, it is to be understood that I am not to be .imited to the exact constructions illustrated and described, because modifications of these details mav be employed in putting the invention intb practice within the purview of the appended claims. I wish to particularly note that the mechanism hereinbefore described, is particularly adaptable for use at intersections whereat three or more streets cross one another, with a very slight change. The mechanism might readily be designed to take care of conditions wherein it is desirable to have traffic stopped on two or more streets and permitted to move on only one and have only one caution signal effective on one street at a time.

Referring first to Figure 9, a main panel A. is shown as carrying a casing B which is of a sort of curved shape and which casing is aliixed to the panel A in any suitable manner such as by screws shown at 1. The timing mechanism constituting the essence of this invention, is located within the casing B and includes a main driving shaft 2 which has bearing in the walls of the casing. This shaft; 2 has at one end a gear 3 in mesh with a pinion l carried by a shaft 5 mounted in bracket 6 affixed to panel A, and this shaft 5 carries at its other end a large gear 7 in mesh with a pinion 8 on shaft 9. also having bearing in;

the bracket 6. Shaft 9 carries at its other end another large gear wheel 10 which is in mesh with a pinion 11 on the main drive shaft 12 of an electric motor shown at 13. The pur pose of the reduction gearing just describedis to cause the shaft to rotate very slowly is merely one embodiment of a power source and any suitable driving means for causing rotation of the shaft 2 in proper manner, may be availed of without affecting in any way the present invention.

Upstanding from the main panel A within the casing B is a supporting member 1 1 of a curved shape. This supporting member is affixed to the panel in any preferred manner as by the brackets and screws indicated at- 15. w

It is well to note at this point that the panel A and supporting member 14 are of a mate rial having good insulating properties such as one of the rubber or mica compositions. Shaft 2 extends through an opening in the supporting member 14, the latter functioning as a bearing for the shaft 2. I now refer to Figures 3 and 4 which show the two types of timing plates which constitute essential features of the invention. In the present embodiment I employ four of these plates which R0 are something less than a circumference in dimension, being of a ring like construction. Each of the plates is made from a body of insulating material designated 16 and has one face covered with some good conductive ma- 1 terial as the copper plate 17. I wish to call attention to the fact that I use two of the rings as shown in Figure 4 and two of the rings shown in Figure 3 wherein one face of the ring is divided into two portions 18 and 19.

perpendicularly disposed wall 20. The timing plates of the type shown in Figures3 and 4 which I shall refer to as C and D, have the property of resiliency to a very appreciable extent so that when they are positioned as shown in Figures 2 and 8 in the assemblage of the timing mechanism, one of the plates C bear against one of the plates D in positions wherein they define segments of a helix, and which resilient tendency holds them in their proper relation.

Positioned on the shaft 2 equidistantly from each side of the main support 14, are two disc- like members 21 and 22. These membars are held in position by screw bolts 23 which extend through the support 14. Needless to say, these plates 21 and 22 are station; ary in the assemblage. Members 24 and 25 are fastened to each side of the support 14 in any approved manner and are of a ring-like construction, having faces 26 and 27 that define segments of a helix. The plates C andD are positioned in the spaces between the plates 21 and 22 and the main supporting partition 14, one plate C and one plate D being disposed between the disc 21 and support 14, while another plate C and another plate D are disposed on the other side of this member 14, and I wish particularly to note that these parts are positioned so that the portion 19 of the plate '0 on one side is substantially diametrically opposite the portion19 of the plate C on the other side, this being an important feature as will later become apparent. One of the plates C and one of the plates D, namely those positioned in the lowermost positions shown in Figure 2, are anchored to the support 14 by across piece 28 extending through the latter, said cross piece having its ends located in notches carried by lugs 29 on the timing plates C and D. The other two plates C and D, which are disposed in the upper position, are fastened together by a handle construction clearly shown in Figure 13. This handle construction comprises a cross piece 30 which joins the plates C and D together and which is spaced a slight distance from their outer peripheries by lugs 31 so that this handle will in no way interfere with the movement of theserings C and D which are joined together by a handle, and which are designed to be movable. The cross piece 30 joins these plat-es C and D together so that their ends are in exactly the same plane, this being a feature of essential importance as will later become apparent. The crosspiece 30 provides bearing for a shank 32 which terminates at one end in a handle or operating I member 33, which is threaded adjacent to its other end and on this threaded portion is located a nut 34. An expansion spring 35 is disposed around the shank 32 and bears against the nut 34 on one side and the cross piece 30 on the other. The upper portion of the support 14 is of substantially a cylindrical shape as shown in Figure 2 and this partially cylindrical surface 36 is provided with small recesses 37 which are adapted to receive the pin 38 that constitutes the end of the shank 32.

