US2705570A - Automatic garage and parking system - Google Patents

Description

April 5, 1955 E. n. MAlsslAN AUTOMATIC GARAGE AND PARKING SYSTEM 4 Sheets-Sheet l Filed March l0, 1954 Apnl 5, 1955 E. D. MAlsslAN 2,705,570

AUTOMATIC GARAGE AND PARKING SYSTEM Fviled March lO, 1954 4 Sheets-Sheet 2 LL v INVENTOR. EDWARD D. MAISSIAN Ff' 2 D BY g O4/Z0 ATTO EY Apnl 5, 1955 E. D. MAlssIAN 2,705,570

AUTOMATIC GARAGE AND PARKING SYSTEM Filed March 1o, 1954l 4 sheetsheet s INVENTOR. EDWARD D. MAISSIAN By/ 77W@ v B3B BB. BB A N N mN. N mN.wN NN @N wN m la A m m 52D .mv oww/www MNT., N. l wm, 0% HEM wm KN@ m f wmwmwm Amm Nf E .E A M m ATTORNEY April 5, 1955 E. D. MAlsslAN lAUTOMATIC GARAGE AND PARKING SYSTEM 4 Sheets-Sheet 4 Filed March 10,. 1954 INVENTOR. EDWARD D. MAISSHQN By gw/J WAM ATTORNEY United States Patent() AUTOMATIC GARAGE AND PARKING SYSTEM Edward D. Maissan, Philadelphia, Pa.

Application March 10, 1954, Serial No. 415,373

3 Claims. (Cl. 214-16.1)

This invention relates to an automatic garage, or car parking system, whereby motor vehicles may be selectively parked in any one of a number of stalls in a multistory building and whereby such vehicles may be selectively brought from their respective parking stalls for delivery to their owners.

The object of the invention is to produce an improved mechanical garage of the type referred to.

A further object is to produce an improved control mechanism for operating the car handling mechanism.

The full nature of the invention will be understood from the following description and the accompanying drawings in which:

Fig. l is a diagrammatic vertical sectional view of a mechanical garage embodying my invention.

Fig. 2 is an enlarged diagrammatic horizontal sectional view showing a portion of the lower or car-receiving and car-discharging floor of the building.

Fig. 3 is an enlarged, fragmentary view showing the driving mechanism which actuates car-transferring mechanism.

Fig. 4 is a sectional view taken on line 4-4 on Fig. 3.

Fig. 5 is a diagrammatic view of one of the control circuits showing the sequence of operations delivering a car to a car-parking stall in an upper oor of the building and in bringing the car from said stall for delivery back to the customer.

In Figs. 1 and 2 there is shown a building having a lower car receiving and car delivery floor 10, vertical walls 12, a roof 14, and a number of intermediate stalls, only three of which are shown, said stalls being numbered 16-L, 17-L and 18-L on the left hand side of the elevator shaft, as viewed in Fig. 1, and 16-R, 17-R and 18-R, on the right hand side of the elevator. The car-receiving and car delivering floor 10, which may be at, or below, street level and which is provided with two gateways 18 and 20 at one end thereof and with two gateways 22 and 24 at the opposite end thereof. Anyone of these gateways may be used as an entrance or as an exit. In the center of the building is a number of shafts for housing a number of elevators, depending on the length of the building. In Fig. 1 only one such elevator is shown but in Fig. 2 the use of multiple elevators is exemplified.

The oor of each elevator is provided with elongated rolls 25, the oors of the car-parking stalls to the left of the elevator shaft are provided with elongated rolls 26, and the floors of the car-parking stalls to the right of the elevator shafts are provided with rolls 27. All of these elongated rolls extend longitudinally of the elevator shaft and of the car-parking stalls and of a car placed in the elevator or in any of said stalls. By this arrangement, rotation of the rolls in the elevator oor or of the rolls in the oor of an adjacent car-parking stall in one direction, will move the car from the elevator to said stall, and vice versa.

