U.S. patent number 3,832,679 [Application Number 05/281,143] was granted by the patent office on 1974-08-27 for highway emergency communications-warning system and units.
This patent grant is currently assigned to Design Properties, Inc.. Invention is credited to Dennis J. Foley, Richard A. Gilmore.
United States Patent |
3,832,679 |
Foley , et al. |
August 27, 1974 |
HIGHWAY EMERGENCY COMMUNICATIONS-WARNING SYSTEM AND UNITS
Abstract
A highway warning system is comprised of a plurality of
standards erected at regularly-spaced intervals along the road side
and interconnected by conventional telephonic system to a central
dispatcher station. The standards are provided with communication
elements and a light which is under control of the central station
such that the standard at the closest point to a trouble site may
be illuminated and as well standards ahead of the trouble point may
be illuminated to warn motorists of potential danger ahead.
Inventors: |
Foley; Dennis J. (Columbus,
OH), Gilmore; Richard A. (Columbus, OH) |
Assignee: |
Design Properties, Inc.
(Wellston, OH)
|
Family
ID: |
23076122 |
Appl.
No.: |
05/281,143 |
Filed: |
August 16, 1972 |
Current U.S.
Class: |
340/928 |
Current CPC
Class: |
E01F
9/615 (20160201); G08G 1/096783 (20130101); G08G
1/096758 (20130101); G08G 1/096716 (20130101); G08G
1/096775 (20130101); E01F 9/635 (20160201) |
Current International
Class: |
E01F
9/018 (20060101); G08G 1/09 (20060101); E01F
9/011 (20060101); E01F 9/016 (20060101); G08g
001/09 () |
Field of
Search: |
;340/22,74,75,90,114,118,119,88,287,300 ;9/8.3E ;179/1DD,2R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Claffy; Kathleen H.
Assistant Examiner: Kundert; Thomas L.
Attorney, Agent or Firm: Gardiner, Sixbey, Bradford and
Carlson
Claims
Having described the invention in detail it will be apparent that
modifications thereof will occur to those skilled in the art and
which fall within the scope of the claims, wherein what is claimed
is:
1. A highway emergency traffic advisory and warning system
comprising a plurality of communications stations positioned at
regularly spaced intervals along the roadside in either direction;
a central dispatch station in direct telephonic communication with
at least a selected station, each station comprising
a vertical column anchored in the ground at its lower end and
having impact releasable connector means adjacent its lower
end,
an audio-visual communications head surmounting and permanently
affixed to the upper end of each column, said audiovisual
communications head comprising,
an inverted, open topped, frusto-conical shaped bowl having a
bottom recessed upwardly toward the interior thereof whereby a
pronounced depending peripheral skirt is defined around the lower
circumferential edge of the said bowl;
a central, tubular column depending from the bottom of said bowl
and connected to said vertical column
the bottom of said bowl between said skirt and said tubular column
and also said tubular column having a plurality of vertically
aligned grid-like openings therein, each opening being disposed
above the lowermost peripheral edge of said depending skirt;
voice communicating means including a telephonic transmitter device
and a telephonic receiving device positioned within said bowl and
said tubular column respectively behind each of said grid-like
openings,
manually actuated means for actuating said voice communicating
means to connect said station with the central dispatch station for
telephonic two-way communication therewith;
a light source mounted in the open top of said inverted,
frusto-conical shaped bowl and operable only from said central
dispatch station; and
a complimentary light transmitting cover encompassing said light
source and in sealing engagement with the upper peripheral edge of
said inverted frusto-conical shaped bowl to define therewith an
integral weatherproof housing for said voice communicating means
and said light source.
2. A communications system as defined in claim 1 wherein said lower
peripheral outside edge of said bowl defines a protective skirt and
audio trap and said manually actuated means is a switch mounted on
said tubular extension depending from the center of the bottom of
said bowl and aligned beneath said grid-like openings.
