US1968138A - Timer - Google Patents

Description

C. D. GEER July 31, 1934.

TIMER Filed April 50, 1931 3 Sheets-Sheet l INVENTOR. 52 4M 9. 4

A TTORNEYS.

C. D. GEER July 31, 1934.

TIMER Filed April 30, 1931 S Sheets-Sheet 2 INVENTOR.

I A TTORNEYS.

July 31, 1934. c, D GEER 1,968,138

TIMER Filed April 30, 1931 3 Sheets-Sheet 5 IN V EN TOR.

ATTORNEYS.

Patented .July 31, 1934 resales 'rnvnzn Charles D. Geer, New Haven, Conn., assignor to The Engineering and Research Corporation, New Haven, Comm, a corporation of Connecticut Application April 30, 1931, Serial No. 533,884

4 Claims.

This invention relates to a functionally and structurally improved traiiic control system.

It is an object of the invention to provide a device of this character, capable of use in numerous difierent associations, but primarily intended to be employed where two intersecting trafific lanes exist and where normally traflic over one lane is to have the right of way, but where traific over the other lane may acquire a right of way period suflicient for its needs. A specific example of an installation of this nature is to be found where pedestrians desire to cross in safety a highway.

In an installation of this nature, the present invention provides a layout of apparatus whereby right of way to the vehicle traffic lane may be in terrupted and transferred to the intersecting pedestrian lane regardless of whether the latter lane occurs at a regular street intersection or at some point between the cross streets. By means of the 20 present invention, the layout of apparatus will accord right of way for a period of time ample to negotiate the intersection and will thereupon automatically return or transfer the right of way from the pedestrian lane to the vehicle lane.

A further object of the invention is that of pro viding a traflic control system in which the intersecting lane may not maintain right of way for indefinite periods of time, but only for reasonable intervals, and in which preferably the right of way will always automatically revert to the vehicle lane.

Still another object is that of furnishing a traffic control system in which the signal indications will be of an extremely desirable nature and in which, moreover, the value or time of such indications may be adjusted with accuracy according to the needs of the particular installation under consideration.

Another object is that of furnishing a system of this nature embodying an apparatus of relatively simply and rugged construction, the component parts of which may be assembled readily to provide a compact unitary mechanism operating over long periods of time with freedom from mechanical or electrical difiiculties.

With these and other objects in mind, reference is had to the attached sheets of drawings illustrating one practical embodiment of the invention, and in which:

Fig. 1 shows diagrammatically a layout of apparatus applied to the intersection of two streets;

Fig. 2 is an edge view of a motor which may form a part of the apparatus;

. Fig. 3 illustrates schematically a side view of this motor;

Fig. 4 shows the elements which may be driven by the motor;

Fig. 5 is a plan View of these elements;

Fig. 6 is a side elevation of one of the elements together with the circuit breaker controlled thereby; and

Fig. 7 shows the circuit which may be embodied in the apparatus.

While the present invention is in many respects primarily dedicated to a control for use by pedestrians, it is here to be understood that certain'of the mechanisms or units thereof (as specifically included in the claims hereinafter) might be utilized in other associations. Also, while somewhat preferred forms of apparatus have been shown, these units might in certain instances be substituted for by units having similar functional characteristics. This is aside from the fact that as in Fig. 1, the system has been shown as situated at the point of intersection of two streets or vehicle lanes, while it might of course be employed at any desired point where its functional charac teristics might be of value.

Thus, referring primarily to Fig. 1, it will be noted that in the present instance, A indicates a 30 street or highway intersected by a cross street B. Adjacent the point of intersection and visible along both lanes is a signalling apparatus 10 connected to a governing mechanism 11, the functions of which are regulated through controls 12 conveniently situated at each corner.

These controls might of course take any desired form, as for example a push button switch 13 such as indicated in Fig. 'I; this switch being preferably spring returned so as to normally be maintained in circuit opening position. Moreover, the signalling apparatus 10 may conveniently include colored lenses, reflectors and/or bulbs. The latter have been herein shown as they are preferred, and these include a bulb 14 which is preferably green, and normally indicates right of way along lane A; bulb 15 which may either be red or amber to indicate-interruption of right of way to the cross street; a pair of amber bulbs 16, visible along both lanes and towards the intersection; a bulb 17 which is preferably green and indicates right of way to the cross street or lane B, and a bulb 18 which is preferably red and indicates interruption to right of Way over traffic lane A. It will additionally be noted that there has been indicated in '7 and at 19, a flasher which may take the form of any desired unit or mechanism whereby the circuit to the bulbs 14-15 is periodically interrupted. As a consequence, traflic approaching the intersection will p be definitely warned to proceed with some degree of caution. Of course, this flasher mechanism might be eliminated and whether the bulb or equivalent 15 is amber, red or any other desired color is immaterial to consideration of the present invention.

