U.S. patent number 3,748,782 [Application Number 05/306,315] was granted by the patent office on 1973-07-31 for traffic flow controller.
Invention is credited to Donald K. Reynolds.
United States Patent |
3,748,782 |
Reynolds |
July 31, 1973 |
TRAFFIC FLOW CONTROLLER
Abstract
A traffic flow controller including a barrier coupled to a
support for moving between a raised position and a lowered position
in response to an automotive vehicle driving over the barrier. The
barrier is biased to the raised position, and control means stops
the barrier at an intermediate position after each alternate
depression of the barrier to the lowered position. Thus, depression
of the barrier to the lowered position by the front wheels of an
automotive vehicle causes the barrier to rise to the intermediate
position, and depression of the barrier to the lowered position by
the rear wheels of the vehicle causes the barrier to rise to the
fully raised position.
Inventors: |
Reynolds; Donald K. (Miami
Beach, FL) |
Family
ID: |
23184753 |
Appl.
No.: |
05/306,315 |
Filed: |
November 14, 1972 |
Current U.S.
Class: |
49/49;
49/131 |
Current CPC
Class: |
E01F
13/105 (20130101) |
Current International
Class: |
E01F
13/00 (20060101); E01F 13/10 (20060101); E01f
013/00 () |
Field of
Search: |
;49/35,49,131,132,133,134 ;340/31 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Taylor; Dennis L.
Claims
Having thus described my invention, I claim:
1. A traffic flow controller comprising
a ground level support,
barrier means coupled to said support for moving between a raised
position and a lowered position in response to an automotive
vehicle driving over said barrier means,
biasing means for urging said barrier means to said raised
position, and
control means coupled to said barrier means for stopping the same
at an intermediate position after each alternate depression of said
barrier means to said lowered position,
whereby after depression of said barrier means to said lowered
position by the front wheels of an automotive vehicle, said barrier
means rises to said intermediate position, and after depression
thereof to said lowered position by the rear wheels of the vehicle,
said barrier means rises to said raised position.
2. A traffic flow controller as claimed in claim 1 in which said
barrier means includes a plurality of plates.
3. A traffic flow controller as claimed in claim 2 in which three
of said plates are located side by side and parallel to each other
providing a middle plate and two side plates.
4. A traffic flow controller as claimed in claim 3 in which said
side plates have projections abutting said middle plate so that
each side plate can be depressed independently or all three plates
can be depressed together.
5. A traffic flow controller as claimed in claim 4 in which said
biasing means is connected to each of said side plates and said
control means is connected to said middle plate.
6. A traffic flow controller as claimed in claim 1 in which said
control means includes a rod, a rotatable slide member movable
axially on said rod, and stop mean for controlling the movement of
said slide member, one of said rod and said slide member having
slanting portions engageable with said stop means to rotate said
slide member, and recessed portions engageable with said stop means
to position said barrier means.
7. A traffic flow controller as claimed in claim 6 in which
alternate ones of said recessed portions position said barrier
means at said intermediate position and other recessed portions
position said barrier means at said raised position.
8. A traffic flow controller comprising
a support,
barrier means for controlling traffic flow having a movable end,
and a fixed end hinged to said support,
said barrier means having a generally horizontal lowered position
and an angular position in which said free end is raised above said
support,
means biasing said barrier means for normally maintaining the same
in said raised position and yieldable to allow movement of said
movable end to said lowered position when a vehicle drives over
said barrier means, and
control means coupled to said barrier means for controlling the
movement thereof to stop said barrier means at an intermediate
angular position between said raised and lowered positions after
alternate depressions of said barrier means to said lowered
position.
9. The traffic flow controller as claimed in claim 8 in which said
barrier means comprises three barrier members including a middle
barrier member and two side barrier members.
10. The traffic flow controller as claimed in claim 9 in which said
side barrier members have portions abutting said middle barrier
member so that each side member can be lowered independently and
all three barrier members can be lowered together.
11. The traffic flow contoller as claimed in claim 10 in which said
biasing means is connected to each of said side barrier members and
said control means is connected to said middle barrier member, and
the control means connected to the center barrier acts through the
center barrier to control the side barriers.
