US3400366A - Traffic period control sign having movable shutters - Google Patents

Description

Sept. 3, 1968 D. M. DOWNING TRAFFIC PERIOD CONTROL SIGN HAVING MOVABLE SHUTTERS 3 Sheets$heet 1 Filed June 21, 1965 III) INVENTOR. DONALD M. DOWNING ATTORNEYS J t. 3, 1968 D. M. DCsWNING 3,400,366

TRAFFIC PERIOD CONTROL SIGN HAVING MOVABLE SHUTTERS Filed June 21. 1965 3 She ts-Sheet 2 INVENTOR. DONALD M. DOWN/N6 ATTORNEYS Sept. 3, 1968 D. M. DOWNING TRAFFIC PERIOD CONTROL SIGN HAVING MOVABLE SHUTTERS Filed June 21. 1965 s Sheets-Sheet s MA NUAL OPERATED SWITCH 86 CLOCK HO V INVENTOR DONALD M. DOWN/N6 OPERATED SWITCH ATTORNEYS United States Patent 3,400,366 TRAFFIC PERIOD CONTROL SIGN HAVING MOVABLE SHUTTERS Donald M. Downing, 3737 W. 44th St, Tulsa, Okla. 74107 Filed June 21, 1965, Ser. No. 465,664 2 Claims. (Cl. 340124) ABSTRACT OF THE DISCLOSURE A traffic sign is disclosed having plural indicia bearing shutters pivoted in unison between two display positions by an electric motor. The control bar which moves the shutters contacts and supports the shutters in the display positions.

This invention relates to a trafiic period control sign. More particularly, the invention relates to a sign used for traflic control which is particularly adapted to automatically change from one traffic control sign or notice to another as required by trafiic conditions at different periods of the day or *week upon actuation by either a signal from the actual trafiic conditions as they occur or by a clock operated switch or, in a more limited application, by a manually operated switch.

Many types of traffic control problems require certain instructions, usually given by way of signs, during certain periods of the day, and different instructions during the other periods of the day. The same applies to different periods of the week. For instance, at many busy intersections effeetive trafiic control requires that left turns be eliminated during peak trafiic hours. At other times during the day when the traffic load is less burdensome, left turns are permissible. The most frequent method of providing this information is with a sign having the expression, for example, No left turn 7:30 to 9:00 am. and 4:30 to 6:00 pm, except Saturdays and Sundays. Such signs, because of the large amount of instruction required, are extremely difficult for motorists to read as they travel in congested trafiic. Misinterpretation of signs causes frequent and serious accidents. In addition, those drivers delaying long enough to read the message delay the flow of traflic. It is in instances such as this that a sign of this invention is most particularly adapted. Another type of installation which requires period control of trafiic sign is at school crossings.

It is therefore an object of this invention to provide a trafiic period control sign which overcomes the objections to presently used control signs.

More particularly, an object of this invention is to provide an improved trafiic period control sign characterized by simplicity, dependability, economy of construction and effective utilization in harmony with present trafiic control systems and devices.

A more particular object of this invention is to provide a traflic period control sign capable of providing a message and upon a signal to remove the message and additional signal to return the message to display.

Another particular object of this invention is to provide a traffic period cont-r01 sign which presents one message and upon a signal presents a different or no message and upon further signal, returns to the originally presented message.

These and other objects of the invention will be fulfilled and a better understanding of the invention will be had by referring to the following description and claims taken in conjunction with the attached drawings in which:

FIGURE 1 is an external isometric front view of a sign embodying the principles of this invention.

FIGURE 2 is a cross-sectional view taken along the line 22 of FIGURE 1.

FIGURE 3 is an external isometric view of a sign of this invention supported to a typical trafiic signal light post.

FIGURE 4 is a partial cross-sectional view showing the motor and drive mechanism which actuate the traffic control sign of this invention.

FIGURE 5 is a cross-sectional view taken along the line 5-5 of FIGURE 4.

FIGURE 6 is a rear view of the motor of this invention taken along the line 6-6 of FIGURE 4 and showing the automatic clutch which insures instantaneous stopping of the motor action when the current is removed.

FIGURE 7 is an enlarged isometric view of the control arm actuating system of this invention.

FIGURE 8 is a cross-sectional view of another embodiment of this invention wherein two separate sign messages are displayable on the sign.

FIGURE 9 is an isometric view of a portion of the invention showing the means of coupling the motor output shaft to the actuation of the sign louvers.

