claim: 1. A direction signaling device for automobiles comprising, in combination with right and left ind@icating signals mounted on the forward part of the automobile and mech40 ani m for t urninl, the steering wheels of the automobile to r'@ght and left, an electric switch connected with the steerin- mechanism having m6ans for causing the appropriate signal exclusively to be shown when the 45 steerino, whe6ls are turned to rioht or left respectively, and a manual switek having a contact in se'ries with the before named s,witch, other contacts flanking said contact, each in parallel circuit with one of the sigr)O nals, and a circuit i2losed shiftable to engage tll.e respective contacts independently or either of said flanking contacts and the first named contact simultaneously. 2. A direction siiinalinz device for auto55 mobiles comprising electrically operable signal devices mounted on the forward part of the automobile and arranged to indicate rioht and left turns respectively, a i3teering g@ar, an automatic switch operable by said steer60 . Ing gear and haviiig means for closing exclusively the circuit to one or the other of said signal devices when the steering gear is turned in one direction or the opposite direction, respectively., knd a manua@ly operable 65 switch having a circuit dlosixig element in auto matic switch operable by said steering 75 gear and havin(-y means for closing exclusively the circuit to one or the other of said sigiial devices when the steering gear is turned in one direction or the opposite-direction, respecti vely, and a manual switch having a 80 coiita ct in series with said 'automatic switch and other contacts in separate parallel circuits with the respective si&als, said manu al switch ineluding a controller construct ed and movable to complete the circuit 85 exclu sively through either the automatic switc h or one or the other parallel circuit exelusi vely, or through the automatic switch and one of the parallel circuits sirnultaneously . 90 4. In a direction signaling device for au-. tomo biles, signals for indicating'right and left turns respectively, automatic control mean s adapted to be connected with the steeri@g gear of the automobile to operate said 95 signal s selectively, a manually movable switc h element, a complemental contact arrange d to cooperate with said element independ ently in different positions of the eleinent, electrical connections froi-n said con- 100 tact to the automatic control means, a secoi.id conta ct at one side of tl@e first-named contact in @arallel electrical connection with the rightindicating si-anal exclusively, and a third contact, at th@'opposite side of the first 105 conta ct and in parallel electrical connection with the left-indicatina signal exclusively; the second and third c@ntacts being -also arrange d for cooperation with the manual switc h clemi@nt, whereby placement of said 110 switc h element in differeni posi+,io@lis is effective to cause actuation of the signals by the auto matic controll.er or by the manual switch elem ent independently. ' 115 5. In a direction signaling device for automobil es having oppositely pointing signals in a forward location on the automobile, an auto matic controller operable by the steering wh eel of the automobile and engageable in 120 elec tric circuit with on6 or the other sicrnal wh en moved in one direction or the other from neutral open circuit position, a manual switch liaving a series of contacts and a movable contact aim traversable across said con- 125 tacts and engageable with an intermediate, and one of the otiter contacts at one time, the conta cts being in series electrical connection with the movable member of the automatic controller, and the next adjacent. ones of said 130

1,890,677 contacts being in parallel circuit connection with the respective signals. 6. In a directi6n signal for automobiles having right and left indicating electric sig6 nals mounted on the forward part of the hutomobile, an automatic circuit closer comprising a member coupled with the steering mechanism of the automobile for movement to one side or the other of a central position io when'the steering mechanism is correspondingly moved from midposition, complemental contacts for said movable member connected in circuit with the respective signals, a manual switch comprismg a series of four is separate contacts arranoed side by side and a movable switch arm aaapted to iravel over said contacts and contact with any contiguous two of them at once, the central two of said contacts being in series electrical connec20 tion with the movable member of the automatic circuit closer and the outermost contacts being, separately connected in series connection with the respective signals. 7. A direction signal apparatus for auto26 mobiles comprising signal devices mounted on the forward part of the vehicle, one adapted to indicate a right turn of the vehicle, and a second one to indicate a left turn', a switch contact in circuit with one of said signal de30 vices exclusively, a second switch contact, a manual circuit closer in circuit with a source of electricity movable to close the circuit through -either the first-named contact exclusively, or through both said contacts 3r, simultaneously, and an automatic switch interposed in the circuit between the second named contact and the second signal device, mechanically connected with the steering apparatus of the, vehicle and causable thereby 40 to actuate the second signal device when the manual circuit closer is in connection with both contacts and the steering apparatus is moved to turn the car oppositely to the direction first intended. 46 EDIVARD KIMBALL FRIEND. CERTIFICATE OF CORRECTION. Pat.ent No. 1, 890,677. F,DWARD KIMBALL FRIEND. It is hereby certified that error appears in the printed specification of the above. numbered patent requiring correction as follows: Page 5, line 50, claim 1, for "-closed" read "closer'l; and that the said Letters Pateilt should I)e read with this correction therein that the some may coiifonn to the record Of the case in the Patent Office. Signed and sealed this 17th day Of Jantiary, A. D. 1933. December 13, 1932. (Seal) M. J. Moore, Acting Conimission er of Patents.

