Patent Grant
11821155
Not applicable to this application.
Not applicable to this application.
The described example embodiments in general relate to vehicle barrier gate systems which are positioned above a roadway and which selectively allow (or prevent) vehicles to pass. Vehicle barrier gates are commonly used to control ingress and egress to or from various parking areas such as parking lots, parking ramps, and the like (e.g. parking lot gates). Various designs of vehicle barrier gates have been around for some time, and there are many design variations to overcome issues such as low ceiling heights or constricted spaces.
For example,
More specifically, in the lowered position 20, the barrier arm 16 extends substantially horizontally across a travel path 15 of the vehicle 12, with a distal end of the barrier arm 16 being an initial height H0 above the travel surface 11. In the raised position 22, the barrier arm 16 is moved out of the travel path 15 of the vehicle 12 by the actuator assembly 18 to allow passage of the vehicle 12 along the travel path 15, with the distal end of the barrier arm 16 being raised to a raised height H1 above the travel surface 11. As further shown in
Unfortunately, with at least some prior art barrier systems, the driving experience may be slowed due to poor visibility of the barrier arm 16, which may be blocked from view by a front portion of the vehicle 12 when in the lowered position 20, or may be blocked from view by a ceiling or other support structures (e.g. pillars) as the barrier arm 16 moves into the raised position 22. In some cases, the driver must awkwardly visually monitor the raising of the barrier arm 16 until they are comfortable to pass through, also requiring height comparison with the vehicle 12. Such mental exercises may add to a driver's burden, and may cause stress due to the possibility of hitting the barrier arm 16 if the vehicle 12 is moved forward along the travel path 15 too early, or due to the possibility that the barrier arm 16 may unexpectedly come down onto the vehicle 12 if not pulling through the barrier system 10 fast enough.
In addition, typical barrier arms 16 may become damaged upon collision with a vehicle 12. This can lead to a period of inoperability, as well as time and expenses associated with repairing the barrier system 10 and obtaining compensation from the driver. Thus, although desirable results have been achieved using prior art barrier systems, there is room for improvement.
Some of the various embodiments of the present disclosure relate to vehicle barrier systems that can selectively move a barrier arm between a first position that prevents a vehicle from passing along a travel path, or a second position that allows the vehicle to pass along the travel path, wherein the barrier arm moves through an arc of movement that extends both upwardly away from the travel path and laterally along the travel path in a direction away from the vehicle. It will be appreciated that because the barrier arm is moved both upwardly away from the travel path and laterally along the travel path in a direction away from the vehicle, an improved view of the movement of the barrier arm may be provided to a driver of the vehicle, while simultaneously “leading” the driver of the vehicle through the barrier system in a sweeping or leading movement by the barrier arm.
In further embodiments, a barrier system includes an actuator assembly that can selectively move a barrier arm between a first position that prevents a vehicle from passing along a travel path, or a second position that allows the vehicle to pass along the travel path, wherein the actuator assembly includes a breakaway assembly coupled to the barrier arm. The breakaway assembly may include one or more drive magnets that are magnetically coupled to one or more magnetically-attractive elements, the one or more drive magnets being configured to remain magnetically engaged to the one or more magnetically-attractive elements as the actuator assembly is actuated to move the barrier arm between the first position to the second position. In the event that an abnormal force applied to the barrier arm exceeds a predetermined threshold, however, the one or more drive magnets disengage from the one or more magnetically-attractive elements to prevent damage to the barrier system.
There has thus been outlined, rather broadly, some of the embodiments of the present disclosure in order that the detailed description thereof may be better understood, and in order that the present contribution to the art may be better appreciated. There are additional embodiments that will be described hereinafter and that will form the subject matter of the claims appended hereto. In this respect, before explaining at least one embodiment in detail, it is to be understood that the various embodiments are not limited in its application to the details of construction or to the arrangements of the components set forth in the following description or illustrated in the drawings. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of the description and should not be regarded as limiting.
To better understand the nature and advantages of the present disclosure, reference should be made to the following description and the accompanying figures. It is to be understood, however, that each of the figures is provided for the purpose of illustration only and is not intended as a definition of the limits of the scope of the present disclosure. Also, as a general rule, and unless it is evidence to the contrary from the description, where elements in different figures use identical reference numbers, the elements are generally either identical or at least similar in function or purpose.
