US3368305A

US3368305A - Gate control system

Info

Publication number: US3368305A
Application number: US410574A
Authority: US
Inventors: Piekarski Leonard
Original assignee: Smyth Roston and Pavit
Current assignee: Smyth Roston and Pavit
Priority date: 1964-11-12
Filing date: 1964-11-12
Publication date: 1968-02-13
Anticipated expiration: 1985-02-13

Description

3 Sheets-Sheet 1 Filed NOV. 12, 1964 Feb. 13, 1968 PIEKARSKI GATE CONTROL SYSTEM 5 Sheets-Sheet 2 Filed Nov 12, 1964 Feb. 13, 1968 LHEKHSK. -3,368,305

GATE CONTROL SYSTEM Filed Nov. 12, 1964 3 Sheets-Sheet 3 United States Patent O 3,368,305 GATE CONTROL SYSTEM Leonard Piekarslri, Pomona, Califi, assignor, by mesne assignments, to Smyth, Roston & Pavitt, Los Angeles, Calif., a firm Filed Nov. 12, 1964, Ser. No. 410,574 15 Claims. (Ci. 49-70) The present invention relates to a parking lot entrance gate control system.

Parking lot entrance control systems in which a gate opens upon withdrawal of a ticket by a driver who has approached the gate with his car, usually are rather complicated mechanisms. One of the principal drawbacks of known parking lot entrance gate control systems are to be seen in the fact that they can be tampered with rather easily. The principal source of tampering is that the issuance of a ticket as a preliminary step for gate open control can be induced by any object, a pedestrian, a bicycle, or the like. Another drawback of the known system is that the tickets When issued, are issued at a high speed which has proved to be disadvantageous because in high humidity weather, tickets tend to tear.

The gate control system that is the object of the present invention is characterized primarily by simplicity of design, by establishing a tamper-proof system, by slow motion control and by the fact that only a car can cause operation of the system.

The system is characterized by an interlocked gate open and gate closed control circuit permitting, relatively speaking, slow motion control of the gate by a car and by the car alone, respectively when approaching and when receding from the gate.

Principal sensing units of the inventive system are two magnetic detectors positioned respectively in front and behind the gate at a position from each other which permits energization of but one of them at a time. The positioning is preferably selected so that the detector units are shielded from external influences, which can be done by submerging these detector units into the pavement of the entrance driveway of the parking lot.

The detector units are of the type in which permanent magnets are suspended permitting rotary motion and governing a switch. Normally, these magnets are aligned with the earths magnetic field, but when a car approaches either of them the magnet deflects due to interaction of the magnetic field emanated by the car when in suflicient close range, with the magnet of the detector unit. The switch of such magnetic detector unit is, therefore, actuated when and as long as a car is in its range.

The detector unit that is positioned to monitor the approach of a car to the gate controls a ticket spitting mechanism which includes a ticket type advancing wheel set into slow motion by an oscillator type motor. This motion is initiated upon a response of the approach side detector unit. The circuit governed by the approach side detector unit is, furthermore, of the self-locking type, which means that once a car has entered the range of the approach side detector, the latter responds and blocks itself for further response by latching a relay to keep the ticket spitter motor running for one step as defined by locking ticket metering devices. The slow motion of the ticket spitter is interrupted when the step is completed by issuing one ticket. Upon withdrawal of a ticket by the driver, a gate open control circuit, initially prepared for operation by the latching relay mentioned above, is now energized causing the gate to open.

The gate is itself controlled by an electromagnet coil having a mechanical slow motion output to permit relative slow motion gate opening without interpositioning of a gear box. In particular, the coil for gate open control may be part of a slow motion oscillator type motor, havice ing its rotor output directly coupled to the shaft for pivoting the gate. A limit switch terminates the gate open control when the gate is opened.

Alternatively the gate open control coil may be used to energize a plunger linked directly to the shaft to slowly open the gate, which slow motion may be dampened by a fluid cushioning type cylinder. After the gate has opened the driver proceeds with his car, and after the car has cleared the gate, his car enters the range of the second detector which is of the same magnetic type mentioned above and which performs two functions. It first establishes again responsiveness of the first detector, and, secondly, it controls a second coil which in a similar but inverse manner now controls the closing of the gate.

While the specification concludes with claims particularly pointing out and distinctly claiming the subject matter which is regarded as the invention, it is believed that the invention, the objects and features of the invention, and further objects, features, and advantages thereof will be better understood from the following description taken in connection with the accompanying drawing, in which:

FIG. 1 illustrates a perspective view of the general layout of a gate control system in accordance with the present invention;

FIG. 2 illustrates somewhat schematically a circuit network for controlling the gate control system shown in FIG. 1;

FIG. 3 illustrates somewhat schematically a ticket spitting mechanism controlled by the circuit shown in FIG. 2;

FIG. 4 illustrates a modification of the circuit shown in FIG. 2 and incorporating a modification of the ticket spitting mechanism shown in FIG. 3;

FIG. 5 illustrates somewhat schematically a gate con trol device finding utility in the system shown in FIG. 1 and being controlled by a circuit such as shown in FIG. 2;

FIG. 6 illustrates a detail in the gate structure;

FIG. 7 illustrates somewhat schematically a general layout of a modified ticket spitting mechanism for the system shown in FIG. 1; and

FIG. 8 illustrates a modification of the circuit network shown in FIG. 2 to accommodate the modified device shown in FIG. 7.

Proceeding now to the detailed description of the drawing, in FIG. 1 thereof is shown in perspective view the general layout of an embodiment in accordance with the invention. What is shown in particular is a driveway 10 which is a part of an entranceway to a parking lot, a parking building, or the like. Of course the driveway 10 can also be considered as part of a toll road, bridge approach or the like. This road 10 is governed by a gate comprised of a post 11 for pivotally supporting a gate arm 12 which when closed extends across the driveway 10 and is balanced by a weight 13 in the usual manner.

