US2801053A - Traffic counters - Google Patents

Description

July 30 1957 J. P. Roscoe Y 2,801,053

TRAFFIC coUNTERs Filed June 22, 1954 A 4 Sheets-Sheet 1 July 30, 1957 J. P. Roscoe 2,801,053

TRAFFIC COUNTERS Filed June 22. 1954 4 Sheets-Sheet 2 l, f ,775W

LIGHT y HEAVY 94 MEDIAN 95 ]VNTM July 30, 1957 J. P. RoscoE 2,801,053

' TRAFFIC COUNTERS v Filed June 22,*1954 4 Sheets-Sheet 3 iff/? July 3o, 1957 J. P. ROSCQE 2,801,053

TRAFF I C COUNTERS Filed June 22, 1954 4 Sheets-Sheet 4 I @fcgi/9.

'06 "6 I /nvavra/e vUnited States Patent() TRAFFIC COUNTERS John P. Roscoe, Eureka, Calif.

Application June 22, 1954, Serial No. 438,466

3 Claims. (Cl. 23S- 99) This invention relates to traffic counting devices, and more particularly to an improved traffic counting system for use on a roadway in the path of vehicular traffic.

The main object of the invention is to provide a novel and improved traffic counting system which involves simple components, which is easy to install, and which provides accurate information with regard to the number of vehicles passing over a selected portion of a roadway, as well as information with regard to the type of vehicles moving on the roadway.

A further object of the invention is to provide an improved electrical trafiic counting system which involves relatively inexpensive components, which involves durable elements, and which is reliable in operation.

lA still further object of the invention is to provide improved vehicle detecting means for use in a roadway in the path of vehicular traffic, said means being arranged to conform substantially to the contour of the roadway, being arranged to discriminate between different types of vehicles, and being substantially protected against moisture or other undesired foreign material.

A still further object of the invention is to provide an improved vehicle detecting system which is arranged so that it can count Vehicles of certain specific characteristics and can discriminate between such vehicles and other vehicles of different characteristics, the improved detecting means being arranged so that it may be easily installed in a suitable portion of the roadway in the path of vehicular traffic thereover, the vehicle detecting means being rugged in construction, being relatively compact in size, and requiring a minimum amount of human supervision.

A still further object of the invention is to provide an improved Vehicle counting system including improved contact devices adapted to be installed on a roadway in the path of vehicular traflic, the contact devices being arranged so as to discriminate between Vehicles of different characteristics, for example, between vehicles of differing wheel spacings or of differing weights, the system employing relatively simple electrical circuits and providing accurate indications of the number of vehicles passing over the contact devices.

A still further object of the invention is to provide an improved vehicle detecting means for use in a roadway in the path of vehicular traffic, said means being arranged to discriminate between single tired wheels and dual tired wheels and to provide an accurate count of the number of dual tired vehicles passing over the detecting elements of the device.

Further objects and advantages of the invention will become apparent from the following description and claims, and from the accompanying drawings, wherein:

Figure 1 is a schematic view of a roadway intersection equipped with a set of vehicle detecting and counting devices according to the present invention.

Figure 2 is an enlarged longitudinal vertical cross sectional view taken through a switch device which may be employed in the vehicle counting system of the present invention.

Figure 3 is a transverse vertical cross sectional view taken on the line 3-3 of Figure 2.

Figure 4 is a fragmentary longitudinal vertical cross sectional view similar to Figure 2 but showing a modified form of switch device.

Figure 5 is an enlarged side elevational view, partly in longitudinal vertical cross section, of a further form of switch device which may be employed in the traffic counting system of the present invention.

Figure 6 is a fragmentary top plan view of a still further modification of switch device which may be employed in the traffic counting system of the present invention.

Figure 6a is a longitudinal vertical cross sectional'view showing a still further modified form of switch device for use in the traflic counting system of the present invention.

Figure 6b is a transverse vertical cross sectional view taken on the line 6b-6b of Figure 6a.