FIGURE 10 is a segmented cross-sectional view taken along the line 10--10 of FIGURE 7 showing the mounting of the rotating spring connector on the connector arm.

FIGURE 11 is a schematic diagram showing the method whereby the sign of this invention is controlled either by a clock operated cam switch or by a manual operated switch.

This invention may be described as a traffic period control signal. More particularly, but not by way of limitation, the invention may be described as comprising a housing, a plurality of pivotable sign louvers supported within the housing and including means of rotating the louvers by an electric motor whereby in one position the louvers are aligned to present a uniform sign area closing the opening of the sign and in another position the louvers are rotated to remove the sign. In another embodiment, the louvers are rotated to align in a plane to present one sign surface and rotated to align a plane presenting a second sign surface.

Referring now to the drawings and first to FIGURES 1 and 3, the sign of this invention consists of a housing 10 'which has a front opening 12. Supported by the housing 10 adjacent the front opening 12 is a plurality of louvers 14. The louvers 14 may be supported about their vertical axis such as by shafts 16 which extend pivotally within upper and lower bearing blocks 18 (only the lower bearing blocks are shown in the views).

FIGURE 3 shows the sign mounted on a typical traffic signal post 20 and below typical trafiic signal lights 22. This illustrates the application to existing traflic signal systems, the post 20 and lights 22 not forming a part of the invention.

FIGURE 2 is a cross-sectional view of the sign of this invention. A motor housing 24 is shown afiixed to the rear of the housing 10. Motor shaft 26 extends within the housing 10 and has afiixed to it for rotation in a vertical plane a pivot arm 28. Each of the louvers 14 is provided with a connection block 30 at one of the vertical edges thereof. Coupling the louvers 14 for simultaneous pivotation is a horizontally position control bar 32. The control bar 32 is provided with extending tongue portions 34 which are pivotally received by the louver connecting blocks 30 so that horizontal displacement of the control bar 32 causes the louvers 14 to simultaneously pivot.

A connecting arm 36 is pivotally afiixed at one end, such as by a connecting arm pivot block 38, to the control arm and at the other end, such as by a pivot post 40, is rotatably supported to the crank arm 28.

Referring now to FIGURE 9, the details of the method of coupling the motor shaft 26 to the actuation of the louvers 14 is best shown. As previously mentioned, the pivot post 70 is rotatably supported in the outer end of the pivot arm 28. A pin 42 pivotally connects the connecting arm 36 to the pivot post 40. In like manner, a pin 44 pivotally connects the other end of the connecting arm 36 to the connection arm pivot block 38. Each of the lower connecting blocks 30 is porvided with a vertical opening 46 corresponding with an opening 48 in each of the connecting arm tongue portions 34. A pin (not shown) extends through the openings 46 and 48 to pivotally connect the control arm to each of the louvers 14.

Referring to FIGURES 4, and 6, the mechanisms utilized to control the sign of this invention are best shown. The motor is a typical gear reduction electric motor generally indicated by numeral 50. The electric motor portion, indicated by the numeral 50A, has an output shaft 50B which directly connects to a small gear box as sembly 50C. The output of the gear box 500 is through a shaft 50D. The motor 50 is shown supported to a cam housing 52 which in turn is supported to the housing rear panel 25, such as by means of bolts 54. Aflixed to the motor shaft 50D within the cam housing 52 is shaft 26 which extends through an opening 56 in the housing rear panel for connection to the pivot arm 28 as previously described. A bolt 58 is shown which extends through the pivot arm 28 and the shaft 26 to the motor shaft 50D by which these elements are secured together.

About the end of shaft 26 is a switching cam 60 held in position by bolts 62.

Secured to cam housing 52 (as best shown in FIGURE 5) are two sets of contact points 64 and 66. Points 64 and 66 are positioned adjacent the exterior of the cam 60 in 180 relationship. Cam 60 is configured so that in the position shown points 64 are opened and points 66 are closed. When the cam has rotated 180 points 64 are closed and points 66 are opened.

In FIGURE 6, the rear view of the motor 50 shows a magnetic brake arrangement, generally indicated by the numeral 68. The magnetic brake of gear motor 50 of this invention is an item commercially available and not a part of the novelty of this invention except to the extent that the use of a magnetic brake motor to insure immediate stoppage of the motor when current is removed is essential to successful operations of the sign as hereinafter described.