Some of the various embodiments of the present disclosure relate to a vehicle barrier system configured to move the barrier arm between a lowered position and a raised position (and vice versa) in a novel way that provides an improved driving experience to the driver of the vehicle. More specifically, in at least some embodiments, a barrier system in accordance with the present disclosure may advantageously improve the visibility of the barrier arm to a driver of a vehicle during movement of the barrier arm between the lowered position and the raised position, reducing distraction and possible stress on the driver as the driver operates the vehicle through the vehicle barrier system.
For example, in some of the various embodiments of the present disclosure, a barrier system may include a barrier arm 116 having a proximal end 126 and a distal end 128 opposite from the proximal end 128, and a main support 114 configured to attach to a support surface 111. An actuator assembly 118 is coupled between the main support 114 and the proximal end 126 of the barrier arm 116. The actuator assembly 128 is configured to selectively move the barrier arm 116 between a lowered position 120 wherein the barrier arm 116 is positioned at least partially in a travel path 15 of a vehicle 12 to prevent passage of the vehicle 12 along the travel path 15, and a raised position 122 wherein the barrier arm 116 is positioned out of the travel path 15 to allow passage of the vehicle 12 along the travel path 15, the actuator assembly 118 being configured to move the distal end 128 of the barrier arm 116 from the lowered position 120 to the raised position 122 such that the distal end 128 of the barrier arm 116 moves through an arc of movement 124 that extends both upwardly away from the travel path 15 and laterally along the travel path 15 in a direction away from the vehicle 12.
In addition, in some embodiments, the main support 114 comprises a bollard 114 that projects upwardly from the support surface 111 at a tilt angle α (with respect to vertical) such that the bollard 114 is tilted in a direction opposite from the travel path 12. In such embodiments, the actuator assembly 218 may be configured to move the barrier arm 116 such that the arc of movement 124 lies within a movement plane 132, the movement plane 132 being sloped upwardly with respect to the travel path 15.
In further embodiments, the actuator assembly 418 includes a drive bracket 448 rotatably coupled to the main support 114 and an arm bracket 452 coupled to the proximal end 126 of the barrier arm 116, the drive bracket 448 being coupled to the arm bracket 452 by a breakaway assembly 440. The drive bracket 448 and the arm bracket 452 are rotatable about an axis of rotation 130 as the barrier arm 116 is moved from the lowered position 120 to the raised position 122. In some embodiments, the breakaway assembly 440 includes at least one magnetically-attractive element 454 coupled to the arm bracket 452 and radially spaced apart from the axis of rotation 130, and at least one drive magnet 450 coupled to the drive bracket 446 and radially spaced apart from the axis of rotation 130 and aligned with the at least one magnetically-attractive element 454 when the drive bracket 446 is engaged with the arm bracket 452. The at least one drive magnet 450 remains magnetically engaged to the at least one magnetically-attractive element 454 as the actuator assembly 418 is actuated to move the barrier arm 116 between the lowered position 120 to the raised position 122, and disengages from the at least one magnetically-attractive element 454 in response to an abnormal force 415 applied to the barrier arm 116 to disengage the drive bracket 448 from the arm bracket 452 when the abnormal force 415 exceeds a pre-determined threshold.
These and other aspects of various embodiments of barrier systems in accordance with the present disclosure are described in further detail below with reference to the accompanying figures.
More specifically, as best shown in
In some embodiments, as best shown in
As further shown in
It will be appreciated that because the barrier arm 116 is moved by the actuator assembly 118 both upwardly away from the travel path 15 and laterally along the travel path 15 in a direction away from the vehicle 12, the movement of the barrier arm 116 may be maintained within view of the driver of the vehicle, while simultaneously “leading” the driver of the vehicle 12 through the barrier system 110 in a sweeping or leading movement by the barrier arm 116. In some embodiments, the barrier arm 116 still appears as a standard barrier arm 16 in accordance with the prior art (see
In addition, because the barrier arm 116 extends upwardly by the slope angle β when moved to the raised position 122, for a given length L, the raised height H2 above the travel surface 11 is substantially less than the raised height H1 of the conventional barrier arm 16 (for the same length L) of the prior art barrier system 10 (see
As noted above, in at least some embodiments, the vehicle barrier system 110 includes a barrier arm 116. In some implementations, the barrier arm 116 is an elongated bar or beam member that extends at least partially across the travel path 15 of the vehicle 12. As shown in the accompanying figures, the barrier arm 116 may generally comprise an elongated member such as a pole, rod, post, beam, or the like, and may be a solid or hollow structure. In some embodiments, the barrier arm 116 is supported in a cantilevered configuration, extending outwardly from the main support 114.