Figure 6c is a vertical longitudinal cross sectional view taken through a still further modified form of switch device according to the present invention.

Figure 7 is a vertical cross sectional view taken on the line 7-7 of Figure 6.

Figure 8 is a transverse vertical cross sectional view taken on the line 8--8 of Figure 6.

Figure 9 is a fragmentary top plan view to a reduced scale of the switch device of Figures 6, 7 and 8, the top cover plate of the switch device being omitted.

Figure 9a is a fragmentary top plan view, partly in horizontal cross section, showing a further modification of a switch device which may be employed in the vehicle counting system of the present invention.

Figure 9b is a transverse vertical cross sectional view taken on the line 9b-9b of Figure 9a. 5

Figure 10 is a schematic wiring diagramof a vehicle detecting and counting system according to the present invention, shown arranged for detecting and counting dual tire vehicles.

Figure 11 is a fragmentary wiring diagram of a vehicle detecting and counting system according to the present invention, shown arranged to detect and count vehicles having different transverse wheel spacings.

Figure l2 is an enlarged, fragmentary vertical longitudinal cross sectional view taken through a further modified form of switch device which may be employed in a traffic counting system according to the presentinvention.

Figure `13 is a transverse vertical cross sectional view taken on the line 13-13 of Figure 12.

Figure 14 is a transverse vertical cross sectional view taken on the line 14-14 of Figure l2.

Figure 15 is a transverse vertical cross sectional. view taken on the line 15-15 of Figure 16 and illustrating a modified form of the present invention embodying the switch devices such as are illustrated in Figure l2 arranged to discriminate between vehicles of different weights.

Figure 16 is a fragmentary top plan view, to a reduced scale, of the arrangement shown in Figure 15 and showing the connections of the respective switch devices to respective electrically operated counters arranged to count the numbers of the respective vehicles of different weights detected by the apparatus.

Figure 17 is a fragmentary top plan view of a portion of a further modified form of switch means which may be employed in a vehicle counting system according to the present invention.

Figure 18 is a transverse vertical cross sectional View taken on the line 18g-18 of Figure 17.

Figure 19 is a side elevational view, to a reduced scale, of the switch means of Figures 17 and 18.

Figure 20 is an enlarged fragmentary transverse vertical cross sectional view showing a still further modified form of switch device which may be employed in the system of the present invention.

Figure 21 is an enlarged transverse vertical cross sectional view taken through a still further modified form of switch device which may be employed in the traffic counting system of the present invention.

Figure 22 is a transverse vertical cross sectional view taken through another modification of a switch device which may be employed in the traic counting ysystem of the present invention.

Figure 23 is a fragmentary horizontal cross sectional view taken on the line 23-23 of Figure 22.

Referring to the drawings, and more particularly to Figure l, a typical traic intersection is illustrated wherein vehicle counting means are set up in the roadway in locations illustrated, said locations being merely typical locations which are arranged so that the traffic ow through the intersection and around the various corners thereof may be accurately determined. For example, each corner may have associated therewith a plurality of switch devices 25 which are arranged in the roadway across the path of vehicular traffic passing through the intersection or around the corners thereof, the switch devices 25 of the respective corners being connected to respective counters 26. For example, in the typical arrangement illustrated in Figure 1, the upper right hand corner shown in Figure 1 will have associated therewith three switch devices arranged around the corner and a further switch device arranged in the path of traffic moving from right to left through the intersection. Similarly, the lower right hand corner will be provided with switch devices arranged to extend around the corner and with a further switch device arranged in the path of traflic moving from bottom to top, as viewed in Figure 1, through the intersection. The other corners of the intersection are similarly provided with switch devices to detect the movement of traffic around the corners and through the intersection.

The counters 26 may be conventional electrical counters and the switch devices 25 may be connected in circuit with said counters and respective suitable current sources to actuate the counters responsive to the closure of the switch devices.

