USRE21635E - Signaling system and apparatus - Google Patents

Description

v. w. LEONARD Re. 21,635

SIGNALING SYSTEM AND APPARATUS Original Filed Aug. 8, 1935 3 Sheets-Sheet 1 Inventor:

Viricent W Leohard.

l i s Attorngg.

Nov. 26, 1940. v. w. LEONARD SIGNALING SYSTEM AND APPARATUS Original Filed Aug. 8, 1935 3 Sheets-Sheet 2 Inventor- Vincent. Leonard.

- His .Actorng 2 6, 1940. v. w. LEONARD SIGNALING SYSTEM AND APPARATUS Original Filed Aug. 8, 3 Sheets-Sheet 3 In venborw Vincent Leonavd.

H is Attorngg.

Reissued Nov. 26, 1940 21,635 SIGNALING SYSTEMAND APPARATUS Vincent W. Leonard. Saugus, Mesa, aasignor to General Electric Company, a corporation of New York Original No. 2,194,310, dated March 19, 1940, Se-

' rial No.

35,316, August 8, 1935. Renewed December 13, 1939. Application for reissue October 4, 1940, Serial No. 359,779

20 Claims.

justed from a central control point to operate a series of signals on any one of a plurality of predetermined time schedules.

Another object of my invention is to provide an improvedsystem of traffic signal control whereby from a. central point a series of controllers may be simultaneously controlled to operate their respective traffic signals on any one of a plurality of different time schedules and in predetermined operating relationships to each other.

Another object of my invention is to provide an improved control dial whereby the relationship between the controllers and the signal periods at each controller may be easily adjusted.

For a better understanding of my invention, together with other and further objects thereof, reference is had to the following description, taken in connection with the accompanying drawings, and its scope will be pointed out in the appended claims.

Referring to the drawings, Fig. 1 illustrates a front view of an improved controller built in accordance with my invention. The cover of this controller is partially broken away to give a clear view of the dials and contacts controlled thereby; Fig. 2 is a detail view of the dials shown in Fig.1; Fig. 3 is an end view-of the dial of Fig. 2 shown partially in section; Fig. 4 is an exploded view, partly diagrammatic, of the controller of 1; and Fig. 5 is a diagram of connections illustrating the connection between the elements. of the controller and the method of adjusting the controller from a central control station.

Referring to the drawings in detail, Figs, 1 and 4 illustrate a trafllc signal controller Ill provided with three dials ll, l2, and I3, each of which represents aseparately adjustable schedule of operation for that controller. The dials are mounted in front of a panelboard l4 and are normally protected by a cover l5 hinged to the panel l4 and provided with windows IS. The dials are respectively mounted on and rotated by shafts I1, l9, and I9. The shafts are respectively provided with gear wheels 29, 2|, and 22, each engaging a gear 23 mounted on a common drive shaft 24. The gears 20, 2|, and 22 are all provided with the same number of teeth so that the three dials are driven at the same speed by the shaft 24.

The common drive shaft 24 is driven by a motor 25, preferably a self-starting synchronous motor.

through a clutch 25 and speed changing gears 21.

The clutch 26 comprises a pair of co-operating members 28 and 29. Member 29 is loosely mounted on a shaft 30 and is driven by the motor 25 .through a worm-gear 3| and worm wheel 32. The

member 29 is keyed to the shaft 39 by a pin 33 and slot 34. This member is moved in and out of engagement with member 28 by a forked lever 35 pivoted at 35. An armature 31 is attached to the forked lever 35, This armature is attracted by a core 39 when a coil 39 m0unted thereon'is energized. When the armature is attracted, it moves the member 29 out of engagement with member 28 against the force of a spring 40 to open the clutch and thereby stop the controller.

