US3295255A - Unidirectional traffic control - Google Patents

Unidirectional traffic control Download PDF

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US3295255A
US3295255A US346940A US34694064A US3295255A US 3295255 A US3295255 A US 3295255A US 346940 A US346940 A US 346940A US 34694064 A US34694064 A US 34694064A US 3295255 A US3295255 A US 3295255A
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arm
frame
slidable
element
arms
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US346940A
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Russo Angelo
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Russo Angelo
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    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01FADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F13/00Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/10Vehicle barriers specially adapted for allowing passage in one direction only
    • E01F13/105Vehicle barriers specially adapted for allowing passage in one direction only depressible by right-way traffic, e.g. pivotally; actuated by wrong-way traffic

Description

Jan. 3, 1967 A. RUSSO UNIDIRECTIONAL TRAFFIC CONTROL 2 Sheets-Sheet 1 Filed. Feb. 24, 1964 INVENTOR. A A/GEZ & @0550 BY firm-M A oe/v5 y Jan. 3, 1967 u s 3,295,255

UNIDIRECTIONAL TRAFFI C CONTROL Filed Feb. 24, 1964 2 Sheets-Sheet 2 INVENT'OR. I l/V654 V 20550 ATTQQA/EV United States Patent 3,295,255 UNIDIRECTIONAL TRAFFIC CONTROL Angelo Russo, 1377 Laveta Terrace, Los Angeles, Calif. 90026 Filed Feb. 24, 1964, Ser. No. 346,940 3 Claims. (CI. 49-49) The invention relates to a unidirectional traflic control device wherein traffic is permitted in one direction but prohibited in the opposite direction.

The invention is particularly useful as a safety device when installed across roads exiting from high speed highways, so as to prevent vehicles and the like from entering said exit roads, thereby avoiding the possibility of collisions with egressing vehicles.

This invention is also of particular use in parking lots. By installing this invention in parking lot exits, traffic could then be automatically permitted to egress from the parking lot but would be prohibited from entering same, thus allowing such an exit to be unattended.

The invention could also be utilized in parking lot entrances. The vehicle engaging portions of the device would be maintained in a depressed or inoperative position by suitable locking means during operating hours of the parking lot. When it is desired to prevent further ingress to the lot, the lock would then be removed and the vehicle engaging portions of the device would then be allowed to automatically elevate to their operative position, thereby preventing a vehicle from thereafter entering the lot.

As is evident from the foregoing, both the construction and the operation of the device are extremely simple, yet effective.

Accordingly, the principal object of this invention is to provide a simple, inexpensive device which permits only unidirectional trafiic flow.

Another object of the invention is to provide a unidirectional traffic control device which is automatically operated.

Still another object of the invention is to provide a unidirectional traffic control device which is capable of automatically readjusting from an inoperative to an operative position.

Other objects and advantages of the invention will become apparent from the following description taken in conjunction with the accompanying drawings, in which:

FIG. 1 is an elevational view of the device embodying the principles of the present invention, showing the device in a fully operative position and wherein the contact surface and slidable element attached thereto are comprised of a plurality of arms;

FIG. 2 is an elevational view of the device shown in FIG. 1, but having the contact surfaces depressed to an inoperative position;

FIG. 3 is a plan view of the device of FIG. 1;

FIG. 4 is a perspective View of the device shown in FIG. 1 showing the invention in a fully operative positlon;

FIG. 5 is a perspective view of another embodiment of the present invention shown in a fully operative position and wherein the contact surface and slidable element attached thereto are comprised of plates;

FIG. 6 is a perspective view of still another embodiment of the present invention shown in a fully operative position, wherein the contact surface and slidable element attached thereto are comprised of a plate and a plurality of arms, respectively;

FIG. 7 is a perspective view of another embodiment of the device of the present invention also shown at its fully operative position wherein the contact surface and the slideable element attached thereto are comprised of a horizontal bar secured to supporting arms and a plurality of arms, respectively;

FIG. 8 is a perspective view of another embodiment of the present invention showing the device in a fully operative position and wherein the contact: surface is a plate and the arm element which limits the pivotal movement of said contact surface is attached to the frame;

FIG. 9 is a vertical cross sectional view showing an alternate means for guiding the slidable element along the frame body, wherein the extremity of the slidable element is comprised of an arm and is not secured to the frame;

FIG. 10 is a perspective view of the alternate means for guiding the slidable element shown in FIG. 9 as viewed from the underside of the device; and

FIG. 11 is a perspective view of the alternate means for guiding the slidable element, as viewed from the top side of the device.

