US2687588A - Automatic release for traffic control arms - Google Patents

Description

Aug. 31, 1954 H. G. NUTTER AUTOMATIC RELEASE FOR TRAFFIC CONTROL ARMS Filed May 27, 1953 INVENTOR.

Hue/4 G. NUTTER ATTORNEYS.

Patented Aug. 31, 1954 AUTOMATIC RELEASE FOR TRAFFIC CONTROL ARMS Hugh G. Nutter, Detroit, Mich., assignor to Automatic Parking Devices,

f Michigan Application May 27, 1953, Serial No. 357,754

Mich, a corporation 8 Claims.

This invention relates to an automatic auxiliary releasing device for a tralhc control gate of a type adapted for automatically controlling the movement of vehicular traffic through a toll gateway, for example through the exit of a parking lot. 1

In the use of automatic control gates to replace human attendants in parking lot operation, a gate is preferably placed at each entrance and arranged to permit only the ingress of the vehicles while another gate is placed at each exit and arranged to permit only their egress. The latter is in the nature of a toll gate where the customer pays his parking fee. Preferably each gate has an arm which is horizontal in its closed position and vertical in its open position, and which is raised and lowered by an electrically powered mechanism.

' The operatin mechanism of each toll gate is preferably coin actuated so that a customer may open the gate to drive out of the lot by depositing the proper coin or coins in a coin slot. However, since in normal operation the exit gate may only be opened by electrically powered means, it is necessary to provide an auxiliary opening means for the gate, to function automatically upon a failure of electric power, such as in the event of a blown fuse, in order to avoid trapping automobiles within the lot. It is an object of this invention to provide a device for automatically opening the toll gate upon such a failure of electric power.

Fig. 1 is a perspective view showing the traific control gate arm in closed position and in broken lines showing the arm both in its normal open position and in the position which it assumes upon a failure of electric power.

Fig. 2 is an enlarged view partly in elevation and partly in section showing the elevating mechanism for the control gate arm and showin the automatic release mechanism.

Fig. 3 is a sectional view taken on line 33 of Fig. 2.

A trafic control gate shown in Fig. 1 has an arm l with one end supported by a head 2 mounted on a supporting post 3, which may be embedded in the ground or secured to a suitable base or frame t. In the closed position of the gate the arm is horizontal as shown in solid lines in Fig. l; in the normal open position of the gate the arm is elevated to the generally vertical position shown by the broken lines 5; and upon a failure of power, the arm swings horizontally in the direction indicated by the arrows to the position shown at G.

Incorporated, Detroit,

The gate arm I may have a counterweight H3 at one end and is non-rotatably secured adjacent that end to a horizontal axle H which in turn is rotatably mounted on the housing portion [2 of the head 2. The housing encloses electrically powered mechanism for raising and lowering the gate arm. This mechanism may include an electric motor !5 with a pulley is rotated thereby and a second pulley i1 driven by an interconnecting belt is. The pulley ll rotates a shaft is which has an axial extension constituting a screw 2!! and a nut 24 is threaded onto the screw. A connecting member 25 has one end 26 secured to the nut, thereby preventing the nut from rotating with the screw, and has its other end 21 nonrotatably secured to the horizontal axle I I.

When the screw 20 is rotated, the nut 21 travels along it and through the connecting member 25 rotates the axle ll thereby to raise or lower the gate arm depending on the direction of rotation of the motor 15. The angle of the member 25 to the screw 20 varies as the nut 2i moves along it and the distance between the screw 2| and the axle l! therefore also varies. To accommodate this variationthe motor [5 and shaft l9 are preferably mounted on a single frame 28 which in turn is pivotably mounted on the housing l2 by suitable means (not shown). The end 21 of the connecting member has two projections 2s and 3B which engage respectively the switches 31 and 32 to limit the extent of vertical movement of the gate arm I.

The bottom 35 of the housing portion l2 of the head 2 rests upon the top of the post 3 as shown at 36 and a sleeve 31 extending vertically downwardly from the housin portion I2 envelopes the upper portion of the post 3 so that the head is horizontally rotatably mounted thereon. The post is hollow or tubular and a coil-type torque spring in is mounted Within its upper end. One end of the torque spring is secured to the post by such means as a laterally extending end portion 4| extendin through an opening 42 in a member 43 secured to the interior of the post. The other end of the spring is secured to the housing portion i2 of the head 2 by such means as an end portion 44 wrapped around a pin 45 extending through and secured within an opening in the bottom 35 of the housing portion. The spring is stressed and tends to rotate the head in the horizontal direction indicated by the arrows in Fig. 1.

A locking pin 46 extending through aligned openings in the post 3 and sleeve 31, as shown in Fig. 2, locks the head 2 against rotating relatively to the post under action of the spring 46 and thereby locks the head and the gate arm I in operative position. The outer end of the locking pin is connected to one end. of a lever 41 as shown at 48. The lever 41 projects through an opening &9 in the bottom of the housing i2 and its other end is connected as shown at 56 to the armature of a solenoid 52 which is preferably mounted within the housing. The lever is pivotably connected at an intermediate location to a fulcrum 3 which is secured to the sleeve 31. The energized solenoid impels the armature toward the right as the drawings are viewed; the portion 54 of the lever above the fulcrum is urged toward the right and the portion 55 below the fulcrum is urged toward the left, thereby holding the locking pin in its locked position.