Referring to Figures 2, 3 and 5, a typical switch device is illustrated, said switch device comprising a tubular outer housing section 27 of resilient deformable material, such as rubber or the like, containing a plurality of spaced tubular sleeve members 28 of resilient metal or the like, said members 28 being connected at their ends by flexible wires 29, the end resilient sleeve 28 being connected to a wire 30 which is connected to the counter circuit. Designated at 31 is a core member of resilient, deformable insulating material, such as rubber or the like, said core member being formed with the spiral ribs 32 and having wound thereon between the ribs 32 the spiral conductor strip 33. The ribs 32 normally engage the exible conductive sleeves 28 and maintain the sleeves 28 spaced from the conductive strip 33. However, when a vehicle passes over the switch member, one or more of the sleeves 28 is flexed into contact with the conductive strip 33, said strip being connected by a suitable wire 34 to the counter circuit. The closure of the connection between the sleeve elements 28 and the strip 33 energizes the counter which records the indication of the vehicle passing over the switch device, as required. As shown in Figure 3, the outer housing member 27 is formed with the widened base portion 35, whereby the switch device may be positioned on the ground and will be retained in a stationary position, the device being held `against rotation by the contact of the widened base portion 35 thereof with the roadway.

If so desired, the base portion 35 may be secured in any suitable manner to the roadway, to positively retain the I switch devicev against movement from its intended position.

In the modified form of switch device shown in Figure 4, a spiral wound conductor 28 is employed in place of the spaced, electrically connected, flexible conductive sleeves 28 of Figures 2 and 3, the spiral conductor 28' being of flexible wire or the like, and extending continuously along the length of the switch device. As shown in Figure 4, the spiral wound conductor 28' is wound oppositely with respect to the spiral wound inner conductive strip 33. As in the previously described form of switch device, when a vehicle wheel passes over the device, the conductor 28 is exed into electrical contact with the strip 33 to thereby close the switch device and operate the associated counter.

Referring now to Figure 5, another form of switch device is illustrated, said further form of switch device comprising the tubular outer housing 27, as in the devices illustrated in Figures 2 to 4, the housing containing the spaced exible conductive metal sleeves 28 connected by the flexible wires 29. Designated at 36 is an axially extending conductor which is connected by the wire 34 to the counter circuit. Secured on the conductor 36 in electrical contact therewith are the spaced axially extending elongated bodies 37 of metal which are surrounded by the spaced bands 38 of elastic deformable insulating material, such as rubber or the like, maintaining the bodies 37 spaced from the respective conductive sleeves 28, each body 37 being contained in one of said sleeves 28, as shown in Figure 5. When a vehicle passes over the switch device, the sleeves 28 are flexed suf`n`ciently to cause them to engage the conductive bodies 37, to close the switch device and thus operate the associated counter.

Referring now to Figures 6, 7 and 8, a further modified form of switch device is illustrated, said switch device comprising a substantially flat housing 39 of suitable insulating material, such as plastic material or the like, said housing being substantially rectangular in plan and being secured to the roadway by respective fastening elements 40 extending through the corner portions of the housing, the marginal portions of the housing being tapered in width, as illustrated. As shown in Figure 9, the housing 39 is of substantial length, said housing being of a sufficient length to extend across the path of vehicular trac on the roadway.

The housing is formed with the channel 41, and disposed transversely in said channel are the spaced, relatively stationary, bottom contact bars 42 extending between longitudinally extending strips of resilient insulating material 43, 43, of rubber or the like, disposed adjacent the respective longitudinal walls of the channel 41. Secured on the strips 43 overlying the respective relatively stationary contact bars 42 are the movable contact bars 44, said contact bars 44 being movable downwardly into engagement with the stationary contact bars 42 under the weight of a vehicle and being normally maintained spaced away from the bottom Contact bars 42 by the resilient cushioning strips 43, 43.