The manner in which the rolls in the elevator floor and the rolls in the floors of one or of the other of the car-parking stalls are rotated jointly is shown in Figs. 3 and 4 from which it will be seen that the underside of the elevator carries a reversible motor RM the shaft 30 of which drives a gear 32 which is in mesh, with and rotates, a pinion 34. The pinion 34 is fixedly carried by a shaft 36 which is mounted for reciprocation in the direction of its longitudinal axis and carries a left hand clutch element 38 and a right hand clutch element 40 which will be later further referred to. The pinion 34,

2,705,570 Patented Apr. 5, 1955 ICC in all positions of shaft 36, meshes with gears 42 which engage and rotate worms 46. The worms 46 are engaged by pinions 50 which are carried by the shafts of rolls 25 in the elevator floor. The shafts of rolls 26 in the left hand parking stalls are provided with pinions 51 which engage worms 52 and the shafts of rolls 27 in the right hand stalls are provided with pinions 53 which engage worms 54. Worms 52 and 54 are also engaged, respectively, by gears 55 and 56 which, in turn are e11- gaged by gears 57 and 58. Gears 57 and 58 are txedly carried by shafts 36L and 36-R which are similar to shaft 36 and which carry clutch 38-L and 38-R, respectively. By this arrangement, when shaft 36 is in the solid line position of Fig. 3, clutch 38 engages clutch 38-L and rolls 26 will rotate upon rotation of rolls 25. When shaft 36 is moved to a central position in which the right hand edge of cylindrical gear 34 is at line x, clutches 38 and 40 will both be disengaged and, if motor RM is energized, only rolls 25 in the elevator floor will turn, and when shaft 36 is moved to the right so that the edge of cylindrical gear 34 is at line xx, clutch 40 will engage clutch 40-R, and rolls 25 and 27 will rotate together upon energization of motor RM.

Shaft 36 is shifted to its various positions by three solenoids 60, 62 and 64 which are best shown in Figs. 3 and 5. These solenoids are conventional and are so arranged that, when solenoid 60 is energized, shaft 36 and cylindrical gear 34 are moved to a central position in which all clutch elements are disengaged so that, when solenoid 62 is energized, the parts are shifted to the left and clutch element 38 will engage clutch elements 38-L and so that, when solenoid 64 is energized, the parts are shifted to the right and clutch 40 will engage clutch 40-R.

In order to protect the parts and to permit a car to be driven longitudinally of the building, as viewed in Fig. 2, that is to enable a car to enter at 18 or 20 and to exit at 22 or 24 cover plates 66 are used. These plates have been shown in Figs. 2 and 4 only and, for clarity of illustration, have been omitted from Figs. 1 and 3.

The structure thus far described operates as follows:

A car is driven through one of the gateways 18, 20, 22 or 24, onto one of the lower, car-parking stalls to either side of the elevator, which, in the illustration of Fig. 1 happens to be to the left of the elevator. Motor RM is next energizedto rotate roll 25 in the elevator floor and solenoid 62 is energized to shift shaft 36 to the left so as to engage clutch 38 with clutch 38-L and cause rolls 26 to rotate jointly with rolls 25. This transfers the car, sidewise, onto the elevator floor. At this point, motor RM is de-enerfized so that rolls 25 in the elevator floor stop rotating and solenoid 60 is energized to return shaft 36 to its central, neutral position. Motor EM is now energized so as to raise the elevator to the selected level. When the elevator registers with the desired oor, motor RM and solenoid 64 are energized so as to rotate rolls 25 and rolls 27 in a direction to transfer the car from the elevator floor onto the rolls in adjacent parking stall 18-R. The de-parking cycle, is step by step, the reverse of the cycle just described.

In order to provide for full automatic operation, l provide a control mechanism which is diagrammatically illustrated in Fig. 5. Since the structure and relationships of the control mechanism and its parts are closelv tied in with the parking and de-parking cycles, it is perhaps best to describe the control mechanism in terms of its operation.

The parking cycle-Fig. 54

Let it be assumed that main control switch 70 is in its central or oil position and that the arrival of the elevator at the car receiving level 10 has depressed arm 72 of switch R-S-Z to the lower solid line position of Fig. 1. In this position of arm 72 gaps S-l, S-3, S-S and S-7 are closed. At this point, switch D-L-l which controls drum rotating motor DM during the parking cycle is closed, Fig 5, and switch D-L-2 which controls motor DM during the de-parking cycle is deenergized because gaps M-l, M-2 and M-3 are open. Also terminals EU, ES, ED, RL, RC, RR, CL, CCvand CR are in contact with the insulated, or non-conducting surface of control drum D. It will be noted that drum D has two sets of contacts, those shown in solid lines for carrying out the parking cycle and those shown in broken lines for carrying out the de-parking cycle. These contacts will later be referred to and it is now merely pointed out that all these contacts are electrically connected, by wires not shown, to a conducting band 75. Also, drum D carries cam 1 at its left hand end for opening switch D-L-l at the end of the parking cycle, which takes place while the drum revolves through 180 and cam 2 at its right hand end for opening switch D-L2 at the end of the de-parking cycle, which takes place during rotation of drum D through the remaining 180.

