| |
| United States Patent |
3,704,344 |
|
Newmeyer
|
November 28, 1972
|
VEHICLE DATA RECORDER
Abstract
Vehicle data recorder system including method and apparatus which, without
constant attention of the operator, makes a printed recording of the
velocity, direction of travel of each vehicle actuating the recorder and
the time of day each vehicle actuates the recorder. One preferred
embodiment has concentric printing platens which move relative to one
another and relative to a printing zone so that the current time of day
and the velocity of the actuating vehicle are simultaneously disposed
within the printing zone. A clock mechanism determines the position of the
time of day platen so that the correct time of day is in the printing
zone. Spaced vehicle sensors serially sense a moving vehicle and generate
an electrical signal which causes the velocity printing platen to move
until the vehicle velocity is within the printing zone. A predetermined
sequence of activation of the sensors causes the direction of travel of be
printed. A total vehicle count is accumulated on a tabular readout.
Another presently preferred embodiment converts the vehicle speed and time
of day into encoded pulses which actuate a punch or printer to encode
punch tape or print out with the data described above.
| Inventors: |
Newmeyer; Reed A. (Glendale, AZ) | | Appl. No.:
|
04/841,033 |
| Filed:
|
July 11, 1969 |
| Current U.S. Class: |
346/40 ; 324/180; 346/59; 346/88 |
| Current International Class: |
G01P 1/12 (20060101); G01P 13/00 (20060101); G08G 1/01 (20060101); G01P 1/00 (20060101); G01p 013/00 () |
| Field of Search: |
346/40,73,79,33D,88,90,92,59,60,1,94 324/178-180 235/92T,92TC 340/31
|
References Cited [Referenced By]
U.S. Patent Documents
| | | |
3409896 |
November 1968 |
Schultz et al. | |
139154 |
May 1873 |
Hinchman | |
1899956 |
March 1933 |
Greenley | |
2379686 |
July 1945 |
Crawford | |
2400489 |
May 1946 |
Dana et al. | |
2576415 |
November 1951 |
Prather et al. | |
2619402 |
November 1952 |
McCutcheon | |
2758647 |
August 1956 |
Dowden | |
|
Foreign Patent Documents
Primary Examiner: Hartary; Joseph W.
Claims
What is claimed and desired to be secured by United States Letters Patent is:
1. Data collecting apparatus for simultaneously recording data relating to a moving vehicle which actuates the
apparatus, the apparatus comprising:
means for recording data comprising adjacent platens each having indicia thereon, one representative of time of day and the other representative of velocity and an opposed platen;
clock means for displacing one adjacent platen at a uniform rate;
means for displacing the other adjacent platen as determined by the time-relation of at least two developed signals;
signal-responsive means connected to the opposed platen for causing a striking action between the adjacent platens and opposed platen;
registering means interposed between the adjacent and opposed platens upon which data is recorded;
switch means which comprises at least two pneumatic switches each of which is operably connected to a pnuematic sensor, each pneumatic sensor being placed on a roadway in spaced relation from the next so as to be serially actuated by a motor
vehicle moving thereacross whereby time-related signals representative of the velocity of the vehicle are developed;
means associated with the switch means for graphically indicating upon the registering means which one of the pneumatic sensors was first actuated so that the direction of travel of the vehicle can be easily determined.
2. Data collecting apparatus for simultaneously recording data relating to a moving vehicle which actuates the apparatus, the apparatus comprising:
means for recording data comprising adjacent platens each having indicia thereon, one representative of time of day and the other representative of velocity and an opposed platen;
clock means for displacing one adjacent platen at a uniform rate;
means for displacing the other adjacent platen as determined by the time-relation of at least two developed signals;
signal-responsive means connected to the opposed platen for causing a striking action between the adjacent platens and opposed platen;
registering means interposed between the adjacent and opposed platens upon which data is recorded;
at least two sensor means each spaced from the next so as to be serially actuated by a motor vehicle;
means for determining the order of actuation of the sensor means so that the direction of travel of the vehicle can be easily determined;
recording means for graphically indicating upon the registering means which sensor means was first actuated;
signal means, associated with the means for determining the order of actuation of the sensor means, for causing said recording means to operate;
wherein the signal-responsive means causes the time of day and vehicle velocity and direction of travel to be recorded in juxtaposition on the registering means.
