US2121179A - Parking control apparatus - Google Patents

Description

E. J. SWEETLAND PARKING CONTROL APPARATUS June 21, 193s 4 sheets-sheet 1 Filed March l0, 1956 WN WN .WN

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June 2l, 1938. E. J. swEETLAND 2,121,179

PARKING CONTROL APPARATUS Filed March 10, 1936 4 Sheets-Sheet 2 INVENTOR.

June 2l, 1938. E. J. swr-:ETLAND 2,121,179

PARKING CONTROL APPARATUS Filed March l0, 1936 4 Sheets-Sheet 3 INVENTOR.

CNTCT MA T mf l III' June 21, 1938. E, J, SWEETLAND 2,121,179

PARKING CONTROL APPARATUS Filed March lO, 1936 4 Sheets-Sheet 4 7a, /2/ l wzl z a s l Patented June 21, 1938 UNITED STATES PATENT OFFICE Application March 10 Claims.

This invention relates to means for indicating the length of time during which vehicles are parked and to give a signal visible at a considerable distance when a car is parked longer than 5 the legal parking limit in the district in question.

It is particularly designed as a parking control means for use in congested city districts; especially narrow streets where cars must park parallel to the curb.

My invention does not require the parking area to be divided into specified parking berths, and vehicles may therefore park end to end regardless of their size and without waste of space. Where a street is wide enough to permit of diagonal parking the use of separate berths marked off in the street does not involve any particular complication, because motor vehicles are substantially of the same width regardless of length, so that where diagonal parking is used the berths may be of uniform size. However, the problem is greatly complicated in streets that are too narrow for diagonal parking for the following reason: Motor vehicles vary greatly in length; therefore if a district for parallel parking is subdivided into 25 separate berths each berth must be long enough to accommodate the longest car and also must provide room for the cars to get in and out of the berths. 'Ihis means that the berths must be inordinately long with reference to the length 30 of a short vehicle, and this, in turn, means that fewer cars can be parked in a given block than the same block would accommodate if the cars were free to come -and go without reference to any definitely prescribed berth.

The reasons above stated have -prevented parking control means being employed in narrow streets-where they are most needed. My invention may be employed for either diagonal or parallel parking, but is especially advantageous for the latter.

In the present invention I overcome the difiiculties that hertoiore existed in connection with parallel parking by entirely disregarding the length or width of vehicles to be parked, and subdividing the area into units so much smaller than even the smallest standard automobile that it is impossible for a vehicle to park near the curb without automatically being subjected to my parking control means. My apparatus performs its functions without subjecting the driver to the slightest inconvenience and without any action whatever on his part. Indeed, the installation may be carried out without any visible evidence of control if desired; or, it may employ an annunciator board clearly visible to the public 1936, Serial No. 68,067

together with a sign which states the legal parking limit in the district.

My mechanism does not include specific means whereby the owner of the vehicle may pay a certain sum for parking; but is based upon the theory that the public is entitled to free parking so long as the individual does not exceed the legal parking limit. In cases where the legal limit is exceeded a signal apprises the oilicer in charge of the district, and he may then promptly apply the customary ticket, and the fines thereby collected may be applied toward the installation and maintenance of the equipment.

My invention includes not only means of giving a visual signal to indicate the overparking of the vehicle, but also includes means whereby the exact duration of parking or overparking in minutes may be ascertained. By this means the vehicle owner may be charged or fined upon a basis governed by the number of minutes he has parked beyond the legal limit.

A 'Ihe invention possesses other advantageous features, some of which with the foregoing, will be set forth at length in the following description where the forms of the invention which have been selected for illustration in the drawings accompanying and forming a part of the present specication are outlined in full. However, I do not confine my invention to the specific forms set forth in the drawings and specification as it is capable of many modifications which are limited only by the scope of the appended claims.

Referring to the drawings:

Figure 1 is a plan view of a portion of a city street with pa1ked vehicles indicated in dotted lines.

Figure 2 is a fragmentary plan view of one of the mats or contact mats used for making electrical contact with an annunciator when a vehicle moves into a parking space.

Figure 3 is a fragmentary sectional view taken on the lines 3-3 of Figure 2.

Figure 4 is an elevation of an annunciator panel with a portion broken ay to show the inner construction.

Figure 5 is a vertical section on the lines 5 5 of Figure 4.