In the gate approach section of the road 10, and underneath the pavement thereof, there is mounted a magnetic detector unit 14 of the type shown and disclosed in applicants copending application S-er. No. 395,747 (filed Sept. 11, 1964). A similar detecting unit 15 is positioned in the pavement of road 10 away and on the other side of gate 12.

Detector units

14 and 15 are positioned in such a manner that the unit 14 is rather close to the gate 12, and, particularly, the unit 14 must be positioned to be remote from other traffic. The driveway 10 will usually branch off a main road, and the unit 14 must be positioned not to be energized by cars passing on the main road. On the other hand, unit 15 must be positioned sufficiently far away from the gate 12, so that a car will not influence this unit 15 until it has passed through the gate 12 when opened.

The post or support trestle 11 houses the means for moving the gate 12 up and down. This will be explained more fully below. A box 16 is positioned close to the gate and within reach of a driver in a car which has approached the gate. Box 16 houses a ticket spitter device capable of issuing tickets through a window 17 when an approaching car has energized the detector unit 14. The unit 16 is also mounted on a post, and it may contain the circuit logic controlling the up and down movement of gate 12 as well as the circuit network processing the signals resulting from response of the

detector units

14 and 15.

Operation of this gate control will be understood best from the description of FIG. 2 showing a first example for a circuit network which operates the gate control in response to signals developed by the detector units 14 and 15'. A voltage source RS feeds a first transformer 21 pertaining to the approach detector unit 14, but it may of course be housed in the case 16 shovhl in FIG. 1. The primary circuit of transformer 21, however, is governed by a blade, normally closed, of a normally unenergized relay 22.

The transformed secondary voltage is applied to a rectifier 23 feeding a transistor amplifier circuit 24. The detector unit 14 governs the base electrode of this transistor 24. The magnetically operated contact 14 is normally disengaged from stationary contact 14". The 'base circuit of this transistor is normally biased for suppressing any collector current until the detector unit 14 applies negative operating potential to the base electrode of transistor 24. Upon approach of a car in driveway 10, the contact 14' is deflected for a response of detector unit 14. Closing of

contacts

14 and 14" drives a collector current through transistor circuit 24 and through a small relay 25.

The operating contact 25-1 of relay 25 governs relay 22. A second contact 25-2 of relay 25 governs directly a ticket spitter release solenoid 30, which, as will be described more fully below, controls the issuance of but one ticket at a time through the window 17 in the box 16 (FIG. 1). Additionally, the contact 25-1 of relay 25 governs ticket spitter motor 31 which sets the ticket spitter mechanism into motion when released by solenoid 31). The solenoid 3b is energized only for as long as relay 25 is energized and has its operating contact 25-2 closed, which ticket spitter motor 31 remains energized via blade 22-1 after and as long as relay 22 responds. Relay 25 initiates also energization of ticketspitter motor 31, via relay 22. The blade 22-1 of relay 22 connects the motor 31 to the voltage source terminals RS for as long as relay 22 remains energized and independent from relay 25.

As will be described more fully below, a normally closed limit switch 32 is opened by the ticket ejected by the ticket spitter. This limit switch 32 is connected in series With a contact blade 22-3 which is normally open, but is being closed upon energization of relay 22. These two contacts are further connected in series with a normally closed limit switch 37, and all these three contacts, i.e., 22-3, 32 and 37, are connected in series with an energizing coil 36.

This energizing coil can have different configurations. In its preferred form this coil 36 is the stator coil of a low-speed pulsating or oscillating type motor. An example of this type of motor is traded under the name of Enercon; it operates by translating pulsating DC. or low frequency cycle A.C. into slow rotary motions (20 rpm. or the like). The rotary shaft of this type of motor is connected to the shaft 18 for moving the gate 12 up.

Thus, when a car approaches the gates 12 on the driveway 10 (FIG. 1), the unit 14 is energized to control the transistor 24 to conduction and to energize relay 25. Upon energization of unit 14, therefore, relay be comes energized. Relay 25 when energized closes its two contacts 25-1 and 25-2 to energize the following three elements; first, the relay 22 is energized and remains energized through its contact 22-1 when closed. Second,

the ticket spitter solenoid 30 is energized temporarily and for the duration of the energization of relay 25 to release the ticket spitter mechanism, and thirdly, the ticket spitter motor 31 is energized and remains energized for as long as the relay 22 is in the energized position. The energization of relay 22 causes contact 22-2 to open and transformer 21 deenergizes. After transformer deenergization, the collector current through transistor 24 is interrupted, relay 25 denergizes and opens its contacts 25-1 and 25-2; the ticket spitter solenoid 30 is being deenergized accordingly.

Since relay 22 holds over contact 22-1, the motor 31 remains energized. The relay contact 22-3 of relay 22 closes as preparatory step for energizing coil 36. The two

contacts

32 and 37 are normally closed, but the ticket in the first phase of its ejection interrupts the circuit for the coil 36. After withdrawal of the ticket by the driver whose car caused the unit 14 to respond, the limit switch 32 closes again, and now an energization circuit is established for the coil 36. If a motor of the type described above is used, the gate now opens relatively slowly until it has reached the open position. When the gate has reached the upper or open position, the limit switch 37 responds and opens the circuit again thereby interrupting energization circuit for the coil 36. 7

At this point the circuit remains at a state in which relay 25 is deenergized and cannot be reenergized, because the transformer circuit supplying power to relay 22 as well as to the transistor 24 is interrupted. The relay 22 is energized, and it remains energized until its holding circuit is being interrupted from a relay 52 to be described more fully below and pertaining to the second detector unit. The energization circuit for coil 36 is interrupted, because the gate is open which is signaled by the open limit switch 32. The ticket spitter motor 31 is still running, but the release solenoid 30 is being deenergized which in fact means that the ticket spitter mechanism is arrested even though the motor 31 is running, but it is stalled. Thus, a slow motion Enercon-type motor will preferably be used also for motor 31 since stalling will not overheat this type of motor. No change in the network is possible until the relay 52 has responded to interrupt and deenergize relay 22.