3. In a method of collecting and recording data relating to motor vehicle traffic, the steps of:
placing vehicle sensors a spaced distance one from another and serially triggering each sensor to form a plurality of electronic pulses each of which is time-displaced from the next;
generating electronic signals in time-relation to the velocity of a moving vehicle;
altering the position of a data-registering structure in response to the electronic signals so that a representation of the velocity of the moving vehicle is obtained;
positioning a second data-registering structure so that a representation of the time of day is obtained;
actuating the structure to record the representations of the time of day and the velocity of the moving vehicle, one in relation to the other; and
determining which of the sensors is first triggered and printing an indication of the direction of travel of the moving vehicle indicated by the determination.
Description
BACKGROUND OF THE
INVENTION
1. Field of the Invention
The present invention relates to vehicle data recorders and more particularly to novel apparatus and method for determining vehicle traffic patterns and accommodating recordation of the speed and direction of a vehicle and the time of day in
which the vehicle actuated the recorder without constant attention by an operator.
2. Background of the Invention
Conventional devices used for assessing traffic patterns, particularly with respect to motor vehicle traffic, principally include a counting device which has a pneumatic switch and an attached collapsible air filled tube normally disposed across
a road. When a motor vehicle progressing down the road engages the air filled tube, the tube collapses and the air therein is compressed to trip the pneumatic switch. The switch, in turn, actuates an electronic tabular counter having a visually
observable readout showing the total number of times the switch was actuated.
The accumulated data made available by the above type devices is merely a final tally of the number of times the pneumatic switch was actuated in a period of time, for example, a one hour period.
Alternatively, more complex data can be accumulated with a radar set which requires constant supervision of a skilled operator. Thus a large number of man hours and much expensive equipment is necessary to collect vehicle traffic data.
Conventional radar sets are particularly inefficient in collecting data when the average daily traffic is less than 2,000 vehicles.
BRIEF SUMMARY AND OBJECTS OF THE INVENTION
The present invention comprises improved methods and apparatus for developing accurate and extensive traffic data so that traffic patterns can be more completely determined. The apparatus has spaced vehicle sensors which are serially actuated by
a moving vehicle to develop time-related signals representative of the speed of the vehicle. Novel blanking structure is provided for use with the vehicle sensors to avoid development of erroneous data. The vehicle speed is then recorded along with the
time of day. Also, the direction of travel determined by the sequence of activation of the spaced switches and accumulation of total vehicles and total recording events are recorded.
Thus, the traffic data accumulated and displayed by the present invention reveals the speed and direction of each vehicle and the time of day when the vehicle actuated the apparatus without continuing attention by an operator. The mentioned
information makes possible an accurate determination of vehicle traffic patterns in the location of the apparatus.
It is a primary object of the present invention to provide novel methods and apparatus for collecting traffic data.
It is another primary object of the present invention to provide improved methods and apparatus accommodating recordation of all or any combination of vehicle speed, direction of travel and time of day for each actuation of the apparatus by a
vehicle.
Another important object of the present invention is to provide novel apparatus which will record vehicle data while unattended by supervising operator.
One still further object of the present invention is to provide a dependable data accumulating apparatus which can be easily set for operation by unskilled personnel.
One further and no less important object of the present invention includes an improved data collecting apparatus having self-contained power source.
Another important object of the present invention is to provide a total vehicle count readout.
It is another significant object of the present invention to provide blanking structure for eliminating sensor signals to avoid development of erroneous data.