The barrier arm 116 may be constructed with a traditional method (e.g. wood, metal, etc.) or may include more advanced light weight materials, such as composite materials including carbon fiber-containing materials or fiber glass. A light weight material may have the benefit of reducing the structural strength required for the actuator assembly 118 and overall mounting (e.g. main support 114), but is not essential.
It will be appreciated that the barrier arm 116 may be configured in a variety of suitable ways, and is not limited to the particular embodiments shown in the accompanying figures. In other embodiments, for example, the barrier arm 116 may include supports or other additional structures that assist in positioning and supporting the functionalities of the barrier arm 116. More specifically, in some embodiments, the barrier arm 116 may include other structures, such as a gate or other framework, and may also include a sign (e.g. “Stop” sign), placard, light, reflector, or other visual indicators.
In at least some embodiments, the vehicle barrier system 110 includes a main support 114 that supports the actuator assembly 118 and the barrier arm 116. The main support 114 may be a pole, post, bollard, or other similar structure that projects upwardly away from a travel surface 11. In some embodiments, as shown in
As best shown in
It will be appreciated that the main support 114 may be configured in a variety of suitable ways, and is not limited to the particular embodiments shown in the accompanying figures. For example, although the main support 114 is shown as being located on the right side of the travel path 15 of the vehicle 12, in some embodiments, the main support 114 may be located on the left side of the travel path 15. In addition, the main support 114 may be tilted in a forward direction along the travel path 15 (rather than in a direction opposite from the travel path 15 as shown in
As noted above, the vehicle barrier system 110 includes an actuator assembly 118 coupled to the main support 114 and to the proximal end 126 of the barrier arm 116. In some embodiments, the actuator assembly 118 is coupled to a top portion of the main support 114, and is configured to selectively move the barrier arm 116 from the lowered position 120 to the raised position 122 such that the distal end 128 of the barrier arm 116 moves through an arc of movement 124 that extends both upwardly away from the travel path 15 and laterally along the travel path 15 in a direction away from the vehicle 12.
Generally, the actuator assembly 118 may be configured in a wide variety of suitable configurations using known components, including one or more of electrical motors, gears, bearings, linear actuators, drive belts, pulleys, solenoids, pistons, switches, transceivers, or other suitable components. In some embodiments, the actuator assembly 118 may generally be configured to selectively move the barrier arm 116 between the lowered position 120 and the raised position 122 (and vice versa) in response to one or more command signals from a control unit 152 of a control system 150.
For example,
As best shown in
In other words, as best shown in
Of course, in alternate embodiments, the actuator assembly 118 may be configured such that the distal end 128 of the barrier arm 116 moves through an arc of movement 124, but wherein the arc of movement 124 is not confined within a movement plane 132, or wherein the arc of movement 124 is confined within the movement plane 132, but the slope angle β is not equal to the tilt angle α.
To further facilitate an understanding of the movement of the barrier arm 116 of the vehicle barrier system 110, a cartesian coordinate system is depicted in
As best shown in
The control unit 152 may comprise a computing device such as a computer, microcontroller, programmable logic circuit, integrated circuit, or the like. The control unit 152 may be positioned off-site or may be positioned on-site with the other components of the vehicle barrier system 110. As noted above, in various embodiments, the control unit 152 may be in contact or integral with the actuator assembly 118, or may be distally positioned away from the actuator assembly 118. In embodiments utilizing multiple vehicle barrier systems 110 and multiple barrier arms 116, a single control unit 152 may control all of the actuator assemblies 118, or each actuator assembly 118 may have its own control unit 152.