Proceeding now with the description of the second detector network which is governed by the magnetic detector unit 15. Unit 15 is of the same type as the unit 14 and is placed behind the gate. This unit 15 can only be, energized if the driver of the car, first, removes a ticket from window 17 and thereby causes the gate 12 to open; and second, drives the car under the open gate 12 and into the range of the detector unit 15.

The detector circuit network governed by this unit 15 is very similar to the one operated by the detector 14. There is provided a transformer 41, a rectifier diode 43, and a transistor circuit 44 having its base electrode connected to the magnetic detector unit 15. When unit 15 responds to the approach of a car, a collector. current flows through transistor 4,4 and through a small relay 45. It will be, observed that the transformer and particularly the primary circuit of the transformer 41, is permanently connected to the voltage source terminals RS, so that this detector unit and its circuit network is always biased for operation.

The operating contact 45-1 of the small relay 45 when closed causes the energization of relay 52. Relay 52.

governs a blade 52-1 which when closed is connected in series with a limit switch 57. Limit switch 57 is open as long as the gate 12 is closed, but switch 57 closes during the gate opening procedure, during the gate opening position and during the gate closing action prior to completion thereof. Thus, at the time relay 52 responds, the gate 12 is open and contact 57 is closed thereby permitting the establishing of a holding circuit for relay 52.

A contact 52-3 of relay 52 governs an operating circuit for a coil 5a. This coil 56 pertains to a second motor, for

example, of the Enercon type outlined above, but being coupled to the shaft 18 in such a manner that the gate closes when coil 56 is energized. Of course, when the gate 12 is closed, the limit switch 57 opens thereby interrupting the circuit for motor or driver coil 56. The two motors respectively governed by the two coils 36 and 56 can be directly coupled to the shaft 18; one-way clutches do not have to be interposed since the open and closed position limit switches prevent concurrent energization of both motors. Thus these motors may operate the same shaft and energiz-ation of coils 36 and 56 is possible only in alternating modes.

The contact 52-2 governs the energizing circuit for the relay 22 as stated above. Upon response of detector 15, the detector 14 is thus being re-enabled, since release of relay 22 is required so that power can be applied again to input transformer 21 of unit 14. Furthermore, the ticket spitter motor 31 is deenergized therewith.

The gate closing procedure governed by the coil 56 is independent from the energization of relay 45. Thus, even if a car recedes from the range of detector 15, the relay 52 will denergize only after limit switch 57 is opened, and, thereafter, when the gate really is completely closed, the coil 56 deenergizes, and the entire device is in a state permitting repetition of the operation. Relay 22 is energizable again only after the gate 12 is completely closed. A new gate opening (coil 36 energized) by and for a second car requires that the gate be completely closed first after the first car has passed through. Should because of heavy traffic, a car enter the range of the first detector 14- at a time when the gate 12 is still moving down, the closing of the energization circuit of relay 22 by operation of energization of relay 25 remains ineffective because the energization circuit proper for relay 22 is governed by the contacts 52-2 of relay 52, which in turn remains open for the duration of the gate closing procedure. Thus, in this instance, the transformer circuit for transformer 21 is not being interrupted immediately by the approaching (second) car, but the signal stands on, i.e., the relay 25 remains energized, until the gate 12 has closed, and relay 52 is deenergized. An energization circuit for relay 22 can be established only thereafter. Relay 22 responds after gate closing and interrupts the transformer circuit for transformer 21 and only then can the cycle be repeated.

It has been found, that a car when passing through the gate, and even when accelerating at a high rate, is usually longer in the range of the detector 15 than is necessary for the closing of the gate. In other words, the detector 15 and the relay 45 remain energized for a period of time that exceeds the duration of closing the gate, so that the limit switch 57 has opened already when relay 45 still is energized and still energizes directly relay 52. This, of course, is a matter of proper positioning of unit 15, so that the car when receding from the closing gate energizes the unit 15 long enough. In this case, the holding or latching contact 521 can be omitted, and the relay 52 does not have to be of the self-latching type.

Since only the polarized magnetic field of a car approaching the gate is capable of actuating the

detectors

14 and 15, the closing and opening of the gate is possible only by a car, and no tampering will cause the gate to open, nor is any accidental opening possible. Bicycles or any other metallic objects brought into the range of the

detector units

14 or 15 will not cause any kind of response thereof.

It will be appreciated that basically a similar circuit can be employed for purposes of having a gate controlled by a coin. In this case there would be no ticket spitter motor 31 nor a release solenoid 30, but the switch 32 which in the above described embodiment is being closed by the withdrawal of a ticket, will be closed upon the insertion of a coin. Relay 52 may cause a latch or the like for the coin to drop into the coin basket after the car has passed, causing thereby the coin operated contact (32) to open 6 again, to be reenergized only by the next car approaching the unit 15. All other circuit networks will be the same.

Proceeding now to the description of FIG. 3, the ticket spitter device is shown somewhat schematically and only as far as relating to the elements shown in FIG. 2. The elements shown in FIG. 3 are, of course, housed in box 16 shown in FIG. 1 and in relation to the window 17 from which the tickets may be withdrawn. The principal ticket advancing element is a sprocket wheel type element 60 having radially outwardly projecting studs such as 61 which are disposed along the periphery of wheel 60. These studs are arranged at a distance commensurate with the size of the ticket, and it is basically presumed that the tickets have two holes each for gripping by the sprocket wheel.

Normally, a ticket projects almost but not quite to the Window 17. A continuous supply of tickets is provided in abasket 63 containing a ticket tape 62 folded in a meander type fashion. The respective end of the tape is gripped by the sprocket wheel 60 to be transported towards the window 17. An arm 64 is urged by a weight 65 into proximity of the ticket tape so that the tickets are being properly gripped by the wheel and maintained in position until permitted to leave the wheel for passage through the window 17.