These and other objects and features of the present invention will become more fully apparent from the following description and appended claims taken into conjunction with the accompanying drawings wherein:
BRIEF DESCRIPTION OF THE
DRAWINGS
FIG. 1 is a fragmentary perspective of the presently preferred recording apparatus embodiment with parts broken away to reveal inner parts;
FIG. 2 is a perspective illustration of the recorder embodiment of FIG. 1 with the cover removed to reveal the printing and recording structure;
FIG. 3 is a fragmentary side elevation of the printing structure of the embodiment of FIG. 2;
FIG. 4 is a top plan view of the concentric printing platens of the printing structure of FIG. 3;
FIG. 5 is front elevational view of the paper advancing structure of FIG. 3;
FIG. 5a is a back fragmentary elevational view of the paper advancing structure of FIG. 3;
FIG. 6 is a fragmentary plan view of a recording strip with data recorded thereon;
FIG. 7 is a perspective block diagram schematically illustrating circuitry of the embodiment of FIG. 1;
FIG. 7a is a schematic circuit diagram of the blanking timer of FIG. 7.
FIGS. 8 and 9 are schematic perspective block diagrams illustrating other presently preferred detecting and recording embodiments; and
FIG. 10 schematically illustrates a presently preferred mode of collecting data with the preferred data collecting and recording embodiments.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
The Embodiments of FIGS. 1-6
With reference to FIG. 1, the vehicle data recorder generally designated 20 comprises an encasement generally designated 22 which may be formed of fiberglas and has a bottom member 24. The encasement bottom 24 has handles 26 secured by bolts 28
or the like to the sides 30 thereof. The back portion 32 of the encasement bottom 24 preferably has side-by-side electrical couplings 34 and 36 which are rigidly mounted upon the bottom 24. The couplings 34 and 36 comprise sockets (not shown) for
receiving plugs or jacks 38 and 40. Interiorly threaded collars 42 and 44 are rotatably joined to the plugs 38 and 40 and are adapted to threadedly engage the couplings 34 and 36 in a conventional manner so that plugs 38 and 40 cannot be inadvertently
removed from couplings 34 and 36. Electric cords 46 and 48 carry electrical impulses from pneumatic switches 50 and 52 (see FIG. 10) to the recorder 20 as will be hereinafter more fully described.
An encasement top 54 has side portions 56 which have a peripheral shoulder 58 adjacent the open end of the top 54. Shoulder 58 is integral with a flange 60 which, when superimposed upon the bottom 24 fits around the edge 62 of the bottom 24
until the shoulder 58 engages the top edge 62. If desired, the edge 62 may be covered with a compressible rubber material in order to form an air and moisture tight seal between the top and bottom encasement portions.
Also, if desired, latch members may be disposed on both top and bottom encasement portions so that the encasement 22 may be locked in the assembled position illustrated in FIG. 1.
A rigid partition 64 (FIG. 2) is mounted upon the encasement bottom 24 so as to be disposed entirely within the encasement 22. The rear side 66 of the partition 64 has connected thereto an outwardly projecting plate 68 which, with the partition
64, defines a compartment 70. A plurality of 6 -volt batteries 72 are disposed in the compartment 70 and are connected in series with conductors 74 electrically connected to the poles 76 thereof. The batteries 72 are maintained in the compartment 70
with straps 78 and 80 which are tightly disposed around the batteries 72 and attached to the partition 64 and plate 68 with, for example, bracket 82 (FIG. 2) joined by bolts 84 to the partition 64 and plate 68 (not shown on plate 68). Buckles 86 on each
of the straps 78 and 80 accommodate tight fit of the respective belts around the batteries 72. Batteries 72 are a self-contained power source for the recorder 20, however, if desired the recorder could be powered by electrical current from a
conventional electrical outlet. If conventional electric power is used, a conventional A.C. to D.C. converter (power supply) is required.
A second plate 69 projects parallel to plate 68 and cooperates therewith to define a compartment 71 (FIG. 1). Compartment 71 is divided with a shelf 67 disposed horizontally between plates 68 and 69. Capacitors 81 and 83 respectively disposed
above and beneath shelf 67 maintain a voltage on the circuitry (FIG. 7) when the print solenoid (FIGS. 3 and 7) causes a heavy load on the batteries 72. A conventional tabular counter 73 is disposed upon the shelf 67 and a visual readout 75 is easily
visible when the top 22 is removed. A reset knob 77 allows the counter to be reset to zero. The counter 73 is connected into pneumatic switch 50 or 52 (FIG. 10) and the number of vehicles which actuate the switch will be tabulated by the counter 73.