The clutch shaft 30 operates an idler shaft 4| of the speed changing device through a pair of bevel gears 42 and 43, shaft 44 and spur gears 45 and 46. The idler shaft 4| carries a set of interacting idler gears 41, 48, and 49, the first of which is keyed to shaft 4|, and the third, being connected to the first through the second gear, engages a nest of gears mounted on a shaft 5|. Thegears 48 and 49 are mounted on an arm 52 whichis pivoted on the idler shaft 4| and may be moved about its pivot so as to engage or disengage idler gear 49 with the gear nest 50. The means of moving the arm 52 about its pivot is a forked lever arm 53 and a bar 54 mounted on a frame 55. The frame 55 is attached to the core 56 of a magnet coil 51 through bar 58. For the purpose of changinggears, shaft 4| is moved, carrying with it the idler gears 41, 48, and 49. The driving gear 45 remains stationary, axially, the shaft 4| being slidable through its hub. At each movement of the shaft 4| the coil 51 is energized to move the gears out of engagement with the gear nest. In order to hold the idlers in proper engagement with the gear nest at each driving position of the idlers, the bar 54 and frame 55, being stationary in a horizontal direction, are inclined from the horizontal. At each movement of the idler shaft, the forked arm 53 slides along the bar, thereby adjusting the position of the idler 49 to engage the gears 50. The speed changer shaft 5| is connected to the common dial drive shaft 24 by bevel gears 59.

The idler shaft 4| is moved axially by a ratchet mechanism comprising a pair of oppositely arranged ratchet wheels 60 and SI mounted on a shaft 92 and a pair of ratchet pawls 53 and 54 for moving the wheels 60 and'5l respectively in opposite directions. A star wheel 55 mounted on the shaft 52 and a ,pin urged into the notches on the star wheel by a spring 51 holds the shaft 52 in any position until either pawl 54 or 64 operated by coils 59 and 59 respectively move the shaft to the next notch on the star wheel.

ting.

such as 13, 14, and 15, which operate contacts ofcontrol switches mounted on the panel I in such manner that certain circuits are closed by each key as it passes the sets of contacts. These circuits cause the operation of the traihc signals through a signal switch comprising a drum controller 18. The keys in each of the three dials are spaced in accordance with a different predetermined schedule, or time cycle. The keys on -only one of the three dials operate the drum double-throw switch 84, comprising the schedule controller at anyone time, the operating dial being selected by a dial selector 11. f This selector holds the controller to the selected schedule, or

cycle, until a predetermined signal of the se-- quence is energized; then causes a change to a newly selected dial and schedule, or cycle, providing a different schedule has been selected at the central control station. The details of the signal operation and selector mechanism can be explained more readily by reference to Fig. 5.

In FigI 5, I have'illustrated conductors 1|, 1!, 80, 8|, 8!, and '3, which comprise the connecting cable between several intersection controllers, such as illustrated in Fig. 4, and a central control staion which may be at any convenient location. This central control station includes a selector control switch; push button switches I5 and 86 comprising the speed changing switches, and a supervisory timer 81. The supervisory timer 81 may be and is preferably one of the intersection controllers. It includes a cam l8 and a switch it operated thereby. The switch is normally closed and connects common conductor 18 to ground through conductor ll and contacts ll-II. The supervisory cam 88 is operated at a predetermined speed equal to the normal speed of the gear shaft il in each intersection controller. Each shaft II is provided with a cam SI, correspondingto the cam 88, and a switch ll. 'Ihe switch Q4 is normally open and is closed momentarilylonce during each signaling cycle. When the switch It does close, it energizes the clutch coil 89 through a circuit which may be traced from common conductor II, the power feed conductor, conductors II and 98, switch .4, conductor Q1, clutch coil 39, conductors 88; the synchronizing conductor 10, conductor ll, supervisor-y switch I. to ground. The function of the twocamsll and liistoopenandclosethecircuit to clutch coil 3!. when the intersection controller cam ll reaches the switch, it closes the switch and thereby establishes a feed circuit through the supervisory switch I! to the clutch coil 80 which then i'lmctions to declutch the timer. If at the same instant thecam ll functioustoopenswitchllthecircuittotheclutcfi street period. Other keys which will appear in the k ys,

taneousiy operated by the keys 13, and cam 93 is set to close contacts 94 at this instant. This adjustment is then a reference point from which each adjustment is made when the controller is put into operation. If the controller is used as progress from one intersection to the next. It

may be notedhere that due to the assembly and subsequent adjustments just described, the synchr'onization between successive controllers does not 11 take place during the main street green period. Under normal circumstances, however, this synchronizing circuit operates only once when the controllers are first started. After running synchronously, keep that the motors, the controllers in synchronism and the cams l8 and 93 merely operate to check this condition.

The push buttons 85 and 86 operate to increase or decrease the gear ratio at the timers. Button l5, when depressed, establishes a circuit from the power conductor 83 to coil it through conductors 99, I, I2 and Ill. Thecoil 68 is connected in series with coil 51 by conductor I02 and to ground.

