Portable traffic control device

A portable ground-supported automobile traffic control device including an upright, double-sided human-shaped figure which is so constructed and configured as to simulate a traffic control officer, and having one arm and hand in a raised position and carrying thereon, back-to-back electrical stop-and-go traffic light signal units. The traffic light signal units face in opposite directions, and are powered by storage batteries in a base that is provided for the figure. An automatic controller is connected to the signal units and to the batteries, to effect synchronized stop, stop-and-go, or other displays on the traffic light signal units, thereby to provide visual directions to motorists for the orderly control of two-way traffic in the vicinity of the figure.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
This invention relates to traffic control devices, and more particularly to 
automatic, non-attended devices for use to replace personnel at temporary 
locations. 
2. Description of the Related Art Including Information Disclosed Under 37 
.sctn..sctn.CFR 1.97-1.99 
Various types of traffic control devices are illustrated in U.S. Design 
Pat. Nos. D 69,606; D 74,859; D 77,883; D 86,679; D 87,088; D 98,028; D 
99,034; and D 220,013. All of these patents illustrate various forms 
involving figures of a man/robot holding either traffic control signs or 
lighting arrangements for conveying information to a vehicle operator as 
to particular conditions which exist on a roadway. The specific function 
of each arrangement is not, however, discussed in view of the fact that 
the patents are all design patents, which relate solely to the ornamental 
appearance of a particular object. 
Furthermore, it is believed that the devices cited in the previous 
paragraph have not achieved acceptance in the field, since to the 
knowledge of the applicant, none is currently being used, even in the many 
congested regions of the country that are known to exist today. 
In the past, maintenance and repairs required at work sites along roads and 
highways has at best, caused mere inconvenience to the average driver, and 
in some cases posed a safety hazard to both the workmen and the drivers 
themselves. For example, during the laying of sewer lines, repair of 
electrical or gas lines, or repair of the road bed itself, it has been 
customary for the particular party performing the work to retain the 
services of a police officer in order to direct traffic around the site, 
in a safe and orderly manner. Several problems arise in such situations. 
In particular, the officer must be paid, typically at a rate of 
time-and-a-half or double-time, depending upon the scheduling of the work. 
Where municipalities perform the work, the money is usually budgeted in 
advance. On the other hand, where such work is being done by a telephone 
company or other utility, the costs are in most cases absorbed by the 
particular utility. 
Frequently after an hour or so on the job site, the officer inevitably 
becomes either tired or bored, and often temporarily abandons his stand to 
chat with the workers, at least for short periods of time and if traffic 
tends to lighten up. Oncoming drivers are then faced with decisions as to 
when it is safe to pass, which is obviously undesirable from the safety 
standpoint. Also, there have been many occasions in the past where the arm 
movements of an officer are not immediately understood by a driver. On the 
contrary, such arm movements may only serve to confuse the driver, leaving 
him with the thought, "Is the officer indicating `stop` or `go`?" 
Finally, there exists a problem where a single officer is assigned to a 
construction area that extends for more than 100 feet or so, since he must 
position himself somewhere in the middle of the site, make himself visible 
to the drivers entering both ends of the site, and direct traffic 
accordingly. In many cases, two officers are stationed at the opposite 
ends of a site, with each one coordinating his instructions with the other 
so that the traffic flow can be controlled in an orderly fashion, with 
alternating pause and pass intervals. 
SUMMARY OF THE INVENTION 
The above disadvantages and drawbacks of prior traffic control arrangements 
are largely obviated by the present invention, which has for one object 
the provision of a novel and improved signalling system which is extremely 
simple in its construction, while at the same time being reliable in use 
over extended periods of time. 
A related object of the invention is to provide an improved signalling 
system as above set forth, wherein the system is physically small and 
portable, and can be readily transported as in a utility or service van, 
from a storage facility to a work site, and thereafter quickly and 
conveniently assembled by the workmen at the site without the need for 
special tools, and without requiring any special knowledge or skill on the 
part of such workmen. 