3. A communications system as defined in claim 1 wherein said cover
is frusto-conical in shape and has its lower peripheral edge
threadedly engaged with the top of said bowl and a seal means is
positioned between said cover and said bowl to prevent moisture
from entering said bowl at its juncture with said cover.
4. A communications system as defined in claim 3 wherein the top of
said cover comprises a lens focusing rays from said light source
into a vertical column defining a visual beacon.
5. A communications system as defined in claim 2 wherein said bowl
includes a grill area located in the bottom surface between said
peripheral skirt and said central tubular extension and wherein a
speaker is disposed directly above said grill area and wherein said
central tubular extension of said bowl is provided with a grill
area in communication with the interior of said bowl and a
microphone is mounted directly behind said grill area.
6. A communications system as defined in claim 1 wherein said
impact releasable connector is comprised of a pair of abutting
plates bolted to each other and said plates are inclined relative
to the horizontal to impart a definite one-directional movement of
said standard from the base upon impact created by a moving object
such as a vehicle.
Description
BACKGROUND
The rapid development of our national highway system into a network
of high-speed, limited access dual highways has proved a boon to
the American motorist. As with everything man made, however, such
highway systems have also created problems for both the motorist
and the administrative agency, be it state or Federal, charged with
the responsibilities of safety and of providing assistance to
motorists in distress either because of breakdown or accident.
By way of example, the so-called Capitol Beltway which encircles
the Washington, D. C. Metropolitan Area is a dual highway of not
less than two and in places four lanes in both clockwise and
counterclockwise direction. Access to and from the Beltway is
limited to approximately 37 entrances and exits with the average
distance between adjacent exits or entrances being on the order of
1.9 miles. At some points the distance between adjacent exit or
entrance roads is as much as 5.8 miles. Additionally, there are no
service areas or services available directly on the Beltway proper
so that assistance to motorists in trouble must come from the
closest available facility via the nearest access road. Thus a
stranded motorist must depend for assistance on the charity of
passing motorists; the arrival of a cruising police car on the
scene or must walk for assistance which may be as much as 2 miles
and in so doing a hazard is created by the presence of the disabled
vehicle and by the pedestrian himself.
An even more critical situation arises in the case of an accident.
Because speed limits on such a road are rarely less than 50 M.P.H.
and as much as 70 M.P.H., any accidental contact of a vehicle with
an object, moving or stationary, is bound to be serious resulting
in a severely damaged vehicle or vehicles and too often in serious
bodily injury. The occurrence of the original accident is further
complicated by the fact that motorists approaching the scene at
high speed have no warning of approaching danger and that emergency
personnel as well as other motorists attempting to assist accident
victims are continously exposed to the hazard of being struck by
oncoming vehicles.
When it is realized that on the example Beltway scarcely a day
passes without a breakdown or major accident the enumerated
disadvantages of such a high speed facility become a matter of
increasing concern to everyone, motorists, police, safety
officials, emergency personnel and even mechanics and service
station personnel rendering assistance to stranded motorists.
As is the case with any abnormal situation, the immediate problem
that must be faced is one of communication whereby the party
needing assistance can communicate that fact and all relevant
details to the assisting party. Also, since any abnormal situation
involves hazard, not only to those directly concerned, but also to
approaching motorists, speed of communication is vital so that
assistance forces can be mustered immediately to the precise
location of the abnormal situation and that oncoming motorists can
be alerted to impending danger and take measures to adequately
protect themselves and others from compounding the existing
situation by their own unfortunate involvement.
Recognition of the situation outlined above is not new. Various
solutions have been proposed as for example signs illuminated from
a central station, see U.S. Pat. Nos. 2,902,669 and 2,849,701. Also
proposed are warning devices such as in U.S. Pat. No. 3,060,406
which may be placed by persons ahead of a trouble scene to warn
oncoming motorists of danger. Still, the main problem remains that
of communication, i.e. getting the information as to the existing
condition to the proper parties for remedial action and
transmitting warnings to innocent parties of impending danger.