The wheel 60 is being driven by the motor 31 mentioned above and which preferably is of the same slow speed type mentioned above. The rotor of this motor 31 directly drives the shaft 67. The wheel 66 is mounted directly on shaft 67. The solenoid 30, also mentioned above, operates a plunger 68 which is biased by a spring 69 to normally push the head of plunger 68 into one of three openings 70 provided in one of the faces of wheel 60. Upon energization of solenoid 30, the head of plunger 68 is withdrawn from the respective opening and since, as will be recalled, the motor 31 is being energized concurrently thereto, the wheel 60 is then reeled out of its previous position.

It will be recalled further that solenoid 30 was energized only temporarily, but at the time of solenoid deenergization (relay 52, FIG. 2) the wheel 60 has already left its previous position so that the plunger 68 does not return into a hole 70 but is now urged by spring 69 against the front face of this wheel 60. After the wheel 60 has rotated which, for example, is the rotation necessary to move out one ticket, the next hole 70 approaches the plunger 68, and its head is pushed by the spring 69 into this hole, and stops the wheel 61) instantaneously. At that time, the motor 31 is still on but is stalled until being turned off later on. By cam operation or otherwise it is then possible to operate a cutter 71 together with a time stamp or the like in a manner known from ticket spitter devices and does not have to be repeated here. It can also be seen that the ticket when having entered and passed through the window 17 actuates the limit switch 32 for the purposes which were outlined with reference to FIG. 2.

The system described above can be modified in several respects. Particularly, the circuit network described with reference to FIG. 2 and cooperating with the ticket spitter mechanism shown in FIGS. 3 and 4 is susceptible to difierent modifications, one of them is shown in FIG. 4. Before describing FIG. 4, it should be mentioned that if the motor 31 is of the Enercon type mentioned above, it is not only stallable, but capable of instantaneous stopping, which means it can come to a full stop after a stop command signal in a time less than it takes its rotary output to rotate by half a degree. Therefore, the solenoid 30 in FIG. 2 can be omitted, and the ticket spitting mechanism can then be controlled strictly by turning motor 3-1 on and off.

In order to monitor the rotation of the wheel 60 by one step, other than by solenoid controlled braking action, it is advisable to have the projections 61 spaced angularly at a distance which is equal to the length of one ticket,

and .notto the length of half a ticket as shown in FIG. 3. In this case, furthermore, there is provided a light barrier comprised of a light source '72 (see PEG. 4) with a mask 72 for concentrating a light :beam axially along the periphery of the wheel 60. In view of the regularity of the design of the wheel, it is possible to have this light barrier located conveniently at such a position that any lug or projection 61 will interrupt the light barrier precisely after issuance of one ticket. Thus, the mechanical system shown in FIGURES 3 and 4 simply can be modified in that the solenoid 30 with plunger 68 and spring 69 be omitted which makes also the apertures 70 superfluous. Since lamp 72 and mask 72 are both very small, no problem arises as to their placement. The light beam from lamp 72 is monitored by a photoelectric cell or photoelectric resistor 73.

The circuit network shown in FIG. 4 only shows the modifications of the network shown in FIG. 2 as fas as necessary for processing the output signal of resistor 73 and for controlling the ticket spitter motor 31. It should be mentioned that the two

detector units

14 and 15 with transistor and transformer biasing network remain the same, and the gate closing control circuit including relay 52 and coil 56 etc. also remain the same. The modification affects only the operating circuit of the relay 22. In particular, the relay 22 is provided with an additional contact 22-4, now individually governing ticket spitter motor 31 together with a second limit switch 32. It will be recalled that the ticket spitter limit switch 32 is normally closed but opens when a ticket enters the window 17. The

second limit switch 32 is placed next to switch 32, and

switch 32 is also normally closed when there is no ticket in the window; switch 32 is also opened by the progressing ticket. Thus, upon initial response of relay 22, the contact 22-4 closes and a series circuit is provided for motor 31 and for as long as the limit switch 32' is closed; ticket spitter 31 starts to run. The continuing energization of motor 31 is ensured by a relay 74 connected in series with the photo resistor 73.

The photo resistor 73 is positioned so that when the light from the light source 72 is not interrupted by any projection 61 of the wheel 60, the resistance of resistor 73 is lowered to such an extent that an energization circuit can flow through the relay 74 causing it to respond. If the light barrier is interrupted by a projection 61, the resistance of resistor 73 is high thereby preventing energization current to flow through relay 74, and the relay 74 will open its operating contact 74-1. The other operating contacts of relay 22 such as the contacts 22-2 and 22-3 as shown in FIG. 2 perform the same function also in this modification, and therefore have not been shown in detail.

Normally, the motor 31 is in stopping position. Since the stopping of the motor 31 is practically instantaneous and is caused by the interruption of the light barrier by a projection 61, the light barrier remains interrupted for as long as motor 31 is at standstill. Thus, in the normal position and .state, a projection 61 blocks the path be- .tween the light source 71 and the photo resistor 73, and

no energization current flows through the relay 74 accordingly. In operation, it will be appreciated that the relay 22 will respond only after a car has entered the range of the approach side detector unit 14, provided no car is in the detector range of the other detector unit (15). In this case, the relay 22 will respond as afore-descrihed, thereby closing among others the contact 22-4. The limit switches 32 and 32 are closed since at that moment no ticket is being issued.

With closing of contacts 22-4, the motor 31 starts to run causing advance of a ticket. This ticket, on one hand, will soon interrupt and open the limit switches 32 and 32'. Additionally, the light barrier interrupting lug 61 is removed from this light barrier, and the light can reach the photo resistor 73 causing relay 74 to energize and to maintain energization of motor 31. Care, of course, should be taken that the limit switch 32' Will not open until the lug 61 has receded from the light barrier. Motor 31 runs for issuing a ticket until the next lug interrupts the light barrier whereupon the motor 31 comes to a complete stop and at a position in which the projection 61 causing the stop, remains in a position in which no light reaches resistor 73. This completes the operating cycle for this embodiment.