The front side 87 of partition 64 provides a mounting surface for the data recording mechanism 88. The data recording mechanism 88 preferably comprises an electric clock 90 (see FIGS. 2 and 3) which may be conventional and which is operated by
batteries 92 disposed within battery container 94 and battery clip 95. The batteries 92 may be conventional one and a half volt dry cell batteries commonly known as "flashlight" batteries. The clock 90 and container 94 are mounted upon the horizontal
plate 89 which is rigidly attached to bracket 93.
The clock 90 may be any suitable conventional electrically operated clock mechanism and differs from the commonly known clocks primarily in that the hour hand (not shown) is connected directly to a shaft 96 (FIG. 3) which terminates in an
annularly enlarged disc 98. With reference to FIG. 4, the disc 98 comprises preferably a metal or molded plastic printing platen the periphery 100 of which is provided with raised numerals 102 from one to twelve represeting the hours on the face of a
clock. The numerals 102 are separated by spaced smaller marks 104 which are likewise raised and which represent quarter hours between the numerals 102. Numerals 102 and marks 104 are disposed around a portion of the periphery 100 of the printing platen
or disc 98.
The circular printing platen 98 rests within an annular recess 106 within a second circular printing platen 108. As best shown in FIG. 3, the platen 108 is provided with a bearing 110 within the recess 106 which allows for low friction relative
rotation of the platen 98 and the platen 108. The platen 98 has a transverse dimension which is essentially identical to the depth of the annular recess 106 so that the exposed upper surfaces of the platens 108 and 98 are substantially flush as shown in
FIG. 3.
Printing platen 108 has raised indicia 112 which represent velocity in miles-per-hour, each indicium representing an incremental change. As can be observed from FIG. 4, the mile-per-hour scale is nonlinear around the periphery of the platen 108. It is presently preferred that the characters are raised to a uniform height above the platen 108.
The platen 108 has a peripheral notch 107 in the lower surface thereof. The notch 107 is engaged with actuating lever 111 of a reset switch 109 when the platen 108 returns to a predetermined at-rest position. The reset switch 109 may be
adjusted in position to compensate for mechanical tolerances and motor acceleration time. Actuation of the reset switch 109 determines the termination point of the rotation of the platen 108.
The platen 108 illustrated in FIG. 3 is selectively revolved by a drive shaft 114 which is connected by a conventional gear train 116 to a direct current permanent magnet motor 118. A governor 120 insures that the motor 118 runs at a constant
predetermined speed. The governor 120, the motor 118 and the gear train 116 are serially joined to a mount 122 which is rigidly joined to the partition 64.
The motor 118 is energized when a moving vehicle triggers a signal in pneumatic switch 50 (FIG. 10) causing the signal to be communicated through the cord 46 to the motor 118 through the circuit illustrated in FIG. 7. When motor 118 is
energized, printing platen 108 will revolve at a constant rate of speed. It is presently preferred that the speed of motor 118, as controlled by governor 120, be 9 revolutions per minute (6.66 seconds per revolution). With the above motor speed, the
platen 108 will traverse an angular rotation of 54.degree. per second. It is known that one mile per hour approximately equals 1.467 feet per second. With this knowledge, if the pneumatic switches 50 and 52 (FIG. 10) are situated so that after switch
50 is actuated a vehicle must travel 146.7 feet before actuating pneumatic switch 52, the exact distribution of the indicia 112 can be easily determined according to the following equation:
(1) time = distance/velocity
If the vehicle is traveling at 100 miles per hour, the time required to travel the 146.7 feet is calculated as follows:
(2) t = 146.7 feet/ 146.7 feet per second = 1 second.
As stated above, the platen 108 rotates at a rate of 54.degree. per second. Therefore, at 100 miles per hour the printing platen 108 will revolve essentially 54.degree. (motor must pick up speed) before the pneumatic switch 52 (FIG. 10) is
actuated. The reset switch 109, hereinafter more fully described can be adjusted to compensate for small initial loss on motor start up.