12. The traffic flow controller as claimed in claim 11 in which
said control means includes a rod, a slide movable axially on said
rod and rotatable in response to depression of said middle barrier
member, and stop means for controlling the movement of said slide,
one of said slide and said rod having slanting portions engageable
with said stop means to rotate said slide and recessed portions
engageable with said stop means to position said middle barrier
member.
13. The traffic flow controller as claimed in claim 12 in which
alternate ones of said recessed portions position said middle
barrier member at said intermediate position and other recessed
portions position said middle barrier member at said raised
position.
14. The traffic flow controller as claimed in claim 13 in which
said barrier members comprise plates.
Description
BACKGROUND OF THE INVENTION
Many types of gate devices have been proposed, for example, for use
at the entrance and exit of a parking lot to control the flow of
traffic into and out of the parking area. Some such gate devices
employ electrical sensing means and control circuitry for raising
and lowering a gate to allow a vehicle to enter or leave the
parking area. Some such circuits are actuated by removal of a
parking ticket from a storage receptacle. For some parking lots,
equipment of the type just referred to is more complicated and
expensive than can be justified by the volume of traffic using the
area. Also, electrical circuitry sometimes requires maintenance and
service which must be done by skilled personnel that are not
readily available.
SUMMARY OF THE INVENTION
The present invention is a traffic flow controller which is
basically a mechanical device that is actuated automatically by a
vehicle which drives over a barrier. The barrier is movable between
a raised position and a lowered position when the vehicle drives
over it, and it is biased to the raised position, for example by a
spring actuated hydraulic piston and cylinder device. A control
device is coupled to the barrier to stop the barrier at an
intermediate position between the raised and lowered positions
after each alternate depression of the barrier. The purpose of this
intermediate position is to keep the barrier from rising all the
way to the fully raised position after the front wheels of a
vehicle have passed over the barrier so that the barrier does not
scrape on the underside of the vehicle. However, after the rear
wheels have passed over the barrier, it should go up to the fully
raised position to prevent another vehicle from going over the
barrier in the reverse direction. In a preferred embodiment, the
barrier means includes three separate barrier members, the middle
one of which is supported by two side barrier members. Each side
barrier member can be depessed independently, or all three barrier
members can be depressed together. If the side barrier members are
lowered, which will also cause the lowering of the middle barrier,
the control means which is coupled to this middle barrier member
causes all three barrier members to rise to the intermediate
position after the first depression and then to the fully raised
position after the second depression. The control means preferably
includes a slide movable axially on a rod, and stops cooperating to
rotate the slide. Slanting surfaces are engageable with the stops
to rotate the slide into a recessed portion to stop the barrier at
the intermediate position, and into another recessed portion to
allow the barrier to rise to the fully raised position.
Accordingly, it is an object of the present invention to provide an
improved traffic flow controller which is basically mechanical in
nature and does not necessarily require electrical or electronic
control means.
Another object of the invention is to provide a traffic flow
controller which moves up and down in response to a vehicle driving
over a barrier in a desired direction and which will prevent egress
of a vehicle in the opposite direction.
Another object of the invention is to stop the barrier at an
intermediate position after only the front wheels of the vehicle
have passed over the barrier.
A further object of the invention is to incorporate multiple
barrier elements in the controller which accommodate different
patterns of vehicle traffic. At the same time, it is so constructed
to make it very difficult to defeat the main purpose of the barrier
which is to permit the free flow of traffic in only one
direction.
A further object of the invention is to provide a mechanical
control for the barrier of the controller which automatically
controls the position of the barrier and establishes an
intermediate position as well as a fully raised position for the
barrier.
Other objects of this invention will appear from the following
description and appended claims, reference being had to the
accompanying drawings forming a part of this specification wherein
like reference characters designate corresponding parts in the
several views.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a traffic flow controller in
accordance with one embodiment of the invention;
FIG. 2 is a vertical sectional view taken along line 2--2 of FIG. 1
and looking in the direction of the arrows;
FIG. 3 is a transverse sectional view taken along line 3--3 of FIG.