Still another object of the invention is to provide an improved signalling 
system as above characterized, which is completely self-contained and 
which during operation, does not require electrical connection either to a 
vehicle or to commercial power mains, making the system especially well 
suited for locations where power is unavailable or not readily accessible. 
The voltages involved are low, typically 12 volts d. c. and thus there is 
no shock hazard to personnel at the site. 
Yet another object of the invention is to provide an improved signalling 
system as outlined above, which can be used either by itself, or in 
conjunction with a traffic control officer in which latter case the 
officer's efforts and attention requirements are significantly reduced, 
thus enabling him to oversee other potential problems at the site not 
directly related to traffic movements. 
A still further object of the invention is to provide an improved 
signalling system as above characterized, wherein the flow of traffic at 
remotely spaced opposite ends of the work site can be controlled, by use 
of a master unit at one entrance/exit of the site, with one or more slave 
units at the second entrance/exit of the site, and wherein the slave unit 
or units can be readily connected to the master unit without any 
modification of the master unit whatsoever. 
Yet another object of the invention is to provide an improved signalling 
system of the kind indicated, wherein a failsafe feature incorporated in 
the master unit effectively prevents the simultaneous display of a green, 
"go" light at two locations of a work site which are not consistent with 
such an instruction, as for example at the opposite ends of a work site 
having a single lane by-pass, thus virtually eliminating a potential 
hazard involving vehicles inadvertently approaching one another head on. 
Another object of the invention is to provide an improved signalling system 
as above set forth, wherein conventional patterns of traffic light control 
are available, namely the switched "green-orange-red" sequence with or 
without adjustable timing, or simple "blinking" orange or red operation, 
as desired. 
In accomplishing the above objects the invention provides a portable 
ground-supported automobile traffic control device comprising an upright, 
double-sided human-shaped figure which is so constructed and configured as 
to simulate a traffic control officer, the figure having one arm and hand 
in a raised position for signalling traffic, back-to-back electrical 
stop-and-go traffic light signal units supported by the raised arm of the 
upright figure and located on both of the opposite sides thereof, and 
energy supply means for the signal units. The invention further provides 
for automatic control means connected to the signal units and to the 
energy-supply means, for automatically energizing the signal units to 
effect alternate stop-and-go modes thereof at the opposite sides of the 
upright double-sided figure, thereby to provide visual directions to 
motorists for the orderly control of two-way traffic in the vicinity of 
the figure. 
The device of the invention is sufficiently light in weight and portable, 
to enable it to be transported to a work site in a utility vehicle, and 
readily set up at the site by one or more workers, without special 
equipment and with no special skills required on the part of the 
worker/workers. Following use, the device can be disassembled and returned 
to the utility vehicle for storage, and subsequent use either at the same 
site on the following day, or at another site. 
Since the device is completely self-contained, no electrical connections 
need be made to the utility vehicle itself, or to commercial power mains. 
In the latter instance, potential problems with shock hazard to the 
workers, obtaining permission from the electrical utility, and the like, 
are thus completely eliminated. 
The device can be used by itself, as the sole control means for traffic 
flow around the work site, or alternately as an adjunct to a traffic 
control officer, whose presence might be required by law. In such cases, 
the device need not be attended to by the officer, thereby freeing him for 
making observations relating to overall traffic flow, possible accidents 
and other matters that might periodically warrant his attention. 
Other features and advantages will hereinafter appear.

DESCRIPTION OF THE PREFERRED EMBODIMENTS 
Referring first to FIGS. 1 and 2, and in accordance with the present 
invention there is provided a ground-supported automotive vehicle traffic 
control device generally designated by the numeral 10, comprising an 
upright, double-sided human-shaped FIG. 11 having the configuration of a 
traffic control officer. The figure has one arm and hand 12 disposed in a 
raised position, and there are removably mounted on the raised arm/hand 12 
a pair of back-to-back traffic light signal units 14, 16 respectively, 
each unit constituting an array of lights similar to that of a 
conventional traffic light. The green, orange, and red lights of the 
arrays 14, 16 respectively are indicated by the numerals 18, 20, 22, and 
24, 26, 28, respectively. Upwardly facing hook pairs 30, 32 on the figure 
are received in cooperable slot pairs in the rear surfaces of the metal 
housings for the arrays 14, 16, FIG. 2, for releasably carrying the arrays 
on the arm and hand 12. 