Referring more particularly to FIG. 1, the numeral 12 designates generally a body frame. The contact surface illustrated is comprised of an upwardly extending arm 13 having a contact edge 13a. Arm 13 is pivotally secured to frame 12 by pivot rod 14. As shown, arm 13 is provided with extension 13b and counterweight means 15. Arm 13 is pivotally secured to slidable arm element 16 by pivot rod 17. The opposite end of slidable arm element 16 is secured to slide rod 18 which is adapted to engage slot 19 provided by frame 12 in slidable association therewith.

FIG. 1 illustrates the unidirectional t-raflic control in a fully operative position, wherein contact arm 13 is fully elevated so as to prohibit traffic flow in the direction indicated by arrow A. Arm 13 may 'be initially at any intermediate elevation other than fully elevated position pro: vided that said arm is sufficiently elevated to be contacted by a wheel or the like of a vehicle so as to raise arm 13 to a fully elevated and operative position. Whether it is desired to initially maintain arm 13 in its fully elevated position or at an intermediate elevated position, the counterweight means 15 are adjusted in each instance so that the contact arm 13 is returned to its initial position upon the removal of a force exerted in the prohibited direction of trafiic flow. As illustrated in FIG. 1, counterweight means 15 are designed to return arm 13 to an intermediate initial position.

When arm 13 is fully elevated, slidable element 16 is at its maximum point of horizontal displacement whereby slide rod 18 is positioned at the extreme end of slot 19. It should be noted that the end 16a of slidable arm element 16 extends beyond the point of juncture of element 16 with slide rod 18 and is adapted to abut against the rear wall of frame 12 thereby providing additional means for limiting or stopping the horizontal movement of slidable element 16.

In FIG. 2, the device of FIG. 1 is shown in a fully depressed inoperative position which permits trafiic flow in either direction. However, as will be evident from the preceding and subsequent discussion, traffic flow in both directions can occur only if the device is out of operation, i.e. locked in a fully depressed position. If the device is in operation, trafiic flow is permitted only in a direction shown by arrow B in FIG. 2, since once the H force is removed from slidable arm element 16, the action of counterweight 15 will automatically cause contact arm 3 to elevate to the position shown in FIG. 1, thus prohibiting trafiic flow in a direction opposite to that designated by said arrow B.

It is then evident that if this invention is placed, e.g. in the entrance and/ or exit to a parking lot, it would be installed with the contact surface (as illustrated here 13a) facing outwardly of the lot. A vehicle attempting to enter the lot would, as described with respect to FIG. 1, be prohibited from entering same. However, a vehicle exiting from the lot would contact slidable arm element 16 simultaneously causing it to rotate forwardly and downwardly in the direction of the applied force. In FIG. 2, this would simultaneously cause arm 13 to also rotate forwardly and downwardly due to its pivotal interconnection with slidable arm element 16 by rod 17. As the forward end of slidable arm element 16 moves forwardly and downwardly, the opposite end of arm 16 moves forward in a horizontal direction to the forward end of slot 19 being guided therein by slide rod 18, which is slidably engaged therewith.

When the contact surface and slidable element are both depressed to substantially the position illustrated in FIG. 2, the vehicle is allowed to exit from the lot. After the force is removed from slidable arm element 16, the action of counterweight 15 causes the contact surface and slidable arm element to simultaneously and automatically elevate to their initial operative position whereby traffic flow in the direction of arrow A in FIG. 1 would again be prohibited. In the case of an automobile or other vehicle having a series of wheels or the like, the operating sequence of the invention would be repeated for each wheel.

FIG. 3 is a top plan view of the embodiment of the present invention shown in FIGS. 1 and 2 (but in the position of FIG. 2) illustrating a plurality of contact arms 13 and slidable arm element 16, it being understood that the principles of the present invention are the same whether the contact arm 13 and slidable element 16 are each comprised of a single arm or a plurality of arms.

FIG. 4 is a perspective view of the invention as illustrated in FIG. 3 having the corresponding elements similarly designated. FIG. 4 shows the invention elevated to an intermediate operative position.