The housing member 39 is formed with a longitudinal channel 45 adjacent the main channel 41, said longitudinal channel 45 containing the conductors 46 which are associated with the respective transverse contact bars 42 and 44. As will be presently explained, in connection with Figures 10 and ll, the respective sets of contact bars 42 and 44 may be suitably connected to discriminate between vehicles having dual tires and other vehicles, or between vehicles having different transverse wheel spacings.

Suitable flexible covering means, not shown, may be cmployed over the flat housing 39.

Referring now to Figure 10, a wiring arrangement is illustrated for detecting vehicles having dual tires. The circuit of Figure 10 may employ the switch means illus- .trated in Figures 6 to 9, but obviously, any other switch means of similar construction may be employed in Figure 10.

As shown in Figure 10, the movable contact members 44 are arranged in alternating groups of three, the respective groups being connected by respective wires 47 and 49 to respective common conductors 48 and 50. The spacing between like conductors 44 of successive groups is approximately the same as the spacing between the tires of a dual wheel, as illustrated in Figure 10.

The stationary bottom contact bars 42 are similarly divided into successive groups of three bars each, the first stationary bar 42 of each group being connected by a conductor 51 to a first common conductor 52, the second bar 42 of each group being connected by a conductor 53 to a second common conductor 54 and the third bar 42 of each group being connected by a conductor 5S to a third common conductor 56. Thus, when a dual tired wheel passes over the switch device, like movable contact bars 44 of two successive groups engage their associated stationary contact bars 42, as shown in Figure 10. This closes a circuit between the wires 48 and 50 comprising, for example, a conductor 47, a depressed contact bar 44, a conductor 51, the rst common conductor S2, another conductor 51, the next set of engaged contact bars 42 and 44, a conductor 47 and the wire 50. From Figure l0 it will be apparent that a single tired wheel would not close the circuit between wires 48 and 50, since a single tired wheel would cause only one set of contact bars 44 and 42 to close. Furthermore, if two sets of contact bars 42 and 44 were closed but were not spaced in accordance with the spacing between the tires of a dual wheel, the circuit between the wires 48 and 50 would not be closed. As shown in Figure l0, the wires 48 and 50 are connected iu series with a battery 57 and the winding 58 of a relay 59. A counter 60 has one terminal thereof connected by a wire 61 to the wire 50 and has the other terminal thereof connected by a wire 62 to the relay Contact 63. The armature 64 of the relay is connected by a wire 65 to the terminal of battery 57 opposite that to which the wire 61 is connected. Thus, when the relay winding 58 is energized, the armature 64 engages its contact 63 and energizes the counter 60. This occurs each time a dual tired wheel passes over the switch device.

In the arrangement illustrated in Figure ll, the switch device is connected so as to provide separate indications for vehicles having different transverse wheel spacings. Thus, the groups of conductors are spaced so that if the wheels 66 and 67 of the vehicle are of standard transverse spacing, the counter 60 will not be operated by the passage of such a vehicle over the switch device, since as shown in Figure 1l, the closure of two sets of contact bars 44, 42 spaced by a distance corresponding to the standard wheel spacing between wheels 66 and 67 would not complete a circuit between wires 48 and 50. However, if the vehicle had a specific wheel spacing other than standard, for example, a specific wheel spacing less than the standard wheel spacing between wheels 66 and 67, for example, a spacing such as that between wheel 66 and a wheel 66', shown in dotted view in Figure 1l, like pairs of contact bars 44, 42 in spaced groups would be brought into Contact with each other to complete a circuit between the wires 48 and 50 in the manner illustrated in Figure 1l. Similarly, the circuit would register for vehicles having a specified wheel spacing wider than the standard wheel spacing between the wheels 66 and 67, for example, by a vehicle having a spacing such as that illustrated between the wheels 66 and the wheel 67' shown in dotted view in Figure ll, this wider specified wheel spacing being suiicient to close like contact bars 42, 44 in the spaced groups as illustrated in Figure 11 and thus establish a circuit between the conductors 48 and 50.