Pitented Dec. 13, 1932 l @ 8 9 0 2 6 7 7 UNITED STATES PATENT OFFICE F,DWARD IM"."L FRIEND, OF JAXAICA PLAIN,.XASSACHUSETTS DIRECTION INDICATING DEVICE Appllcation :aled November 27, 1925. Serial No. 71,635. MY invention' relates to the provision of @ieans@ whereby changes of dikeetion of moving V(,hicles may be automatically signalled t,o other traffic in the vicinity. Also, by means of direct control, acting simultaneously or selectively with automatic control, contemplated changes in direction m.ay be signalled to other vehicles at any desired interval before they occur. 10 I attain these objects. by.the mechanism illustrated in the accompanying drawings, in which: FioR. 1 is a signal box, casing, or transpare@ey, shown in elevation, capable of con13 troued illumination and containing one or more compartments or chambers, (in the drawings three compartments are shown) f or atta'chment to the front fender, or other portion of an automobile, where it will be read'@3 ily visible. Fig. 2 is an illustration of the same, with the cover plates removed, showing the arrangement of the compartments and the electric bulbs used to illuminate the same. ',5 Fig. 3 is a sectional. plan of the automatic controlling mechanism, howing the arrangement of the primary electrical contacts. Fig. 4 is a @ection-in elevation of the saine showing the arrangement of the secondary electrical contacts. Fig. 5 is a plan of the direct or manual controlling mechanism with the cove'r plate rer@oved, showing the arrangement of the various electrical contacts. Z3 Fig. 6 is a view of the direct or manual control, the rod aiid lever actuatin- the same, and the maniier in which it is pr(@posed to attach this ortion of the device to the steering column op an automobile. Fig. 7 is a diagram showing the various parts of the device symbolically, tooether with the electrical connections for the same Fig),ures 8 to 14 represent inodifications o i the invention. The entir6 device consists of one or more signal boxes or the like, an automatic controller, a direct o,,y -, manual cointroller, and the wires attachme@t aiid connections, both clee trical and n-iechallical, necessary to the proper operation of the same. The siomal box (Figs. 1 and 2) consists of aii outer shell or casing (11) made of any suitable material with a base (12), either fixed or detachable, of suitable shape for attachment to an automobile fender or other point r) 5 of attachment, having, in the type illustrated, three compartments or chambers (13, 14 and 15) opening both to front and rear, each illuminated by an electric bulb (16, 17 and 18) connected to the electrical system of the ve- 60 hicle as hereinafter described. These chambers or compartments are closecl on each side by a cover Plate (19) holding in position lenses or transparencies cif glass, or other suitable material, on which are formed illumi- 65 natedrepresentations of arrows, or other fig- - ures, indicatino, the direction toward which the vebLiCle is ti@rning or is about Lo be turned. These figures may be fornied by suitable cutouts in the cover plate itself, oi.- b cutouts 70 made in shields placed inside the ekamber or compart ment. I The lenses or transparencies (20) of compartmen t (13) show red when illuminated both to front and rear. The lenses (22) of 75 compart ment (15) show 0'reen when illuminated both to f ront and rear. The lenses (21) o . f compartment (14) are used as parkin,-, lights and show white in front and red to the rear. They are not con- 80 sidered as a part of this invention except in so far as they are embodied in the particular desilyn of sigiial box or indicator shown. In 6tta@chi ng the signal to the front fender of an a'utomo bile, or other inount, at either side of 85 the middle of the car, attachment is made as to show the red signal pointing outwa@ or away from the car, and the green si(,Ynal pointing inward or towards the car. It is to 90 be understood that the specific colors named are not of the essence of the invention, and thot different colors may be used if desire'd-, but it is a feature of some importance that the signal at eitlier side which indicates, bv a 95 conventi onal color or other characterisiic, need of caution on the part of others, point outward, and that the inwardly pointing signal at either side be the one which indicates a safe condition. This feature is indicated 100