FIG. 5 illustrates another embodiment of the present invention in which the contact surface is comprised of a flat plate 20 which is pivotally secured to frame 21 by pivot rod 22. The slidable element illustrated in this embodiment is comprised of a second flat plate 23 which is pivotally hinged to plate 20 by pivot rod 24. The opposite end of plate 23 is provided with a slidable rod 25 which is in slidable engagement with slot 26 provided by frame 21. The embodiment of this invention, shown in FIG. 5, operates substantially the same as does the embodiment illustrated in the prior figures. 'It should be noted that contact surface 20 is also provided with extension portion 20a and counterbalance means 26.

FIG. 6 is still another embodiment of the present invention, wherein the contact surface is comprised of plate 27 which is pivotally secured by rod 28 to body 29. The slidable element shown therein is comprised of a plurality of arms 30 which are pivotally secured to plate 27 by pivot rod 31 and are engaged at their opposite ends by slide rod 32 which is in slidable association with slot 33 of body 29. Similarly, contact plate 27 is provided with extension portion 27a which carries counterbalance means 34.

The fragmentary perspective view of the embodiment shown in FIG. 7 illustrates another embodiment of the present invention wherein the contact surface is comprised of a substantially horizontal bar 35. Said horizontal bar 35 is secured to support arms 36 in spaced relationship from pivot rod 37 which pivotally secures support arms 36 o frame 38. Slidable arms 39 are pivotally secured to bar 35 and may be provided at their opposite ends with any of the slidable securement means disclosed here'- in with relation to the frame 38. Support arms 36 are further provided with extension portion 36a which is, in turn, provided with counterbalance means 39.

FIG. 8 shows still another embodiment illustrating the principles of the present invention, wherein the contact surface is comprised of a flat plate 40 pivotally secured to body 41 by pivot means 42. As was the case with the prior embodiments, upon the application of a force to the side of plate 40 opposite the side from which projects extension portion 40a, plate 40 is depressed to an inoperative position and traffic flow is permitted in that direction. Upon removal of this force, the action of counterweight means 43 will cause contact plate 40 to return to an elevated and operative position, as illustrated in FIG. 8.

However, unlike the previous embodiments above described, restricting arm element 44 is permanently secured to body 41 at the rearward end thereof but is not secured to contact plate 40. Restricting arm 44 may be inclined as illustrated in FIG. 8, the angle sufficient to limit the rotational action of contact plate 40 at the desired predetermined position. When contact plate 40 is elevated to its fully operative position, either due to the action of the counterweight or the application of a force on the face thereof in a prohibited direction, stop means 45 then come into contact with restricting arm 44 and is thereby prevented from rotating further than this point of contact.

FIGS. 9, l0 and 11 illustrate an alternate means for guiding the extremities of the slideable element with respect to the body frame of the device. The guiding means illustrated in these figures consist of a channel comprised of a top wall 46 and bottom wall 47 and incorporate the rear wall 48a of body frame 48. Although the slidable elements illustrated in FIGS. 9, 10 and 11 are comprised of arms 49 which are interconnected by rod 50, it should be understood that all of the slidable elements herein disclosed may be adapted to perform in like manner. That is, the extremity ends 49a of the sliding elements 49 are not secured to the body 48 but are adapted to freely move in a horizontal direction within the channel guide means. Upper channel wall 46 and lower channel wall 47 restrict the vertical movement of slidable element 49. The rear wall 48a of body 48 limits the horizontal movement of the slidable element 49 and does not disengage itself from the channel guide means, upper channel wall 46 must extend forward a sufficient distance when the contact surface and slidable element are fully depressed into their inoperative position.

While several embodiments of the invention have been described, it is of course understood that the particular embodiments of the invention herein disclosed are for illustrative purposes only and that various changes may be made therein without departing from the principles of the invention or the scope of the annexed claims.

I claim:

1. A unidirectional vehicular trafiic control comprising:

a frame, horizontal guide means carried by said frame;

a plurality of first arms pivotally secured to said frame at a point located between the end extremities of said first arms and outwardly projecting therefrom, said first arms adapted to engage a body moving theretowards from one direction so as to limit said movement and adapted to be pivotally depressed into an inoperative position by a body moving theretowards from the opposite direction;

a second arm pivotally secured to said first arms, said second arm being in slidable engagement with said horizontal guide means carried by said frame; and

counter balance means secured to the lower extremity of said first arms for returning said first arms to their outwardly projecting position.