As will be understood, whenever the circuit between conductors 48 and 50 is established, the energzation of the relay coil 58 causes the armature 64 to engage its contact 63, thus operating the counter 60.

Referring to Figures 6a and 6b, a tubular switch device is disclosed which comprises a tubular outer housing 27' of resilient deformable material, such as rubber or the like, said housing containing the spaced flexible metal sleeves 28 which are connected at their ends by the ilexible wires 29. Interposed between the sleeves 28 are the rubber spacers 68. Extending axially through the housing 27' is the stranded wire cable 69. Clamped to said cable in the respective sleeves 28 are the respective mating pairs of elongated conductor bars 70 and 71, `said bars being clamped together by transverse bolts 72, as shown in Figure 6b. Designated at 73 are respective ring members of resilient deformable material, such as rubber or the like, which are engaged in grooves provided in the mating conductor bars 70 and 71, said grooves being spaced in the manner illustrated in Figure 6a so that the resilient rings 73 are spaced uniformly along the axis of the cable 69. Suflicient spacing is provided between the resilient bands 73 to lallow the flexible metal sleeves 28 to engage the elongated conductive bodies dened by the mating sections 70 and 71 under the weight of a vehicle passing over the switch device.

In the form of the switch device illustrated in Figure 6c, the ilexible sleeve elements, shown at 28', are substantially `shorter than the sleeve elements 28 in Figure 6a, and are spaced a substantial distance apart, the ends of the resilient conductive sleeve members 28' being connected by flexible wires 29'. Clamped on the cable 69 in the respective flexible conductive sleeves 28' are the mating conductive segments 70' and 71', said segments being clamped together by pairs of bolts 72'. Spaced resilient rings 73' of rubber or the like are mounted on the conductive bodies defined by the clamped segments 70' and 71', said rings 73' serving to maintain the associated sleeves 28' normally out of contact with the conductor elements 70' and 71', as in the previously described form of the switch device, shown in Figure 6a, wherein the rubber bands 73 also serve this purpose. Disposed in the housing 27' between successive resilient sleeve elements 28" are respective masses of resilient deformable insulating material 74, such as rubber or the like. The masses of resilient deformable material 74 serve not only as spring elements but also as sealing means to prevent the entry and transmission of moisture or other undesired foreign material into and through the tubular housing 27'.

Referring to Figures 9a and 9b, a further modification of switch device, electrically lsimilar to that shown in Figures 6 to 9, is illustrated. In Figures 9a and 9b, 39' designates a substantially ilat housing member of substantial length formed with the spaced rectangular recesses 41'. Disposed in each recess 41 is a bottom, rectangular, contact element 42' formed with a rectangular upstanding central boss 43' around which is placed a rectangular, frame-like body of resilient deformable material 44 in which is embedded a coiled spring 45'. Supported on the resilient element 44' is the movable upper contact plate 46 which is supported resiliently by the member 44' and is normally spaced from the top surface of the upstanding boss element 43'. Under the weight of a vehicle the plate 46' is depressed into contact with the boss 43', in a manner corresponding to the manner in which the contact elements 44 and 42 of Figures 6 to 9 are engaged with other under the weight of a vehicle.

The housing member 39' is formed with the longitudinal channel 47' in which the wires connected to the respective contact elements 43' and 46' are disposed. A suitable removable top cover 49' is provided over the channel 47'. As above mentioned in connection with the form of the invention shown in Figures 6 to 9, a suitable flexible top covering may be provided over the movable top contact elements 46', if so desired.

The housing member 39' is tapered in width at its longitudinal margins, and suitable fastening members 40' are engaged through the side marginal portions of the housing member 39 to secure the housing member to the subjacent roadway surface, as shown in Figure 9b.