Similarly, at 50 miles per hour:
(3) t = 146.7 feet/ 73.3 feet per second = 2 seconds = 108.degree.
per rotation of the platen 108.
At 25 miles per hour:
(4) t = 146.7 feet/ 36.6 feet per second = 4 seconds = 216.degree.
of rotation of the platen 108.
By calculations similar to those set forth above in equations 2-4, the exact location along the periphery of the platen 108 of any velocity in the preferred range 20 to 100 miles per hour can be found.
A printing platen 124 is carried upon a vertically displaceable plate 125 which is disposed above the annular platens 98 and 108 adjacent a single peripheral location or printing zone 126. Plate 125 is carried upon a shaft (not shown)
reciprocably carried within a solenoid 128 and solenoid 128 is mounted upon the vertical portion 93.
A tension spring 130 is secured by screws 132 and 134 to the printing plate 125 and solenoid 128 respectively to continuously urge the platen 124 upwardly away from platens 98 and 108.
A paper strip is normally disposed in the printing zone 126 between the printing platen 124 and platens 98 and 108. The paper strip is preferably impression paper which forms a permanent record of each impression without carbon paper. An
example of suitable paper is "Action" paper manufactured by Minnesota Mining & Manufacturing. Alternatively, an ink ribbon or carbon paper could be super-imposed under the paper strip 136 to make a permanent record in the printing zone 126 on the paper
strip 136.
When the solenoid 128 is energized, the printing platen 124 is rapidly forced downward into contact with the paper strip 136 upon the raised indicia 112, 102 and 104 which are disposed within the printing zone 126. Thus the indicia in the
printing zone 126 are recorded on the strip 136. The solenoid 128 is actuated when the second of the two pneumatic switches 50 and 52 have been closed by a moving vehicle.
The indicia recorded upon the paper strip 136 is best understood by reference to FIG. 6.
As shown in FIG. 6, the marks made by the inner platen 98 (smaller arc of characters) represent the time of day. The marks made by the outer platen 108 (larger arc of characters) represent the velocity of the vehicle being recorded. Since a
narrow range of times and velocities is printed with each actuation of the printing platen, a dot 139, indicating the exact reading position, is printed between the two arcs of characters.
Another dot 141 appears inside the smaller arc of characters on only some of the printed recording. The dot 141, made by structure hereinafter more fully described, indicates the direction of travel of the vehicle being recorded. For example,
if the traffic on a north-south road is being recorded, traffic traveling in one predetermined direction will cause a dot 141 to be printed. Traffic traveling in the other direction will not cause a dot 141 to be printed. Thus, in FIG. 6, the direction
of travel of each recorded vehicle can be determined.
The dot 141 will be printed only when a preselected one of the switches 50 and 52 (FIG. 10) is set to actuate the direction pointer 270 (FIG. 3) and only when the preselected one switch is the first switch energized by the recorded vehicle.
Referring now to FIG. 3, the direction printer 270 comprises a solenoid 272 having a vertically reciprocable shaft 274 attached to an actuating armature (not shown) normally carried within the solenoid 272. A printing arm 276 is pivotally
connected by pin 278 to the vertical portion 93. Thus, when shaft 274 is vertically displaced downward, the arm 276 will pivot at pin 278 until the dogged end 280 of arm 276 causes dot 141 (FIG. 6) to print on paper strip 136.
A tension spring 282 is connected by pin 284 to the solenoid 272 and by pin 286 to the arm 276 so that arm 276 is biased upwardly as shown in FIG. 3. The dogged end 280 of arm 276 is normally disposed adjacent plate 125 and is downwardly
displaced by solenoid 272.
With reference to FIG. 2, the paper strip 136 is dispensed from a feeding mandril 138 and traverses across idler rollers 140 and 142 through the printing zone 126 (FIG. 3). The paper strip 136 is compressed between the roller 142 and a drive
roller 144.
Drive roller 144 is connected by a tension spring 146 to a vertically displaceable roller 148. Drive roller 144 is fixedly, though rotatably connected to partition 64 so that the spring 146 urges the rollers 142 and 148 into tight contiguity
with the drive roller 144.