FIGURES 8, 9 and 10 disclose an embodiment of the sign of this invention particularly important when the sign is constructed to provide two different messages. As is shown in the cross-sectional view of FIGURE 2, the louver 14 rotates only 90 from the open position as shown in FIGURES 1 and 2, to the closed position as shown in FIGURE 3. FIGURE 8 shows the arrangement wherein the louvers rotate 180 so that two different messages are selectably presentable. The construction of the embodiments of FIGURES 2 and 8 are substantially identical, only the ratio of the linkages being changed so that, as shown in FIGURE 8, when the shaft 26 rotates 180, the louvers 14 also are pivoted 180 whereas in FIGURE 2 the louvers have been pivoted only 90.

To insure a smoother operation, particularly when the two message sign of FIGURE 8 is utilized, an additional element of the invention, best shown in FIGURES 7, 9 and 10 includes the provision of a spring 70 which urges the louvers 14 out of aligned position as the sign is actuated from one position to another. A spring bar 72 is affixed to the pivot arm 28 intermediate the shaft 26 and the pivot post 40, such as by means of a bolt 74. The other end of spring 70 is affixed to the connecting arm 36 adjacent the connecting arm pivot block 38. The method of attachment is best shown in FIGURE 10 and includes a rotatable attaching ring 78 having a tongue 87B extending therefrom which receives one end of spring 70. The attaching ring 78 is rotatably supported in position on the connecting arm 36 by a fixed bearing block 80 held in place by a set screw 82.

FIGURE 11 is a rudimentary wiring diagram of the wiring arrangement of this invention. Power is supplied by conductors 84. A clock operated switch, generally indicated by the numeral 86, is utilized to provide the period control of the sign. The clock operated switch 86 is not a part of the invention as such is usually available with other traffic control system elements, however, such a switch may be provided as anintegral part of the Sign of this invention if required. Upon actuation, voltage is applied through the switch contact 86A to points 66. Since these points are shown closed, voltage is supplied to the sign motor 50 which will cause it to rotate. Such rotation will cause the cam 60 to rotate concurrently with the mechanism pivoting the sign louvers. When cam 60 is rotated 180, switch 66 will open causing the motor, which as previously indicated is a magnetic clutch type motor, to immediately stop. Contacts 66 are thence opened by the cam 60, and switch contacts 64 are closed, but no voltage is supplied to these contacts and the motor will be dcenergized. The motor remains nonenergizcd as long as the clock operated switch 86 is in the attitude shown. When the clock operated switch 86 moves to close contact 86B, voltage is applied to the points 64 to cause the sign motor 50 to rotate shaft 26 and cam 60 180.

Shown in parallel with the cam operated switch 86 is a manual operated switch 88 which accomplishes the same purpose. Such manual operated switch 88 is particularly useful when the sign of this invention is utilized to control school crossings, a school guard being assigned to actuate the switch to control traffic at school crossings.

Operation FIGURES l and 2 show the sign in the nonmessage position. That is, the louvers are rotated at right angles to the front opening 12 so that if the sign is used forwardly, no message is disclosed. When voltage is supplied to the clock motor, shaft 26 rotates, as previously decribed, 180, which motion is transmitted through connecting arm 36 to control bar 32. This pivots each of the louvers 14 90 to align them in a single horizontal plane. In this position, the sign presents a message as shown in dotted outline in FIGURE 2 and in FIGURE 3. When the shaft 26 is again rotated the louvers 14 are rotated 90, removing the sign message as shown in FIGURES 1 and 2.

In the embodiment of FIGURE 8, rotation of shaft 26 causes pivotation of the louvers 14 a full 180 so that one message or another or a blank plane is always presented. The coupling arrangement of the invention whereby the rotation of shaft 26 180 causes the pivotation of the louvers either 90, as shown in FIGURES l and 2, or 180, as shown in FIGURE 8, is an important part of this invention. That is best understood by reference to FIG- URE 9. As the shaft 26 rotates, arm 28 is rotated in a horizontal plane. As can be seen in FIGURE 9, in the rest positions, the connecting arm 36 is in the horizontal position and extends directly between the pivot arm 28 and the control bar 32 which is in direct contact with the rear surfaces of louvers 14 holding them in a uniform plane. As long as shaft 26 is not rotated the louvers 14 are firmly supported in a uniform plane and are not rotatable and are resistive to the force of wind which would tend to rotate them out of position. In this regard, it can be seen that the control bar 32 is provided with notched areas 90 to either side of the tongue portion 34 so that the connecting blocks 30 secured to each of the louvers 14 is received. The area intermediate the notched portions 90, identified by the numeral 92, engages the louvers 14 along the surface and securely holds them in nonpivotal position.