Figure 6 is an elevation of one of the switchtiming units used in the annunciator showing the unit in inoperative position. plates is removed to show the inner construction.

Figure 'l is a fragmentary view of the switch shown in Figure 6 when same is in closed position.

One of the side and curb illustratingtheY use oi' the contact device shown in Figures 13 and-14.

Figure 13 is a sectional elevation of a magnetically operated contact switch which may be used in place oi the mat illustrated in Figures 2 and 3.

Figure 14 is a cross section of the magnetically' controlled contact switch illustrated in Figure 13.

Referring to Figure 1 in detail, I2 designates a portion of a city street. I3 the sidewalk and I4 a curb which separates the two. IIa, I5b and llc designate the outline of parked vehicles and Ila. lib etc. indicate the vehicle wheels. An annunciator panel such as is shown in detail in Figures 4 and 5 is designated by the numeral I1, the dotted lines Il and i3d indicating an electric lconduit which carries the wires forming contact between the various contact elements in the street and the switch-timing elements in the an nunciator panel. It will be noted that the edge of the sidewalk is marked with numerals from i to Il. These numerals correspond to the numerals which designate the contact mats at the edge of the sidewalk and also with numerals on the annunciator panel. The purpose of the numerals on the sidewalk is to locate the position ot a parked car when a red light appears in the annunciator panel. For instance the car iSb as indicated in the drawing would register at numbers l, 'l and 8 on the annunciator panel which clearly indicates the position of an overparked car to the oiflcer in charge. The overparked car is readily located regardless of the number of mats it happens to contact., An important feature of my invention is to provide mats of a size and shape whereby two or more mats will be contacted regardless ot the size of the vehicle when such vehicle is parked parallel with the curb.

I prefer to make the length of the contact mats short enough so that it is impossible for two vehicles to make contact with the same mat at the same time when the vehicles are parked end to end. 'I'his is accomplished by making the mats slightly shorter than the distance from the contact point between the rear tires and the rear bumper of a small car, plus the distance from the contact point of the front tires to the front bumper of a similar car. This distance may range between 3 and 4 feet which makes a satisfactory length for the mat. because the front bumper on one car contacts with the rear bumper of another car parked in front of it before the car in back can reach a mat upon which the rear wheel of the front car is resting. This avoids the possible complication of having twocars on the same mat at the same time. However, by my system of having each car contact two or more mats when in parallel parking position it is possible to locate the overparked car even though two cars may be on the same mat for the following reason: Assume that due to the unusual construction of a certain car the same mat should he contacted by two cars. Now suppose that car A has overparked and given a red signal and car B moves into parking position in front of car A. Car B is in contact with the same mat that has given a signal for car A. Then car A moves away thereby leaving a red light for which car B would appear to be responsible. However, upon checking up, the oillcer iinds that car B also occupies another mat which does not show a red signal. This clearly indicates that the signal must have been given by a car previously parked in back of the car B.

The details of the mat will be better understood by reference to Figures 2 and 3. 2| is the cover plate of the mat which is preferably made of sheet steel. 'Ihis is welded or otherwise secured` to the end of the bottom plate 22 as for instance is shown at the welded joint 23. Between these two plates is the metal element 24 which is merely a flat sheet of metal, stamped to form dished surfaces as shown at 25. 26 represents a sheet of rubber or other ilexible material which is provided with perforations 21 to receive the dished concave surfaces 25. rubber which insulates the plate 24 from plates 2| and 22. 52a is an insulated wire which isin electrical contact with the plate 24, and is led through the conduit 3l to the main conduit lla. It will therefore be seen that what I refer to broadly as the mat consists of a waterproof housing formed by a pair of sheet metal plates within which is enclosed the metal plate 24, which normally is held out of contact with the lower plate 22 but which is caused to contact with plate 22 when the weight of a vehicle bears upon the upper plate 2|. The conduit 3l as well as the plates 2i and 22 are electrically grounded. Therefore the circuit required to actuate the annunciator is closed when the weight of a vehicle brings the plate 24 into contact with plate 22 which will be understood from the wiring diagram in Figure 11. While in this application I have shown a contact mat using a single wire and ground system, obviously I could use a wire 1e turn circuit in place of the ground if desired. This would be readily accomplished by having two plates such as 24 within the mat separated by the perforated rubber sheet, each of which would be insulated from the housing of the mat. In such a modification the plates 24 would be positioned with their convex surfaces facing each other and just far enough apart that they would not contact until a considerable weight such as that of a vehicle wheel would be placed upon the mat. I prefer to adjust the distance between plates and the resiliency of the rubber used so that they will not contact when walked upon, but only in response to the weight of a vehicle.