Every time button I! is depressed, this circuit is established and cofl it raises pawl 63 to advance the wheel 6|, shaft 62, gear 1| and rack 12. The

idler gears are thereby moved toward the high speed end of the gear nest. Thecoil 51 being simultaneously energized disengages the idler l9 and allows it to re-engage in the new position. when button 88 is depressed, a circuit is established to coil 6! through conductors 98, I03," and I. Coil 69 is also connected in series with coil 51 and and wheel ii, thereby moving the idler gears toward the low speed end of the gearnest.

As stated above, only one dial at a time controls the traflic signals. It is, therefore, assumed,- for the sake of convenience, that dial I3 is connected to. control the trafllc signals. Dial i3 is provided with the three keys 13, 14, and 15. Key 13 is permanently placed in one of the peripheral slots I05 and is used as a reference key' and commonly referred to as the zero key because itis usually used to mark the beginning of the green or "go signal-for the main street. A key 14 is placed in another one of the slots I05 along the periphery and marks the end of the green main 15 are inserted at predetermined points in the periphery of thedial. Only one of these keys isillustrated for the sake of simplicity. The actual number of the keys 1' in each dial is dependent upon several factors following description.

Adjacent the path of movement of the dial two pairs of spring mounted contacts are placed side by side. Thus, contacts I" and Ill constitute one pair of contacts that are normally separated. The upper contact I01 is provided with a finger I", which when engaged by any one of the keys, lowers the contact Ill'itoengage contact I to establish a circui Next to the contacts llland I81 is a second pair of contacts Ill and Ill, contact Ill being provided with a finger III, which when engaged by key 1|, lowers to ground. Coil 69 operates pawl i4 contacts I and I09 to establish a circuit. It is to be noted that 'key 14 is longer than the keys 13 and15. As

a result thereof, the key 14 operates both pairs of contacts simultaneously, while keys 13 and 15 operate only. the first pair of contacts. the first set of contacts I05 and I01 are closed by a key, a circuit is established to a drum operating coil II2. This circuit may be traced from the common cable conductor 83 through conductor '3 to the coil H2 and through conductor II4 to switch II5. current flows to conductor II5, switch arm II1 of the selector switch 11, contact II8, conductor II9, switch arm I20, contact I2I, conductor I22, I01 to ground. When coil 2 is thus energized, it lifts its core I23 and pawl I24. The latter engages a ratchet wheel I and turns the controller one notch. This operation is repeated at each closure of switch I05-I01 until a cam 5' opens the switch II5. In that case, the closure of the contacts I05I01 does not energize the coil II2, but a closure of both sets of contacts establishes the circuit. This may be traced as follows: Conductors 83 and H3, coil II2, conductor II4, switch arm I25, contact I21, conductor I28, switch arm I29, contact I30, conductor I3I, contacts I00, IIO, conductor I22 and contacts I05 and I01 to ground. The contacts I09 and H0, therefore, shunt the open switch I5 to establish the circuit to coil II2. This is the means for synchronizing the drum controller with the dial. The long key 14 which brings about this resynchronization is usually placed at the end of the green period for the and cam H5 is set to open switch H5 in the main street green position of the drum controller so that if the drum controller should be out of step with the dial, the delay required for resynchronization will occur only during the main street green period.

I The actuating mechanism for the drum controller 15, as stated, comprises the coil I I2, which, when energized, lifts its core I23 and pawl I24. It also closes a locking circuit in shunt to the switch I I5 by means of a switch I32. This switch is closed at each actuation of the core and establishes a circuit from conductors II4 to H8 through'its contacts and conductor 5'. The purpose of this is to insure that the circuit to coil II2 shall remain closed until broken by contacts I05-III1, that is, the circuit should not be prematurely broken at switch contacts II5 before the pawl I24 has completed its stroke. The drum controller comprises a series of cams for operating switches which in turn open and close, in a predetermined sequence, the circuits to a set of traffic signals I34. The signals are illustrated in a conventionel diagrammatic manner comprising two groups of three signals each, designated by the letters M and C for cross street. Each group contains the conventionel RJ' signal for the "stop indication, A" for the caution indication and G" for the "go" indication. A group of cams I to I40 arranged on a cam shaft I4I operate respectively a series of switches I42 to I41 for energizing the signals. In Fig. 5, switches I43 and I48 are illustrated as being closed.whereby the G signal for the main street and the R signal for the cross street are energized. The circuits may be traced from conductor I I3, switch I43 conductor I48 signal "G" main and common conductor I48 to ground. The other-circuit may be traced from conductor II3, switch. I48, conthe contact IIII into engagement with contact When This switch being closed,