- Thus, a signal mechanism is provided, the visible indications of which preferably include green to indicate right of way, red to indicate interruption to right of way, and amber to provide a warning that a transfer is about to take place. However, as afore brought out the foregoing rep resents merely one preferred embodiment of the invention, and the signal might be changed in numerous respects.

Now with a view to providing .control mechanism for governing the functions of the signal, it will be noted, still referring to Fig. 7, that the numeral 20 indicates one side of a power supply, and the numeral 21 the second lead thereof. Circuit breakers 22, 23, and 24 are furnished as controlling elements of this mechanism. When the first circuit breaker is closed, current flows from lead 20 to lead 25 through circuit breaker 22, and thus to lead 26 through instantaneous relay 27 and so through lead 28 and 29 to lead 21.

When circuit breaker 23 is closed, current flows through lead 25, circuit breaker 23, instantaneous relay 28 and lead 29 to lead 21. The functionings of circuit breaker 24 will hereinafter be considered, but a third relay of the instantaneous type indicated at 30 may be energized by actuating one of the push buttons 13 which will cause'current to flow from lead 20 through lead 31, switch 32, lead 33, relay 30 and circuit breaker 13 to lead 21. Considering further the functionings of this latter relay, it will be noted thatwhen this operation occurs, the switch 34 is shifted to engage contact 35 as a consequence of which through lead 36 the relay will be locked in and remain energized despite the fact that thepressure on push button 13 is instantly relieved.

serve to control the circuit breakers 22, 23, and

24, attention is invited to Figs. 2 to 6 in which 37 indicates a disksecured to shaft 38 and which through reduction gearing contained in a housing 89 serves to rotate shaft 40. Secured to this shaft are cams 41, 42 and 43 which lie in juxtaposition to the circuit breakers 22, 23 and 24 and serve to operate them. The mounting of cam 43 is effected by securing the same adjustably to a tube 44 which rotatably encircles shaft 40, but is normally restrained from movement with respect thereto as for exampleby a set screw 45. Moreover, the tube or sleeve 44 preferably has at its end a cam body 46 disposed adjacent to and cooperative with body 42 as will hereinafter be brought out.

Rotation of the shaft 38 may be eifected by any desired form of motor. Preferably, however, this motor includes as afore brought out a driving disk 3'?- with which electro-magnets 4'7 and 48 cooperate. Both of these magnets are of conventional horseshoe form and their arms overlie those surfaces of .the disk 37 which are adjacent the periphery thereof. The magnet 48 has a shading coil 49 in association with it and as a consequence, it will be understood if alternating current is fed through the windings of this mag- .net, that the flux generated will move across the pole face, thus generatingcurrents in the disk resulting in a reaction in the form of torque which will have as its consequence a rotation of the disk. If the :magnet 47 is likewise connected to a source of A. C. at the same time that the disk is being rotated by the energy set up through magnet 48, the flux produced by magnet 47 and the currents generated in the disk by this flux will cause a torque which tends to stop disk rotation. This retarding or braking torque varies with the speed of the disk.

In order to provide a control for the motor thus furnished, it will be seen that lead 49 directly supplies one side of both the magnet coils while lead 50 supplies the other side of these coils. However, interposed between this lead and the coils is a resistance 51 from which there may extend a series of taps 52 selectively connectible with the lead by means of a switch arm 53. The opposite ends of this resistance are connected to the second leads of the coils of magnets 47-48 and it will be appreciated that if the arm 53 is swung to for example the extreme right hand position as viewed in Fig. 3, the current supplied to the coil of magnet 47 will be negligible while the current supplied to the coil of magnet 48 will be maximum. As a consequence, a relatively great driving torque will be exerted on the disk 3'7 which will cause a maximum number of R. P. M. to 00'- cur on the part of shaft 38. A shifting of the arm 53 towards the left will cause more current to fiow through the coil of magnet 47, thus increasing the retarding or braking effect resultant from the use of this element. Additionally, the current supplied to the coil of magnet 48 will be diminished which in itself will cause a slower speed on the part of shaft 38, and thus the parts may finally be adjusted to a point at which the speed of shaft rotation is diminished to a fraction of the speed resulting from the initial setting of the parts.

For the sake of convenience, and as viewed in Fig. 5, which is a development the dwell portions of the cams 41, 42, 46 and 43 have been indicated by lines of shading and land portions have been lftunsha .Not'eoe,s' d Now with a view to providing means which will 8 ded v r m thls fig construction provided, the cam portion 46 may be adjusted so as to advance the leading edge 135 of the cam dwell. Likewise the leading edge of cam 43 may be adjusted and the purpose of this construction will be hereinafter brought out.