One system in use on the aforementioned Beltway provides
solar-powered radio transmitters spaced along the road side at
regular intervals. Each transmitter is a self-contained unit
provided with buttons which are operated by the stranded motorist
or a passing party to indicate that assistance is needed and what
type of assistance should be dispatched. For example, six buttons
are provided which are designated "OUT OF FUEL" , "FLAT TIRE,"
"ACCIDENT," "FIRE," "INJURY," and "BREAKDOWN."
Thus, the party presses the appropriate button or buttons to
indicate as closely as possible the factual situation that exists
and for which assistance and relief are requested. A code signal is
than transmitted via a solar battery powered radio transmitter to a
central receiver monitored by a dispatcher. The dispatcher then
communicates with the proper agency to provide assistance in
accordance with the relief requested. It might be mentioned that
the coded transmission also identifies the location of the
transmitter.
This system has not, contrary to expectations, proved to be a
complete success for three reasons. First, the equipment itself has
not been totally reliable. Second, the distressed party is not
directly in communication with the dispatcher and thus has no
evidence that in fact his or her distress message is received.
Finally, if the call is received there is no way this fact can be
acknowledged and, even more important, there is no way that the
existence of an emergency can be communicated to other motorists in
such a way as to provide advance warning of a potentially dangerous
situation.
BRIEF DESCRIPTION OF INVENTION
The purpose of the present invention is to provide a system and
means whereby assistance can be requested by a distressed motorist,
the exact factual situation can be conveyed to a central
dispatcher; the dispatcher can acknowledge receipt of the
communication thus relieving the anxiety of the distressed party
and finally, not only can appropriate relief be initiated, but
motorists not involved in the particular situation can be warned
well in advance that a potentially dangerous situation exists ahead
of them and they should modify their driving conditions
accordingly.
To effect these desired results a communications system is provided
wherein a plurality of communication-warning standards are provided
at regularly spaced intervals along the road side, the standards
being interconnected by a telephonic system to a central
dispatching point to enable voice communication between user and
dispatching personnel; said standards including further warning and
locator means providing visual stimuli under control of the
dispatcher whereby the scene of the incident can be readily located
while advance warning of an unusual condition can be served on
oncoming motorists.
Each standard includes a break-away connection to its ground anchor
and a weatherproof top assembly comprising a bowl-shaped housing
having a peripheral bottom skirt and mounting means for a manually
operated switch and individual voice transmitting instruments
securely protected from the elements, a socket means for a light
source is also mounted in the bowl-shaped housing which is closed
by a generally frusto-conical shaped light transmitting top or
cover, said cover being of amber shade as viewed from the roadway.
Possibly the base of the frusto-conical cover, which is the top of
the standard is clear whereby a beam of light may be projected
upward for a considerable distance to provide a homing beacon for
conveyances such as helicopters.
The broad purposes and components of the invention are set forth
above so that it is apparent that an object of the invention is to
provide a reliable highway control and warning system.
Another object of the invention is to produce a highway assistance
system which is effective to solicit aid and is reassuring to the
party seeking aid in that vocal communications are effected.
Still an additional object of the invention is to provide a highway
assistance and warning system which is universal in its application
and which is readily installed, easy to maintain and completely
reliable in its operation.
Additional objects of the invention are to provide a standard for
use in a highway warning and assistance system which is readily
recognizable, simple to use and provides for prompt identification
of its use by visual indicator means.
These and other objects not specifically enumerated but readily
apparent to those skilled in the art can be discerned from the
following detailed description coupled with the drawings forming a
part thereof, and wherein:
FIG. 1 is a graphic representation of a typical metropolitan area
surrounded by a circular highway of the limited access, high speed
type.
FIG. 2 is an elevational view of a standard used in the warning and
communication system associated with FIG. 1.
FIG. 2A is a sectional view taken along line 2A--2A of FIG. 2.