It will be seen that the lower plat-es C and D are held immovable in position, having one face resting against the members 24 and 25 while the upwardly positioned plates C and D are adapted to be adjusted in position by operation of the operating member 33. These plates move in their confines which comprise the plates 2122 and the lower rings C and D.

Mounted for rotation with the shaft 2 and disposed in exactly the same plane, are brush supporting arms 39 and 40. These brush supporting arms may be non-rotatably sejust described, by making the portions of the" arms 39 and 40 on the opposite side of the shaft 2 of a more massive construction as in dicated by the enlargedportions 46 and 47. The brush holders 42 and 43 are affixed to the arms 39 and 40 by a connection which has a dual function. This connection constantly urges the brushes 44 and 45 against the timing plates with which they engage and also affords a certain amount of relative play between the parts 42 and 39, and 43 and '40. The two connections are identical and for the purpose of this description, only one will be described. It is noted that the brush holder 42 is cut away providing recess 48 and the portions of the holder 42 on each side of the recess are provided with bores which receive the arm 39. A spring 49 is located in the recess 48 and has one end anchored in the arm 39 and its other end is ZtfilXQCl to the brush 42. This spring exerts a tendency to urge the brush 44 against the timing plate with which it is in engagement and also holds the brush holder 42 in position on the arm 39, but in such a manner as to permitof a small amount of relative lineal movement between these parts.

I now refer to Figures 5, 6 and 7 which show the particular construction of the brushes 44 and 45 and again as these brushes are duplicates, only one needs be described for the purpose of this specification. Brush 44 comprises a plate 50 of some good conductive material as copper which is backed by an insulating block 51, both the parts 50 and 51 ends of the parts 50 and 51 which define the end of a brush, are bevelled both horiZontaL ly and vertically as shown by Figures 5, 6 and 7, so that the end of the brush is in a substantially vertical plane when the brush itself is disposed in an inclined position as shown in Figure 5. This particular arrangement insures a good contact between the plate 50 and either of the plates 18 or 19 and at the same time prevents the creation of an are when the plate 50 moves across from the plate 18 to the plate 19 of the timing plate C. Just as soon as t is plate 50 leaves the plate 18, the insulation 51 is brought into effect to inhibit creation of an are which might ordinarily be set up between the plates 50 and 18. ires from the lig ts in the traflic indicator are con nected to the various plates by the terminals, all of which are identical in construction and referred to as The arms 39 and lO as well as the shaft 2 are of conductive material and at one end of the shaft 2 a brush is held in engagement therewith by a spring A wire 55 connects a binding post 56 with the brush 53. This arrangement provides for a circuit leading through the terminal 56, through wire 55, brush 53, shaft 2, arms 39 and a0, brush holders l2 and 4:3. brushes all and 45, to the timing plates C and D. and from these timing plates to the tlfiillC lights.

The wiring system and hook-up with the trailic lights will now become apparent from reference to l i gure 12 and the following language. I have shown the two stop signals a and 6, usually red, the two caution lights 0 and (Z, conventionally yellow, and the two go signals 0 and f, which have come into universal use as green lights. The lights a, 0 and 6 control the traffic on one street at an in tel-section, while the lights Z), d and f control the trailic on the other intersecting street.

The wirir" tem exemplified by the diagram, pro for the simultaneous lighting of the signals 0 and 7) when the brushes are in the position as shown in the diagram. However, should the brush 45 be in engagement with the plate 19 while the brush l4 is in engagement with the plate 17, then we would have a simultaneous showing of the signals (Z and a or should the brush e 5 be in engagement wi h the plate 18 while the brush 4A: is in engagement with the plate 17, then we would have a simultaneous showing of the lights a and 7. It is thought that aparticular description of the wiring diagram would be more or 10 s unnecessary as the hook-up is o vie-us from the diagram which provides for a simultaneous showing of two lights at all times, dependent on the position of the brushes.

it is apparent that the time of showing of any one signal is dependent on the time of engagement of a brush with the corresponding timing plate. The mechanism has been designed with the aim of providing for the unequal timing of intersecting streetssuch as when a main boulevard crosses a side street. If it is desired for one green and one red light to be shown for along-er time than another green and red light, then the handle 33 is correspondingly diminish the surface of the other plate, which may be engaged by the brush. It has been my intention to have the showing for the caution signal remain constant although this might wellbe adjusted if u found desirable, in a similar manner.

In Figure 10 I have shown somewhat diagrammatically, an arrangement of the timing pla es when it is desired that a caution signal be shown for each of the two intersecting streets on each change, but which caution signals shall be shown successively rather than simultaneously. The only change necessary to effect such an arrangementwould be to add to the plate D a small plate 19 in just the same way as this plate is included in the plate C, with the plates 19 arranged as in Figure 10 so that only one of them would be in engagement with a brush at the same time.