By the invention, the FIG. 11 is constituted of multiple sections 34, 36 
and 38, respectively, shown in the drawings as three in number, which 
sections are separable from one another and capable of being assembled at 
the work site where the traffic control device 10 is to be used. The upper 
section 34 is shown as including the head, chest, the upper portion of one 
arm, and the raised arm and hand 12 of the figure. The panels making up 
the figure are constructed from sheet metal, preferably provided with a 
zinc-chromate coating for corrosion resistance, and suitably painted in a 
multi-color pattern to present the appearance of a traffic control 
officer. The middle section 36 of the figure comprises the waist and 
thighs of the figure, and the lower sections 38, the knees and ankles. 
By the invention, each section 34, 36 and 38 has superposed back-to-back 
panels of the same outline, whereby one constitutes a mirror image of the 
other the panels being welded to tubular supports 40, 42 and 44, indicated 
in dotted outline in FIG. 1. The supports 40, 42 and 44 are preferably 
constituted of square-section tubular stock, and the lower ends of the 
supports 40 of the uppermost section 34 are provided with portions 46 of 
reduced dimension, enabling them to be telescopically received in 
corresponding aligned square-section supports 42 of the middle section 36. 
These are also shown in dotted outline in FIG. 1. 
In a similar manner, the middle section 36 of the FIG. 11 is constituted of 
back-to-back panels welded to the supports 42, and the reduced-dimension 
lower end portions 48 of the supports are telescopically received in the 
tubular supports 44 of the lower sections 38. The adjacent edges of 
sections 34 and 36, and sections 36 and 38 abut one another, as shown in 
FIG. 1, to form the composite FIG. 11. 
Referring now to FIGS. 3 and 4 and in accordance with the present 
invention, the device 10 further comprises a carriage 50 including a 
chassis 52 constructed of tubular stock preferably of square-section, 
similar to that of the supports 40, 42 and 44 employed with the sections 
34, 36 and 38 of the FIG. 11. The chassis 52 has a central portion 54 of 
generally rectangular outline, with a pair of trays 56, 58 welded thereto 
in side-by-side relation. The trays have hinged straps 60, 62 respectively 
with pairs 64, 66 of fastening tabs, each of the trays 56, 58 being 
adapted to respectively hold one storage battery 68, 70 which can be of 
conventional design and of a type similar to that used in automotive 
vehicles. Preferably the rating of the batteries is sufficient to permit 
continuous operation of the two arrays 14, 16 of traffic lights for a full 
48 hour period. If additional operating time is required, auxiliary 
batteries (not shown) can be provided. If necessary, the batteries can be 
re-charged as required, or alternately, substitute batteries installed in 
the system 10, to enable continuous use thereof as might be required over 
a long weekend, etc. 
Referring again to FIGS. 1 and 3, by the invention the chassis 52 has two 
upstanding projections 72, 74 of square section which are telescopically 
received in the lowermost ends of the supports 44 of the lower sections 38 
of the FIG. 11, as shown in FIG. 1. Two wheels 76, 78 and two casters 80, 
82 are provided, to facilitate positioning the FIG. 11. The wheels and 
casters are carried respectively in four wheel housings 84, 86, 88 and 90 
on the chassis 52, each of which has three faces corresponding to three 
intersecting faces of a cube; for example, the intersecting faces of the 
housing 84 are designated 92, 94 and 96, meeting at a common dihedral 
corner 98. The four wheel housings 84, 86, 88 and 90 are welded to the 
central, rectangular portion 54 of the chassis 52. As shown in FIG. 1, the 
chassis 52 lies in a plane which contains the lower edges of the wheel 
housings 84, 86, 88 and 90. 