The lever and locking pin structure may be enclosed and protected by gusset plates 66 and a cover plate 6|. The gusset plates also serve to reinforce the joint between the housing l2 and the sleeve 31.

A coil-type retracting spring 65 disposed within the housing l2 has one end portion secured to the pin 45 as shown at 66 and the other end portion secured to the upper portion 54 of the lever 47 as shown at 61. The spring 65 is under tension and exerts force on the upper portion of the lever in a direction opposite to that exerted by the solenoid 52 through the armature 5|. The force exerted by the spring is less than that exerted by the solenoid, so that as long as the solenoid remains in energized condition the looking pin is held in locked position. However, when the solenoid is de-energized, the force of the spring is sufficient to withdraw the locking pin from the opening in the post 3. An opening 68 may be provided in the bottom of housing H2 in order to accommodate the body of the retracting sleeve 65 as shown.

The lower end portion 10 of the sleeve 37 has an axial recess H therein which preferably extends peripherally through slightly more than 90.

degrees of are. A stop 12 is provided which may comprise a pin fitted into an opening in the wall of the supporting post 3 as shown. The ends of the recess provide vertical shoulders 13 and 74 which abut against the. stop 12 to limit the horizontal rotation of the head 2 and gate arm i.

In operation, a gate of the type described is preferably placed at each entrance and exit to the parking lot with its arm i extending horizontally across the driveway as shown in solid lines in Fig. 1. By suitable automatic means (not shown) an automobile entering the lot closes a switch and actuates the electric motor l5. As described, the motor rotates the screw 20,. the nut travels along the screw and through the connecting member 25 rotates the axle II to raise the gate arm I. When the arm has reached the vertical position 5 (Fig. 1) the projection 30 on the end 21 of the connecting member engages the switch 32 to open the electrical circuit and stop the motor.

The auto may then. proceed and when it has cleared the entrance driveway it automatically closes another switch (also by suitablemeans not shown) which reverses the motor. The gate arm is lowered again to its initial horizontal position whereupon the projection 29 on the connectingv member engages the switch 3| to again open the electrical circuit and stop the motor. During normal operation the solenoid 52 remains continually energized so that the locking pin is held in locking position and the head 2 carrying the arm i is prevented from rotating out of operative position.

The gate at each exit operates in the same manner as the entrance gates except that a cointripped switch is added to the electrical circuit for opening the gate. In order to drive out of the lot a customer must, by way of paying his parking fee, deposit the proper coin or coins in a slot; the coins close a switch to start the motor and open the gate. The gate closes in the manner described after the automobile has cleared the exit driveway. The system may also be arranged so that the customer pays the parking fee upon entering the parking lot.

In their intended normal operation the entrance. gates cannot be opened from within the parking lot and none of the gates can be opened or closed except by means of the electrically driven mechanism provided therefor. In order to prevent cars from being trapped within the lot upon a failure or interruption of electric power, auxiliary opening means are provided on one or more of the gates. When the power fails, the solenoid 52 is immediately de-energized and the armature 5| is released, the retracting spring 65 forces the upper portion 54 of the lever to the left and the lower portion 55 of the lever is thereby moved to the right carrying with it the locking pin 46. The locking pin is thus withdrawn from the opening in the post 3; the head 2 and the gate arm I, under action of the torque spring 40, are then rotated horizontally in the direction shown by the. arrows in Fig. 1. When the gate has rotated through substantially degrees and the driveway has been opened, the shoulder portion 13 of the recess in the sleeve comes into engagement with the pin 72 projecting from the post 3, preventing further rotation, and the gate comes to rest in the position shown in dotted lines 6.

When the electric power is restored, the gate is rotated manually back to its normal operative position, the shoulder 14 engages the pin 72, the locking pin 46 is re-inserted in the opening in post 3, and normal operation is resumed.

Such terms as vertical, horizontal, etc., are used herein merely as convenient terminology and not as delimitations.

I claim:

1. An automatic traffic control gate comprising, a gate arm with one end vertically rotatably secured to a head, the head including electrically powered operating means forselectively rotating the arm to and from a horizontal position and a vertical position, whereby a way adjacent the gate may be closed. and opened to traffic, the head being horizontally rotatably mounted on'a supporting. post, torque means associated withv the head andthe. post tending torotate the head horizontally to inoperative position, and. locking means utilizing electric power .tosecure said head againsthorizontal rotationv to thereby secure the gate arm in operative position, said locking meansbeing adapted to become. inoperative upon an interruption of electric power to said operating means whereupon the gate arm is rotated. horizontally to inoperative position by said torque means.