Referring now to Figures 12, 13 and 14, a further modied form of switch device is disclosed, said device being adapted to be mounted in a suitable recess formed in the roadway. The roadway, shown at 80 is formed with the transversely extending recess 81 located in the path of vehicular trac, and disposed in the bottom of the recess is the rigid plate member 82. Secured to the rigid plate member 82 is the housing member 83, said housing member extending substantially to the surface of the roadway, as shown. The housing member 83 is formed with the longitudinally extending cavity 84 in the bottom of which is disposed the insulating plate 85. Disposed on the plate 85 is the relatively stationary lower contact plate 86. Designated `at 87 is the relatively movable upper contact plate which is secured to a rigid top plate 88, a layer of insulating material 89 being secured between the contact member 87 and the rigid upper plate member 88. Said rigid upper plate member 88 is preferably also of insulating material. Overlying the plate member 88 is the rigid top plate 90. Designated at 91 are respective vertical bolt members which extend through openings provided in the members 85, 86, 87, 89, 88 and 90 and are secured by nuts 92 seated in recesses 93 provided in the members 90. The bolts 91 are provided at their lower ends with the enlarged cylindrical heads 94 which are movable in cylindrical recesses 95 provided in the bottom members 82 and 83 to allow vertical movement of the bolts 91. Coiled springs 96 are provided around the bolts, said springs acting between the member 83 and the upper rigid member 90 to bias the member 90 and the upper contact element 87 upwardly, normally maintaining the upper contact element 87 spaced from the stationary lower contact element 86.

An upwardly convex, elongated, resilient cover element 97 is secured over the rigid top member 90, the marginal portions of the cover member, shown at 98, being secured to the top edges of the member 83 to seal the cavity 84 against the entry of moisture or other undesired foreign material.

When a vehicle passes over the switch device, the movable upper contact element 87 is moved downwardly against the force of the coiled springs 96, and engages the stationary lower contact element 86, causing the switch device to close and to actuate its associated counter.

The insulating element 88 may be of any suitable material, and may, if so desired, be of rubber or other similar resilient deformable material, said element 88 being preferably secured in a longitudinal groove 99 formed in the bottom of the member 90, as is clearly shown in Figure 14.

Referring now to Figures l and 16, a plurality of switch devices `Such as illustrated in Figures 12, 13 and 14 may be disposed in parallel adjacency in the roadway in the path of vehicular traic, the devices being provided with coiled springs of different strengths to discriminate between vehicles of different weights. Thus, the rst device shown in Figures and 16 may be provided with relatively heavy coiled springs, shown at 101, the second switch device may be provided with coiled springs 102 of medium strength and the third device may be provided with relatively light coiled springs 103. The three switch devices of Figures 15 and 16 are thus designated at 104, 105 and 106 respectively, the switch device 104 having the heavy coiled springs 101, the switch device 105 having the medium strength coiled springs 102 and the switch device 106 having the relatively light coiled springs 103. As shown in Figure 16, the switch device 104 has the terminals 107 and 108, the switch device 105 has the terminals 109 and 110 and the switch device has the terminals 111 and 112. Designated at 113, 114 and 115 are three electrically operated counters which are connected in circuit respectively with the Switch devices 104, 105 and 106 and with a common battery 116. As shown in Figure 16, the counter devices 113, 114 and 115 have common terminals connected to a wire 117, which in turn is connected to the positive terminal of the battery 116. The opposite terminals of the counters 113, 114 and 115 are respectively connected to the respectivo terminals 107, 109 and 111 of the switch devices. The remaining terminals 108, and 112 of the switch devices are connected to a common Wire 118 which in turn is connected to to the negative terminal of the battery 116. Thus, when any one of the switch devices is closed, it will actuate its associated counter. When a heavy Vehicle passes over the switch devices, all three of the devices close their contacts, operating all of the counters. When a vehicle of medium weight passes over the Switch devices, the switch devices 105 and 106 close operating the counters 114 and 115. When a relatively light vehicle passes over the switch devices, only the switch device 106 is closed, operating the counter 115. Since the number of vehicles of different weights will be respectively indicated on the counters, from the data thus obtained it will be possible to calculate the number of heavy, medium weight and light vehicles which pass over the switch devices.