Electrical leads (not shown in FIGS. 1 or 2) extending between the arrays 
14 and 16 and the batteries 68, 70, can be tucked in the space between the 
panels of each of the sections 34, 36 and 38, for aesthetic purposes, and 
to minimize the possibility of their becoming snagged on clothing or other 
objects. 
Contained in the housing for one of the arrays 14 or 16 is a timing and 
lighting circuit 100, FIG. 6, powered by the batteries 68, 70 and having 
electrical leads extending to the green, orange and red lamps of each 
array 14, 16. The particulars of the timing circuitry are well known in 
the traffic signal field and are thus not presented in the present 
application since they form no part of the invention per se. 
In use, the FIG. 11 is transported to the site and assembled, with the 
batteries 68, 70 placed in the respective trays 56, 58, and electrical 
leads connected between the batteries 68, 70, the timing and lighting 
circuit 100, and the arrays 14, 16. The housings for the arrays 14, 16 
contain switches (not shown) that are used for controlling the various 
functions desired, as for example selecting between conventional switched 
light sequences, blinking red/orange operation, etc. 
In the case that the traffic control device 10 is arranged to function with 
the conventional switching sequence, the light array 14 will operate in 
opposition to the light array 16, in a manner exactly the same as that of 
a four way traffic light, wherein the arrays 14, 16 correspond to two 
adjacent arrays of the four way device. In the case of a work site having 
a single lane roadway as a by-pass, the device is preferably located as 
close to the lane as possible, while still being out of the direct path of 
vehicular traffic, such that the arrays 14, 16 are plainly visible to 
on-coming traffic from either direction. With such an arrangement, there 
is no need for a traffic officer to be present exactly at the location of 
the device, since control of the vehicle flow is completely assumed by the 
device. It may be desirable to adjust the switching interval in order to 
accommodate particular conditions or traffic patterns that are peculiar to 
a specific location, as can be readily understood. 
Another embodiment of the invention is illustrated in FIG. 5, which shows 
the traffic control system 10 depicted in FIGS. 1 and 2, supplemented by a 
slave unit 102 which is of construction similar to that of the system 10 
of FIGS. 1 and 2. In FIG. 6, the portion of the circuit illustrated in 
dotted outline and designated 10 represents the system of FIGS. 1 and 2. 
In particular, there are provided the light arrays 14, 16, the controller 
100 indicated as "timing and lighting circuits", which is preferably of a 
construction that is conventional with existing traffic lights and as such 
forms no part of the present invention, and storage batteries indicated 68 
and 70 which are connected in parallel. The timing and lighting circuits 
100 are arranged to provide the desired lighting sequence for the arrays 
14, 16. For example, as noted above, when the control system 10 is 
employed by itself, without the slave unit 102, the green-orange-red 
sequence of the array 14 would be in opposition to that of the array 16. 
In this manner, vehicles presented with a green light at the front of the 
FIG. 11 would proceed, since the corresponding light at the rear of the 
FIG. 11 would be red, and vice-versa. Adjustable timing, and provision of 
blinking red, and/or blinking orange lights, could be readily incorporated 
in the present arrangement, since these functions are considered to be 
conventional in the traffic light field. 
FIGS. 5 and 6 illustrate the slave unit 102 as having a physical 
configuration substantially identical to that of the primary or master 
control device or system 10. The slave unit 102 would be employed where 
the work site is expansive to the extent that the distances involved 
between one entrance/exit location and the other was such that it was not 
possible to locate a single control system 10 such as the one illustrated 
in FIGS. 1 and 2 at a single, central position of prominence, visible from 
both locations. 