FIG. 3 is a top view of the standard shown in FIG. 1,
FIG. 4 is a bottom view taken along the line 4--4 of FIG. 2,
FIG. 5 is a sectional elevational view of the top assembly of the
standard taken along the line 5--5 of FIG. 3,
FIG. 6 is a sectional view similar to FIG. 5 but taken along the
line 6--6 of FIG. 3 with parts removed for clarity,
FIG. 7 is a top sectional view of the top assembly of the standard
taken along the line 7--7 of FIG. 5,
FIG. 8 is a sectional view of a modified form of cover used in the
top assembly, and
FIG. 9 is a simple block-type diagram showing a
communication-control system for use in the invention.
Considering FIG. 1 by way of entry into the detailed descriptive
matter, it will be seen that a typical metropolitan area M is
comprised of a central high density core or business area B
transcended by a river R and from which radiate a plurality of
typical arterial roads, a, b, c and so forth. Arterial roads a, b,
d, g, j, and i are also major highways leading North, South, etc.,
which may blossom into dual lane expressways in the outskirts of
the metropolitan area or in some cases leading directly into the
business or core area B.
In order to enable travelers or even local residents to reach any
one of the major arterial roads or expressways, the entire
metropolitan area is girded by a circular dual-lane, high-speed
road C which enables this feat without the necessity of traveling
through the highly congested area B. Thus the expressway C is
burdened with a constant flow of traffic and the traffic will all
be traveling at speeds approximately 50-60 M.P.H. Also, it will be
apparent from a further inspection of FIG. 1 that the average
distance between any two entry or exit ramps is about 1.75 miles
which means that in case of an accident or breakdown the maximum
distance a motorist would have to walk for assistance would be 2
miles. Even if a breakdown or accident occurred at an entrance or
exit point the involved motorist would still be forced to walk some
distance to reach facilities for aid or communication which are
normally located at some distance along the respective arterial
highways.
When it is considered that the time involved in obtaining
assistance could vary from at least 5 minutes as to as much as and
hour and the further fact that the stranded motorist himself
becomes a potential hazard to himself and others by crossing or
walking along the roadway, it becomes apparent that some means of
obtaining immediate assistance is a vital necessity. Not only must
this means serve to make assistance available; it must also assure
the motorist that his message has been understood. It must also
warn other motorists of a potential hazard and it must meet these
vital requirements while minimizing exposure of the user to an
absolute minimum.
As illustrated then in FIG. 1, a plurality of such means are
provided at regularly spaced intervals along the entire circular
expressway. Preferably, if the economics so justify the spacing
should be no more than 1 mile between any two adjacent means, but
should be spaced more frequently in situations that warrant, i.e.,
congested areas, high accident areas. It should be further
understood that while such means are shown just on one side of the
road, the same facilities at the same intervals would be located on
the opposite side of the highway to avert the necessity for any
party to cross the highway with all of this hazard.
Turning, now, to FIG. 2, the means 10 which serves the assigned
function is shown in elevation as comprising a vertical column 2
and a top assembly 30.
As shown, column 2 is formed in two parts, a base 4 and a tubular
post 6. The base 4 is anchored in the ground, preferably in a
cement slab, now shown, which is consistent with the non-graphic
operational design, and on which a person can stand. Seated on the
upper end of base 4 is a slanted plate 8 which mates with a second
slanted plate 12 which is affixed as by welding or the like to the
bottom end of tubular post 6.
The two plates which are rectangular in plan view are bolted
together by bolts 14 at each corner. The plates 12 and 8 are
slotted such that the parts will separate on impact and also force
the upper part of the unit into the air and over the vehicle. This
type of break-away connection for light poles, signs, etc.,
adjacent highways is mandatory for compliance with Federal and
state safety laws.
Mounted on the top of tubular post 6 is the communications head or
assembly 20. This assembly is comprised of a generally inverted,
frusto-conical base or bowl 16 and a frusto-conical cover 18 of a
suitable high impact, light-transmitting plastic. Just below the
bottom of the base 16 is a switch 24 of the push buttom type,
preferably illuminated, and a series of elongated slit-like
openings forming a grill area 22 the function of which is to permit
voice communication to the interior of the assembly 20.