Referring to Figures 4 and 5, is a hollow column to form a standard or base for the annunciator panel i l'. This column may bc located upon the sidewalk or in any position, but preferably where it may be viewed by the public. A cable 33 which contains a. wire leading to eac'h contact mat enters the annunciator through the column, and each wire therein connects with a switch-timing unit as will be understood from the further description. In the base of the annunciator panel is an electric motor 34 and gear box 35 which through the chain 36 and suitable sprockets imparts rotary motion to the shaft 31 which extends across the base of the panel and serves to drive the switch-timing mechanisms. Each switch-timing mechanism is designated as a unit by the numeral 38 in Figures 4 and 5. These are shown in detail in Figures 6 to l0 inclusive. Each of the units 38 has connection 28 is a second sheet of with one of the lights of the annunciator panel as well as with a mat at the curb. The annunciator panel has a door 38 on either side carried by hinges 4|. These doors bear against gaskets 42 which make the construction water-proof. On the front of each door is a glass plate 43 which is preferably made of red glass and which has numerals painted in the circle opposite each electric light as indicated in Figure 4, the intervening spaces. between the circles bearing the numerals, being blanked oft' with opaque paint. Each of the electric lamps 44 within the annunciator is surrounded by a tubular metal casing to prevent the light from the lamp showing except through the numbered red discs opposite it. On,

one side of the panel clear windows 45 are provided to enable the attendant to read the elapsed time in minutes indicated on the numbered discs 46 which are described in detail in connection with the succeeding gures. The annunciator panel may be surmounted by a sign 41 announcing the legal limit in the district. For the sake of simplicity, I have illustrated a panel containing only 16 units. Ordinarily there would be several times that number in a single panel.

Referring to Figure 6 which describes in details the units designated by 38 in Figure 4 this unit for purposes of clarity is illustrated with one of the side plates removed. 5| is a side plate forming a housing for the moving parts. The wire 53 leads to a source of power and thence to the electric lamp 44 and 52 connects direct with lamp 44. Therefore since the wire 52 is electrically connected to the contact point 54 through the switch leaf 55 and since the wire 53 is connected to the contact point 56 through the leaf 51, the lamp 44 is lighted when the switch points 54 and 56 come in contact and is extinguished when they are parted.

'I'he shaft 31 turns at an exceedingly slow rate of speed due to the back gearing of motor 34 in the gear box 35. This shaft is provided with the gear wheel 58 which imparts motion through the gears 59 and 6| to the friction wheel 62 which is provided with a soft rubber tire 63 in order to give it a satisfactory frictional contact with the driven friction wheel 64. 'I'he shaft 65 is provided with bearings in the cover plates and is free to rotate in these bearings. A heart cam 66 is also fixed to the shaft 65. The roller 61 which is revolvably mounted at the end of the lever 68 is maintained in contact with the heart cam 66 by the tension of spring 69. The purpose of the heart cam is to return the driven friction disc 64 to its starting or zero position whenever it is released from contact with the rubber tire 63 of friction wheel 62. The shaft 65 also carries the numbered disc 46 which is graduated to read in minutes of time.

The driven friction wheel 64 is provided with roller 1| which is free to revolve about its axis. This roller is set in relation to the heart cam at 45 from horizontal and since the rate at which shaft 31 turns is correlated so as to revolve the disc 64 one revolution in four hours, it follows that 30 minutes will be required before the axis of the roller 1| reaches a position where it coincides with the horizontal axis of the driven friction wheel 64, at which point it trips the latch 12 to cause the points 54 and 56 to make contact and light the light in the annunciator panel.

The gear Wheel 6| is rigidly mounted on the shaft 14 which has its bearings in the yoke 13. The extreme end of the yoke 13 encircles the shaft 16 with a free running t to permit the free up and down movement of the yoke and attendant parts. 11 and 18 are spacing washers to prevent excessive side motion of the yoke and its attendant parts.