It will be recalled that the coils 36 and 56 shown in FIG. 2 serve for purposes of controlling up and down movement of gate 12. It will be recalled further that the preferred control elements of this type are slow speed motors mounted to operate on the same shaft 18 which is used to pivot the gate arm 12. An alternative way of operating the gate arm is shown in FIG. 5, showing the shaft 18 connected to a double arm rocking lever having its two arms respectively linked to

plungers

81 and 32 pertaining to

solenoids

83 and 84, respectively. These solenoids may have the coils 36 and 56 as shown in FIG. 2 as their respective energizing coils. A hydrocheck piston 85 may be used to slow down the movement of the double arm lever 80, and, therefore, of the gate 12, to prevent too rapid up and down motions.

In cases the gate arm should be equipped with means which prevents destruction of objects accidentally in the path of the gate when closing or when opened. For example, persons who accidentally or by negligence happen to be in the range of the arm 12 when coming down should be protected. Therefore, as shown in FIG. 6, the arm 12 is comprised of two portions 12' and 12" positioned to provide a flush lever arm configuration and having respectively abutting faces of similar size and contour. Shear pins 86 and 87 are respectively guided in loops 88 and 89', but the pins are secured at points 90 and 91. Should for some unforeseen reasons the gate arm 12 meet an object, then the shear pin 87 will slide out of its loop 89 while the pin 86 will slide more into the loop 88 and shear off. If the gate arm hits an object from below, the pin 86 will slide out of the loop 87 and will shear oil.

It will be recalled, however, that this safety measure is not needed in case the gate is being operated by these low speed motors of the type mentioned above, because upon a meeting of resistance these motors will stall and will not continue to exert torque upon the object impeding further rotation.

In FIGS. 7 and 8 there is illustrated another modification for the gatecontrol system involving primarily the ticket spitter. Again there is provided the ticket basket 63 containing an extended tape out of which the tickets are to be cut. The tickets are first fed onto a table to be transported by a corrugated drum 101 driven by a slow motion motor 31 of the Enercon type which performs the same function as was mentioned above. An idler roller 102 by its weight insures contact of the ticket tape 62 with the transport roller 101.

The tape 62 is then transported into a first chute 103 having an opening 104 and a conveniently located transverse passageway 105. A photo resistor 73 which is of the same type as the one mentioned above, monitors this slot 105, and a light source, such as a lamp 72, is positioned to monitor the passage of the holes in the ticket tape 62. Tape in chute 103 blocks the light passage, but a hole in tape 62 permits light to reach resistor 73. The end of this chute 103 finds a window into which can be moved a cutter 106 operated by a solenoid 107. As will be described more fully below the photo resistor 73 is electrically connected in series with the solenoid 107. In addition, the solenoid 107 moves a plunger 108' which is capable of urging a ticket against a printing device 109, for example, printing date and time onto the ticket. The ticket tape 62 before being cut by the cutter 106, is transported into a second chute 110 to move towards the window 17 out of which a cut ticket can be withdrawn in a manner heretofore described. Two juxtaposed limit switches 32 and 11 monitor passage of a ticket and particularly of the leading edge of the transported ticket tape. Upon operation, the motor 31 is being energized for advancing the ticket tape 62 into the chute 103 and towards chute 110. As will be described with reference to FIG. 8, as soon as the photo resistor 73 detects a hole in tape 62, it energizes the solenoid 107 for concurrently cutting a ticket off the tape and printing on the ticket cut the time, date, etc. The movement of the plunger of solenoid 107 out of the resting position is monitored by another switch 112. The plunger is of the "feed through type, and its rear end engages the switch 112 when the solenoid is not energized. Withdrawing a ticket from window 17 is monitored by

switches

32 and 111 for purposes to be described with reference to FIG. 8.

Proceeding now to the description of FIG. 8, it can be mentioned that many of the circuit elements are similar to circuit elements shown in FIG. 2. In particular, the de tector

units

14 and 15 together with their respective biasing circuits have been omitted, because they are the same as in the embodiment shown in FIG. 2. Also, the entire gate closing control circuit is the same as shown in FIG. 2 including the modifications described above. The differences in this embodiment revolve around the gate opening and the ticket ejecting control.

As best tie-in to the circuit shown in FIG. 2, there is shown in FIG. 8 the relay 25 which is energized by the approach side detector unit in exactly the same manner as was outlined above. Blade 25-1 of relay 25 governs also the relay 22 having additionally its energizing circuit proper controlled by the contact 52-2 which pertains to the gate close control relay .52 shown only in FIG. 2. The holding circuit of relay 22 may comprise the holding contact 22-1 or this relay may be of the latching type with an unlatch circuit to be controlled by the relay 52. This relay 22 has also the contact 22-2 which governs the transformer and energizing input circuit for the approach side detector (14) which transformer was designated in FIG. 2 with reference numeral 21.

The output circuit of relay 22 as far as the gate opening control is concerned is also the same as that of FIG. 2, see contact 22-3.

Turning now to the differences, the second contact 25-2 of the detector output relay 25 controls another relay 113 having three contacts 113-1, 2, -3. Contact 113-1 is connected in series with the ticket spitter motor 31. Additionally, this contact 113-1 governs the circuit for the lamp 72 which additionally is connected in series with the limit switch 111 of the ticket spitter window (FIG. 7). This limit switch 111 is positioned in the chute 110 in such a manner that it is normally open, but when a ticket enters and passes through chute 110 the limit switch 111 closes and reopens only upon withdrawal of the ticket. This is the opposite mode of operation as far as the concurrently actuated limit switch 32 in chute 110 is concerned, because limit switch 32 is normally closed but is pushed open by a ticket when in chute 110.