1,890,677 diagrammatically by the letters R (for red) @and G (for oreen) in Fig. 7. The auto-matic controller, one form of which is shown in Fi(rs. 3 and 4, consists of an outer shell or casing (23) of cylijidrical form of suitab'e insulatiiimaterial containin(r insulatin(r coi-es oi- plugs (2,1, 25 and 4f). in which recil)i-ocates a piston rod (26) having aflixed to it, at a pointw'ithin the chamber 10 (27), an iiisulated core (28) cai-rying a contact ring (29). This contact ring is in permanejit co.-itact with the primai-y coiltact strips (30 and 31) throughout the ei@iire range of its @movement. 15 The chamber (27) also contains second contact strips @32 aiid 33, Fig. 4) so arran vvith relation to the contact ring (29), t at a inoveinent of the latter in either direction will form contact with one of these secondary 20 contact strips, while a movement in the opposite direction will forin contact with the other. These secondary contact strips (32 and 33) are so arranged as to be capable of adjustment with relation to their distance from the 25 coiitact rinf. (29) lby tlle adjusting screws (34 and 35 whic i woik in tlireaded holes in the ends of the coiitact strils, and whicli are held in adjustn-ient by the lockino, screws (36 and 37) in the end plates (38 a-nd 39). 30 These locking sere-,vs (36 aiid 37) also serve as binding posts for the electrical coilneetions. The constrtiction at the opposite eiid of the controller is the sanie except that the end plate (40) is in one )iece, and the pi-i35 marv contact strips (30 and 31) are not'ad,justable-. Screivs (36a and 37a) serve as binding posts for connecting the primary contact strips in the circuit. Alternative forms of the aiitomatic con40 troller are shoivn in Fi-s. 8, 9, 10 and 11, in w r? Plate II, Iiieh the p inciple of the worm and gear and the worm and rack ai,e emploved. in Figs,68 aind 9 a gear (60) is rotated bv 45 a worm 1) attaclied to the steering ro@ (62) of the veliicle. On e-'ther side of this gear are scini-eiretilar contact bosses (63 and 64) whicb, when the gear is rotated by the action of the worm, form electrical contacts 50 witli the contact studs (65 and 66), which are free to be moved in semi-eiretilar slots (76) in the opposite cover pla,'es (67), iesl-,ectively, aiid are held in plice by the insulating disl@s (68 and 69). Electr"cal contact be65 tween the conta,-t sttids and the semi-eircuI-,ir bosses is maintained by spiral springs (70 and 71) @,n(,-ireling the . hub of the -eaton either side, which tend to res;st. 1,,itera (lisplacen-ieiit of the orear by the pressure@ (f co the studs on the serni-eireiilar l@osses. 'The coiitact stiids are claiiiped in posit:on ky the lzniirled ntits (72 and 73) whch also @ervc@ as points of att-,icbment for the secondarv elf,eti,ic,ql connections. Primarv cor)nectio@ c,5 with the electrical system of the veliiele is had by attachment to one or the other of the two binding screws (74 and 75) located in the hub of the gear, and adjustment of the point of contact, between the contact boss on - the gear and the contact stud, is made by 70 moving the latter in tli6 sen-ii-eircular slot (76, Fig. 9) in the cover plate. The steering rod (62) has ati extreine movement of one revolution (with some variation in various makes of cars) iii either direction from its 75 central or norinal position, and tlle gear ratio is so designed that one revolution of the -tvorm procluces a one quarter revolution of the -ear, thtt is, a niinor part of a whole revolution. The cover plate is in two sec- 80 tions bolted together and the gear rotates in the bushings (77 and 78) set in the cover plate. In the form of automatic controller in which the -woriii and rack principle is em- 85 ployed. (Figs. 10 and 11), a rack (80, Fig. 