main street for main street 3 ductor I50, signal R. cross to ground. In the same manner, switch I41, when closed, energizes the "R." main signal through conductor I51; switch I controls "A" main through conductor I52: switch I44 controls (3" cross through conductor I53 and switch I42 controls "Afcross, through conductor I54. I

The operating mechanism for the drum controller is' shown in somewhat greater detail in Fig. 4. In th figure, the coil armature I23 is connected to a pivoted cam I51, on one end of which the pawl I24 is mounted by means of a pin I55. A second pawl I58 co-operating with a ratchet wheel I58 is arranged to prevent a movement of the drum beyond its predetermined position. ture I23, the cam surface at the opposite end of the cam I51 drops the pawl I58 into a notch in wheel I58 by releasing a pin I50. The drum meanwhile moves onefull position until the pawl I58 reaches theend of the notch and stops further movement of the drum. When the coil is de-energized and pawl I24 returns to engage the succeeding. notch, the drum is held stationary by a third pawl I33 which engages the ratchet wheel I25 while pawl I58 is lifted'out of the notch in the wheel I58 and is held in position to enter the next notch when the coil is again energized.

The selection of'the dial, as already stated, is accomplished by a selector switch .11 remotely controlled from the central control station by switch 84. In Fig. 5, the switch 84 is shown in its mid position, in which it is open circuited and the switch 11 is thereby in its normal position wherein dial I3 determines the schedule of f signal operation as above described. Assuming now that switch 84 is thrown to engage the right-hand contact I5I, a circuit is established from the power conductor 83, through switch 84, contact I5I, conductor I52, conductors 19 and I83, coil I54 to ground. The coil I54 operates thereby prevents the energized coil from moving the switch arms H1 and I25-to the new position.

3 The same condition exists when the central control switch 84 is thrown to the left to engage a contact I13. In that case, a circuit is established from the power conductor 83 through the switch arm 84, contact'l13, conductors I14, 80 and I15, coil I15 to ground. The coil then attempts to move switch arms I20 and I25 to a second position by means of an armature I11 and link 118. This is prevented, however, by arm I53 of the fork I51 and by a pin I18 attached to'the switch mechanism.

It Is, therefore, possible to throw the central control switch 84 and energize either of the actuating coils of the switch, but on change of connections will take place until the coil I10 lifts the interlocking arms and permits the switch arms to take up their respective new positions. This is accomplished by a cam I80 mounted on shaft 5 I and a switch I8I. The cam maintains the switch in open position, but closes it momentar- When the coil II2 draws in its armathrough a conductor I04 a circuit to a pair of switch III is closed, it establishes a circuit to coil I10 of the interlock from the power conductor 03, conductor 95, switch I6I, conductor I02, coil Assuming again the switch 04 thrown to the .right to engage contact IOI and the interlock being removed, the switch arms H1 and I26 will be moved to establish a circuit to a' set of contacts operated by dial I2. The switch arm I26 will engage a contact I02, thereby establishing contacts I65 and I06 similar to the contacts IIOIII. Switch arm I" establishes a circuit to a second pair of contacts III-I00 through a conductor Ill.

contacts I06 and I91 are connected together I l92lll similar to contacts l06-I01.

, contacts Ill-I93 and Iii-i" are through the conductor Ill. The contacts operated by the-dial I2 thenadvance the drum 16 as already described for dial I2. I

. When the central control switch 64 is thrown to the left to engage contact I12, coil I16 is and when the interlock operates, the coil moves the switch arms I20 and I29 to a new position. In the new position, switch arm I20 engages a contact I99 and establishes through a conductor Ill acircuit to a pair of contacts Switch arm I2l-establishes a circuit through contact I99, conductor ill to a pair of contacts I9ll91 similar to the contacts I09III.