With the parts in the condition stated, and with a car to be parked placed in the left hand car-receiving stall, as shown in Fig. 1, the attendant moves switch 70 to Park position, which is to the left, as viewed in Fig. 5, so as to close gaps M-2, M-4 and M6. This energizes motor DM through closed switch D-L-l and starts drum D rotating. At the same time, wires 76 and 77 are connected to supply lines 78 and 79. It will be understood that motor DM'drives drum D at the desired rate of speed through suitable reduction gears, not shown, so as to close or open the various switches in the desired order and at the desired speed. Conducting band 75 is constantly energized by terminal C, and as above stated, and through wires not shown, it' is electrically connected to and energizes the various other contacts on the surface of drum D, in the following order.

Initial rotation of drum D establishes contact between terminal 80 on the drum and terminal C-L of solenoid 62 so as to engage clutch 38 with clutch 38-L, in the manner above set forth, and thus integrate rolls 25 in the floor of the elevator with rolls 26 in the floor of lowest left hand car-receiving space in Fig. l. Contact is next made between terminal 81 on the drum D and terminal RR of solenoid 82 which actuates switch 83 to a position in which gaps R-2, R-4, R46 and R-8 are closed. Motor RM is now energized and rotates rolls 25 and 26, in unison, in clockwise direction as viewed in Fig. l, to transfer the car from the lower left hand car receiving space, sideways, onto rolls 25 in the elevator floor.

When the car has reached a predetermined position on the elevator floor, the weight exerted by the rear wheels of the car opens switch R-L-S (Fig. l) and stops motor RM to stop rotation of the rolls. It is to be noted that, as long as the elevator is on the street level, the circuit of switch R-L-2 remains deenergized and therefor the passage of the rear wheels of the car` over it is of no effect. As will be later on explained the reverse is true when the elevator is in any one of its upper positions when switch R-L-2 becomes energized and switch R4L-3 is inactivated. Further rotation of drum D establishes contact between terminal 84 on the drum and terminal RC of solenoid 85 so as to move switch 83 back to the off position in which gaps R-2, R-4, R-6 and R-8 are open.

Continued rotation of the drum D establishes contact between terminal 86 on the drum and terminal CC of solenoid 60 which now moves shaft 36 back to its central position and disengages clutch 38 from clutch 38-L. At this point the car is in the elevator, the rolls 25 and 26 are stationary and the elevator is ready to rise. This is done when, upon further rotation of the control drum D, contact is established between terminal 87 and terminal E-U of solenoid 88 to actuate switch 89 in a direction to close gaps E-2, E-4, E-6 and E-S. The elevator motor EM is now energized in a direction to lift the elevator. As soon as the elevator begins to rise, arm 72 is raised by spring not shown, to move switch R-S2 in a direction to open gaps S-1, S-3, S-S and S-7 and to close gaps S-2, S-4, S-6 and S8. When the elevator reaches its destination, which in this case is the forth and top floor, the roof of the elevator strikes and opens switch E-1-2 to de-energize motor EM and stop the elevator. At this point it is to be observed that the circuit shown in Fig. is that designed for parking a car in, and for bringing a car back from, a right hand stall on the fourth oor and that there is a similar circuit for each space on each floor. Also, limit switch E-L-2 is shown near the roof of the buildxng because the elevator is to rise to the top oor. Therefore, when the elevator is to stop at the third oor, for 85 18R into the elevator.

example, limit switch B-L-2 will be placed in a position to be actuated by the elevator when the oor of the latter is in registration with the third floor and so on for other floors.

Further rotation of drum D establishes contact between terminal 90 on the drum and terminal ES of solenoid 91 to actuate switch 89 in a direction to open gaps E-Z, E-4, E-6 and E-8 and thus de-energize motor EM. Contact is next established between terminal 92 on drum D and terminal CR of solenoid 64 to engage clutch 40 with clutch 40-R to integrate rolls 25 of the elevator with rolls 27 of parking space 18-R.

