Apparatus for controlling the direction of vehicular traffic movement

Apparatus for controlling the direction of traffic flow wherein a plurality of rotationally mounted levers have a free end extending upwardly from the road surface. The levers are provided with removable spikes which rotate therewith to damage tires when the levers are rotated in one direction. The free end of each lever is provided with a rotationally mounted low friction contact member which contacts the adjacent surface of the tire and moves along the surface thereof. Envelopment of the free end of the lever by the tire and the coerced rotation thereof in the wrong direction do not occur. As a result, the failure of the corresponding spike to damage a tire when the vehicle is moving in the wrong direction is thereby avoided.

BACKGROUND 
This invention relates to apparatus for controlling the direction of 
vehicular traffic flow so as to inhibit wrong way traffic or motor 
vehicles at designated locations. 
The control of traffic flow in particular areas is necessary to ensure 
continuous traffic movement and to prevent unauthorized use of certain 
rights of way. At present, it is common to use a visual warning coupled 
with a road-mounted barrier that is routinely deflected by the wheels of a 
motor vehicle when the vehicle is traveling in the permitted direction. 
Typically, this is brought about by the use of rotationally mounted levers 
extending upwardly from beneath the road surface. When a vehicle tire 
contacts one or more of the levers, they are readily moved to a position 
below the road surface so as to permit authorized traffic flow. 
In the case of traffic flow in the unauthorized direction, the device 
customarily contains tire damaging means which are preferably actuated by 
the vehicle tire rather than being motor driven. The tire damage leaves a 
lasting impression, not only on the driver of the vehicle moving in the 
non-permitted direction, but also on passengers, onlookers and the 
community at large. Thus, observation of effective operation and word of 
mouth play major roles in the device's effectiveness. The efficacy of 
devices of this type rely on the piercing of or shredding of a vehicle 
tire that has entered the designated area and then attempts to move 
through or across it contrary to the warning signs. The vehicle tire 
contacts the lever causing a normally retracted or hidden damage mechanism 
to appear and produce its designed-for effect. To the extent that 
vehicular traffic can be carried out in the non-permitted direction 
without causing damage, the device not only fails on this particular 
occasion, but also fails to provide the desired notice to the community 
that undesirable consequences will occur if the signage and other traffic 
flow indicators are not obeyed. 
One traffic flow regulating device is disclosed in U.S. Pat. No. 4,158,514 
wherein each upwardly extending lever is made integral with a barrier 
blade. The blade assumes a normally retracted position below the surface. 
When the tire of a vehicle traveling in the non-permitted direction 
engages the free end of an upwardly extending lever arm, it is expected 
that the lever will be depressed in the direction of the traffic flow and 
urge the associated blade up against the tire so as to produce a shredding 
effect. In the permitted direction, the levers are contacted by the tire 
and the blades are rotated in the opposing direction so that they never 
appear above surface and do not constitute a hazard during normal use. The 
device is preferably constructed so that the axis of the lever and that of 
the associated blade form an angle of the order of 90 degrees that the 
blade does not emerge accidentally during traffic movement in the 
permitted direction. 
While this device may be effective in the case of solid vehicle tires or 
highly pressurized tires, the present day passenger vehicle is usually 
provided with relatively low pressure tires characterized by a wide tread. 
Consequently, it has been found that many tires in general use tend to 
frictionally engage and envelop the free end of the lever. As a result, 
the tire surrounds the adjacent portion of the lever and urges it backward 
in the direction of rotation of the tire. This direction is contrary to 
the direction of movement of the vehicle and corresponds to the permitted 
direction of traffic flow across the apparatus. The frequent result is 
that the device does not operate as intended and no damage to the vehicle 
tire takes place. 
Accordingly, the present invention is directed to the provision of a 
vehicular traffic controller wherein the tendency of the vehicle tire to 
frictionally engage or envelop the lever arms is substantially eliminated. 
The ability to inhibit this envelopment results in increased operating 
reliability in that the spike associated with each lever arm is able to 
emerge from its retracted position and engage the tire. Thus, the present 
invention is constructed to produce the desired result of tire damage when 
the device is traversed by a vehicle moving in the non-permitted 
direction. 
SUMMARY OF THE INVENTION 
This invention relates to an improved traffic controller for allowing 
vehicular traffic flow in a permitted direction while inhibiting flow in 
an opposing direction. The apparatus includes a planar member which 
supports motor vehicles traveling thereacross. The planar member is 
provided with a plurality of openings spaced thereacross, each opening 
positioned in general alignment with the expected direction of traffic 
flow. 
A plurality of actuating levers extend upwardly through the corresponding 
openings in the planar member and are positioned to contact a vehicle tire 
when it passes across the planar member. Beneath the planar member is 
located coupling means for rotationally mounting the levers to permit 
movement thereof in alignment with the expected traffic pattern. The 
levers are rotated to a position beneath the planar member when contacted 
by the vehicle tire traversing the planar member. A low friction contact 
member is affixed to the free end of each of the levers. The members 
contact the vehicle tire, reduce the frictional engagement therewith and 
move along the surface of the tire thereby avoiding rotation of the lever 
in the wrong direction. Removable piercing members are operatively 
connected to each of the actuating levers and are positioned beneath the 
planar member during periods of non-use. 