In another exemplary embodiment, the control unit 152 may be integrated with or in communication with (e.g., communicatively interconnected with) an authorization system 162 that provides authority for vehicles to pass, that may include an interface such as a user terminal 166, either directly or via a greater system. For example, as shown in
In response to a signal from the authorization system 162 indicating that the vehicle 12 is authorized to pass through the vehicle barrier system 110, the control unit 152 may send a signal to the actuator assembly 118 to cause the actuator assembly 118 to move the barrier arm 116 from the lowered position 120 to the raised position 122. Similarly, in response to a signal from the exit sensor 156 indicating that the vehicle 12 has passed the vehicle barrier system 110, the control unit 152 may send a signal to the actuator assembly 118 to cause the actuator assembly 118 to move the barrier arm 116 from the raised position 122 to the lowered position 120.
As shown in
Additionally or alternatively, the user terminal 166 may be utilized as previously discussed, in which a user may enter information (e.g., an access code), provide payment (e.g., through use of a credit card or mobile device 165), show evidence of authorization (e.g., through use of an RFID card or badge), or the like. The user terminal 166 may comprise various types of scanners or readers known in the art to control access to an area, such as but not limited to a card reader. For example, the user terminal 166 may comprise a free-standing structure including a scanner configured to read a payment card (e.g., a or debit card), an RFID access card or badge, a touch screen user interface panel (e.g., through which a user may enter an access code), and the like. In some embodiments, a user's mobile device 165 (e.g. cell phone, computing device, personal assistant device, etc.) may be used, such as, for example, by scanning a driver's mobile device 165 with the user terminal 166, or by receiving a signal from the mobile device 165 located within the vehicle 12, or by other suitable means.
With continued to reference
When the authorization system 162 successfully verifies a payment, an entered access code, or other methods of authorization/verification, the authorization system 162 directs the control unit 152 to activate the actuator assembly 118 to raise the barrier arm 116 into the raised position 122. Upon an indication that the vehicle 12 has departed (e.g., if the vehicle 12 has been sensed by the exit sensor 156 as having passed through), or alternately, after a certain amount of time, the control unit 152 may again activate the actuator assembly 118 to lower the barrier arm 116 back into the lowered position 120.
In some embodiments, a user may use a mobile device 165 such as a smart phone, smart watch, tablet, computer, or the like, to transmit a signal to the control unit 152 (directly or indirectly via the authorization system 162) to prove authorization of their vehicle 12 to pass. In other embodiments, the user may be directed to enter their license plate information, either via a user terminal 166 or via the user's mobile device 165.
As noted above, in some exemplary embodiments such as shown in
In a first exemplary embodiment, a single sensor may be utilized for both detecting arriving and departing vehicles 12. In other exemplary embodiments, an entry sensor 154 may be utilized for detecting arriving vehicles 12 and an exit sensor 156 may be utilized for detecting departing vehicles 12.
The one or more sensors 154, 156, 168 will generally be positioned above the roadway 16 in an overhead position such as shown in
Generally, one or more of the sensors 154, 156, 168 may be connected to a ceiling 17 above the travel surface 11, or to a wall proximate the travel surface 11, or any other suitable location. In some embodiments, one or more of the sensors 154, 156, 168 may be connected to the main support 114, or to some other pole, support stand, overhead support structure, or other dedicated support means. The sensors 154, 156, 168 will generally be in communication with (e.g., communicatively interconnected with) the control unit 152 so as to communicate to the control unit 152 when a vehicle 12 is detected approaching or departing the barrier system 110.
The positioning and orientation of the sensors 154, 156, 168 may vary in different embodiments. In some embodiments, the sensors 154, 156, 168 may be oriented downwardly (e.g., vertically). In other embodiments, the sensors 154, 156, 168 may be oriented at a downward angle (e.g., diagonally). The sensors 154, 156, 168 may be positioned adjacent to the main support 114 or be connected to the main support 114, or other structures/devices of the barrier system 110.
The sensors 154, 156, 168 may in other embodiments be distally positioned away from the barrier system 110, such as on a ceiling or on an overhead support structure. In the embodiment shown in
While the figures illustrate discrete entry and exit sensors 154, 156, 168, it will be appreciated that in some embodiments, a single sensor may be utilized to perform the required functions. Such a single sensor would be oriented to cover both the travel surface 11 approaching the barrier system 110 and the travel surface 11 departing the barrier system 110.
Various types of sensors 154, 156, 168 may be utilized to achieve the sensing objectives, including binary sensors, “shape” sensors configured to detect shapes resembling vehicles, ranging sensors, and the like. In some embodiments, LIDAR sensors may be utilized.