Further rotation of drum D brings terminal 94 on the drum into contact with terminal RR of solenoid 82 which now actuates switch 83 in a manner to close gaps R-2, R-4, R-6 and R-8 and energize motor RM whereby rolls 25 in the elevator floor and rolls 27 in the ffoor of parking stall 18-R are rotated together so as to transfer the car from the elevator to the parking space. As previously pointed out, the circuit of switch R-L-3 is now de-energized and therefore the passage of the rear wheels of the car over it has no effect. When the car reaches its predetermined position, the right rear wheel, as shown in Fig. l, will open switch R-L-4 and stop the rotation of the roll 25 and 27. By the time this has taken place, terminal 96 on drum D is brought into contact with terminal RC of solenoid 85 which now actuates switch 83 to its off position in which gaps R2, R-4, R-6 and R-8 are again open. Contact of terminal 97 on drum D with termnial CC of solenoid 60 which actuates shaft 36 to the central, neutral position, as viewed in Fig. 3, to disengage clutch 40 from clutch 40-R and thereby disconnect rolls 25 from rolls 27. To return the empty elevator to the street, or carreceiving level, contact is next established between ter minal 98 on the drum and terminal ED of solenoid 93 which actuates switch 89 in a direction to close gaps E-l, E-3, E-5 and E-7 and energize motor EM which now lowers the elevator. When the elevator reaches its lower position, as viewed in Fig. l, it moves arm 72 of switch R-S-2 to open gaps S-2, S-4, S-6 and S-8 and to close gaps S-l, S-3, S-S and S-7. By this time the elevator strikes and opens switch E-L-1 to stop motor EM. As the elevator comes to rest terminal 99 comes into contact with terminal E-S to energize solenoid 91 which actuates switch 89 in a direction to open gaps E-1, E-3, E-S and E-7. At this point cam 1 engages and opens switch D-L-1 which de-energizes motor EM and the entire control mechanism. The parking circle is now completed and the elevator is ready to receive another car to be parked. Switch is now preferably returned to its olf position.

The dez-parking cycle The de-park a car, that is, to bring a car down from space 18R for delivery to its owner, and, starting with the elevator in its lowermost position, as viewed in Fig. l and with switch D-L-1 open and switch D-L-2 closed, the operator moves switch 70 to De-Park position. This closes gaps M-l, M-3 and M-5 and again energizes motor DM to rotate drum D in the manner above set forth. Initial rotation of drum D brings terminal 100 into contact with terminal EU so as to energize solenoid 88 which will actuate switch 89 in a direction to close gaps E-2, E-4, E-6 and E-S and energize switch E-L-2 which in turn energizes motor EM. The elevator now rises and as soon as it leaves the street level position it is disengaged from arm 72 of switch R-S-Z which now moves to its upper position and opens gaps S-l, S-3, S-S and S7 and closes gaps S-2, S4, S-6 and S8. When the elevator reaches the desired oor, in this case the fourth oor, the elevator will strike and open switch E-L-Z and the elevator will stop. Further rotation of drum D brings terminal 101 into contact with terminal ES of solenoid 91 to move switch 89 to its olf position in which gaps E-2, E-4, E-6 and E-S are open. Contact of terminal 102 with terminal CR energizes solenoid 64 which engages rolls 25 of the elevator will roll 27 in parklng stall 18-R. By the time this is done, terminal 103 comes in contact with terminal R-L which energizes solenoid 87 which in turn actuates switch 83 in a direction to close gaps R-l, R-3, R-5 and R-7. Motor RM 1s now energized and rotates rolls 25 and rolls 27 in counter-clockwise `direction to transfer the car from space When lthe car reaches its assigned position on the elevator floor, the left rear wheel, as viewed in Fig. l, opens switch R-L-2 to deenergize motor RM and stop the rotation of rolls and 27. As previously stated, the circuit of switch R-L-3 is now de-energized and therefore the passage 0f the left rear wheel over it produces no effect. Next, contact is made between terminal 104 on the drum and terminal RC to energize solenoid 85 and actuate switch 83 to its off position in which previously closed gaps R-l., R-3, R-S and R-7 are now open. Contact of terminal 105 on drum D with terminal CC energize solenoid 60 so as to disengage clutch 40 from clutch 40-R in the manner described in connection with the parking cycle and the elevator is now ready to descend. This is brought about by contact of terminal 106 with terminal ED of solenoid 93 to actuate switch 89 in a direction to close gaps E-l, E-3, E-S and E-7 and energize motor EM. When the elevator reaches the loading and unloading level, it strikes arm 72 of switch R-S-Z and moves it from the upper broken to the lower solid line position of Fig. 1 so as to close gaps S-1, S-3, S-S and S-7 and to open gaps S-2, S-4, S-6 and S-8. At the same time the elevator also strikes and opens switch E-L-l and stops elevator motor EM. Engagement of terminal 107 with terminal ES energizes solenoid 91 which moves switch 89 to its off position in the manner above described. The car is transferred from the elevator back to the lower left hand receiving space first by the engagement of terminal 108 with terminal CL of solenoid 62 which engages clutch 38 with clutch 38-L and second, by engagement of terminal 109 with terminal RL of solenoid 87 which energizes switch 83 of motor RM to rotate roll 25 and 27 in counter-clock wise direction, all in the manner previously described.