In operation, the vehicle tire moves against the contacting members which 
are rotationally mounted on the lever ends and these members move along 
the adjacent surface of the tire in the direction of the vehicle movement, 
not in the direction of rotation of the tire. As a result, a piercing 
member rotates with its corresponding lever to engage the tire when the 
vehicle is moving in the non-permitted direction. When the vehicle is 
moving in the permitted direction, the vehicle tire moves against the 
contact members and thereby urges the end of the lever to a position 
beneath the planar member. The corresponding piercing member does not 
emerge from beneath the planar member in this circumstance. 
Since the free end of each lever arm is provided with a rotationally 
mounted means for contacting the adjacent surface of the tire, the ability 
of a tire to envelop the lever arm and urge it to rotate therewith is 
essentially eliminated. In effect, the vehicle tire does not surround and 
fictionally engage the free end of the lever, but pushes it in the 
direction opposite to the direction of rotation of the vehicle tire. The 
piercing member then is free to emerge and damage the tire. Consequently, 
the device functions in its designed-for manner and the reliability of 
operation causes the warnings and signage at the location to be taken 
seriously. 
Further features and advantages of the invention will become more readily 
apparent from the following detailed description of a preferred embodiment 
when taken in conjunction with the accompanying drawings.

DESCRIPTION OF THE PREFERRED EMBODIMENT 
Referring now to FIG. 1, planar plate 12 is shown emplaced in road surface 
11. A grass verge 18 is shown bordering the road surface. A generally 
rectangular container is shown beneath the plate 12 by dashed lines to 
illustrate that clearance is needed between the portion of the invention 
residing beneath the plate 12 and the surrounding materials. The actual 
shape or dimensions of any container used may vary as needed. 
The plate 12 is shown containing a plurality of openings spaced 
transversely across the plate so as to cover that portion of the roadway 
upon which the vehicular traffic is to be controlled. The objective of the 
invention is to permit unimpeded traffic flow in a single direction and to 
reliably inhibit flow in an opposing direction by use of a plurality of 
lever arms 14 extending upwardly from the top surface of plate 12. The 
openings are shown in the form of slots having opposing terminal portions 
of expanded width. When a vehicle travels in either direction, its tires 
first contact the disks 16 mounted on the exposed ends of lever arms 14 
and urge the levers beneath the top surface of plate 12. Consequently, 
expanded area terminal portions of slots 15 are shown so as to accommodate 
the disks on the lever arms so they move beneath the plate 12. 
In FIG. 2, a partial top view of the assembly of FIG. 1 shows the three end 
lever arms 14 and that portion of the mechanism visable from the top 
surface of plate 12. In particular, a piercing member or spike 23 is shown 
beneath the plate and positioned to contact a vehicle tire when the lever 
arm is moved in the non-permitted direction. When the vehicle is moving in 
the permitted direction, the lever is urged by the tire to rotate so as to 
move to a position beneath the surface of plate 12. The piercing member 23 
is operatively connected thereto so as to rotate away from the plate and 
thus not contact the tire. The top section of the lever arm 14 is shown 
having a tapered edge portion 46 on either side of the central section 45. 
Disks 16 are mounted on either side of the free end of the lever arm 14. 
The disks are mounted on the opposing ends of axle 20 which extends 
through the corresponding end of a lever arm so as to permit rotation of 
the disks. 
When a vehicle tire engages the free end of the lever arm and the disks 
mounted thereon, the disks are free to rotate and travel along the surface 
of the tire while still bearing a portion of the weight of the vehicle. 
Thus, the rotating disks decrease the frictional forces between the tire 
and free end of the lever arm thereby avoiding the enveloping of the end 
of the lever arm by the wide relatively low pressure tires used by present 
day vehicles. The central section 45 of each lever arm does contact the 
surface of the vehicle tire and also shares in supporting the weight 
thereof. However, the tapering of the sides and top edge portions of the 
lever arm serves to further reduce the tendency of the tire to grab the 
end of the lever arm and rotate it in a direction opposite to that of the 
vehicle movement. In the embodiment shown, the upper most end of the lever 
arm is shown extended to the outer peripheral portion of the disks 16. 
However, the lever arm can be made slightly shorter if the lever arm is 
sufficiently strong so as to support the weight of the vehicle on the 
disks 16 and axle 20 alone. In addition, the disks can be increased in 
width to assume more of the applied force. 