Referring now to Figures 17, 18 and 19, a further modicatiou of switch device for use in the tratlic counting system according to the present invention is disclosed. The switch device comprises a plurality of generally rectangular, elongated housing segments 120 connected together at their ends by hinge joints 121, so that the segments will readily conform with the contour of the roadway when the switch device is disposed on the roadway surface. As shown in Figure 18, the housing segments taper in thickness toward their respective longitudinal margins and suitable fasteners 122 are engaged through the corner portions of the segments to secure the segments to the roadway. The marginal portions of the housing segments are formed with the spaced slits 124 to provide increased flexibility for the segments and to allow the segments to more closely conform to the contour of the subjacent roadway surface.

Each housing segments 120 is formed with a longitudinal channel 125. Disposed adjacent the Walls of the channel in the bottom thereof are the respective relatively stationary contact bars 126. Designated at 127 is a movable top strip having secured to its bottom surface along its respective margins the upper contact strips 128 which are normally maintained spaced from the stationary bottom contact strips 126 by coiled springs 129 engaged around vertical bolts 130 secured to the top member 127 and depending into the channel 125. The coiled springs bear between the bottom of the channel and the member 127, normally maintaining the upper contact elements 128 spaced from the bottom contact elements 126. When a vehicle passes over the switch device, the member 127 is moved downwardly, causing the contact element 128 thereof to engage the subjacent stationary contact element 126, closing the switch device, and causing the associated counter to be operated.

Figure 20 illustrates an alternative arrangement which may be employed in the hinged Iswitch structure of Figures 17, 18 and 19, said alternative arrangement comprising spaced rectangular recesses 41', as in Figures 9a and 9b, `containing the frame-like rectangular spring element 44 having the coiled springs 45 embedded therein. Disposed in the bottom of each recess 41 centrally of the member 44 is the relatively stationary bottom Contact plate 141. Supported on the member 44' is the rectangular rigid top plate 142 provided with the depending contact plate element 143 which is normally maintained spaced from the bottom contact 141 but which is movable into conductive engagement therewith when a vehicle passes over the switch device.

Suitable moisture excluding spacer strips 145 are provided adjacent the opposite side walls of the recess 41', and similar sealing strips may be employed along the side Walls of the channels 125 in the form of the invention of Figures 17, 18 and 19, the sealing strips being employed to exclude moisture or other undesired foreign material from the recesses or channels.

Referring now to Figure 21, a further modification of switch device is illustrated, said switch device being adapted to be disposed in a suitable recess provided in the roadway in the path of vehicular traic. The switch device of Figure 21 comprises a bottom supporting plate 150 and a movable top plate 151 which is resiliently supported on coiled Springs 152 engaged around bolts 153 secured in and extending through the side marginal portions of the top plate 151 and having head elements 155 secured to their bottom ends, said head elements being slidably received in respective cylindrical housing 154 secured to the side marginal portions of the bottom member 150. As shown, the springs 152 surround the bolts 153, and act between the bottom member 150 and the top member 151 to bias said top member upwardly.

Supported on the bottom member 150 is the relatively stationary lower contact plate 156, and secured to the upper member 151 is the relatively movable upper contact plate 157 which is normally maintained spaced from the contact plate 156 but which is movable into engagement therewith when a vehicle passes over the switch device. Respective strips 158 of resilient deformable material are secured sides of the longitudinal marginal edges of the contact plates 156 and 157 between the top and bottom plates 151 and 150 to seal the contact elements 156 and 157 against moisture or other undesired foreign material.