In order to consider the further structure of Fig. 7, it is advisable to refer to the same in the light of an actual operation. Primarily, it is to be understood that the lead 49 is preferably connected to the lead 21. We have already seen that an operation of one of the switches operated by the push buttons 13 results in a locking in of relay 30. In addition to moving the switch 34 to circuit closing position, this relay, when energized, moves switch 54 to this position. As a consequence, current flows from the lead 20, through lead 55, switch 56, lead 5'7, switch 58, lead 59, switch 54, and lead 60 which is connected to lead 50. The motor begins to operate to turn the cams as a group and this results in the combined cam 42-46 closing the circuit breaker 23. Upon such closing, current flows as afore brought out from lead 20 through lead 25, circuit breaker 23 and relay 28 to shift switch 61, open switch 58 and close switch 62.- The fact that switch 61 shifts will open the circuit which normally exists through lead 63, switch 64, lead 65, 160

"cated at '71.

switch 61, lead 66, flasher 19. (conceding that such a unit is utilized) and bulbs 1415 to lead 21. Consequently, these bulbs will be extinguished. However, due to the fact that switch 61 will now engage the end contact of lead 6'7 and 6'7, current will be supplied through this lead from lead 20 to bulbs 16, and so to lead 21, thus giving the amber or caution indication.

Due to the opening of switch 58, the supply of current from lead 20 through 55, 56, 5'7, 58, 59, and 54 to will be interrupted and current will not be supplied to the motor through this lead. However, due to the fact that the switch 62 has been closed, current will flow from lead 20 through lead 68, switch 62, through the contact of lead 69 and thus through lead 70 which is connected with lead 50' and thus to a secondary switch 53 and series of taps as illustrated in Fig. '7. Thus, no interruption to motor movement will occur due to the opening of switch 58. The speed of the motor is now controlled by the setting of switch 53' and thus the speed of this cycle portion may be adjusted independently.

There is a further switch which is controlled by the relay 28 and this switch has been'indi- It normally is in engagement with the end contact of a lead '72 extending through lead 6'7 to the bulb 16, but when the relay is energized, this switch is shifted to engage the end contact of a lead 73, with which the bulb 1'7 is in series. However, in the initial condition of the parts as shown in Fig. 7, no energization of any of the bulbs results as a consequence of the position in which this switch rests. This is due to the fact that the switch connects with a lead '74 and that the switch 64 is initially in a position at which no current supply occurs to this latter lead.

We have seen that the closing of the circuit breaker 23 results in an extinguishing of right of way on street A and (if such signal indication is employed) an establishment of a caution signal along each street and as indicated by bulbs '16. It has also been madeclear that no interruption to the motor movement results as a consequence of opening the switch 58. Therefore, continued operations of the motor causes, after a proper interval of caution (two to four sec- 1 ends) a closing of the circuit breaker 22 by means of the dwell portion of the cam 41. The closing of the circuit breaker 22 causes current to flow 1mm lead 20, circuit breaker 22, lead 26, relay 27 and to lead 21. The relay closes switch 64 causing current to flow through bulb'18, thus establishing the red or stop indication upon the highway. Energization of the relay 2'7 causes anopening of switch 32, a shifting of switch 64, an opening of switch 56 and a closing of switch 75. The opening of switch 32 causes the relay 30 to be deenergized for the reason that it interrupts the current flow through lead 33, and thus switches 34 and 54 drop back to their normal position, i. e. the one shown in the view under consideration. The shifting of switch 64 causes current to be supplied from lead 20 to lead 63, lead 74, switch '71 (which as afore described is now connected to lead '73) through lead '73 and bulb 1'7, thus giving right of way to cross traffic. The shifting of switch 64 moreover opensthe circuit to lead so that no current is supplied through lead 6'7 to the bulbs, 16. Opening of switch 56 merely breaks the circuit at a second point, it having been already broken by the opening of switch 58. Closing of switch '75 causes current to be supplied from lead 20 through lead 68, the second branch of lead 69 and so to lead of the motor supply, thus overlapping the current supply to the motor through switch 62.

As a consequence of the foregoing, the amber or warning signals are extinguished and right or way is given to cross trailic as afore brought out. Continued operation of the motor results in the dwell of cam 43 closing circuit breaker 24. As a consequence, this circuit breaker is potentialized to supply current to lead 60 through lead 59 and as soon as both switches 56 and 58 are again closed.

Continued operation of the motor will cause an opening of circuit breaker 23, thus causing a deenergization of the relay 28. With such deenergization, switches 62, 58, '71 and 61 move back to their normal positions. With such shifting, current supply to bulb 1'7 will be interrupted by virtue of the opening of the circuit supplied to lead 73. This extinguishes the cross street green signal, the highway red signal continuing; Current will now be supplied through switch 64, lead 74, switch '71, lead '72 and 67 to energize the amber bulbs 16, thus giving a warning indication.