The slave unit 102 incorporates its own batteries 104, as in the case of 
the master or primary system 10. A multi-conductor interconnecting cable 
106 is provided to coordinate the signals controlling the master system 10 
and slave unit 102, so that they operate in proper synchronism with one 
another. The slave unit 102 preferably has a bank of relays 107 which are 
driven from the timing and lighting circuits 100 of the master system 10. 
The relays are powered by the batteries 104, and their operation is 
governed by signals received from the master system 10. The light arrays 
of the slave unit 102 are designated 108 and 110 respectively. 
In a preferred embodiment, the lighting sequence of array 108 would 
duplicate that of array 14, whereas the lighting sequence of array 110 
would duplicate that of array 16; of course it is necessary to insure that 
the slave unit 102 is facing in the proper one of two possible directions, 
as can be readily understood. 
By such an arrangement, vehicles presented with a green light at array 14 
would also be presented with a green light at array 108, and traffic 
facing in the opposite direction would be presented with red lights on 
arrays 16 and 110 respectively. 
Referring to FIGS. 6 and 7 and in accordance with the invention, a fault 
detector 112 is included in the traffic control signalling system, as a 
circuit separate and apart from the timing and lighting circuit 100. The 
fault detector prevents the simultaneous display of green lights on the 
arrays 14 and 16. Such a condition might result from inadvertent circuit 
failure in the timing and lighting circuit 100, and would constitute a 
hazard, since oncoming traffic from both directions would approach one 
another in the single lane, causing confusion and possibly leading to an 
accident. 
Specifically, in FIGS. 2 and 7, the green light of array 14 is indicated 
18, whereas the green light of array 16 is indicated 24. In FIG. 7, the 
fault detector 112 can take the form of a simple relay whose coil 114 is 
energized when the green light 18 of array 14 is energized, and which has 
contacts 116 in series with the green light 24 of array 16, which contacts 
116 are normally closed when the coil 114 is de-energized, but which open 
when the coil 114 becomes energized. With the addition of the slave unit 
102, the fault detector 112 would still be operative in the event of a 
circuit failure in the timing and lighting circuit portion 100 of the 
system 10, to prevent the simultaneous display of green lights on arrays 
indicated 108 and 110, FIG. 6, for instance. 
Preferably the arrays 14, 16, 108 and 110 of traffic signal lights are of a 
physical configuration similar to that of conventional traffic lights, 
whereby they constitute familiar figures to vehicle operators, and are 
highly visible. The FIG. 11 can be preferably between 6 and 8 feet high, 
and suitably painted, will resemble an actual person as viewed from a 
distance by oncoming vehicles. 
As noted above, the control system 10 could conceivably eliminate the need 
for an on-site traffic officer, where local regulations permit. However, 
in the case where the presence of an officer is required by law, the use 
of the system as an accessory or adjunct would greatly simplify his duties 
and eliminate the problems noted above in connection with the distraction, 
boredom and/or fatigue. In addition, since the officer need not direct 
traffic personally, the possibility of his being inadvertently struck by a 
vehicle is minimized. This is frequently a problem under conditions of 
fog, precipitation, darkness, dust or other factors adversely affecting 
visibility. Operator carelessness is also a factor in such accidents. 
From the above it can be seen that I have provided novel and improved 
traffic control signalling systems which are simple in their structure, 
light weight, and portable so that they can be easily transported from a 
storage garage, via a utility vehicle, directly to the desired work site 
and thereafter readily assembled by a single worker and without the use of 
special tools or specialized know-how. The batteries, being relatively 
heavy as compared to the remainder of the system, are located in the base 
to provide good stability and to resist any tendency for the FIG. 11 to be 
upset by wind, passing vehicles, etc. 
The disclosed devices are thus seen to constitute a distinct advance and 
improvement in the field of traffic control systems. 
Variations and modifications are possible without departing from the spirit 
of the invention. 
Each and every one of the appended claims defines an aspect of the 
invention which is separate and distinct from all others, and accordingly 
it is intended that each claim be treated in this manner when examined in 
the light of the prior art devices in any determination of novelty or 
validity.