Binary sensors may simply trigger an on or off output (to the control unit 152) when a corresponding or tuned element is within the sensitivity range of the specific sensor (e.g. entry and exit sensors 154, 156). A non-limiting example of a binary sensor may comprise an induction loop that sets an output when the vehicle 12 has approached the induction loop. Other binary sensors could include reflected light or magnetic-based proximity sensors, as well as broken light beam type sensors, (e.g. photodiodes, photodetectors, etc.).
“Shape” sensors may be configured to recognize the shape of objects within the scope of the sensor. For example, in some embodiments, a camera with appropriate image processing may be used to recognize objects as such a “shape” sensor. Other technologies with comparable outcomes may include radar imaging or point cloud imaging, which use multiple distance readings to form an image for further processing. All such “shape” sensors, either individually or used in conjunction with other sensing elements, may be utilized to achieve the sensing objectives of an exemplary embodiment of the vehicle barrier system 110. Such sensors may also provide the added functionality of detecting or recognizing obstructions to the barrier arm 116 (e.g., if a person was in the path of the barrier arm 116).
Ranging sensors may utilize distance measurements and provide an output to the control unit 152 that reflects that distance. Such ranging sensors may include, without limitation, ultrasonic or light-based sensors (e.g., infrared, LIDAR, and the like). A singular ranging sensor, mounted overhead oriented on an angle down on the travel path 15 of vehicle 12 could be used to detect the vehicle 12 position based on a simple calculation of distance readings and the known position of the barrier arm 116 relative to the location of the sensor. Other embodiments could utilize a pair of ranging sensors (e.g., LIDAR-based sensors), in a more vertical orientation, with the entry sensor 154 positioned before the barrier arm 116 and the exit sensor 156 positioned after the barrier arm 116.
In some embodiments, the entry sensor 154 (and possibly the exit sensor 156) may be configured to perform license plate recognition in addition to the role of aiding operation and control of the barrier arm 116. Thus, as noted above, in some embodiments, the license plate recognition sensor 168 may be integrated with the entry sensor 154. Such license plate recognition may be integrated into one or more of the sensors 154, 156, or may utilize one or more separate, stand-alone sensors. An exemplary embodiment of one or more sensors 154, 156 which allow for license plate recognition is shown and described in U.S. Patent Publication No. 2021/0264779, covering a “Vehicle Identification System”, the entire disclosure of which, except for any definitions, disclaimers, disavowals, and inconsistencies, is incorporated herein by reference.
In such embodiments, one or more of the sensors 154, 156 may comprise imaging devices such as cameras or the like which are adapted to detect not only the vehicle, but to also detect and identify the license plate (or other identifying characteristics) or each vehicle 12 approaching the barrier arm 116. If the one or more of the sensors 154, 156 detects a license plate or other identifying characteristic that confirms authorization of the vehicle 12 to pass, the control unit 152 will direct the actuator assembly 118 to raise the barrier arm 116 so that the vehicle 12 may pass.
In certain embodiments, separate authorization (e.g., through license plate recognition sensor 168 or the like) may be omitted or disabled. In such embodiments, any vehicle 12 approaching the barrier arm 116 may be permitted to pass without any separate authorization or payment. For example, the entry sensor 154 may simply function to raise the barrier arm 116 when the vehicle 12 approaches, and the exit sensor 156 may function to lower the barrier arm 116 when the vehicle 12 departs (or after a set period of time). In other embodiments, the barrier arm 116 may function without the need for sensors 154, 156 at all. In such embodiments, a push button, such as incorporated into the user terminal 166, may be utilized to raise the barrier arm 116, with the barrier arm 116 lowering itself after a preset amount of time sufficient to allow the vehicle 12 to pass.
In the following discussion of alternate embodiments, the vehicle barrier systems may include many of the same (or substantially similar) components as described above. Therefore, the same reference numerals may be used to refer to the same (or substantially similar) components. For the sake of brevity, in the following discussion of alternate embodiments, the discussion will focus primarily on different features or aspects between such alternate embodiments and the previously-described embodiments. Components that are the same as (or substantially similar to) those described above will not be described in detail again.