The overall height of the entire device is approximately 84 inches
from ground level with the height of the column 30 being about 62.5
inches to position the push button switch 18 and the grill area 22
are positioned at a vertical elevation convenient for use by most
prople.
As stated the cover 18 is formed of a light-transmitting plastic or
equivalent material. Preferably the cover is tinted to emit a
yellow light of high intensity. This color is almost universally
recognized as denoting caution and at the same time will not be
confused with red lights, such as stop lights or the danger lights
customarily used on emergency vehicles and the like by approaching
motorists.
In FIGS. 3 and 4, the top and bottom of the head or communications
assembly 20 are clearly shown. Little comment is necessary with
respect to FIG. 3, however, FIG. 4 does warrant more than passing
consideration for again it should be noted that the bottom of the
bowl 14 is also provided with slit-like openings defining a grill
area 26 for voice transmission within the interior of the bowl
16.
As stated, FIG. 5 is a sectional view taken along the line 5--5 of
FIG. 2. As clearly shown, the base of bowl 16 is made of a metal
which may preferably be cast in the desired shape and which
exhibits good anti-corrosive properties. Aluminum is an ideal metal
because it possesses good weather-resistant properties and it can
be die cast with good precision.
It should be understood, however, that the specified materials are
not the only materials of which the communication heads 20 can be
fabricated. Plastics could be used as well as combinations of other
metals or glass. As a matter of fact, it is within the realm of
feasibility to mold the heads of two plastic parts which are fitted
internally as will be described and thereafter permanently joined
together to form inexpensive replaceable units. As is usual where
is agreat number of units are to be manufactured the method
manufacture and materials used will be dictated by a balance of
various factors.
As further disclosed in FIG. 5, the bowl 16 is so formed that a
peripheral skirt 28 of some depth is provided at the juncture
between the bottom 32 and the conical side wall 34. This skirt acts
as an awning or shield to prevent rail or snow from entering the
grill area 26 and also to, at least partially, shield the grill
area 26 and the push button 24 from inclement weather.
The upper rim of the bowl is provided with an annular shoulder
having a groove 42 and merges into a threaded cylindrical mouth 44
which is externally threaded at 46. The cover 18 is also provided
with a threaded peripheral area 52 which engages the exterior
threads 46 on base 16. Seated in the groove 42 is a diametric O
ring sealing member 54 which forms a weathertight seal when the
transparent cover 18 is threaded into place on base 16 via the
threads 46 and 52 on each respective part.
Wedged between transparent cover 18 and base 16 is an X-unit 56
having a central hub 62 from which the four arms radiate
outward.
The X-shaped unit has affixed thereto, at the central hub 62, a
typical electrical junction box 66 by means of any type of
conventional fasteners 68. The cover plate 74 of the junction box
66 carries a lamp socket 76 of the conventional weatherproof type
manufactured by such parties as General Electric Co., Sprague
Electric Co., among others. The cover 74 is held in place also by
conventional screw fasteners 82. A lamp bulb 80 of suitable wattage
to illuminate the light-transmitting cover 18 with sufficient
brilliance to catch the eyes of motorists is screwed in the socket
76.
Additional details of the assembly 20 are apparent from an
inspection of FIG. 6 which is a view of 90.degree. displacement
from that of FIG. 5 but with the light assembly removed. As shown,
a miniature microphone 84 is positioned within the tubular
downwardly projecting cylinder which extends from the bottom of the
bowl and is joined to the top of column 2 as by a set screw or the
like. The microphone is located immediately behind the grill area
26, previously described, and is electrically connected to the push
buttom switch 24 via electrical conductors 88. Preferably, the
button operator of switch 24 is illuminated, such switches being
readily available, whereby it can be readily located during
nightfall. Also fixed within the bowl is a miniature speaker 92
mounted in the area of the grill 26 whereby its sounds are
transmitted exteriorly of the assembly 20. This speaker is
electrically connected via a conductor 94 to the central dispatcher
station as will be apparent.
SYSTEM OPERATION
As stated, the individual standards with the light, speaker and
microphone are positioned at regular intervals along the road side.