Drive roller 144 is provided with a peripheral rubber band or O-ring 150 which grips the paper strip 136 as it traverses between the drive roller 144 and the idler roller 142. The rubber band 150 provides sufficient friction surface so that when
drive roller 144 rotates, the paper strip 136 will be longitudinally displaced.
The paper strip 136 then traverses over guide shaft 152 and is wound upon take up mandril 154. Mandril 154 has peripheral flanges 156 which flanges 156 serve as guides for the paper strip 136 as it is rolled upon the mandril 154.
The mandril 154, as best illustrated in FIG. 2, is rotatably connected to the partition 64 and is provided adjacent the connection with a diametrally enlarged extension 158. Extension 158 is provided with a peripheral groove 160. A drive belt
162 is disposed between the extension 158 and the drive roller 144 so that as the drive roller 144 rotates counter clockwise to advance the paper strip 136, the mandril 154 will be likewise rotated counterclockwise to take up the paper strip 136.
Referring again to FIG. 3, the platen 108 has a radially outwardly projecting pin 164 which, when platen 108 rotates, strikes a lever 166 adjacent one end 168 thereof. The lever 166 is connected by a pivot pin 170 (FIG. 5) to the partition 64.
When the lower end 168 of the lever 166 is moved by the pin 164, the lever 166 will pivot about the pin 170 in a clockwise direction as viewed in FIG. 5. The other end 172 of the lever 166 is pivotally connected with pin 174 to a connecting rod 176.
Connecting rod 176 is likewise pivotally connected at the distal end 178 with pin 180 to a pivot arm 182. Pivot arm 182 is rotatably joined to a shaft 184. Racket wheel 188 is similarly rotatably joined to the shaft 184. A drive pawl 186 is
pivotally mounted upon the pivot arm 182 by pin 183 and is biased into engagement with the rachet wheel 188 by spring 189 (FIG. 5a ). Spring 189 is also attached to the shank of screw 201 such that the drive pawl drives ratchet wheel 188 in a
counterclockwise direction.
Rachet wheel 188 comprises a series of outwardly tapered surfaces 190 interrupted by shoulders 192 as is conventional. A spring steel detent 194 is joined to the partition 64 and is adapted to ride over the tapered surfaces 190 when the rachet
wheel 188 rotates counterclockwise and to abut against the shoulder 192 when a clockwise force is exerted on the rachet wheel 188. Thus, rachet wheel 188 is allowed to revolve counterclockwise but is restrained from revolving clockwise.
The detent 194 is normally disposed adjacent a shoulder 192 to prevent the ratchet wheel 188 from rotating clockwise when the pawl 186 retracts along the periphery of the ratchet wheel. The pivot arm 182 is spring biased such as with spring 196,
in a clockwise direction. Spring 196 is anchored to the partition 64 in a conventional manner (not shown) and is hooked at 198 over the outwardly projecting shank of screw 201 attached to the pivot arm 182.
Thus, by referring to FIGS. 3 and 5, it can be appreciated that when the printing platen 108 revolves so that the pin 164 strikes the end 168 of the lever 166, the lever 166 will rotate clockwise around the pivot point 170. As lever 166 rotates
clockwise, the connecting rod 176 will be displaced toward the right (in FIG. 5) causing the pivot arm 182 and drive pawl 186 to push against shoulder 192 to cause rachet wheel 188 to rotate counterclockwise the distance of, for example, one rachet
tooth.
Ratchet wheel 188 is integrally connected with the paper drive roller 144 (FIG. 2) so that the arm 182 (FIG. 5) drives pawl 186 and displaces, counterclockwise, both the drive roller 144 and rachet wheel 188.
The method of operation of the recorder 20 can best be understood by reference to FIG. 7. The vehicle sensor, generally designated 300 may be any suitable sensor, for example, pneumatic tube 256 and pneumatic switch 50 (FIG. 10). When the
sensor is actuated, a signal is formed which is communicated through line 351 to energize blanking timer 302 so that rear wheels of the vehicle and closely following vehicles will not again activate a flip-flop 304, hereafter more fully described. The
sensor 300 remains blanked for a period of time determined by blanking timer 302.