Connected with the yoke 13 is the iron bar 13 forming an armature for the electromagnet 8|- which through the wire 52h makes contact with a source of power and thence to a ground connection while 52a connects with a mat in the street. The magnet 8| is supported within the side plates by the screw 82 and the block 83.

The upright bar 84 is rigidly mounted in the armature bar 19. In the upper portion of bar 84 is a cross piece 85 which is preferably made of insulating material.

When the electromagnet 8| is energized it lifts the armature bar 19 to the position indicated by the dotted line 19a at the same time raising the bar 84 so that the cross piece 85 is out of contact with the leaf 51. The switch points 54 and 56 are therefore free to close and make contact when the roller 1| reaches a horizontal position and trips the latch 12 the resiliency of leaf 51 being suflicient to bring the switch points together. When the latch 12 has been tripped and the light is still on, the parts are in the position shown in Figure 7 but as soon as the circuit in wires 52a and 52h is opened by the removal of a vehicle from the mat to which electromagnet 8| is connected, then the Weight of the amature pulls downwardly on the bar 84 and cross piece 85 pulls down the leaf 51 and thus opens the switch and resets the latch 12 which is urged forward by the light spring 86. If desired a spring may be used to urge the armature bar 19 downwards and thus assist in opening the switch but such a spring is not necessary when the spring leaf 51 is of very light material, as the weight of armature 19 is sufcient to part the switch points and reset the latch.

Since the driven friction disc 64, thel heart cam 66 and the graduated disc 46 are all fixed to the shaft 65 they will revolve together when the rubber tire 63 of wheel 6| is in frictional contact with the periphery of the driven friction wheel 64, motion being imparted to them by the rotation of the shaft 31 and gears 58, 59 and 6|. It therefore follows that when the armature 19 drops away from the electromagnet 8|, the frictional contact is broken which causes the friction disc 64 to be returned by the heart cam 66 and roller 61 to the position shown in Figure 6. It will be understood that whenever there is an open circuit in wires 52a and 52h, the disc 64 remains stationary but as soon as the circuit in wires 52a and 52h is closed, rotation of disc 64 commences in the direction indicated by the arrow and when the roller 1| disengages the latch 12 from the switch leaf 51 the points 54 and 56 make contact and close the circuit in wires 52 and 53 which are connected with a lamp 44 in the annunciator panel. The position assumed by the latch 12, the post 84 and cross bar 85 when the switch is closed and the light is in circuit, are indicated in Figure '1.

The plan View Figure 8 shows the figures on the graduated disc 46. These figures indicate minutes of time and a complete revolution of this disc corresponds in the design illustrated, to four hours of time, or 240 minutes. The figures are so placed that when the disc 64 is at rest in the position as shown in Figure 6, a reading of zero would be indicated through the windows 45 of Figure 4 and as soon as one of the instruments 38 starts to function due to the circuit of the electromagnet being closed, then the movement of disc 45 marks the duration of time in minutes that the circuit is closed by a vehicle in parking position.

Obviously the rate of rotation of the driven friction disc 54 and the figured disc 45 may be varied to suit conditions and it is a feature of my invention that gear reducing units I (Fig. 4)

may be made. with different gear reductions and interchangeable, so that changing the unit simultaneously changes the rate of revolution of shaft 31 and all units controlled thereby. By shifting the pin which carries roller 1| the elapsed time before the red light appears may be varied. The'holes 10 provide for variation in this connection. The figured wheels 45 are interchangeable and wheels of any graduation may be supplied.

If the parking zone is under close supervision and the red light signal is not deemed necessary, then my system may still be used and considerably simplified by eliminating the red lights from the annunciator panel and the switches which govern them from the apparatus 39. With these parts omitted the system is still complete and operative. In this simplified form, the numbered disc 46 may be made in two `colors such as white which would appear through windows 45 (Fig. 4) until the expiration of the legal parking limit, andv red which would appear thereafter.

As will be seen in Fig. 4 each window is numbered to correspond with the number of a mat |00 and the numbers at the windows also correspond to the numbers in the panel where the red lights appear.

Many modifications of the annunciator panel are obvious without departing from the principles set forth. For example the lamps 44 may be placed to show through windows 45 instead of through the larger circular windows shown in the upper part of the panel.