'k 10) is substituted for the gear. This rac is held in position and guided in the cover plates by inslilatino, side plates (81 and 82, Fig. 11) in which is secured a contact-stud 90 (83) which is in permanent contact with the primary contact st.rip (84). Rotation of the worm causes the rack eai-rying the stud to move either forward or back, forming an electrical contact with one or the other of 95 the U sbaped secoridary contact 'piete's 85 c and 86. T hese contact U's are adjlls ed by the adjusting screws (87 a,nd 88), which are held in adjustment by the bindiiio, screws r, (89 and 90) to whieb the secondary leads are 100 attached. The primary connection is made to the bindin(r scre-w (bl), which is in electrical contacc with the contact strip (84) throtigli the attaeliin (r se.rews (92 and 93) and the connecting stri@ (94). The whole is 105 enclosed by cover plates (95 and 96). The direct or manual control, one form of wliieh is shown in Fig. 5, consists of a base (42) of suitable instilatino, material on -%vhich are motinted a series of7electrical contacts 110 (43 to 52 inclusive) of which those designated 45 titid 46 are connected in the circiiit of the atitomatic controller and are hereinafter called, for convenience, the automatic control term-nals over wbich passes a conta,et 1 "5 arm or finger (53), actilated by a control rod (54, Fig. 6) and hand le-@6r (55), the base to be e'nelosed by a cover plate (not shown in the drawings). The contact arm or finger (53) is connected directly (as by coiiductor a, Pig. 7) to i '@tlie electrictl svstem of the vehicle to which the device is at4l-ached, and is so desi(rned as to be capable of malzing cotitact siiiiultane- 125 otisly with any two adjacent contacts of the series of contact terminals (43 to 52). The left nianiial control terminal (44) is connected by stiitable wirin- (as b and b') directly with the left hand electric lights of

1,890,677 3 both ignal devices (Figs. I and 2) indicatthrouoh the lines A-B and C-D @respecing a lefi turn. tjivel3r The automatic control terminals (45 and. The operation of the device as attached 46) are connected (as by conduct6rs c, d and to an automobile is as follows: 5 el e') *itli the primary cont@et strips .(30 . With the band lever (55) or controller cap TO and 31) of the automatic controller (Figs. 9 and 4). The right manual control terminal (47) is connected (as by conductors f, g, g') di10 rectly with the right hand electric signal lights of both indicators (Fig. 2), indicattin a rigl-it turn. Th6 left parking liglit teriiiinal (49) is connected (as by conductor h) directly with 15 the electric bulb (17) iii the compartment (14. Fio, 2) of tlie. left hand si,-nal devic'3 controlPi@(,r the parking. light oii the left side of the vehicle. @ - ?-, -parli The richt ing light terininal (50) is 20 coiinected (as by conductor j) with a corre,@pondiii_- bulb in the signal device on the ri,,,ht front fender, when two devices are used, and coiitrols the parking light on the right side. 25 The reniainin(y terminals (43, 48, 51 and 52) are neutral points havino- no electrical connection and serve merely as points of support for the contact finger (53). An alternative form of manual controller 30 is qhown i@l Figs. 12, 13 and 14, Plate II in which an insulatincap (100), carryiii(r a contact fingei- (101), is secured to a metal ,,pindle (102) by an atiaching sere-%v (103) in such a nianner as to allow the contact fin35 ger to i-ot,,tte over a series of cont@act ponts (43 to 51), arran,-e,,l in eirelilar form in t-he insula.ting core (1()4).. Ciirreiit froin the electrical system is brouglit tc, the controls bv a -wire or cable attached to the 6entral 40 s'indle by the bindinir screw (105), and the p leads to the various biilbs in the si,-nal devices are brouglit to their proper bi,-idinposts