dial II. The circuit to the drum operating coil 2 may be traced from switch arm I20 to conductor III, contact Ill, switch arm I" and conductor III; also from contact arm I29 to conductor I20, contact I21, contact arm I26 and to conductor III. The circuit through the coil H2 is completed from conductors Ill and H6 as previously explained. The switch arms H1 and Care in contact with the lower contacts 2' and I21 because coil I wasde-energized when the switch 04 was thrown to the left. It may be noted here that when either coil I66 or I16 is de-energized by the central control switch 64 being moved to its central or open position from either contact III or I12, the forked member I61 being in its lower position prevents thecontact from changing position. In, other words. latch or forked member I61 locks the conthe second position as well as the first until the release coil III is energized switch 06, therefore, the respective dial contacts may be selected, but the changefromonedialtothenextisnotaccomobtain the operation of the interlock at desired point in the operating cycle by adthe cam I. It is found, however, that dcsira ble place is during the right-o1- I the main street or highway, since at this period delays the least ongation Contact I08 is grounded and The pairs of adjacent the explained. By means of the central until the interlock operates. It is an easy prising a dial core I98 which is graduated and provided with a serrated edge havim. serrations corresponding to the graduations onthe dial core. The core I90 is mounted on a hollow shaft I"), which in turn revolves on a pin 200 rigidly attached to the panel I4 Adjacent the core I98 and pressed against it by a spring 20I is dial 202 which covers the core I98 and with a window 203 through which the graduations on the dial core I90 are visible. The dial .202 is loosely mounted on a sleeve 204 which is attached to the core I98 and supports the spring 2!. A collar 205 mounted on the end of the sleeve 204 holds thespring 20I under compression.

The dial 202 is provided with a series of closed slots I05 large enough to accommodate the keys 13, 14, and 15, and has attached thereto a, series of rings 206 and 291 by means of rivets 209. The

ring 201 is of the same outside diameter as the dial 202 and is provided with a series of slots I05 corresponding to those in the dial and locatedopposite the slots I05 in the dial. Two rings 206 are used and from the dial 202 and ring 201 respectively by suitable spacers. The outside diameters of the rings 206 such that they extend to approximately the center line of the slots in the dial. Open-ended slots are placed in the periphery, their depth being equal to the slots on the dial, and they are placed opposite to the slots I05 in the dial and slots I05 in the ring, so thatthe keys may project through from the dial 202 to The dial assembly comprising the dial 202,.

rings 206, 201, together with the spring 209 and the keys, is normally locked to the core by a locking lever 2| I projecting through the dial 202 and provided with a knife-edge M2 for engaging the serrations on the periphery of the dial core I98. The lever 2 is pivoted on a bracket 2" attached to the back of the ring 201 and is forced into the serrations by a spring 2. By merely lifting this lever 2I I, the dial assembly is released from the core and may be rotated with respect to the core I90. As stated above, the serrations correspondent to the graduations on the core so that the dial may be moved to any one 'of the graduations desired. A pointer in the window I 203 and the numbered graduations on the core are a guide to the relative displacement of the controller dials with respect to one another and with respect to the corresponding dials on other controllers in the system. The entire dial,. including'the core driving gear and hollow shaft, may be removed from the pm 200 by removing the screw 2I6.and washer 2I5 and at the end of the pin.

Having above described the-structure of my controller, the operation thereof in a control system may be explained by reference to the drawings and several minor details that have not yet been explained. Before the several controllers are installed, thetiming of the Signals is at each intersection determined graphically.

spaced from each other turns of this spring.

is provided are spaced in the peripheral slots so By actual traflic count, for example', it may be determined what division of right-of-way at each intersection will create the least congestion. This division of the right-oi-way is sometimes referred I to as percentage spli It has been found in some instances that mornings the greatest flow of traffic is into the city; at night, out of the city; and during the day, the tramc division is approximately an average between the two. The dials are, therefore, marked In, Out and Average, to indicate these three conditions and the keys as to proportion the time between the "stop" and go" periods of the intersecting streets for these conditions. The zero key 13 being used as a reference, the key is placed directly above the pointer in the dial window 203' and set so that this key is over the 0 graduation of the core.