Figure 8 also illustrates the mounting of the switch leaves 55 and 51 in the fibre block 00 and in this view it will be noted that the outer extremity of the leaf 51 is slotted to accommodate the latch 12 and post 84.

The horizontal section Figure 9 which is taken on the line 9-9 of Figure 6 shows the position of the various parts in plan view and since the parts bear numerals corresponding with those used in previous figures, detail description is unnecessary.

Figure l0 which is a horizontal section on the line |0|0 of Figure 6 more clearly indicates the position of the yoke 13 and the method of mounting same on the shaft 16.

The wiring diagram of Figure 11 shows the r11-muts which operate the switch timing mechanism 35. There are two distinct circuits employed; the circuit of the electromagnet 8| through the wire 52a is connected with the plate 24 of a contact mat. When the plate 24 contacts with the lower plate 22 this branch'of the circuit is grounded, while the other branch of the circuit runs through the wire 52h to a source of power and thence to the ground. Thus it will be seen that the circuit in electromagnet 8| is closed to render the magnet 9| operative when a vehicle takes its position on the mat. other circuit shown in Figure 11 represents a source of power in the line 53 which is connected with the lower leaf of the switch 51, and.

with one side of the lamp 44, through which the circuit continues through the wire 52 and lsupported in a bre disc ||2.

The

upper leaf of the switch 55. Therefore when the switch points 54 and 55 contact to close the circuit the lamp 44 is caused to light.

In the modified application of my invention as shown in Figure 12, |0| indicates a sidewalk upon which has been installed an annunciator panel |1a. which ln detail is as represented-in Figures 4 and 5. |02 represents the curb and in the street adjacent thereto are electromagnetic switch elements |03, lilla, |0317 etc. the details of which will be understood by reference to Figures 13 and 14, Figure 13 representing a vertical cross section on the line il--ll of Figure 12.

ff In Figure 13, |04 represents the paving of the street into which is imbedded a metal casing |55 which is made of any non-magnetic metal. A cover plate |05 with annular gasket |01 forms a waterproof closure for the casing |05. Mounted within the casing |05 is a second casing III which is made of non-magnetic metal and which forms a housing for the magnetic needle |09 which has a jewel bearing ||0 supported by the central needle point the needle point being Electrically connected to the magnetic needle |09 is a helical coil of extremely fine wire ||3 which is in electrical contact with the binding post ||4 and is insulated from the casing by the fibre disc I5. A bar of iron or a bar magnet I6 is held in iixed position to the bottom of casing |00 by the screw ||1. The purpose of the bar or magnet ||6 is to serve as a means of loading, or orienting, the magnetic needle |09. In the absence of bar IIB the needle |09 would naturally' point north but if a bar magnet is used as indicated at |I6 the needle |09 can be made to point in any desired direction by adjusting the angle-of the bar magnet accordingly. The arm IIB is in electrical contact with the binding post I|9 and at its lower extremity is provided with a C-shaped terminal |2| which is adapted to make electrical contact with the platinum leaf |22 when the needle |09 deviates from the positien in which it is normally held by the magnetic influence of the bar magnet H6. For purposes of illustration it is assumed that the wire |23 which connects with binding post ||9 is grounded and that the wire |24 which connects with the binding post IN passes through the rubber insulating plug |25 and thence to a source of power, and thence to make connection with the wire 52a of the electromagnet 8| as shown in Figure 6. Briefly, the apparatus illustrated in Figures 13 and 14 consists of a very delicate magnetic switch mounted within a rugged casing adapted to be imbedded in the pavement and flush with the surface thereof and is so constructed that the mechanism is accessible upon removal of the cover plate |06. I have found that a magnetic switch of this design can readily be adjusted by means of the bar magnet ||6 so the needle |09 normally rests in a position to hold the platinum leaf |22 midway between the points of the contact element I2I. However, when a body of metal capableV of infiuencing a magnetic field such as iron or steel, is brought into proximity with the magnetic switch, the needle |09 deviates so as to bring the leaf |22 in contact with |2| whereby an electric circuit may be closed.