throuo,,Ii grooves or @,hannels (112) formed in tiie insulating coi -e as shown in 45 Fig. 14. Control of the auxiliary I)ass sionals, ivhere used, is provided for by the t-%vo push button switches (106 and 107), located in the outer sliell or casing (108), whicli is secured to tlic-, 50 insulating coi-e by attachino, se@ews occupyino, the position of the neutr-al points (43, 4S r-' and 51). The push button s-kyitches effect electrical 55 contact be-tween the central spindle (102) aDd the binding screw (109) to whicli the leads to the pass signftls are attached through the attaching screw (11.0) and tlie, contact stril) (111). co The ivhole assemb@y is attaclied to and supported by a section of tubing (113), attached to the stecriiig coliiinn of the vebiele, through which tubing the various electrical wires are brought. re sections of the e(yntroller ,5 Figs. 13 and 14 a (111) in the normal position, the contact finl,"er (5,lj) at rest upon the automatic control terminals (45 and 46), movement of the steering mechanisin of the vehicle is communicated to the piston rod (26) by ineans of a 75 di-ag linlc (114, Fi(r. 7) connected to the steering arm (115) - cvr other suitable point of atta@hment. When thp construction of the vehicle to wllich the device is to be attached is such 80 that a i-i.gid or non-flexible connection with the steering meelianism is difficult or iiiipractical@)le to obtain,;a flexible coiinection may be eiliployed, reciprocation of the piston rod (26) being secured by means of spiral springs 85 encircling the rod, placed iii the c@amber (;27) between the contact ring core (28) and t le end pltia (25). An additional spring mav also be placed between the core (41) and the end of the piston rod. 00 The secondary contact strips (32 and 33) are so adjusted that slight iiioveiiients of the steerin(r iiiechanism necessary to keep the vehicle o@ a straight course do liot affect the device. When, hoivever, movement to the right 95 occurs in excess of this aniount, the p-ston rod (26) in its -movement forward, brings the contact ring (29) into contact with the seeondary codtact strip (32), allowinu current to flow from the electrical system through 100 the contact finger (53), the automatic control contacts (45 and 46), the primary contact strips (30 and 31). the coniact ring (29) and the secondary contact strip 32, to the electr'c btilb (18) i@ compartment (15) of the si 105 9- n@l device (Figs. 1 and 2), and to the correndi b lb iii the other signal device when spo "g 'I - 0 i-nil devices are used. This illuminates t'v s I Ilse, ransparencies e chambers the e 9 or t of th aiid sliows, in the case of an automob'le hav- 110 ing a signal device on each front feiider a recl sional on the right, fender pointing to the "i(,Yht oi- away from the car, and a green nal on the left fender I)ointing a.Iso to t ige1-ight or to'wards the c-,ir, indicatin(i the d'Iree-, 115 tion'and duration of the turning@moveinent. . When through the action of the steering inechani sin, the piston rod (26) is retracted to the point where contact is inade by the con- 120 tact ring (29) with the secondary contact str@ p (33), the btilbs. iii the opposite chambers of the signal devices are lighted, showing a red signal on the. left fender pointing to, the left, aiid a green signal on the right fender 125@ pointino, also to the left. indicatin ,i turn9 ing movement to. the lefi. As the chanibers iii these ' devices are fitted with lenses, both front and rear, these signals are visible from both directions. Where the principle of the 130