The next step is sary for a vehicle intersections at the maximum allowed speed and accordingly set the dials with respect to the dial cores. For this purpose, the first controller dial is left at zero and the corresponding disk of each succeeding controller is set several divisions to determine the time necessubsequent to that setting in order to obtain a progression of the beginnings of the green periods. This is done for each dial separately.

when the controllers are installed and the power is turned on, they all start with the dial settings just described, but will stop as soon as the synchronizing cam 93 opens the clutch. The controllers will thus individually stop their respective signals until the supervisory cam 88 breaks the clutch circuit and restarts the controllers in step with each other.

The drum operating ratchet wheel and the operating impulses in each controller are so chosen that the drum will make one complete step-by-step revolution every time the dial completes a revolution. For this reason, the total number of keys in each dial must correspond to the number of teeth in the ratchet wheel I25. The cams on the controller drum are so arranged that they will operate the signals through a coinplete cycle in shaft. In Fig. 5, I have illustrated six ,teeth on the ratchet wheel I necessitating six keys in each 01' the dials. It must be borne in mind that the number 01' impulses may be greater than the number of signal combinations. It is,'for exranged to continue ample, practicable to have a greater number of teeth than the normal number of signal combinations so that additional signal combinations can be arranged subsequent to theinstallation of the controller. In the present illustration, the

signal combinations are G main R. cross, GA main R cross, R main G cross, and R main GA cross, making four combinations. Dial l3 controls the signals in the illustration. The controller assumed the G main and R cross signals when key I! passed finger I08 in a counterclockwise directicn. The following impulse occasioned by a key 15 will advance the drum'one notch and will the interlock switch 5. A the signal combinations does not take place at this time, the drum cams being arsioned by key II, which shunts the interlock switch H5 and thereby advances the drum to change the signals to GA main and R cross. If the dial and drum are out of step at this impulse so that one o! the short keys passes the contacts,

the .dial is 1 to travel. between successive one full revolution of the drum the existing signal combination for this period. The next impulse is occathe drum does not advance because the circuit to the drum operating coil H2 is open at switch H5. Key 14 being the only long key is the only key in each .dial capable of closing the shunt circuit to the switch 5. In the present example, key 14 closesthe contacts l09ll'l l to advance the drum. In the case of dial II, the key 14 closes the contacts IRS-486, and in the case of dial Ii, it closes the contacts ISO-I91. The next impulse is occasioned by another key 15, and changes the signals to R main and G cross. This signal is held through the next impulse and changed by the following impulse to R main GA cross. The key 13 then returns the signals to the first combination. It is, therefore, evident that there are two impulses which are held in reserve to obtain other signal combinations by changing the cam set-up on the drum'should they be desired.

The time that it takes a dial to make a revo;

lutio'n determines the length of a. signal cycle.

This time can be regulated from the central control station by means of the push buttons. Ii a longer cycle should be desired, push button 86 is pressed, and ii a shorter cycle should be de-- sired, the push button 85 is closed. At each closure of the respective buttons, the cycle is increased or decreased by a predetermined increment.

The dial selector switch is operated at differe times of the day and is ordinarily operated to select the In dial mornings, the Out dial evenings, and is placed in the deenergiz.ed position What I claim as new and desire to secure by- Letters Patent oi the United States is:

1 In a traiIlc-signal system, the combination of a group of tramc signals, a drum switch operable step by step to energize said trafiic signals in a predetermined sequence, a plurality of dials having keys mounted therein, means for simultaneously driving said dials, means for operating said drum switch step by step in accordance with during other periods of the day whereby the the spacing 01' said keys in each dial respectively,

and means ior efl'ectingoperation of said operating means through any one of said dials and its respective keys at a time to operate said drum' switch.

2. In a signal system, a plurality of controllers,

- a corresponding series of signals connected to each of said controllers respectively, means in each controller for operating the signals connected to it at one 01' a plurality of predetermined time schedules, means in each controller for simultaneously effecting operation of the signals connected to it atone of said predetermined time schedules, and means for preventing operation of said signal operating means at said selected schedule in each controller until a predetermined signal is energized by said controller.

-3. In a signal system, the combination of a plurality of control switches, a single set oi signals, means .for operating said signals in a predetermined sequence. and at time intervals conschedule, a selector switch for connecting the switch controlled by any one oi said dials to said signal operating means. and means for prevent-- ing the, operation 01' said selector switch until a 5 predetermined one of said signals is energized.