As arm 28 is rotated, the axial force supplied through connecting arm 36 is removed. The spring bar 72 extends in the direction of rotation by the crank arm 28 and by means of spring 70 pulls the control bar 32, and thereby the louver 14, out of alignment and into rotative position. Since the connecting arm 36 is non-rotatably supported by the connecting arm pivot block 38, the attaching ring 78 is rotatable around the spring 70 to rotate around as the shaft 26 rotates. As the control bar 32 is moved from one position to another by the rotation of shaft 26, it is urged into position by spring 70. As the crank arm 28 approaches the opposite 180 rest position, the connecting arm 36 is moved back into a horizontal position forcing the control bar 32 into rearward engagement with the louvers 14, securing them into position. By the novel linkage system of this invention, the louvers 14 are moved from either a 90 or 180 rotation from one period to another but at the same time the louvers are firmly held in aligned positions so that the message presented cannot be interrupted by strong winds.

In the embodiments shown in FIGURES 1, 2 and 8, the lower portion of the housing is shown closed with screening 94 with a portion of the screen extending forwardly of the bottom edge of the sign. This is to provide protection and prevent possible injury by pedestrians extending their hands in the way of the louvers of the sign as they change direction. The use of such screening 94 is not directly related to the primary novelty of this invention.

While this invention has been described with a certain degree of particularity, it is manifest that many changes may be made in the details of construction and the arrangement of components without departing from the spirit and scope of this disclosure. For example, it is to be understood that the actuation of the device of this invention may depend not upon time operated devices but upon automatically sensed traffic condition controllers.

What is claimed:

1. A trafiic period control sign comprising, in combination:

a housing having a rectangular open front;

a plurality of vertical, spaced apart, flat louvers, each having a front and back planar surface, each of said louvers pivotally supported at its upper and lower ends to said housing, said louvers pivotal to a first position to align so that the vertical edges thereof are contiguous to each other to form a planar surface substantially closing the said open rectangular front of said housing, the exposed surface of said louvers in said first pivoted position affording an area to receive a first sign thereon, and said louvers pivotal 180 to a second position to align so that the vertical edges are contiguous to each other to form a planar surface to afford a second area to receive a second sign thereon;

a horizontal control bar pivotally connected to each of said louvers at one of the vertical edges thereof, said control bar engaging each of said louvers at one planar surface thereof when the louvers are pivoted to the said first and second positions to maintain the louvers in each position in uniplanar alignment;

an electric gear motor supported to said housing rearwardly of said louvers having a vertical shaft extending therefrom;

a pivot arm affixed at one end to said motor shaft and rotated thereby in a horizontal plane;

a connecting ann pivotally affixed at one end to the other end of said pivot arm and pivotally aflixed at the other end to said horizontal control bar, said connecting arm extending horizontally and substantially perpendicularly of said control bar to hold said control bar in contact with said louvers planar surface to positively maintain said louvers in uniplanar alignment in both of said first and second positions; and

circuit control means with said electric gear motor to energize said motor to rotate said shaft when an electric signal is applied.

2. A traffic period control sign according to claim 1 including:

a spring bar affixed at one end to said pivot arm intermediate its end and extending substantially perpendicular thereto in the plane of rotation of said pivot arm, the spring bar extending in the direction of rotation of said pivot arm; and

a resiliently extended spring connected at one end to the end of said spring bar opposite the end affixed to said pivot arm and connected at the other end to said connecting arm adjacent said horizontal control bar, the extension of said spring being increased as said pivot arm begins rotation to urge said horizontal bar out of engagement with said louvers and to initiate the pivotation of said louvers to rotate 180 when said pivot arm is rotated 180.

References Cited UNITED STATES PATENTS 1,161,853 11/1915 Forbes 4076 2,677,205 5/1954 Wyatt 340123 X 2,724,100 11/1955 Hastings 340-42 X 2,850,717 9/1958 Wiswell 34084 3,003,268 10/1961 Chan 4033 3,200,218 8/1965 Wagner 340-41 FOREIGN PATENTS 1,334,136 9/1962 France.

JOHN W. CALDWELL, Primary Examiner.

H. PITTS, Assistant Examiner.

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