The blanking timer 302 is best understood by reference to FIG. 7A. The signal resulting from actuation of sensor 300 is communicated through line 351 and is conducted through resistor 370 and transistor 372 to resistor 374. Resistor 370
delivers sufficient current such that transistor 372 saturates. Current through low value resistor 374 essentially discharges capacitor 376.
Capacitor 376 thereafter charges slowly through large value resistor 378 until the voltage exceeds the trigger voltage of the conventional Schmidt trigger 380. One preferred time lapse for charging capacitor 376 is about nine seconds. The time
lapse is referred to as a blanking period. One preferred embodiment of the blanking timer 302 having a time lapse of about 9 seconds has a resistor 374 value of about 270 ohms, a resistor 378 value of about 8.2 megohms and a capacitor value of about 1.0
microfarad.
When the voltage on capacitor 376 exeeds the trigger voltage of the Schmidt trigger the output of the Schmidt trigger produces a voltage level change. Amplifier 384 increases the voltage change and lowers impedance. A differentiated pulse then
appears after capacitor 382 and is conducted through line 386 to set flip flop 304.
Resistor 388 and capacitor 390 cooperate to filter high frequency signals.
The signal from blanking timer 302 is then communicated through line 386 to a flip-flop circuit 304 which actuates motor driver 118 and motor 119. Motor 119 will start rotation of the platen 108 (FIG. 3) as above described. When sensor 300 is
actuated a signal will appear in line 308 at the print delay input 311 and direction print 318 to await a signal through line 309.
After sensor 300 has been actuated, vehicle sensor 306 will be actuated by the same vehicle to form another signal which is time-related to the first signal. A blanking timer 308 which is substantially similar to blanking timer 302 will blank
subsequent signals from sensor 306 for a predetermined time period, e.g., essentially the same length of time (9 seconds) blanked by blanking timer 302. The other signal is communicated to flip-flop circuit 310 which is set in the same manner described
for flip-flop 304 above. Also a signal is communicated from flip-flop circuit 310 to print delay input 307 which, with signal at input 311, activates the print delay 313 which after a delay, for example 0.8 seconds, energizes the printing solenoid 128
(see also FIG. 3). The motor pause gate 314 in response to a delayed signal from print delay 313 causes motor 119 to stop rotation immediately prior to and during engagement of the platens 98 and 108 by platen 124 (FIG. 3).
It is presently preferred that a dynamic brake 400, be used to slow motor 119. Dynamic brake 400 essentially shorts out the motor armature so that the motor is rapidly brought to a stop.
Flip-flop circuits 304 and 310 are connected to the direction print circuit 318 and if flip-flop circuit 304 is set before flip-flop 310 is set, circuit 318 will communicate a drive signal to the direction print solenoid 270 (see also FIG. 3).
Thus, the direction print solenoid will be actuated to print dot 141 (FIG. 6) only when the vehicle actuates sensor 300 before sensor 306.
When the printing functions are completed, the motor pause gate 314 allows the motor 119 to continue rotation to the reset position. At reset position, switch 109 (FIG. 3) is activated to cause a pulse to be generated by reset pulse generator
312. Reset pulse generator resets the flip-flop circuits 304 and 310.
The dynamic brake is again applied to stop motor 119 quickly.
The Embodiment of FIG. 8
The circuit logic generally designated 200 comprises a first vehicle sensor 202 which may be essentially identical to sensor 300 of FIG. 7.
An electrical impulse from the sensor 202 is conveyed through the blanking timer 204 to the sequence and control circuits 208. Blanking timer 204 may be essentially identical to blanking timer 302.
The signal is then conveyed to an integrator control 210. An integrator 212 begins integrating and feeds its output into a comparator 214. The integrator 212 integrates at a constant rate or at a controlled variable rate such that the output
thereof is a linear representation of vehicle velocity. A second signal from sensor 206 is also communicated through blanking timer 205 and sequence and control circuits 208 to gate 210 which stops the integrator 212. The comparator 214 compares the
voltage on the potentiometer wiper 222 and the voltage on the integrator 212. This produces an error signal through line 211 to activate the motor drive 216, which, in turn, actuates the motor 224 to move the potentiometer wiper 222 until voltage at 222
equals the voltage at output of integrator 212.