4 1,890,e77 worni and gear, or woriii and rack is cmI)Ioye(I iii the tiitomatic conti-olle@, (Fi(rs. 8, DI 10 and 11) the contacts between the priinary and secoiidary leads ai@e effected by substituting the iiiovement of the gear or rack for tlie. i)ioveiiieiit of tlie.pistoii 1-o4. The autoiilttc conti-ol of the siriials as described above is c,,tpable ()f iiiodification tlii-ough the actioji of the dii-ect or inanual 10 control as follows: Wlieii tlle operator of a velii(ile to wlii(-Ii the dc%,ice is attaclied wislic.,, to sigiial his inteiltioii of inalcing a ttirn to tlie. left, soiii(,@ t@!ine in advaiiee of fhe moiiient of actual ttiriiiii(y, tl)e, iiianual control lever 15 (55) is piilled baelc oiie noteli f rom its iiorinalpositioii, bringing the coiittet fin(yer (53) into (!(ntt(,t ivitli the left niaiiiiil conti-ol term;nal (44), at tl)e siiiie, tiine retainiiig its c()iitact with a-titoitiatic control terniiiial (45). This 20 - ,,hows a stea(lily burniiig sigiial iii the left turn coiill)ai-tiiieiit of the si@,-jiil devices throii(rh the systei-a of wiriiig coiiiiected with the left iyittiiiial conti-ol tei-iiiiiial (44). At the saine tiiiie, (lue to the f iinctioiiintr of tli(, diial r) t, @ViC()iiti-ol featui-e of the device, tiiy actiial (1(, ,ttioii of the vehicle to the riglit is iiist:tiit,ly to the ri,)-lit tiirii eonipai-titieiits of the si,),iial (levices by the autoitiatic coiiti-ollell actiii(r tlii-oiigrli the systeiii of wiriii- colilleetc(l to the aiitoiiiatic coiiti-ol tei-niiiiitl (45), witli Ni,lijell tlle, colitact fill(r(,@l- (5"@) ii, simultaiieoits coiitact. el Pi-ovisioii i-, iiii(le, to cov(@r the reversil of the al)ove coiiditioiis I)y the wir'ng (,oll35 iiected ivitli autoinatic conti-ol teriiiinal (46) -iii(I 1-i(-Iit iiiaiiiial control tei-ii-iiiial (47), whi(,h ai-e iii actioii ivheii the con'll(i levc@l. (55) is I)tisli(,@(I iil) to the riglit oii(! iiot(-Ii froii-i its iioi-iiiil position. rii(@ t,ii-iiiii(r iiioveiiieiit 40 in the opl)osite dii-ectioii to tliit iii(li(.: ' it(@(i I)y the iiiiiiiiilly actuate(I si(-iii] woitl(l oildi]@i,trilv ocei-ir oiily -%vben aii Itill'.,@(@s (!t)lllpelling the ol)ei-atoi- to swerve iii t tioii contrir (@ ivts ,v to the ttii-n b @5 to nialce. Un(ler sii(-h con(litiolis tll(@ oper,ttor -%N-oiilil li;tve neither tiiiie i)or attenti( @ll 1?(,r tile 1)1.eviolis to spal-e for in,,tiiiially chaii,r;i sigiial. The eiiiet-,(.-ency ini(,-Iit 1,(r ill@ r) 0 stiiiee, wheii ,i dr,vel- has s(@t the ,,il(,,iial I)retile I)ar,itory to tiiriiiiig to the riglit it , 11(@xt street corner, aii(I ,v pedestriin iinexl)e(!te(I ly steps froin the rio-ht liand gidowilic iieai-l@ (Itioiigl-i in fi-ont, of the car to I)e iii dan(rei,. t, 55 The (Ii-iver, tiii-ninil- li@s steern(r wh(@el to tli(- Z, m l(@ft, :is the oiily action lie his time or the 1)respi)(,e of iiiiiid to talce, etuses tllc left I)oiiltiiig ,i(,,iial to be atitomatically liglit(@(1; giviii@r wai@iiiii.(y to a followiiig (li,ivt@i- wlio 6o nitv li,(ive st,irted to oi,ei-take this car oii tli(,, ]I'll!(] si(le. Sill)])Osillg it to l@e safe to (10 so, tli.,it the (!oii(.I't;lon lias eliiiige(i tii(I in ttteiiil)t tlitis to li,,iss mi(rlit be (laiio,(@i-otis. l,ilci@ i-estilts oceiii- wheii tlie, ](-a(iiiigv di-iver is c5 I)t-eptriii(v to ttirn to the left biit swinrs to the right instead, and the following driver atteiiipts to pass to the right. The positions of the casiiig,, displaying the sigiials (oii6 oii each side of the forward part of the veiiiele an(I prefei-,,tbly oil the 70 crown.9 of tlic, fi-oiit fc@ndei-s as deser'b(!d) is sii(,Il tliit oiily oijo of tliei-ii is visiblc,, to the of ati ovei-ttkin(y car after the latter lias I)e(,-tiii to siN,in(- ()ut of Iiiie I)repai-atory to pissijitr, ,iii(I it i-eiiiains visible to such 75 (ii-ivei, uiitil lie lias come practically abreast of the car ili(@,id oi- eveii begiin to draw past it. I'lie- elfcetiveriess of this J)hase of the iiiveiltioii :.,@ (@iilianced by the arrangement of coloi-s wliieli I li(tve prefei-re(I to adopt for 80 the sigiial liglits. Thus, (lie overtaking driver, oii whichever side he iiiay be passing, s(,@es, iii the f oi-ward iiidicator, only the green arrow I)oint;ng away'fi-om Iiis cotirse; but y if lie sees the red ai-row suddenl flash out 8r) pointiiig aci-oss his course, lie caiiiiot fa@l to intl@rl)ret it as a (Idiigei, signal giviiig warniii(r that the car he is