The manner of rotation of the lever arms 14 is more readily understood from 
FIGS. 3 and 4, wherein shaft 24 is shown extending transversely beneath 
plate 12. A plurality of bearing blocks 41 are spaced therebeneath to 
provide support for the shaft 40 and are held in position by bolts 56 
accessible from the top surface of plate 12. The second or opposing end 32 
of the lever arms is provided with an opening through which shaft 40 
extends. As noted in FIG. 3, the end of the shaft is provided with a 
retaining clip 42 and a retention washer 43 to limit lateral movement of 
the lever arm on the shaft. Each lever arm is provided with a double wound 
spring member 30 which urges the lever to return to an upright position 
regardless of which direction that a vehicle has crossed the plate 12. The 
spring has a first end 51 which is received in a groove 31 and wrapped 
about the shaft. It also extends in a generally U-shaped central section 
52 to the opposite side of the lever arm and is then wrapped about the 
shaft on the other side of the lever. The second end 53 of the spring 
extends upwardly and resides against the bottom surface of plate 12. The 
two spring sections wrapped about the shaft 40 on either side of central 
section 52 are in opposing directions so that the lever is continually 
returned to its upright position as shown in FIG. 1. 
The position of the spring 30 in its normal operating position is shown in 
FIG. 4 wherein the lever arm 14 extends vertically through the opening in 
plate 12. The disks 16 mounted for rotation on axle 20 are then positioned 
to contact a vehicle tire. The tapered edge portion of the lever arm shown 
as region 21 is an extension of the tapered top edge 46 and extends along 
the length of the lever until terminating just beneath the plate 12. As 
mentioned previously, the taper extends across the top of the lever arm so 
that the vehicle tire encountering a particular lever arm contacts 
primarily the rotatable disks 16. The second end of the lever arm is 
mounted on shaft 24 for rotation with the spring central portion 52 and 
second end 53 resting against the underside of the plate 12. The spike or 
piercing member 23 is held by retaining pin 25 in a receiving socket 28. 
This permits the retaining pin 25 to be driven out and the spike to be 
removed from the socket and replaced if it is broken off during use. 
Transverse pin 44 preferably does not engage the adjacent second end 53 of 
spring 30 so that a degree of movement is permitted in the lever arm in 
the upright position as shown. This pin extends through the central 
portion of the lever arm as shown in FIG. 3. Pin 44 serves to engage the 
adjacent portion of the spring member when the lever arm is moved by a 
vehicle travelling in the non-permitted direction. 
The non-permitted direction of vehicle travel is shown by the arrow in FIG. 
5. For vehicle movement in this direction the resultant movement of the 
lever arm is to a position beneath the top surface of plate 12. The 
emergence of the piercing member 23 from beneath the plate to a position 
where it engages and harms the vehicle tire is shown. As the lever arm 14 
is urged in the direction shown by the arrow, the pin 44 engages the 
second end 53 of the spring and is urged thereagainst deflecting this end 
of the spring in the manner shown. The rotational mounting of the disks on 
the ends of each lever arm enable the disks to rotate along the surface of 
the tire as it moves in the direction of the arrow. The envelopment of the 
exposed end of the lever arm by the vehicle tire, which is characteristic 
of traffic controllers now in use, does not take place with the result 
that there is no significant force tending to drive the lever arm in the 
counterclockwise direction. In the prior art devices, the tire 
frictionally engages and grabs the lever arm moving it in the direction of 
travel of the vehicle tire. This reaction is contrary to the intended 
result. In such cases, the piercing member never emerges from beneath 
plate 12, no damage to the tire takes place and the general population 
begins to ignore the traffic controller. The present invention has been 
found to essentially eliminate this problem by reducing the frictional 
forces between the free end of the lever arm and the vehicle tire. 
The operation of the device in the permitted direction is shown in FIG. 6 
wherein the free end of the lever arm is contacted by the tire of the 
vehicle travelling in the direction of the arrow. In this circumstance, 
the vehicle is working against the central portion 52 of the spring and 
urges the lever down as shown with the piercing member safely moved out of 
the way. As noted previously, FIG. 6 shows the typical reaction to a 
vehicle moving in the non-permitted direction obtained with those previous 
devices utilizing a static or fixed lever arm end. 
The present invention includes several features that are significant to the 
ease of assembly and costs of manufacture. In particular, the use of a 
single spring to provide the opposing restoring forces enables the 
assembly to be made in a remote location by spacing the parts along the 
shaft and loosely attaching the bolts 56 while maintaining the appropriate 
spacing of the spring members. The use of positioning clips 60, such as 
E-rings, on the shaft with corresponding receiving grooves on the shaft 
position the device on the shaft. The tightening of the bolts maintains 
the proper alignment of the springs in position against the underside of 
the plate 12. Furthermore, the provision of a receiving socket with a 
retaining pin enables a piercing member or spike to be removed and 
replaced without disassembling the entire apparatus. As shown in FIG. 5, 
each spike is provided with a notch 48 for receiving the retaining pin 25 
which is accommodated in a suitable bored hole in the second end of each 
lever arm 14. In addition, the central portions of the openings 15 in 
plate 12 need not be expanded to permit movement of the lever arm through 
the plate since the region of expanded thickness is located at the very 
end of the lever arm. Thus, no significant hazard is presented to members 
of the public wishing to tamper with the apparatus when installed. 
While the above description has referred to a specific embodiment of the 
invention, it is to be noted that many modifications and variations may be 
made therein without departing from the spirit and scope of the invention 
as claimed.