The blade 113-1, furthermore, governs the solenoid 107 which is connected in series with the photo resistor 73. The

elements

31, 72 and 73 and 107 are additionally governed by a blade 22-4 of relay 22. The second contact 113-2 of relay 113 governs the holding circuit for relay 113. Additionally, this holding circuit is governed by the limit switch 112 which is normally closed, but it is opened when the plunger of solenoid 107 is moved for response. The third blade of relay 113, which is contact 113-3, governs the solenoid or motor coil 36 for the gate opening control and in addition to contact 22-3.

The gate operating coil 36 is, furthermore, of course governed by the limit switch 37 responding to the completed opening of the gate which is the same type of operation as was described above. Thus the gate opening control is similar to FIG. 2 as far as

switches

32 and 37 and relay 22 are concerned, but additionally here the energization of coil 36 is under control of the relay 113. The con- 10 tact 113-3 is normally closed but is opened for the duration of the response of relay 113.

The device as described thus far operates as follows. It may be assumed that a car has entered the range of the approach side detectors so that relay 25 has responded. It is further assumed that a car which has previously passed through the gate has proceeded sufficiently far so that the contact 52-2 is closed. Thus, response of relay 25 energizes relay 22 which then holds over its own circuit blade 22-1 or latches, and by opening of contact 22-2 the circuit for transformer 21 is interrupted. Relay 25 thus responds only for a short duration, and for this period of time, blade 25-3 closes to energize relay 113. This relay now holds over its own circuit particularly blade 113-2 thereof, because limit switch 112 is presumed to be closed, solenoid 107 is not energized.

Normally, contact 22-3 is open and contact 113-3 is closed; energization of relay 25 provides concurrent energization of

relays

22 and 113 so that contact 22-3 closes a preparatory step for energization of coil 36, but contact 113-3 opens so that the coil 36 still does not energize.

Relays

113 and 22 further close their contacts 113-1 and 22-4, respectively, and motor 31 starts to run. In the position out of which the motor 31 starts for advancing tape 62, there was a hole in the ticket tape 62 in optical alignment with lamp 72 and photo resistor 73. However, at this point there is no ticket in chute 110 because the previous ticket out was withdrawn, which means that the limit switch 111 is open. Thus, no light is emitted by the lamp 72, and no light stimulates photo resistor 73. Solenoid 107 remains unenergized even though contacts 22-4 and 113-1 are closed. Thus, as far as the solenoid 107 is concerned, the closing of the contacts 113-1 and 22-4 is of no avail.

Now the tape 62 is advanced by motor 31 and

drums

101 and 102 and soon the tape enters chute 110. At this time the hole which was in optical alignment with

elements

72 and 73 is removed. The leading edge of the ticket tape yet uncut actuates the limit switches 32 and 111. Switch 111 closes and the lamp 72 lights up. Ticket material in chute 103 blocks the light path, so that the resistor 73 still remains high ohmic and no energizing current flows into the coil of solenoid 107. Also, limit switch 32 opens. As will be seen, the energization of the gate closing control 36 will finally occur when upon withdrawal of the ticket the limit switch 32 closes again.

The length of the ticket tape to be advanced is metered by the light barrier set up by the lamp 72. As soon as the next hole in tape 62 permits passage of light through the opening 105 in chute 103 so as to reach the photo resistor 73 the latter becomes low ohmic and energizes the solenoid 107. As was described above, the solenoid 107 causes the cutter 106 and stamp stencil 108 to advance so that a ticket is cut and the time is stamped.

The response of the solenoid 107, additionally, triggers switch 112 to open up the holding circuit of relay 113, which deenergizes and opens its contacts 113-1 and 113-2 but closes the contact 113-3. The opening of contact 113-1 stops motor 31 instantly. Also, the circuits for lamp 72 and for the solenoid 107 are interrupted. However, the solenoid107 is of the fast acting type, and there is, of course, a delay in between the response of solenoid 107 and the interruption of its energization circuit, so that the relative fast interruption of solenoid 107 does not impede the cutting and stamping action.

The opening of contact 113-2 interrupts the holding circuit for the relay 113 so that a return of the plunger of solenoid 107 though causing the limit switch 112 to close again, will not trigger reenergization of relay 113. It should be mentioned that in this embodiment it is also true what was stated above, namely that the relay 25 can only respond now when another car approaches the approach side detector and after the present car has passed through the gate and receded from the rear side detector. Thus the relay 113 which is initially energized by the relay 25 can therefore likewise respond only after relay 25 is again permitted to respond.

Finally the deener-gization of relay 113 causes the contact 1134; to close. Now there still is no circuit completed for the coil 36 because the ticket though cut is still in chute 110 and keeps the limit switch 32 open. When the driver of the car withdraws the ticket, all contacts 22-3, 1Ii33, 32 and 37 are closed and coil 36 responds to open the gate.

The gate closing procedure is the same as outlined above, since the same circuit elements as shown in FIG. 2

are employed for this purpose. Specifically the relay 22 is prevented through the contact 52Z from responding until the car has passed through the gate and cleared the rear side detector unit.

Only for the duration that the ticket is in chute 110 does the limit switch 111 close. Upon withdrawal of the ticket the limit switch 111 opens again and will reclose only after the leading edge of the cut tape portion, which at that time is at the end of chute 103, has advanced to enter chute 110. This will happen only after another car has approached the gate.

The invention is not limited to the embodiments described above, but all changes and modifications thereof not constituting departures from the spirit and scope of the invention are intended to be covered by the following claims.

I claim:

1. control system for a gate governing a driveway, comprising:

a post positioned next to the driveway, there being a gate pivotably mounted to the post to selectively block and open passage through said driveway;

a first and a second magnetic detector unit respectively positioned ahead and behind said gate, and being individually energizable by interaction with a magnetic field of a car;

a first control means which includes a ticket dispensing device for operating upon said gate to open said gate in response to said first detector and withdrawal of a ticket;

second control means for operating upon said gate to close gate in response to said second detector;

and third control means governed by said second detector preventing reenergization of said first control means by said first detector until response of said second detector.