It will be appreciated that, although the main support 214 projects downwardly, the actuator assembly 218 is configured such that the axis of rotation 230 is tilted with respect to vertical (or local normal to the travel surface 11) by the tilt angle α. In some embodiments, as shown in
As shown in
To illustrate that the entry sensor 154 (and license plate recognition device 168) may be positioned in other suitable locations, in the embodiment shown in
It will be appreciated that embodiments of barrier systems 210 as depicted in
It will be appreciated that, even though the main support 314 extends vertically upwardly from the support surface 111, the axis of rotation 330 of the actuator assembly 318 is tilted with respect to vertical by a tilt angle α. Such a configuration may be achieved in various ways, such as by angularly mounting of the actuator assembly 318 onto the main support 314 to achieve the desired tilt angle α, or by other suitable methods.
Thus, although the main support 314 projects vertically upwardly, the actuator assembly 318 may be configured such that the axis of rotation 330 is tilted with respect to vertical by a tilt angle α. In other words, in some embodiments, the axis of rotation 330 of the actuator assembly 318 is not aligned with a longitudinal axis of the main support 314. In some embodiments, the axis of rotation 330 is tilted in a direction opposite from the travel path. In some embodiments, the axis of rotation 330 lies in the y-z plane of the cartesian coordinate system, and is angled with respect to the y axis of the cartesian coordinate system by the tilt angle α.
As shown in
It will be appreciated that embodiments of barrier systems 310 as depicted in
In some embodiments, vehicle barrier systems may be configured to include a breakaway assembly. With the barrier arm 116 subject to collisions with vehicles 12 due to bad drivers, or damage due to other possible causes (e.g. vandalism), in some embodiments, it may be advantageous for the barrier system 110 to include some form of breakaway assembly. It may also be desirable to allow an attendant to manually disengage a breakaway assembly to raise the barrier arm 116 to the raised position 122, such as when the barrier system 110 is not needed or is out of service.
For example,
More specifically, in some embodiments, the barrier system 410 includes a main support 114 (e.g. post, bollard, etc.) that projects upwardly away from the support surface 111 (or travel surface 11), and an actuator assembly 418 attached to the main support 114 that movably supports the barrier arm 116. As described above, the actuator assembly 418 is coupled to the proximal end 126 of the barrier arm 116, and may be configured to rotate the barrier arm 116 about an axis of rotation 130, moving the barrier arm 116 from the lowered position 120 to the raised position 122 such that the distal end 128 of the barrier arm 116 moves through an arc of movement 124. In some embodiments, as shown
Additional details of an exemplary embodiment of the breakaway assembly 440 are shown in
In some embodiments, the actuator assembly 418 includes an outer housing 442 that covers and protects internal components of the actuator assembly 418, and a stationary frame 444 that couples the actuator assembly 418 (directly or indirectly) to the main support 114. In
More specifically, the breakaway assembly 440 may be configured to remain engaged during normal operations as the actuator assembly 418 raises the barrier arm 116 from the lowered position 120 to the raised position 122 (
With continued reference to
In a first position 460 shown in
In at least some embodiments, the drive magnets 450 may be relatively strong magnets having a relatively strong attractive force with the magnetically-attractive elements 454 so that, during normal operations, the actuator assembly 418 can move the barrier arm 116 from the lowered position 120 to the raised position 122 without the breakaway assembly 440 becoming disengaged. In other words, during normal operations, the drive magnets 450 on the drive bracket 448 remain magnetically coupled to the magnetically-attractive elements 454 on the arm bracket 452 such that the arm bracket 452 (and barrier arm 116) do not become disengaged from the drive bracket 448.
The strength of the drive magnets 450 may vary from configuration to configuration depending upon a number of variables, such as the number of drive magnets 450, and the predetermined threshold selected for the breakaway to occur. For example, in some embodiments, the predetermined threshold may be selected to avoid damage to the barrier system 410, such that the predetermined threshold represents a value slightly lower than a force needed to break one or more components of the barrier system 410 (e.g. the barrier arm 116, or the actuator assembly 418, etc.). In other embodiments, other criteria may be used to select the predetermined threshold (e.g. to avoid damage to the vehicle 12, to allow an attendant to easily manipulate the barrier arm 116 to manually disengage the breakaway assembly 440 to raise the barrier arm 116 to the raised position 122, etc.). For example, if the barrier arm 116 needs to be raised manually (e.g. in the event of a power failure or other failure of the actuator assembly 418), it may be desirable to allow an attendant to manually force the barrier arm 116 to pivot upwardly, overcoming the magnetic attraction between the drive magnets 450 and the magnetically-attractive elements 454 and raising the barrier arm 116 into the raised position 122.