'I'he operation of my parking control apparatus in the form illustrated in Figures 1 to 11 inclusive is as follows: The parking area to be controlled is equipped with an annunciator panel |1iand along the margin of the street are installed a series of mats such as are shown in Figures 1, 2 and 3, these mats being designated in general by the numeral |00. The size and shape of these mats may be varied to suit the particular location and requirements but I prefer to make them small enough that it is impose sible for the wheels of two different vehicles to get on the same mat at the same time. 'This condition is realized by making the distance across the top of the mat shorter than the combined overhang at the front and rear of average vehicles. By this arrangement it naturally follows that any vehicle parked parallel to the curb must bear upon two or more of the mats. Very large vehicles such as trucks with more than four wheels may make contact through four or five mats at the same time. The number of mats contacted, and the consequent number of annunciator units affected, is unimportant because in any event the location of a car which remains beyond the parking limit of time is indicated regardless of the number of contacts made.v Each mat upon which the weight of a wheel is bearing will be partially collapsed so that the plate 24 contacts with the grounded plate 22 thus closing the circuits of the electromagnets 8| of the timing switches corresponding in number with the mats contacted. Thereupon the armature 18 is attracted by electromagnet 8| bringing the rubber tire 63 into frictional engagement with the driven friction disc 64. Since the shaft 31 is kept in constant rotation by the motor 34 the disc 64 starts to rotate immediately when contact is made. However, no signal is given on the annunciator panel until the expiration of the legal parking limit, when roller 1| disengageis the latch 12 from the leaf 51, the resiliency of which causes it to spring upwardly and bring points 54 and 56 into contact thereby closing the circuit in wires 52 and 53 causing the lamp 44 to lightl and thus produce a visual signal on the annunciator panel, indicating to all those within sight of the panel that a car, located in the position designated by the numbers on the panel, has remained in parked position longer than the time permitted bylaw. The panel numbers are designed to be visible for a distance of several blocks and it is assumed that the ofllcer in charge of the district will give attention immediately when a red light appears. While immediate notice is given to the omcer in charge, as well as to the public when a car remains in parked position beyond the legal limit, vehicles which depart before the expiration of the legal limit are caused no inconvenience whatever. When a vehicle which contacts with one or more of the mats is removed, the armature 19 falls away from the electromagnet 8|, whereupon the roller 61 and heart cam 66 causes the disc 64 to return immediately to the normal position in readiness for further service when another contact is made. The cross bar 85 always separates the switch points 54 and 5G simultaneously with the dropping of the armature 19. Also it should be noted that a portion of the leaf 51 bears against the sloping side of the top of the latch 12 so that when the cross bar 85 pulls down the leaf 51 the latch 12 is automatically reset.

When the modication illustrated in Figures 12 to 14 inclusive is employed the action of the panel board is the same, the only difference being that instead of the weight of the vehicle making physical connection between the contact plates as is the case when the mat is employed, the

magnetically influenced switch is aected by the body of metal in the engine and other parts of the vehicle whereby the magnetic needle |00 is caused to deviate suiliciently to bring the leaf |22 in contact with the points of the element |2| thus closing the circuit which is connected with the electromagnet 8| as formerly described.

The magnetic switches illustrated in Figures 13 and 14 are illustrative of a type of magnetically influenced switch which may be used in connection with my invention but it is within the province of my invention to substitute in place of this switch any suitable means of making electricalrcontact that is caused to functionfand thereby producea signal when a vehicle occupies a parking position. I may employ a balanced circuit of any type influenced by the presence of a magnetic body such as an engine; or I may employ means wherein the electrical capacity" of `a body, such as a. condenser, is influenced by the i ing under these heads are well known, detailed description is not required here.

'I'hroughout this application the term circuitbreaker is intended to mean any device which is capable either directly or indirectly of making and breaking an electrical circuit. While in the form of my invention herein described either the contact mat shown in Figures 2 and 3, or the magnetically operated switch shown in Figures 13 and 14, is a form of circuit-breaker applicable to the purposes, I do not limit myself to these specific forms. Furthermore, in my description and drawings I have so arranged the circuits that the circuit is closed and the signal is given in the annunciator when a vehicle moves into position in a parking space, but if desired the opposite arrangement may be employed; that is, that the apparatus in the annunciator could be made to function by breaking the circuit in the contact mat upon arrival of a vehicle, and closing the circuit when the vehicle departed. This would be accomplished by a reversal of wiring arrangements. In either event the result would be the same; namely, that the arrival and departure of vehicles in the parking area would produce intelligible signals to be displayed upon the annunciator.