4. In lingual system, the combination of a' pluralityoi control switches, a set oislgnals, means for operating saidsignals in. a predetermined sequence connected to be controlled by said-switches respectively, a selector'switch connected between said control switches and said j a one oi'said control switches to said signal switch preventing a change of said control switch connections until said signal switch is in a predetermined position.

6. In a tramc-signalsystem, the combination of traffic signals and circuits therefor for a main and an intersecting street, a drum switch oper-.

able to energize said signals in predetermined I combinations,'means -for Eoperating said drum 8 switch step by step including a plurality 01' concontrol switches operable to control said signals at predetermined time schedules respectively, a selector switch connected between said control switches and said drum operating means ,operable to connect said, control switches so as to eii'ect the control of said signals by one dial at a time, and interlocking means for preventing an operation of said selector switch until the right 7 of way for said main street is indicated by said 5 signals.

'1.- In a signal controller, the combination of a signal circuit switch operable to energize predetermined signal combinations successively, means for operating said signal switch in accordance with any one oiia plurality of predetermined time schedules including a plurality of .control 7 switches and adjustable actuating means for said control switches respectively, a selector switch operable .to connect any one of said control switches to control said signal switch including remote controlled actuating means for said selector switch and an interlock normally pre- I venting an operation of said selector switch, and means operated by said control switch actuating means for releasing said interlock when a predetermined signal combination is energized.

8. In a tramc signal control system, the combination of a series of controllers, each controller including a signal switch operable to energize predetermined ignal circuit combinations successively. means for operating said switch at any one of a plurality of time schedules and means for effecting an operation of said switch operating means at any one 01' said schedules including operating magnets for moving said contacts, and interlocks ior normally preventing a moving of said contacts, central station control means for simultaneously energizing a predetermined one 7 or the operating magnets n each selec termined nal combination.

advancing means, and interlocking means for trol switches, an actuating dial for each of-said a selector switch provided with movable contacts, j

and means controller respectively for Operating said interlocktoreleasethe contacts oi said selector switch when the signal said controller has H 14 'rg m.

9,1 1, 1 M t min... f plurality of control switches, a-Et of signals, means for operating said signals aiu'edetermined sequence connected'to be' controlled by said switches respectively, a selector switch con nected between, said control switcha and said signalstoi'connectinganyone oi'vsaidcoaitrolv switches to control said signals, and interlocking means associated with said selector. switch for preventing the operation of said selector switch until a predetermined signal is energized.

10. In a signal controller, the combination oi a signal switch operable to nergize predetermined signal circuit combinations successively, means for operating'said signal switch in accordance with any one of a plurality or predetermined time schedules including a plurality oi control switches and adjustable actuating means for said control switches respectively, a selector switch operable to connect any one or said control switches to control said signal switch including a remote controlled actuating means for said selector switch and an interlock no preventing an operation or said selector switch, andmeans for releasing said interlock when a predetermined signal combination is energized.

11. In a trafllc signal control system, the'com bination of a plurality oi controllers each of said controllers includinga signal switch operable to energize predetermined signal circuit combinations successively, means for operating said switch at any one of a plurality 0! time schednice, and means for efl'ecting a change in the operation of said switch any one of said schedules to another of said schedules comprising a selector switch provided with movable contacts. Operating magnets for 12. In a trai'llc signal controller, the combination of a plurality of primary dials provided with adjustable switch actuating members, a stationary switch associated with each primary dial and arranged to bev actuated by the actuating members of that dial, a ciated with each primary dial, driving means for driving said secondary dials in a ilxed relation relatively to each other, and locking means for locking each primary dial in any one of a predetermined number of positions relatively to its associated secondary dial, whereby all the switch actuating members oi a dial may be moved simultaneously relatively to the switch actuating members of the other primary dial; in the controller.

13. In a trafllc controller, the combination oi a rotatable shai't, a plurality or ry dials,

shafts for driving said'dials respectively. means for driving said secondary dials in a predetermined flxed relationship relatively to each, other and to said shaft, primary dials associated with said secondary dials respectively, locking means p l' blctolocksaidprimarydialsinanydeoperating means from moving said contacts, and interlocks for norsecondary dial assorelatively to said secondary dials.