2. A unidirectional vehicular traflic control as described in claim 1, wherein said first arms have a plurality of second arms pivotally secured thereto, said second arms being in slidable engagement with said horizontal guide means carried by said frame.

3. A unidirectional vehicular traffic control comprismg.

a frame, said frame provided with a longitudinal slot;

a first arm pivotally secured to said frame at a point located between the end extremity of said first element and outwardly projecting therefrom, said arrn adapted to engage a body moving theretowards from one direction so as to limit said movement and adapted to be pivotally depressed into an inoperative position by a body moving theretowards from the opposite direction;

a second arm pivotally secured to said first arm at one side of said pivot juncture, said second arm being in slidable engagement with said slot of said frame;

counterbalance means for returning said first arm to its outwardly projecting position secured to said first arm at one end thereof opposite said pivot securernent juncture of said second arm with said first arm.

References Cited by the Examiner UNITED STATES PATENTS 6/1936 Gilman. 11/1874 La Baw 39--5 10/1916 Keenan 941 X 5/1924 Goodman 246-272 X 3/1926 Capra 18832 10/1926 Garcia 395 2/1928 Hodgkinson 39-5 X 5/1929 Brobeck 39-5 5/1932 Proper 39-6 9/1940 Evans 246- X 6/1941 Preston 395 X 3/1956 Genoe 39-5 5/1964 Neblett 39-5- 2 1965 Ohlhausen 395 FOREIGN PATENTS 3/1954 Canada.

HARRISON R. MOSELEY, Primary Examiner.

D. L. TAYLOR, Assistant Examiner.

Claims (1)

  1. 3. A UNIDIRECTIONAL VEHICULAR TRAFFIC CONTROL COMPRISING: A FRAME, SAID FRAME PROVIDED WITH A LONGITUDINAL SLOT; A FIRST ARM PIVOTALLY SECURED TO SAID FRAME AT A POINT LOCATED BETWEEN THE END EXTREMITY OF SAID FIRST ELEMENT AND OUTWARDLY PROJECTING THEREFROM, SAID ARM ADAPTED TO ENGAGE A BODY MOVING THERETOWARDS FROM ONE DIRECTION SO AS TO LIMIT SAID MOVEMENT AND ADAPTED TO BE PIVOTALLY DEPRESSED INTO AN INOPERATIVE POSITION BY A BODY MOVING THERETOWARDS FROM THE OPPOSITE DIRECTION; A SECOND ARM PIVOTALLY SECURED TO SAID FIRST ARM AT ONE SIDE OF SAID PIVOT JUNCTURE, SAID SECOND ARM BEING IN SLIDABLE ENGAGEMENT WITH SAID SLOT OF SAID FRAME; COUNTERBALANCE MEANS FOR RETURNING SAID FIRST ARM TO ITS OUTWARDLY PROJECTING POSITION SECURED TO SAID FIRST ARM AT ONE END THEREOF OPPOSITE SAID PIVOT SECUREMENT JUNCTURE OF SAID SECOND ARM WITH SAID FIRST ARM.
US346940A 1964-02-24 1964-02-24 Unidirectional traffic control Expired - Lifetime US3295255A (en)

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0283939A2 (en) * 1987-03-19 1988-09-28 Barrier Concepts, Inc. A vehicle security barrier
US5538358A (en) * 1995-06-08 1996-07-23 Scrimshaw; Laird S. S. Vehicular access control device
US6755599B1 (en) * 2003-04-29 2004-06-29 Randall L. Plyler Recessed wheel chock
US7435033B1 (en) 2008-01-16 2008-10-14 Esbenshade Gary M Vehicle diverting system
US8740495B1 (en) * 2011-04-19 2014-06-03 Secureusa, Inc. Shallow flush-mounted vehicle control barrier
US20150176232A1 (en) * 2012-06-19 2015-06-25 Raül USTRELL i MUSSONS Mechanism for reducing the speed of road traffic and corresponding speed bump
US10328910B2 (en) * 2017-08-30 2019-06-25 Aaron Edgeworth Collapsible chock assembly
US10407853B1 (en) * 2017-06-15 2019-09-10 Peter G Dunn Wrong-way vehicle prevention system

Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US156888A (en) * 1874-11-17 Improvement in railway-gates
US1203006A (en) * 1914-02-24 1916-10-31 Margaret A Keenan Apparatus for stopping vehicles.
US1494540A (en) * 1924-05-20 Git abb fob
US1577173A (en) * 1925-08-11 1926-03-16 Capra Benedetto Automatic vehicle stop for railroad crossings
US1603846A (en) * 1924-03-04 1926-10-19 Garcia Felice Anthony Stock guard
US1660559A (en) * 1928-02-28 Grade-crossing protector
US1714942A (en) * 1928-05-08 1929-05-28 Lawrence W Wren Gate
US1857868A (en) * 1929-10-14 1932-05-10 C L Trimble Dr Automatic crossing gate for railroads
USRE20006E (en) * 1936-06-16 Traffic
US2213308A (en) * 1936-10-29 1940-09-03 Grade Crossing Guard Corp Crossing protective system
US2244117A (en) * 1938-05-02 1941-06-03 Laurence A Preston Traffic monitor
CA500582A (en) * 1954-03-09 S. Stratton Glen Motor vehicle parking systems
US2737740A (en) * 1952-11-21 1956-03-13 Seymour R Genoe Parking space guard
US3134184A (en) * 1962-05-28 1964-05-26 Neblett Edward Roadway safety device
US3170258A (en) * 1962-05-11 1965-02-23 William T Ohlhausen Gate with automatic closer

Patent Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA500582A (en) * 1954-03-09 S. Stratton Glen Motor vehicle parking systems
US156888A (en) * 1874-11-17 Improvement in railway-gates
US1494540A (en) * 1924-05-20 Git abb fob
US1660559A (en) * 1928-02-28 Grade-crossing protector
USRE20006E (en) * 1936-06-16 Traffic
US1203006A (en) * 1914-02-24 1916-10-31 Margaret A Keenan Apparatus for stopping vehicles.
US1603846A (en) * 1924-03-04 1926-10-19 Garcia Felice Anthony Stock guard
US1577173A (en) * 1925-08-11 1926-03-16 Capra Benedetto Automatic vehicle stop for railroad crossings
US1714942A (en) * 1928-05-08 1929-05-28 Lawrence W Wren Gate
US1857868A (en) * 1929-10-14 1932-05-10 C L Trimble Dr Automatic crossing gate for railroads
US2213308A (en) * 1936-10-29 1940-09-03 Grade Crossing Guard Corp Crossing protective system
US2244117A (en) * 1938-05-02 1941-06-03 Laurence A Preston Traffic monitor
US2737740A (en) * 1952-11-21 1956-03-13 Seymour R Genoe Parking space guard
US3170258A (en) * 1962-05-11 1965-02-23 William T Ohlhausen Gate with automatic closer
US3134184A (en) * 1962-05-28 1964-05-26 Neblett Edward Roadway safety device

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0283939A2 (en) * 1987-03-19 1988-09-28 Barrier Concepts, Inc. A vehicle security barrier
EP0283939A3 (en) * 1987-03-19 1990-02-07 Barrier Concepts, Inc. A vehicle security barrier
US5538358A (en) * 1995-06-08 1996-07-23 Scrimshaw; Laird S. S. Vehicular access control device
US6755599B1 (en) * 2003-04-29 2004-06-29 Randall L. Plyler Recessed wheel chock
US7435033B1 (en) 2008-01-16 2008-10-14 Esbenshade Gary M Vehicle diverting system
US8740495B1 (en) * 2011-04-19 2014-06-03 Secureusa, Inc. Shallow flush-mounted vehicle control barrier
US20150176232A1 (en) * 2012-06-19 2015-06-25 Raül USTRELL i MUSSONS Mechanism for reducing the speed of road traffic and corresponding speed bump
US9410297B2 (en) * 2012-06-19 2016-08-09 Raül USTRELL i MUSSONS Mechanism for reducing the speed of road traffic and corresponding speed bump
US10407853B1 (en) * 2017-06-15 2019-09-10 Peter G Dunn Wrong-way vehicle prevention system
US10328910B2 (en) * 2017-08-30 2019-06-25 Aaron Edgeworth Collapsible chock assembly

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