2. A driveway entrance control system comprising:

a post positioned next to the entrance, there being a gate pivotably mounted to the post by means of a shaft; to selectively block and open passage through said entrance;

a first and a second magnetic detector unit respectively positioned ahead and behind said gate at the entrance driveway controlled by said gate, and being individually energizable by interaction with the magnetic field of a car;

first and second circuit means respectively governed by said detector units to respectively establish circuit connections upon a response of said detector units;

a ticket spitter operated by said first circuit means for ejecting tickets;

a first operating electromagnetic coil energized with electric current upon withdrawal of a ticket from said ticket spitter;

linking means for pivoting said shaft and being electromagnetically operated by said first coil to pivot said gate for opening of said gate;

a second operating electromagnetic coil energized with electric current controlled by said second circuit means when a car reaches said second detector, for operating said linking means for pivoting said gate to close said gate;

and means for blocking further response of said first circuit means until response of said second circuit means.

3. A control system for a gate governing a driveway,

comprising:

a post positioned next to the driveway, there being a gate pivotably mounted to the post to selectively block and open a passage through said driveway;

a first and a second detector unit each including a permanent magnet capable of operating switching means;

said first and second detector units positioned respectively in front and behind of said gate for actuation by the magnetic field of a car when respectively approaching said gate and receding from said gate at the other side thereof;

a ticket dispensing device controlled by the first detector and including a switching means actuated upon withdrawal of a ticket;

and first and second circuit means respectively operated by said switching means and said second detector for respectively operating first and second electromagnetic means coupled to said gate for opening and closing said gate, said first circuit means disenabling itself after response of said first detector, said second circuit means re-enabling said first circuit means subsequent to response by said detector.

4. A driveway entrance gate control system comprising:

a post positioned next to the driveway, there being a gate pivotably mounted to the post to selectively block and open passage through said entrance, and having an operating shaft;

21 first and second magnetic detector unit respectively positioned ahead and behind said gate at the entrance driveway as controlled by said gate, and being individually energizable by interaction with the magnetic field of a car;

a first and second electromagnetic operating coil;

linkage means coupled to said shaft and being electromagnetically coupled to said coils to rotate said shaft in opposite direction upon energization of said first or said second coil;

first means which includes a ticket dispensing device operating said first motor in response to said first detector and withdrawal of a ticket, and including means for temporarily blocking a subsequent response of said first detector;

and second means operating said second motor upon response of said second detector and including means for unblocking said first means.

5. A control system for a gate governing a driveway,

comprising:

a post positioned next to the driveway, there being a gate pivotably mounted to the post to selectively block and open passage through said entrance;

a first and a second magnetic detector unit respectively positioned ahead and behind said gate at said driveway, and being individually energizable by interaction with the magnetic field of a car;

first control means which includes a ticket dispensing device for operating upon said gate to open said gate in response to said first detector and withdrawal of aticket;

second control means for operating upon said gate to close said gate in response to said second detector;

and third control means governed by said second detector preventing reenergization of said first control means by said first detector until a car having passed through said gate has entered and left again the range of said second detector.

6. In a gate control system, comprising:

supporting means positioned adjacent to an entrance, a gate pivotally mounted to said supporting means to selectively block and open passage through said entrance;

a detector unit positioned at said entrance for energization in response to the magnetic field of an approaching car;

a ticket spitter including means for advancing a ticket tape from which tickets are to be cut, said tape having regularly spaced holes;

a slow motion motor for driving said tape advancing means;

tape cutter means positioned along the path of the tape as advanced for cutting individual tickets from such tapes;

circuit means connected to the detector unit and being responsive to energization of said detector for energizing said motor to drive said tape advancing means;

switching means actuated by said advanced ticket tape;

photoelectric detector means responsive to the passage of a hole during advancing of said tape;

circuit means for stopping said motor in response to said photoelectric detector means when detecting a hole and for actuating said cutter means; and

electromagnetic means coupled to said gate for providing gate opening control and being connected to said switching means for actuation therefrom upon withdrawal of a cut ticket.

7. In a parking lot entrance gate control system, a

ticket spitter, comprising:

means for advancing a ticket tape from which tickets are to be cut, said tape having regularly spaced holes;

slow motion motor means coupled to said advancing means for driving said advancing means;

tape cutter means positioned along the path of the tape advanced by the advancing means;

external control means connected to said motor for energizing said motor to drive said advancing means;

detector means responsive to passage of a hole during advancing of said tape positioned along the path of the tape as advanced by the advancing means;

first circuit means for stopping said motor in response to said detector means when detecting a hole, and actuating said cutter means;

and second circuit means for desensitizing said detector eans subsequent to response thereof, said desensitizing being terminated subsequent to energization of said motor.

8. A parking lot entrance gate control system comprising:

a pivotable gate positioned to selectively block and open passage through said entrance;

means positioned adjacent said entrance for pivotably mounting said gate;

a sprocket wheel for advancing tickets forming an elongated tape, said Wheel being provided with apertures angularly disposed in accordance with the length of the ticket;

a stationary solenoid operating a spring biased plunger capable of being received by one of said apertures to position arrest said wheel, said solenoid when energizing restricting said plunger to permit rotation of said wheel by a step terminated when the plunger reenters the respective next aperture;

a slow speed oscillating type motor having its rotor output connected directly to said wheel for driving said wheel;

a magnetic detector unit positioned for energization and response by an approaching car, said detector unit when responding temporarily energizing said solenoid;

circuit means for energizing said motor upon response of said detector unit and for a duration sufiicient for said sprocket wheel to advance one ticket; and

electromagnetic means coupled to said gate andbeing electrically connected to said detector to become enabled for energization upon a response of said detector unit and subsequent to a rotation step by said wheel, said electromagnetic means providing for gate opening control.