Where I have used the term annunciator it is intended to define a mechanism which produces intelligible signals to indicate duration of parking. Such signals may be either visual or audible, or a combination of both, within the spirit of my invention. If audible signals are desired suitable sound producing mechanisms such as electric bells or buzzers may be connected in circuit with the visual signals of the annunciator board to produce a sound at the termination of the legal parking limit.

Where the term deparked is used in the following claims it is intended to indicate the discontinuance of parking or the removal of a vehicle from a parking place.

In the appended claims I have referred to the distance between the road-contacting portions of the front wheels of one vehicle and the roadcontacting portion of the rear wheels of a vehicle parked immediately in front thereof. I realize the considerable variation in such measurements as these when applied to vehicles of different size and make. Where I have used this language or variations thereof in the appended claims it should be understood that the language is to be construed with reference to the general run of vehicles for which the parking area is designed andthat it is not intended to apply to miniature vehicles, motor-cycles, or other vehicles of unusual construction that may occasionally be parked within the area.

,I claim:

1. Parking control means comprising a parking area: a plurality or vehicle-actuated switch mechanisms in said area;` said switch mechanisms being disposed along the parking area of a city street; said switch mechanisms being disposed at intervals lesser in length than the distance between the road-contacting portion of the iront wheels ot one vehicle and the road-contacting portion of the rear wheels of a vehicle parked immediately in front thereof, said intervals being of substantially shorter length than the wheelbase oi the vehicles for which the parking area is designed, whereby any parked vehicle must actuate more than one switch; time-measuring units in electrical circuit with and actuated by said switches whereby the duration of parking of each vehicle is indicated by more than one timemeasuring unit.

2. Parking control means comprising a plurality of vehicle-actuated switch mechanisms disposed in a parking area arranged for the parking of vehicles in end-to-end relationship, said switch mechanisms being disposed at intervals of less length than the distance between the road-contacting portions oi! adjacent wheels of separate vehicles, said intervals being of substantially less length than the wheel base ot the vehicles for which the parking area is designed, whereby any parked vehicle must actuate a plurality oi' switches, and means electrically connected to said switches for indicating the actuation of said plurality of switches.

3. Parking control means comprising a plurality of vehicle-actuated switch mechanisms disposed in a parking area arranged for the parking o! vehicles in end-to-end relationship, said switch mechanisms being positioned in alignment with said vehicles when parked and being disposed at intervals of substantially less length than the wheel base of the vehicles for which the parking area is designed, whereby any parked vehicle must actuate a plurality of said switches, and time lapse indicating means in electrical circuit with said switches for indicating the actuation ot each of said switches. the indicating means for adjacent switches being positioned adJacent each other so that the indication of actuation of said plurality of switches locates the vehicle actuating said plurality of switches.

4. Parking control means comprising a parking area; a plurality of switch mechanisms in said area; a contact member covering each switch mechanism; said contact members being in alignment substantially parallel to the direction oi' vehicle tramo; said contact members being of lesser length than the distance between the roadcontacting portion of the iront wheels oi' one vehicle and the road-contacting portion of the rear wheels oi' a vehicle parked immediately in front thereof and of substantially shorter length than the wheel base of the vehicles for which the parking area is designed whereby the iront and rear wheels of the same vehicle must rest upon diierent contact members and actuate diiierent switches while the length of said contact members does not permit the wheels of two different vehicles to rest upon the same contact member; time measuring units in electrical circuit with and actuated by each of said switches whereby the duration of parking of each vehicle is indicated by more than one time measuring unit.

5. Parking control means comprising a parking area; a plurality of switch mechanisms aligned in said area adjacent each other with bearing surfaces to receive the wheels oi parked vehicles and to be actuated thereby; said surfaces and their attendant switches being limited in length so that the front wheel oi' one vehicle cannot contact the bearing surface-oi.' a switch mechanism when the rear wheel of a parked vehicle is bearing thereon and said bearing surfaces and switches being at intervals less than the length oi' wheel base of the vehicles for which the parking control is designed whereby any parked vehicle must contact more than one bearing surface and attuate more than one switch but no two vehicles of the type for which the control is designed can contact the same switch; an annunciator in electrical circuit with each oi said switches; said annunciator having signal means and a timing mechanism to delay the operation of said signal means by a pre-determined time interval after a vehicle has actuated the switch in connection therewith.

ERNEST J. SWEETLAND.

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