1 and looking in the direction of the arrows;
FIG. 4 is a vertical sectional view similar to FIG. 2, but showing
a barrier of the controller in a lowered position differing from
the raised position shown in FIG. 2;
FIG. 5 is a vertical sectional view of a control portion of the
controller taken along line 5--5 of FIG. 1 and looking in the
direction of the arrows;
FIG. 6 is a perspective view of the control means partly shown in
dashed lines;
FIG. 7 is a sectional view of the control means taken along line
7--7 of FIG. 5 and looking in the direction of the arrows;
FIG. 8 is a sectional view of the control means taken along line
8--8 of FIG. 6 and looking in the direction of the arrows;
FIG. 9 is a perspective view of the control means similar to FIG.
6, but showing a slide member of the control means in a retracted
position;
FIG. 10 is a fragmentary view similar to FIG. 5, but showing the
middle barrier member 26 in an intermediate position and also in a
raised position; and
FIGS. 11-14 are schematic views showing the sequence of operation
of the controller.
Before explaining the present invention in detail, it is to be
understood that the invention is not limited in its application to
the details of construction and arrangement of parts illustrated in
the accompanying drawings, since the invention is capable of other
embodiments and of being practiced or carried out in various ways.
Also, it is to be understood that the phraseology or terminology
employed herein is for the purpose of description and not of
limitation.
DETAILED DESCRIPTION
The traffic flow controller 20 includes a barrier 22 which is
movable between a raised position shown in FIG. 2 and a lowered
position shown in FIG. 4 in response to an automotive vehicle
driving over the barrier. In some applications, the barrier could
consist of a single barrier member such as a plate, but in the
illustrated embodiment the barrier comprises three separate barrier
members in the form of plates 24, 26 and 28. Plate 26 is in the
middle, and plates 24 and 28 are on opposite sides of plate 26. All
three plates are parallel to each other and lie in the same plane.
The plates 24, 26 and 28 are hinged or pivoted at their front ends
to a support frame 30. In the illustrated embodiment, the hinge or
pivot means includes pins 32, 34, 36 and 38, and hinge loops 40 and
42 on plate 24, 44 and 46 on plate 26, and 48 and 50 on plate 28.
Fixed loops 52, 54, 56 and 58 are affixed to the support frame 30.
Pin 32 is received in loops 52 and 40, pin 34 is received in loops
42, 44 and 54, pin 36 is received in loops 46, 48 and 56, and pin
38 is received in loops 50 and 58.
The frame 30 is generally rectangular and has a transverse mid
strip 60 extending across it. A partial box enclosure 62 is affixed
to and extends down from strip 30 and the adjoining forward
portions of the frame 30. The enclosure 62 is open at the bottom
and is received in a hollowed out portion of the ground as shown in
FIGS. 3 and 4 by way of example.
Two biasing devices 64 and 66 are mounted in the box enclosure 62
and are connected respectively to the side barrier members 24 and
28. The devices 64 and 66 bias or urge the entire barrier 22 toward
the fully raised position shown in FIG. 2. However, the biasing
devices are yieldable to allow the barrier to be depressed to the
fully lowered position shown in FIG. 4. Each of the biasing devices
64 and 66 may consist of a spring biased piston 68, 70 received in
a cylinder 72, 74. The spring (not shown) in each cylinder urges
the piston to the retracted position shown in FIG. 2. The pistons
68 and 70 are pivotally connected respectively by pins 69 and 71 to
arms 76 and 78 which in turn are connected respectively to barrier
members 24 and 28. The cylinders 72, 74 are connected by pivot pins
73, 75 to box 62. Thus, with the pistons 68 and 70 in the retracted
position, they pull the arms 76 and 78 to the right as viewed in
FIG. 2 so as to pivot the barrier members 24 and 28 to the fully
raised position shown in FIG. 2. When the barrier 22 is depressed,
the pistons 68 and 70 are extended to the position shown in FIG. 4,
and the arms 76 and 78 pivot clockwise as viewed in FIGS. 2 and 4
to the position shown in FIG. 4.