14. In a traffic signal controller the combination of a rotatable shaft, a plurality of secondary shafts, means for driving said secondary shafts in a fixed relationship from said drive shaft, secondary dials attached. to each of said secondary shafts respectively, primary dials mounted upon each oi said secondary shafts respectively, and rotatable relatively to said secondary dials respectively, said primary dials being provided with peripheral slots, keys mounted in predetermined ones of said slots in each primary dial, switch members mounted in fixed and operative relationship 'to the keys in each of said primary dials respectively, and means for locking each primary dial in any one of a plurality of positions relatively to its secondary dial whereby the switch -members are operated in a relationship determined by the relative adjustments 01' said primary dials relatively to their respective secondary dials.

l5.\ In a traflic signal controller for controlling stop and go" signals for intersecting main street and cross street traffic lanes, the combination of a signal controlling drum, actuating means for imparting step-by-step turning movements to said drum, a synchronizing switch, means on said drum for operating the synchronizing switch in the main street "go" position of said drum, a first circuit closer, a second circuit closer, a dial, a plurality of keys carried by the dial for operating the first circuit closer, a key carried by the dial for operating the second circuit closer, said keys being adjustable on the dial relatively to each other, an operating circuit for said drum actuating means including said synchronizing switch and said first circuit closer, and a second operating circuit for said drum actuating means in shunt to said synchronizing switch and including said second circuit closer, whereby resynchronizing between said signal controlling drum and said dial occurs always during a main street "go period.

16. In a signal controller, the combination of a plurality of signal switches, a drum having cams for operating said signal switches, a synchronizing switch, a cam on the drum for operating said synchronizing switch, means for imparting step by-step turning movement to said drum, a first circuit closer, a second circuit closer, a dial, means for rotating the dial, a plurality of keys carried by the dial for operating the first circuit closer, a

key carried by the dial for operating the second circuit closer, said keys being adjustable on the dial relatively to each other, a normal operating circuit for said drum operating means including said synchronizing switch and said first circuit closer, and a synchronizing circuit for said drum operating means in shunt .to said ,synchronizing switch and including said second circuit closer.

17. In a traflic signal controller, a first circuit closer, asecond circuit closer, a plurality of actuators for the first circuit closer, an actuator for the second circuit closer, members on which said circuit closers and said circuit closer actuators are mounted, means for rotating one of said members relatively to the other to effect operation of said circuit closers by said actuators, signal switches,

a drum having cams for operating the signal switches, a synchronizing switch, a cam on the drum which in a predetermined positionof the drum operates the synchronizing switch, actuating means for advancing the drum step-by-step,

an operating circuit for the actuating means including said first circuit closer and said synchronizing switch, and an operating circuit for said actuating means in shunt to said synchronizing switch and including said second circuit closer.

18. In a traflic signal controller, a first circuit closer, a second circuit closer, a plurality of circuit closer actuators comprising circumferentially adjustable keys, members on which said circuit closers and said circuit closer actuators are respectively mounted, means for rotating one of said members relatively to the other to effect operation of the circuit closers by said keys, a signal circuit controller, means including an electrical device for moving said signal circuit controller through a cycle of successive positions, a switch actuated by said signal circuit controller in one of itspositions, an operating circuit for said electrical deviceincluding said first circuit closer and said switch, and a synchronizing circuit for said electrical device in shunt to said switch and including said second circuit closer.

19. In a'trafiic signal controller for controlling trafilc directing signals for intersecting main street and cross street trafilc lanes, the combination of a drum having switch-actuating cams for the trafiic directing signals, means for imparting step-by-step movements to said drum,a synchronizing switch, a cam on the drum which in one position of said drum actuates the synchronizing switch, a first circuit closer, a circuit connecting the first circuit closer to said drum actuating means and including said. synchronizing switch. a second circuit closer, a circuit connecting said second circuit closer to said drum actuating means and in shunt to said synchronizing switch, a dial, 1

means for rotating the dial, a plurality of spaced actuators carried by the dial for operating the first circuit closer, and an actuator carried by the dial for operating the second circuit closer, said last named actuator and said synchronizing actuating cam being positioned on the dial and drum respectively to eiiect resynchronizing during a desired trafllc signal period.

20. In a trafllc signal system for controlling means operated by said actuators and connected to said moving means for efi'ecting movement of the signal circuit controlling member to its successive positions, a second means for effecting signal operations; means for transferring control from said first means to said second means, and means whereby said transfer is made during a predetermined signalling position of said signal circuit controlling member.

VINCENT W. LEONARD.

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