2. An automatictraflic control gate comprising,

a gate arm with one end vertically rotatably secured to a head, the head. including. a housing portion enclosing electrically powered operating means for selectively rotating the arm to, and from a horizontal position and a vertical positionwhereby' a way adjacent the gatemay beclosedand opened to traflic, the bottom of the housing portion resting upon the top of a tubular supporting post and having a sleeve extending downwardly to envelope the upper portion of the post whereby the head is horizontally rotatably mounted on the post, torque means associated with the head and the post tending to rotate the head horizontally to inoperative position, the sleeve and post each having an opening in its wall, the openings being in alignment when the head is in operative position, a locking pin extending through said aligned openings and being held therein by electrically powered locking means to secure said head against horizontal rotation to thereby secure the gate arm in operative position, retracting means tending to withdraw the locking pin from said openings, said locking means being adapted to become inoperative upon an interruption of electric power to said operating means whereupon said retracting means withdraws the locking pin from said opening in said post and the gate arm is rotated horizontally to inoperative position by said torque means.

3. An automatic trafiic control gate comprising, a gate arm with one end vertically rotatably secured to a head, the head including a housing portion enclosing electrically powered operating means for selectively rotating the arm to and from a horizontal position and a vertical position whereby a way adjacent the gate may be closed and opened to traffic, the bottom of the housing portion resting upon the top of a tubular supporting post and having a sleeve extending downwardly to envelope the upper portion of the post whereby the head is horizontally rotatably mounted on the post, torque means associated with the head and the post tending to rotate the head horizontally, the sleeve and the post each having an opening in its wall, the openings being in alignment when the head is in operative position, a locking pin extending through said aligned openings, the outer end of the pin being pivotally connected to a lever, the lever extending through an opening in the bottom of the housing and connecting piovtably to the armature of a solenoid mounted therein, the lever being fulcrumed intermediate its connections with the locking pin and the armature, the force of the energized solenoid holding the locking pin in inserted relation to said aligned openings, a retracting spring acting upon the portion of the lever opposite the fulcrum from the locking pin and in a direction opposite to the force exerted thereon by the energized solenoid, the force of the retracting spring being less than the force exerted by the solenoid, the solenoid being deenergized by an interruption of electric power to said operating means whereupon the retracting spring withdraws the locking pin from said opening in said post and the gate arm is rotated to inoperative position by said torque means.

4. An automatic trafiic control gate comprising, a gate arm with one end vertically rotatably secured to a head, the head including a housing portion enclosing electrically powered operating means for selectively rotating the arm to and from a horizontal position and a vertical position whereby a way adjacent the gate may be closed and opened to traflic, the bottom of the housing portion resting upon the top of a tubular supporting post and having a sleeve extending downwardly to envelope the upper portion of the post whereby the head is horizontally rotatably mounted on the post, a coil spring mounted within the top portion of the post with one end connected to the housing portion and the other end connected to the post, the spring tending to rotate the head horizontally, the sleeve and post each having an opening in its wall, the openings being in alignment when the head is in operative position, a locking pin extending through said aligned openings, the outer end or" the pin being pivotably connected to a lever, the lever extending through an opening in the bottom of the housing and connecting pivotably to the armature or" a solenoid mounted therein, the lever being fulcrumed intermediate its connections with the locking pin and the armature, the force of the energized solenoid holding the locking pin in inserted relation to said aligned openings, a retracting spring acting upon the portion of the lever opposite the fulcrum from the locking pin and in a direction opposite to the force exerted thereon by the energized solenoid, the force of the retracting spring being less than the force exerted by the solenoid, the solenoid being deenergized by an interruption of electric power to said operating means whereupon the retracting spring withdraws the locking pin from said opening in said post and the gate arm is rotated to inoperative position by said coil spring.

5. An automatic traific control gate of the type recited in claim 4 wherein one end of the said coil spring is Wrapped around a stationary pin extending through an opening in the bottom of the housing and wherein said retracting spring comprises a second coil spring under tension with one end secured to the stationary pin and its other end secured to said lever.

6. A trafiic control gate of the type defined in claim 5 wherein the lower end of the sleeve has an axial recess extending peripherally through substantially degrees of arc and wherein a stop projects from said post into said recess, the portions of the sleeve defining the ends of the recess being adapted to abut against the stop to limit horizontal rotation of the gate arm to substantially 90 degrees.

7. In combination, an automotive vehicle parking enclosure with way means for vehicular ingress and egress, and a control gate as defined in claim 1 mounted adjacent said way means to control vehicular movement therethrough.

8. In combination, an automotive vehicle parking enclosure having an entrance driveway and an exit driveway, and a control gate as defined in claim 5 mounted adjacent each driveway to control vehicular movement therethrough.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,271,877 Farman July 9, 1918 1,734,748 Steinkamp Nov. 5, 1929 2,015,607 Shinn Sept. 24, 1935 2,073,334 Duany et al Mar. 14, 1937 2,094,094 Clark et al Sept. 28, 1937 2,528,790 Scherer Nov. 7, 1950 2,559,796 Rath July 10, 1951

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