The drive magnets 450 may be formed of any suitable magnetic materials or selectively magnetic devices. For example, in some embodiments, the drive magnets 450 may be permanent magnets. In other embodiments the drive magnets 450 may be electromagnets that exhibit magnetic properties only when electrical power is provided. In still other embodiments, the drive magnets 450 may be any suitable combination of permanent magnets and electromagnets. Similarly, the magnetically-attractive elements 454 may be formed of any suitable materials that are magnetically attractive or suitably responsive to magnetic fields. For example, in some embodiments, the magnetically-attractive elements 454 may include iron or other ferrous-containing materials, or any other suitable magnetically-attractive material (e.g. nickel, rare earth metals, etc.).
As further shown in
It will be appreciated that the stop magnets 456 may be relatively weaker magnets, having a relatively weaker attractive force with the magnetically-attractive elements 454 than do the drive magnets 450. More specifically, in some embodiments, the stop magnets 456 may be strong enough to magnetically hold the arm bracket 452 with the barrier arm 116 in the raised position 122, however, the stop magnets 456 are relatively weaker than the drive magnets 450 such that the drive magnets 450 have a stronger magnetic attraction to the magnetically-attractive elements 454, and may pull the magnetically-attractive elements 454 away from the stop magnets 456, as described more fully below.
Similar to the drive magnets 450, the stop magnets 456 may be formed of any suitable magnetic materials or selectively magnetic devices. For example, in some embodiments, the stop magnets 456 may be permanent magnets. In other embodiments the stop magnets 456 may be electromagnets that exhibit magnetic properties only when electrical power is provided. In still other embodiments, the stop magnets 456 may be any suitable combination of permanent magnets and electromagnets.
As noted above, in some embodiments, the actuator assembly 418 is configured to selectively move the barrier arm 116 during normal operations from the lowered position 120 to the raised position 122 in a “leading” movement such that the distal end 128 of the barrier arm 116 moves through an arc of movement 124 that extends both upwardly away from the travel path 15 and laterally along the travel path 15 in a direction away from the vehicle 12, without the arm bracket 452 (and barrier arm 116) becoming disengaged from the drive bracket 448. In such embodiments, the axis of rotation 130 of the actuator assembly 418 may be tilted with respect to vertical by a tilt angle α.
In alternate embodiments, however, the actuator assembly 418 having the breakaway assembly 440 may be used in other suitable barrier systems in which the barrier arm 116 moves from a first (or closed/lowered) position into a second (or open/raised) position, wherein the barrier arm 116 remains approximately horizontal during movement. In such barrier systems, the axis of rotation 130 of the actuator assembly 418 shown in
For example,
After the vehicle 12 successfully passes the barrier system 410, the motor 446 of the actuator assembly 418 may be actuated (e.g. by the control unit 152) to rotate the drive bracket 448 (and the arm bracket 452) in a counter-clockwise direction 467 about the axis of rotation 130. It will be appreciated that because the drive magnets 450 are relatively stronger than the stop magnets 456, the magnetic attraction of the drive magnets 450 with the magnetically-attractive elements 454 is stronger than the weaker magnetic attraction between the stop magnets 456 and the magnetically-attractive elements 454. Accordingly, as the drive bracket 448 is rotated in the counter-clockwise direction 467, the drive magnets 450 are able to exert a greater magnetic force on the magnetically-attractive elements 454 and pull the magnetically-attractive elements 454 away from the stop magnets 456. The motor 446 is therefore free to continue rotating the drive bracket 448 and the arm bracket 452 in the counter-clockwise direction 467 to the first position (
With reference to
Although the abnormal force 415 is depicted in
With continued reference to
In some embodiments, after the abnormal force 415 is removed from the barrier arm 116, the stop magnets 456 may continue to magnetically engage with the magnetically-attractive elements 454 of the arm bracket 452 with sufficient strength to overcome the gravitational force on the barrier arm 116, such that the barrier arm 116 remains held in the raised position 122 by the stop magnets 456. Alternately, in other embodiments, the stop magnets 456 may be eliminated, or if present, may not have sufficient strength to overcome the gravitational force operating on the barrier arm 116, and the barrier arm 116 may automatically return to the first position 460 (
Referring again to
Alternately, in some embodiments, the actuator assembly 418 may remain in the fifth position 468 until a control system (e.g. control system 150) initiates a fetching operation to return the actuator assembly 418 to normal operations. For example, in some embodiments, the control system 150 may be configured to determine that the actuator assembly 418 has reached the fifth position 468 and in response, may initiate a fetching operation to return the actuator assembly 418 to normal operations. In other embodiments, an attendant or other suitable person may observe that the barrier system 410 needs to be reset, and may command the control system to initiate the fetching operation to return the actuator assembly 418 to normal operations (e.g. by pushing a reset button, etc.)