Referring now to the modified switch device shown in Figures 22 and 23, said device is generally similar to the device shown in Figure 21 and comprises a rigid downwardly movable top plate 151 and a stationary bottom plate 150, the top plate 151 being biased upwardly by the coiled springs 152 surrounding the bolts 153. The bolts 153 are arranged concentrically around a circular bottom contact element 156 which is secured on the bottom plate 150 and the movable upper Contact element, also circular, as shown at 157', which is centrally secured to the bottom surface of the upper plate member 151. The resilient sealing strips, shown at 159, 159 are secured between the marginal portions of the top and bottom plates 150 and 151 at the longitudinal sides of the switch device to seal the device against the entry of moisture or other undesired foreign materials.

It will be understood that suitable wires are employed to connect the contact elements 156 and 157 in Figure 21 and 156 and 157 in Figures 22 and 23 to their associated counter circuit.

While certain specific embodiments of vehicle detecting and counting means for use on a roadway in the path of vehicular traic have been disclosed in the foregoing description, it will be understood that various modifications within the spirit of the invention may occur to those skilled in the art. Therefore, it is intended that no limitations be placed on the invention except as defined by the scope of the appended claims.

What is claimed is:

1. Vehicle detecting means for use on a roadway in the path of Vehicular traic comprising a plurality of similar groups of contact devices disposed in side-by-side relation and extending laterally over a substantial width of the roadway, each group comprising a plurality of respective contact devices disposed in closely adjacent side-by-side relationship, each device comprising a relatively stationary contact element, a relatively movable contact element disposed above said stationary contact element, and resilient means acting between said contact elements to maintain them normally separated, the spacing between successive like movable contact elements of the respective groups being of the same order as the normal, less than, and more than the spacing of the tires of a dual wheel, rst circuit means interconnecting the relatively movable contact elements, an electrically operated counting device connected to said rst circuit means, and second circuit means interconnecting said stationary contact elements.

2. Vehicle detecting means for use on a roadway in the path of vehicular traffic comprising a plurality of similar groups of Contact devices disposed in side-by-side relation and extending laterally over a substantial width of the roadway, each group comprising a plurality of respective contact devices disposed in closely adjacent side-by-side relationship, each device comprising a relatively stationary contact element, a relatively movable contact element disposed above said stationary contact element, and resilient means acting between said contact elements to maintain them normally separated, the spacing between successive like movable contact elements of the respective groups being of the same order as the spacing of the tires of a dual wheel, respective conductors connected to the movable contact elements of alternate groups, a source of current, respective additional conductors interconnecting the respective like stationary contact elements of the successive groups, and an electrically operated counter connected in circuit with said source of current and said rst-named conductors, whereby said counter is operated when a vehicle having dual tires passes over the contact devices.

3. Vehicle detecting means for use on a roadway in the path of vehicular traic comprising a plurality of similar groups of contact devices disposed in side-by-side relation and extending laterally over a substantial width of the roadway, each group comprising a plurality of respective contact devices disposed in closely adjacent side-by-side relationship, each device comprising a relatively stationary contact element, a relatively movable contact element disposed above said stationary contact element, and resilient means acting between said contact elements to maintain them normally separated, respective first conductors interconnecting contact elements separated by a distance corresponding to a first vehicle wheel spacing, respective second conductors interconnecting contact elements separated by a distance corresponding to a second vehicle wheel spacing, an electrical counting device, and circuit means connecting said first and second conductors to said electrical counting device and being arranged to energize said counting device in response to the passage of a vehicle having one of said wheel spacings over the contact elements.

References Cited in the le of this patent UNITED STATES PATENTS 1,317,020 Kempien Sept. 23, 1919 1,915,292 Conklin June 27, 1933 2,132,685 Hampton et al. Oct. 11, 1938 2,156,715 Basquin May 2, 1939 2,163,960 Paver June 27, 1939 2,165,227 Cooper July 11, 1939 2,188,511 Leighton Jan. 30, 1940 2,437,969 Paul Mar. 16, 1948 2,525,824 Nagel Oct. 17, 1950 FOREIGN PATENTS 153,644 Switzerland June 16, 1932

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