The motor will continue to operate whereupon circuit breaker 22 will open to deenergize relay 27 causing a shift of switch 64, a closing of switch 56, an opening of switch 75, a closing of switch 32 and an opening of switch 64. The shifting of switch 64 causes a cessation of energization of the bulbs 16 and a reestablishment of current from lead 20 through bulbs 14-45 to lead 21. The closing of switch 56 supplies current through lead 57 and switch 24 to motor lead 60. Opening of switch '75 causes an interruption of current supply to the motor through lead '70. Shifting of switch 32 results in no immediate useful function. However, if a pedestrian now operates push button 13, relay 30 will be locked in, and as soon as the minimum highway right of way period has expired, right of way will again revert to the cross street, thus allowing the pedestrian to cross.

Thus, right of way is transferred back in favor of the highway and the amber warning signal is extinguished. However, the motor continues to function until the dwell of cam 43 moves out of operative contact with circuit closer 24 and permits the latter to open. When this occurs, current supplied to the motor is interrupted and the latter brings the parts to a position of rest such as has been approximately indicated by the line X--X previously referred to.

From the foregoing, it will be appreciated that an apparatus is provided which is normally potentialized for operation by for example a pedestrian who actuated one of the controls as represented by the push button 13, thus setting the apparatus to function to cause in the embodiment under consideration an interru, tion to the right of way of the highway, a warning indication, and a transfer of right of way to the cross street. Due to the fact that cam portions 42-46 are provided, the length of the warning period interval may be adjusted accurately by simply turning the portion 46 with respect to the part 42 to advance or retard the dwell surface of the cam. By means of the variable factor provided by the arm 53 which it will be recalled is fed from the lead 60, the length of the highway right of wayperiod may be accurately adjusted by having the motor speed oi proper value. Likewise, by the duplicate mechanism 53' which is preferably employed and connected to the lead 70, the motor speed may be regulated to give any desired value to the cross lane right of way period. It will be appreciated that while the features of the present system and apparatus are ideally suited to a pedestrian control, that nevertheless certain of the units or groups of apparatus herewith disclosed might be employed in numerous different associations or in fact that the entire system might have its component parts re-arranged in numerous manners without departing from the spirit of the invention. Also, while the length of the amber period is shown mechanically adjustable, by providing a third switch 53 this period might'be regulated electrically.

One of the other associations in which apparatus constructed in accordance with the terms of the present invention might be of particular value would be where the circuit closers 13 are vehiclecontrolled and regardless of whether such control is efiected by a pavement unit or otherwise. In such an association or if the apparatus is installed in accordance with the present exemplification, it will be appreciated that difiiculties incident to arcing will be avoided aside from the fact that overlapping of the signal lights will also be overcome. In connection with the first point, it will be understood that the relays will either be energized or de-energized despite the fact that they are cam-controlled. In other words, there will be no gradual release of the circuit breakers which control the signal lights resulting in arcing at these circuit breakers together with consequent flickering or holding of the'lights beyond the desired interval. In connection with the second point, it will be understood that no overlapping of the signal indication will occur unless the apparatus is deliberately adjusted so that this result may obtain. By such a construction, the difficulties heretofore encountered in connection with overlapping are avoided.

Thus, among others, the several objects of the invention are achieved. It will be understood that numerous changes in construction and rearrangements of the parts might be resorted to without departingfrom the spirit of the invention as defined by the claims.

Having described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. A timer comprising a motor, including a field coil and a rotatable timer shaft, an clectromagnet disposed adjacent said motor for retarding the rotation thereof when energized, current supply leads connected to said field coil and magnet, a plurality of independently adjustable means for varying the amount of currentsupplied to each, a pluralityof switches connected to said independently adjustable means, and a plurality of cams driven by said shaft for operating said switches to cause the independently adjustable means to become successively operative.

2. A timer including a drive shaft, a cam mounted by said shaft, driving and braking coils cooperating with said shaft, means for supplying current of certain values to such coils, means for supplying current of other value to such coils, and means operated by said cam to render said different current supply means successively operative.

3. A timer including a shaft, driving and braking coils cooperating with. said shaft to rotate the same, a resistance common to both of said coils for supplying current thereto, a plurality of current supplying leads connected to said resistance at difierent points, and means operated by said shaft and adapted to alternately connect said difierent current su ply leads with a source of current supply. I

a. A timer including a shaft, a motor element connected to said shaft, driving and braking coils cooperating with said element, a resistance having its opposite ends connected one to each of said coils, said resistance being tapped at various points, leads extending from such points and to a plurality of sets of terminals, leads selectively couplable to the terminals of said different sets, and means operatedby said shaft for alternately connecting said latter leads to a source of current supply. CHARLES D.

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