More specifically, in some embodiments, the fetching operation may include the motor 446 being actuated to rotate the drive bracket 448 in the clockwise direction 465, causing the drive magnets 450 on the drive bracket 448 to move into engagement with the magnetically-attractive elements 454 of the arm bracket 452, re-engaging the breakaway assembly 440 and returning the actuator assembly 418 to the third position 464 shown in
More specifically, the fetch sensor 472 may detect that the breakaway assembly 440 is disengaged and that the magnetically-attractive elements 454 have become magnetically engaged with the stop magnets 456. Upon detecting the actuator assembly 418 in the fifth position 468 (
In some embodiments, if no fetch sensor 472 is present, then the barrier system 410 may simply rely on the next opening cycle of the actuator assembly to reset the barrier arm 116 position to what it should be (e.g. the lowered position 120, closed position, etc.). In this way, even without a fetch sensor 472 or fetching operations, successful recover of the barrier arm to normal operations may be achieved without external intervention.
Barrier systems that have a breakaway assembly in accordance with the present disclosure may provide considerable advantages over prior art barrier systems. Because the breakaway assembly releases the barrier arm from other components of the actuator assembly under the application of an abnormal force that exceeds a pre-determined threshold, the barrier system may be advantageously protected from damage. More specifically, upon application of the abnormal force 415, such as might be experienced from a vehicle 12 pushing or striking the barrier arm 116, instead of breaking the barrier arm 116 or the actuator assembly 418 (or both), the breakaway assembly 440 allows the arm bracket 452 to become disengaged from the drive bracket 448 so that the arm bracket 452 and the barrier arm 116 can move along the arc of movement 124 until the abnormal force 415 abates. In this way, damages to the barrier system may be reduced or eliminated, and the costs associated with repairing such damages may be mitigated or avoided. In addition, in some embodiments, the actuator assembly 418 having the breakaway assembly 440 may be quickly and efficiently returned to normal operational service, either by manually returning the barrier arm 116 to the lowered position 120 (or closed position) so that the breakaway assembly 440 becomes re-engaged, or by the barrier arm 116 automatically returning to the lowered position 120 by operation of gravitational forces, or by the control system performing a fetching operation to re-engage the breakaway assembly 440 and return the barrier system 410 to normal operations. Therefore, barrier systems having a breakaway assembly in accordance with the present disclosure may advantageously be returned to normal operations quickly and in a cost-efficient manner.
It will be appreciated that alternate embodiments may be readily conceived, and that embodiments of barrier systems in accordance with the present disclosure are not limited to the particular embodiments described above and shown in the accompanying figures. For example, although the actuator assembly 418 described above and shown in
Furthermore, although the breakaway assembly 440 shown in
In addition, it will be appreciated that, in alternate embodiments, the breakaway assembly 440 of
Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although methods and materials similar to or equivalent to those described herein can be used in the practice or testing of the various embodiments of the present disclosure, suitable methods and materials are described above. All patent applications, patents, and printed publications cited herein are incorporated herein by reference in their entireties, except for any definitions, subject matter disclaimers or disavowals, and except to the extent that the incorporated material is inconsistent with the express disclosure herein, in which case the language in this disclosure controls. The various embodiments of the present disclosure may be embodied in other specific forms without departing from the spirit or essential attributes thereof, and it is therefore desired that the various embodiments in the present disclosure be considered in all respects as illustrative and not restrictive. Any headings utilized within the description are for convenience only and have no legal or limiting effect.
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| Entry |
|---|
| U.S. Appl. No. 17/851,250, filed Jun. 28, 2022, Donald H. Sandbrook. |