atteiiil)ting to pass is ai)olit to swerve toNv,,tr(I oi- in fi-oiit of hiiii. Any experiene(@(I driver would then inst;ne90 tively aiid iii,,taiitaneously tilce stieli steps as iiiay be 1)oss-'I)le to avei-t @ollisioii. Further, tlie. red signal is iiioi,(,@ brilliaiit and conspicii(i@is; tl),,iii the green one and, the geiieral.ly accepte4 coiiventioii i-(@(ilti-ding traffic 95 sigiials, t,,tkes piecedence ovei- the gi-een signal. Confoi-inably to staiidar(I piacti(!e iii sigiialliig systeins foi, the directioii of traffi(@, 11, whi(--Ii red is tl)e doniiiiant color whetlier (lisl)layed s'it(tly oi- in combiriation ivith other 100 (-oloi,s, it coiiveys tll(@ iiieaning tl-iat the overtalciii(-, (Ii-iver @boiild ,@top or li:eel) clea-i-. Wh(@ii it is de,-,ii-ed to signal a turn in tlic@ ' t e 4 i ] i i o 1) 1) o,,@, -ection fi-oin thit indicate(I I)Y s inilh the aiitoiiiatic ae'ioii of the device, i o- t 105 be the ca,;e with a veli:cle broii@),ht to a ,top at a ti-affi(- coiiti-ol 1)oiiit, with its wheels canted in the ol)posite (lirection froni that towar(I Nvllicli the tiii-n was to be niide, the coiiti-ol lever (,55) is moved in the (Iii-eetioii 110 two notelies froiii its jioriiial I)os@tioii. This (@ntii'ely CLITS Ollt the ttitoiiiatic coiitrol, and 1.)r'n(,rs the coritqct fin(.ver (53) to i-est on the i-iglit (47) oi, lel't (44) inai)Lial conti-ol tei-miiial as (lesire(l, tii(i on the adjaceiit Douti@al 115 tei-iiiinil (48 or 43), 1)ro(Iticiiig t stea(lily burnin(v sigiial iii tli(@ (1(-sired coiiil)ai-tinent of t, tlle si(viial (levic(@.@, :tii(I at the s-,iiiie tiziie cuttin(r off the curreiit fi-oiii tliti ol)l)osite coiii@-I I)ai-ti-riciit, wh;ch Nvoiil(l otliprwise I)e illtiiiii- 120 iia@le(I by the tiitoiiiitic coiiti-ollor ftijictioniii, thr6ii('Ii aiitoiiiitic coiitrol tei-iiiiiiils (4,@') an(I 46). When I)arl@iiil!.v liglits ai-e inclii(ie(I as a part of the devi(-e, they ai-e, (-onti-olle(I I)y 125 connectiiig tbeni witli th(@ 1(,ft aii(I i-i ("lit 1),irl'cing terminals (49 al)(I r)o). 13V ellil)loyil)" the neiitral I)oints (48 111(1 r)l), oil either side of tlies(@ tli(@ 1,,,ti-Iiiiig 1;(Irllts caii be iised either selectively or to- 130

1,890,677 gether, dependin'g on the po'@ition of the series with said autornatic witch and other contact fingers with relation to th@se four circuit closing elements in circuit wth the reterminal points.spective signals thkough eircuit8 parallel to By pushing the control lever. (55) forward - those through which the automatic switch i's 5 to the right to the extreme limit of its moveconnected with the same signals. 70 ment, the contact finger is brought to rest 3. A direction signaling device for autoupon the two neutral points (51 and 52), cut- iaiobiles comprising electrically operable sigting ofF the operation of the device entirely. nal devices arranged to indicate right and Where the form of manual control, shbwn -I left turns respectively, a steering gear, an 10 in Figs, 12, 13 and 14, is used the operation is the sam@, the rotation of the cap (100 bei'ag substituted for tho, action of the hand, lever (55). In addition to the foregoing, the device, 15 by employing the manual controller@ is also capable o.L functionin(r as a P,ass siznal, a green sigiaal shown oi@the left side, pi@@inting to the right, indicating to an over-taking car coming up @:a the left, that way was 20 yielded for passing to the left. A correspond signa-1 can also be given for a passage on the @i*4t. Provision for utilizing the device as a 4cpassi@ signal, for cars crossing in'front, is 25 provided by installing auxiliary electric b.Lllbs in the green compartmentc- of the signal-device, controlled by the push button -hes (106 and 107) loca ed in the manual switi@ t controller shown in Figs. 12,13 and 14, Plate 30 II, or at any othe!r point convenient to the operator, a green arrow, pointing in either direction across the front of the vehicle, indicatino, that way is open for a passage in that di@'ection. 35 I