9. In a system of the character described, a ticket dispensing device, comprising:

electrically operated tape advancing means for advancing a tape from which tickets are to be cut, said tape having regularly spaced perforations;

electrically operable tape cutting means positioned along the path of the tape as advanced by the advancing means for cutting tickets from the tape;

first means for receiving an externally supplied signal and being connected to the advancing means for starting same thereby initiating advancing of the tape; and

second means responsive to the absence and presence of a perforation in the tape in a particular location to sustain energization of the advancing means in the absence of a perforation of the particular location and to cause stopping of the advancing means and temporary energization of the cutting means when .a perforation is in the particular location.

It). In a system of the character described, a ticket dispensing device, comprising:

a first detector positioned in proximity to the dispensing device and providing a signal when a vehicle approaches the dispensing device, and being connected to the advancing means so that the signal starts the advancing means thereby initiating advancing of the tape the detector including circuit means for disabling itself after having provided the signal;

means for monitoring the absence and presence of a perforation in the paper in a particular location to sustain energization of the advancing means in the absence of a perforation of the particular location and to cause stopping of the advancing means and temporary energization of the cutting means when a perforation passes through the particular location;

and a second detector positioned and connected to provide a reenabling signal to the first detector when the vehicle recedes from the dispensing device.

11. In a system of the character described, a ticket dispensing device, comprising:

electrically operable tape cutting and stamping means positioned along the path of the tape as advanced by the advancing means for respectively cutting tickets from the tape and providing an imprint thereon, said cutting and stamping means being mounted to a single electrically operable operating element;

second means responsive to the absence and presence of a perforation in the paper in a particular location to sustain energization of the advancing means in the absence of a perforation in the particular location and to cause stopping of the advancing means and temporary energization of the operating element of the cutting and stamping means when a perforation is in the particular location.

12. A parking lot entrance gate control system comprising:

electrically operable tape advancing means for advancing a tape from which tickets are to be cut, said tape having regularly spaced perforations;

a magnetic detector unit positioned for energization and response by an approaching car;

first circuit means connected to the detector unit and to the advancingmeans for initiating energization of 'the' advancing'means when the detector unit has responded to an approaching car;

electrically operable tape cutting and stamping means positioned along the path of the tape as advanced by the advancing means 'for respectively cutting tickets from the tape and providing an imprint thereon;

second circuit means responsive tothe absence and presence of a perforation in the paper in a particular location to sustain energization of the advancing means in the absence of a perforation of the particular location and to cause stopping of the advancing means and temporary energization of the cutting and stamping means when a perforation is in the partioular location; and

electromagnetic means connected for cnerg'ization upon withdrawal of a ticket and providing for gate opening control.

13. An entrance gate control system as set forth in claim 12 comprising:

second magnetic detector positioned to be responsive to the magnetic field of a car after having passed through said gate when opened; and

means for closing said gate in response to said second detector means.

14. A control system for a gate as set forth in claim 1 comprising:

said first and second control means respectively including a first and second slow speed motor having a common shaft but rotating said shaft in opposite directions, said gate being mounted on said shaft;

first circuit means operating said first motor in response of said first detector; and

second circuit means operating said second motor upon response of said second detectorv 15. A driveway entrance gate control system comprisin g a post positioned next to the driveway, there being a 1 6 gate pivotably mounted to the post to selectively block and open passage through said entrance; a first and a second magnetic detector unit respectively positioned ahead and behind said gate at the entrance driveway as controlled by said gate, and being individually energizable by interaction with the magnetic field of a car;

first control means connected for operating upon said gate to open said gate;

circuit means connected to the first control means and to said first detector to enable saidfirst control means in response to energization of said first detector;

means for manually operating upon said first control means when enabled, to cause said first control means to open said gate;

second control means connected for operating'upon said gate to close said gate in response to said second detector;

and third control means connected to the first control means and further connected to and governed by said second detector for preventing reenergization of said first control means by said first detector until response of said second detector.

References Cited UNITED STATES PATENTS 2,540,694 2/1951 Sieg 82-364 X 2,589,478 3/1952 Curtis 49-25 2,724,939 1-1/1955 Vogt 53-389 2,795,875 6/1957 Nutter et al. 49-264 X 2,826,882 3/1958 Jensen 5266 2,842,876 7/1958 Chicoine et al. 49-49 X 2,850,091 9/1958 Carter 83-365 2,906,505 9/1959 Orr et al. 49-35 2,999,520 9/1961 Lowman 83-365 X 3,063,179 11/1962 Auer 49-31 DAVID J. WILLIAMOWSKY, Primary Examiner.

HARRISON R. MOSELEY, Examiner.

D. L. TAYLOR, Assistant Examiner.

Claims

1. A CONTROL SYSTEM FOR A GATE GOVERNING A DRIVEWAY, COMPRISING: A POST POSITIONED NEXT TO THE DRIVEWAY, THERE BEING A GATE PIVOTABLY MOUNTED TO THE POST TO SELECTIVELY BLOCK AND OPEN PASSAGE THROUGH SAID DRIVEWAY; A FIRST AND SECOND MAGNETIC DETECTOR UNIT RESPECTIVELY POSITIONED AHEAD AND BEHIND SAID GATE, AND BEING INDIVIDUALLY ENERGIZABLE BY INTERACTION WITH A MAGNETIC FIELD OF A CAR; A FIRST CONTROL MEANS WHICH INCLUDES A TICKET DISPENSING DEVICE FOR OPERATING UPON SAID GATE TO OPEN SAID GATE IN RESPONSE TO SAID FIRST DETECTOR AND WITHDRAWAL OF A TICKET; SECOND CONTROL MEANS FOR OPERATING UPON SAID GATE TO CLOSE GATE IN RESPONSE TO SAID SECOND DETECTOR; AND THIRD CONTROL MEANS GOVERNED BY SAID SECOND DETECTOR PREVENTING REENERGIZATION OF SAID FIRST CONTROL MEANS BY SAID FIRST DETECTOR UNTIL RESPONSE OF SAID SECOND DETECTOR.