Rotation of the wiper 222 will cause similar rotation in the printing platen 108 until the speed of the vehicle actuating sensors 202 and 206 is disposed within the printing zone beneath platen 124. When the speed of the vehicle is within the
printing zone, the error signal through line 211 will be zero and a signal from the sequence and control circuit 208 will energize the solenoid 128 causing platen 124 to print the data upon the paper strip 136.
The Embodiment of FIG. 9
FIG. 9 is similar to FIG. 8 in that vehicle sensors 202 and 206 may be substantially identical as the sensors described above with FIG. 7. Also, the blanking timers 204 and 205 may be substantially identical with blanking timers 204 and 205
above.
The signal from the vehicle sensor 202 first enters the sequence and control circuits 228 and causes a pulse generator 230 to be energized. Pulse generator 230 is preferably a clock-type generator which generates accurately controlled signal
pulses at a constant or varying period, the varying period accommodating an output signal which is linear with velocity. The pulses are accumulated until the second vehicle sensor 206 is activated to cease the accumulation of pulses. The accumulator
may either count up or count down.
The pulse count is then communicated to a recorder comprising either a printer or, alternatively, a punch 232 for computer punch tapes.
A signal generated in the vehicle sensor 206 is communicated through the sequence and control circuits 228 and through line 234 to the printer or punch 232 to record the data communicated thereto by the pulse generator 230. Also, a signal from
the circuits 228 through line 236 resets the printer or punch 232 to a "zero" reading after the signal through line 234 has caused the printer or punch 232 to record the data available from the pulse generator 230.
PREFERRED METHODS OF RECORDING DATA
Reference is now made to FIG. 10 which schematically illustrates a conventional two-lane road generally designated 240 accommodating two-way traffic. The road comprises curbs 242 and 244 and is divided into lanes 246 and 248 by a center stripe
250. Traffic in lane 246 travels normally in direction of arrow 252 and traffic in lane 248 normally travels in the direction of arrow 254.
The vehicle data recording instrument 20 is normally disposed in a fixed position adjacent the curb, for example, curb 244 and is preferably chained to a rigid object (not shown). Electric current conducting cords 46 and 48 are connected to
pneumatic switches 50 and 52 respectively which are, in turn, attached to pneumatic tubes 256 and 258.
If the embodiment illustrated in FIGS. 1-5 is used, the distance between tubes 256 and 258 as shown by double-headed arrow 260 is preferably 146.7 feet. In embodiments of FIGS. 8 and 9, shorter distances may be preferred. In any event, the
distance between tubes 256 and 258 must be relatively accurately known and spaced so as to be calibrated with the recorder 20 so that the correct miles-per-hour reading will be recorded.
If the vehicle first actuating the recorder 20 is traveling in the direction of arrow 252, switch 50 will be caused to be the first vehicle sensor and after the initial impulse therefrom will be blanked out as above described. The blanking
timers are most effective when used exclusively with unidirectional traffic. When the vehicle traveling in the direction of arrow 252 strikes the tube 258, the switch 52 will be actuated so that the vehicle speed and time of day will be recorded. Also,
the switch 50 may be electrically connected in the recorder so that if switch 50 is first actuated the directional mark 141 will be adjacent the time of day. In this condition traffic traveling in the direction of arrow 254 will cause switch 52 to be
first actuated and no directional mark will be printed adjacent the time of day (See FIG. 6).
It should be appreciated that if traffic density is very high it may be desirable to place tubes 256 and 258 across only one lane of traffic and to use a separate vehicle recorder 20 and tube system to monitor the other lane of traffic.
From the foregoing, it can be appreciated that the improved method and apparatus comprising the present invention accommodates a more complete and accurate description of vehicle traffic patterns without constant attention by an operator.
The invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive the scope
of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore to be embraced therein.
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