Each of the units is connected via buried cable to a central
dispatcher's desk as schematically illustrated in FIG. 9.
The dispatcher's desk contains a speaker 102, a microphone 104 and
a plurality of indicator lights 106 and switches 108, one set of
each being assigned to each standard along the road side.
Preferably, any single dispatcher's desk would service 50 standards
which, if spaced 1 mile apart means that each dispatcher monitors
about 25 miles of highway.
In case of an accident or emergency for example, at point X in FIG.
1, the involved motorist would go the nearest standard and press
the button 24. This places the standard in communication with the
dispatcher via voice transmission through speaker 102. Immediately
a tape recording will answer, explaining that the motorist is
connected to the communication station and that the dispatcher will
answer immediately. As soon as possible the dispatcher replies via
microphone 104 and at the same time flips the switch paired with a
given indicator light 106 which is illuminated simultaneously with
operation of button 24. The switch 108 causes bulb 80 to be
energized so that other motorists are warned by light of the
standard that a hazard exists. Uper ascertaining the nature of the
motorist's difficult, the dispatcher provides appropriate advice
and then may, if the situation so warrants, flip additional
switches 108 as he deems necessary to cause illumination of any
number of standards ahead of, i.e., in the direction opposite to
traffic flow, the particularly standard from which the call for
assistance originated.
In the situation of FIG. 1, let it be assumed that an accident
involving several vehicles has ocdurred at point X. As is evident,
this is a critical location because traffic is approaching the
bridge from both directions and the traffic moving in a
counterclockwise direction would be at full speed since there is a
distance of approximately 3.0 miles from the last arterial entrance
road c. An involved or witnessing motorist would proceed to the
nearest standard and by operating the push button 24 would be place
in communication with the dispatcher, the appropriate indicator
light pin pointing the scene. The dispatcher would, upon being
appraised of the gravity of the situation, operate the number of
switches 108 to cause illumination of the number of standards in
either direction such as he feels advisable. In the illustrated
situation he has selected a mile and one quarter as being a safe
warning margin, accordingly, six standards are illuminated in
either direction from the accident scene X.
It should be stated that the specific details of the telephonic
communication system are conventional and need not be discussed in
detail. The control of the lights may be via the same type of
system used in a dial telephone, i.e., each switch sends out a
pulsed code via coder P.C. to operate relays to turn on the lights.
Similarly the voice communications system, per se, is conventional
and would in all probability be handled by the most convenient
telephone company, emergency alarm systems company or similar
organization. By way of example, systems which can be readily
considered and/or adapted for the intended purpose by persons
skilled in the art are shown in U.S. Pat. No. 2,151,272 to T. A.
Haytes issued Mar. 21, 1939; U.S. Pat. No. 786,894 issued to O. W.
Hart on Apr. 11, 1905, among others.
MODIFICATION OF STANDARD
In recent years, considerable interest has been generated in the
use of helicopters as emergency vehicles particularly where an
accident occurs resulting in serious bodily injury. States such as
Maryland, Texas and others have already instituted such
procedures.
Obviously, it is vital that such airborne vehicles "home in" on the
scene as soon as possible. In daylight hours this is a relatively
simple process of visual navigation. However, at night or in
periods where visibility is hampered, other means of guiding the
airborne vehicle are desirable.
In FIG. 8, there is shown a modified cover for the standard which
is virtually the same as the previously discussed cover, like
numerals (primed) indicating like characteristics. However, as
shown in this sectional view, the top of the cover 18' is modified
to include a lens 110 which has the property of focusing light rays
vertically skyward. Preferably, the lens 110 would be of clear
rather than amber color and it may be in the form of an insert
suitably fixed in cover 18 or it may be an integrally molded part
of the cover, a manufacturing operation which may be readily
effected by known techniques.
In any event, the cover not only, as modified, serves as a warning
for motorists, when illuminated from within, but also it serves as
a homing beacon for airborne craft dispatched to render assistance
to the particular emergency scene, and suitable lighting and
switches may be used to send verticle signals only.
* * * * *