Figure 11 shows a view similar to Figure 10 presenting somewhat diagrammatically, the relation of the timing plates for the form specifically hereinbefore described and illustrated in the drawings. This form provides for the showing of only one caution signal with each change of traffic.

The feature of having the lowerly disposed plates C and D immovable, provides for the initiation of a cycle of showing of the signals at a constant point. Of course the relative time of showing of the signals may be varied by adjusting the movable plates C and D by operating the handle and holding these plates in any position by inserting the pin 38 in the proper recess 37, but a complete cycle of showing of the signals will always commence at the same relative time. If it is desired to vary the length of time of the cycle, then recourse'may be had to adjusting the speed of the driving means which in the present instance has been exemplified as the motor 13. These features of operation facilitate to a large extent the hooking up ofa series of these lights in synchrony, which is an essential to the proper controlling of traflic which must be kept moving with as few stops as possible Having thus described my invention, what 3 It is readily appreciable I claim as new and desire to secure by Letters Patent of the United States, is

1. Timing mechanism of the class described, comprising, in combination, a pair of rings, each ring consisting of three timing plates, said timing plates being operatively connected with the signals of a traiiic indicator, one plate on each ring being connected with the caution signal of the int icator, said plates which are connected with I the caution signal being in steppedrelation,

and contact mechanism movable over said rings whereby to complete the circuit with certain of the signals in the indicator.

2. Timing mechanism or" the class de scribed, comprising, in combination, a pair of rings, each ring consisting of tiree timing plates, said timing plates being opera tively connected with the signals of a traffic indicator, one plate on each ring being connected with the caution signal of the indicator, said plates which are connected with the caution signal being in stepped relation, and contact mechanism movable over said rings whereby to complete the circuit with certain of the signals in the indicator, said contact mechanism comprising brushes aligned in the same plane so that they are engaged at all times with the rings at directly corresponding points thereon.

3. Timing mechanism of the class de scribed, comprising, in combination, a pair of rings, each ring consisting of three timing plates, said timing plates being operatively connected with the signals of a trailic indicator, one plate on each ring being connected with the caution signal of the indicator, said plates which are connected with the caution signal being disposed at diametrically opposite points, and contact mechanism movable over said rings whereby to complete the circuit with certain of the signals in the indicator, said contact mechanism con'iprising brushes aligned in the same plane so that they are engaged at all times with the rings at directly correspont ing points there- 4. Timing mechanism I of the class described, comprising, in combination, two rings, each consisting of a plurality of timing plates, a base member, certain of the timing plates of each ring being aliixed to the base member and thereby rendered immovable, and means for moving the other plates of the ring members as a unit with respect to the.

immovable plates whereby the relative position of the timing plates of each ring may be adjusted.

5. Timing mechanism of the class described, comprising, in combination, two rings, each consisting of a plurality of timing plates, a base member, certain of the timing plates of each ring being affixed to the base member and thereby rendered immovable, means for moving the other plates of the ring members as a unit with respect to the immovable plates whereby the relative position of the timing plates of each ring maybe adjusted, and instrumentalities for holding the timing plates in an adjusted position.

6. Timing mechanism of the class described, comprising, in combination, timing plates conductively connected with the sig nals of a traflic indicator, contact means movable over said plates whereby to control the successive showing of the signals, said contact mechanism consisting of brushes aligned in the same plane, and means for simultaneously moving the brushes and maintaining them in alignment during said movement.

7. Timing mechanism of the class described, comprising, in combination, two aligned rings, each consisting of a series of timing plates which are conductively connected with the signals ofa traffic light, the plates on one ring being disposed with relation to the plates on the other ring so that only one caution signal is shown at one time, and means for simultaneously adjusting the relative positions of the plates in each ring so that the time of showing of the stop and go signals may be correspondingly varied.

8. Timing mechanism of the class described, comprising, in combination, a base, timing plates aflixed to the base, said timing plates being of a resilient nature, other timing plates also of a resilient nature and disposed with said first named timing plates so that each timing plate defines a segment of a helix, means for holding said timing plates in posi tions wherein they define segments of a helix, and means for moving the timing plates which are not afiixed to the base.

9. Timing mechanism of the class described, comprising, in combination, a base, timing plates affixed to the base, said timing plates being of a resilient nature, other timing plates also of a resilient nature and disposed with said first named timing plates so that each timing plate defines a segment of a helix, means for holding said timing plates in positions wherein they define segments of a helix, means for moving the timing plates which are not ailixed to the base, and contact mechanism movable over the exposed surface of said timing plates and consisting of brushes angularly disposed with respect to the said plates and having their extremities in aligned contact therewith.

In testimony whereof I my signature.

lVILLIAM H. BELL.

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