The side barrier members 24 and 28 have projecting portions 80 and
82 affixed to the underside thereof, and these projecting portions
abut against the underside of the middle barrier member 26. The
projecting portions 80 and 82 support the middle barrier member 26
in the raised position. When both of the side barrier members 24
and 28 are depressed to the lowered position, the middle barrier
member 26 follows the side barrier members down due to gravity so
that all three barrier members are lowered simultaneously. When the
barrier members rise, all three barrier members rise
simultaneously.
It is possible for a vehicle to pass over only one side barrier
member. However, the size of the directional controller and its
various parts, the spacing of the wheels on vehicles, and the
widths of controlled driveways makes it impossible for a vehicle to
depress only one side barrier when travelling in the correct
direction.
Controlled driveways vary in width from eight to twelve feet with
the most usual width close to ten feet. Using the widest driveway
there would be only a distance of four and one-half feet from the
driveway side of the curb to the beginning of the middle barrier.
All standard cars both foreign and domestic now in use in this
country have a measurement which is greater than this from the
outside of one tire to the outside of the other tire. For the above
reason the center barrier 26 would be depressed by even a car being
driven with one wheel pressed against the curb. When barrier 26 is
depressed, then barriers 24 and 28 will also depress through the
action of lugs 80 and 82.
In another manner, it is also impossible for one wheel of a vehicle
to depress one side barrier on the extreme inside without the other
wheel depressing the other barrier since this would require that
the measurement between the inside surfaces of the tires exceeds
five feet which is more than any present standard vehicle.
It is possible that someone, wishing to defeat the purpose of the
controller could stand on a side barrier i.e. 24 or 28 and thus
depress that barrier. In the above case, the barrier would not
remain down once the individual stepped off nor would it lock in
the intermediate position. Should an individual succeed in causing
the barrier to lock in the intermediate position, then attempt to
drive over the barrier in the wrong direction, there is a good
possibility that the vehicle will be damaged since the barrier will
attempt to rise to its full upright position as soon as the first
set of wheels pass over.
The purpose of the intermediate position is to prevent the barrier
members from scraping or hitting on the underside of the vehicle
after only the front wheels of the vehicle pass over the barrier
member. However, it is desired to have the barrier member go to the
fully raised position after the rear wheels pass over it so as to
prevent another vehicle from passing over the barrier member in the
reverse direction. It may be noted that the cylinders 72 and 74
contain hydraulic fluid such as oil and have an orifice or valve
device (not shown) in a tube 87 (FIG. 5) which controls the flow of
oil from one side of the piston to the other. The orifice may be
arranged such that the flow of fluid in one direction will allow
the barrier members to be depressed rapidly, and the flow of fluid
in the reverse direction will cause the barrier members to rise
slowly.
A control means 84 controls the positioning of the barrier 22. The
control means 84 is coupled at opposite ends to the box enclosure
62 and coupled by an arm 86 to the middle barrier member 26. The
operation of the control means will be described with reference
primarily to FIGS. 5 through 10.
Control means 84 includes a rod 88 mounted horizontally in the box
enclosure 62. One end of the rod 88 is received in a sleeve 90 that
may be affixed to the enclosure 62, and the other end of the rod 88
is received in a sleeve 91 which is affixed to the enclosure 62 on
the inside thereof. The rod may be pinned to at least one sleeve to
prevent it from rotating.
The control means 84 also includes a slide member 96 which is
straddled by a forked end 98 of arm 86. Slide member 96 is movable
axially back and forth along rod 88 and is also rotatable relative
to the rod 88. Slide member 96 may have ring portions 100 and 102
for retaining the end 98 of the rod 88.