When the car reaches its desired position in the lower left hand receiving space, its left rear wheel strikes and opens switch RL1 to stop rotation of the roll 25 and 26. During this lateral transfer of the car, the circuit of switch R-L-Z is de-energized and passage of the car over this switch produces no effect. Engagement of terminal 110 on drum D with terminal R-C energizes solenoid 85 which now moves switch 83 to its off position and engagement of terminal 111 on the drum with terminal CC energizes solenoid 60 to disengage clutch 38 from clutch 38L. As soon as this is done, cam 2 opens switch D-L2 and de-energizes motor DM and the entire control mechanism. Switch 70 is now moved to its neutral position and the apparatus is now ready to begin a new parking or de-parking cycle.

It will be understood that the control mechanism described is that which is operable to take a car to and to bring a car from stall 18-R and a similar circuit, except for appropriate re-location of limit switch E-L-Z, will be used for each of the other parking spaces. Thus,

to park a car in stall 18-R the attendant will throw a switch 40 which is marked 18-R. To park a car in stall 1,7-L, the operator will throw a switch marked 17-L and so on.

This application is a continuation in part of my application No. 252,831, filed October 24, 1951, entitled Car Parking Systems and now abandoned.

What I claim is:

1. A garage for automatically parking and de-parking cars in stalls at various levels, said garage including at least a first and second vertically and horizontally spaced stalls, a first set of rotatable rolls in the floor of said first stall, a first shaft having its axis normal to the axis of said first set of rolls, a first power transmitting assembly operatively connecting the outer end of said first shaft to said first set of rolls, a first clutch element carried by the inner end of said first shaft, a second set of rolls in the floor of said second stall, a second shaft having its axis normal to the axis of said second set of rolls, a

second power transmitting assembly operatively connecting the outer end of said second shaft to said second set of rolls, a second clutch element carried by the inner end of said second shaft, an elevator located between and vertically movable relative to said stalls, a first motor for raising and lowering said elevator, a first control means for activating and de-activating said first motor, a third set of rolls rotatable in the floor of said elevator and having their axis parallel to the :axis of the rolls in said stalls, a third shaft carried by the underside of said elevator and having its axis normal to the axis of said rolls, means mounting said shaft for movement in the direction of its axis, to a first, second and third position, a second motor carried by the underside of said elevator, a second control means for activating and de-activating said second motor, a gear driven by said second motor, said second control means including normally closed first and second limit switches located in said first and second stalls, respectively, each of said switches being opened by one of the rolls in the corresponding stall when said roll is subjected to pressure due to the outboard wheel of a car parked in said stall coming to rest on it, a third power-transmitting assembly operatively connected to said third set of rolls, a pinion fixedly carried by said third shaft and operatively engaging said gear and said third power transmitting assembly in all positions of said third shaft, a first complementary clutch element on the end of said third shaft which is adjacent said first set of rolls, a second complementary clutch element at the other end of said third shaft, a first solenoid carried by the underside of said elevator and operable, when energized, to move said third shaft to said first position in which said third shaft is coupled to said first shaft to rotate said first rolls, a second solenoid, also carried by the underside of said elevator and operable, when energized, to move said third shaft to said second position in which said third shaft is coupled to said second shaft to rotate said second set of rolls, a third solenoid, also carried by the underside of said elevator and operable, when energized, to move said third shaft to said third position in which it is disengaged from said first and said second shafts, separate electric circuits for energizing or de-energizing said solenoids respectively, and separate means for opening or closing said respective circuits in a predetermined order.

2. The structure recited in claim 1 in. which said first control means includes limit switches located in the path of movement of the elevator and operable by the arrival of said elevator to a given position to' deactivate said first motor.

3. The structure recited in claim l in. which said first clutch element and said first complementary clutch element are in the nature of mating halves, said mating halves being so constructed and arranged as to be mutually engageable, and disengageable, by relative axial and rotary movement of said first and third shafts and regardless of a slight misalignment of said clutch halves or of the axes of said shafts.

References Cited in the file of this patent UNITED STATES PATENTS 434,582 Corning Aug. 19, 1890 1,871,372 James Aug. 9, 1932 1,879,713 Scott Sept. 27, 1932 1,955,959 Harnischfeger et al. Apr. 24, 1934 1,969,002 Gleichman Aug. 7, 1934 2,670,860 Cogings Mar. 2, 1954 FOREIGN PATENTS 466,079 Germany Sept. 28, 1928 666,699 France May 28, 1929

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