A slide 103 on rod 88 has teeth 104 at one side of the slide 96 and
there is a stop 106 at the other side of the slide member 96. Slide
103 may also be considered a stop means. Stop slide 103 is biased
by a spring 94. Slide member 96 has teeth 108 which are engageable
with teeth 104 and teeth 110 which are engageable with stop 106. A
pin 126 prevents rotation of slide 103. When the barrier 22 is in
the fully raised position, the teeth 110 are engaged with stop 106,
and the stop 106 is received in a longer recessed portion 112 of
the slide member. When the barrier including middle plate 26 is
depressed, the slide member 96 moves axially towards stop teeth
104. The teeth 108 have slanting surfaces 114, one of which engages
the teeth 104 to rotate the slide member 96 through 45.degree.. The
teeth 104 are then received in a recessed portion 116 of the slide
member. When the barrier member rises, the slide member moves
axially towards stop 106. Teeth 110 have slanting surfaces 118, one
of which engages stop 106 to rotate the slide member through
another 45.degree. . The stop 106 is then received in a shorter
recessed portion 120 which limits the upward movement of the
barrier so that the barrier stops in the intermediate position at
height H2 shown in FIG. 10. Then when the rear wheels of the
automotive vehicle pass over the barrier, the cycle of operation is
repeated, except that after the side member rotates through another
one-quarter turn in 45.degree. stages as described above, the stop
106 will be received in the longer recess 112 allowing the barrier
to rise to the fully raised position at height H1 shown in FIG.
10.
The general sequence of operation is illustrated schematically in
FIGS. 11 through 14. In FIG. 11, a vehicle 122 is shown approaching
the barrier 22 of controller 20. In FIG. 12, the front wheels of
the vehicle 122 have passed over the controller 20, and the barrier
22 has risen to the intermediate position, thus clearing the
underside of the vehicle. This intermediate position can be held
for an indefinite period of time while the driver may be deciding
or awaiting an opening in traffic. Should the driver decide to
reverse, he then could back over the barrier which would return it
to its fully raised position.
In FIG. 13, the rear wheels of the vehicle are fully depressing the
barrier, and in FIG. 14, the barrier 22 of the controller 20 has
risen to the fully raised position just after the rear wheels of
the vehicle have passed over it. The upper position of the barrier
is high enough, a minimum of 14 inches (the radius of a tire), so
that the vehicle or another cannot pass back over the barrier in
the reverse direction. The intermediate position of the barrier is
lower, say a maximum of 6 inches above ground level, so that the
barrier will not strike any portion of the vehicle.
An accordion member 124 may be attached between the raised end of
each barrier member and the frame 30, and this accordion member may
be brightly colored to provide warning to a driver when he is
approaching the raised end of the barrier, or may contain
instructions such as stop, exit only.
Thus, the invention provides a mechanical traffic flow controller
which is operated by the action of the vehicle in passing over a
barrier of the controller. The barrier rises to an intermediate
position after the front wheels of the vehicle pass over it, and
rises to a higher position after the rear wheels of the vehicle
pass over it. In the intermediate position, the barrier clears the
vehicle, and in the upper position the barrier prevents another
vehicle from passing over it in the reverse direction. Although the
mechanism described here is a simple illustration of the principles
of the invention, it will be understood that other mechanisms and
parts of devices can be used as needed. For example, the teeth and
stops of the control means could be interchanged so that the stop
is located on the slide member and the teeth are located on the
rod.
While the barrier as presented does not require external power
sources to operate as described herein, there is nothing to to
prevent the use of attachments which could extend the usefulness of
the device, i.e.:
1. By incorporating a small hydraulic pump and reservoir plus a
card or key activator the barrier could act as a gate in the
reverse of its normal operation. By incorporating the preceding
additional equipment, it is possible for one barrier to take the
place of two conventional gates.
2. By using timers and valves, it is possible to have the barriers
locked in their fully upright position during specific time periods
or locked down. Thus, entrance and exit can be either completely
prohibited or completely free.
3. By installing pre-set counters, the barrier could in turn
activate "Lot Full" signs, count traffic, count money, cards, key
inserts, etc., for managerial information. This information could
be inspected at the barrier or at a remote location to avoid
tampering.
4. By using a heater, to prevent freezing or snow blockage.
The maximum incline which all standard vehices can approach without
damage is 15.degree. to avoid scraping either fenders, bumpers
and/or other items suspended before the front wheels. The traffic
controller as designed recognizes this fact.
As an improvement in design to reduce length and/or increase
barrier height, a hinged plate can be attached to the free end of
each barrier. Said plate to be cable-spring loaded so as to rise to
the upright position only as the barrier reached its uppermost
position.
* * * * *