Parking barrier with accident event logging and self-diagnostic control system

A parking area entrance or exit barrier includes a control system which receives inputs from various accessories associated with the operation of the barrier, and which provides control signals to the various accessories of the barrier. One of the accessories includes a sensor attached to the barrier. The sensor senses an accident event, such as contact between the barrier and a vehicle. Whenever an accident event is sensed, the control system creates an accident event log of information concerning the accident event. The accident event log may include video images of the barrier, a position of the barrier, a movement direction and speed of the barrier, and an approximated speed of the vehicle. The control system may also monitor a performance of the various accessories of the barrier and create a performance log relating to any malfunction of the accessories. The performance of the accessories may also indicate tampering or fraudulent activities concerning the parking barrier, such as an attendant stealing parking fees. The accident event log and/or performance log may be transmitted to a central service facility. Further, the central service facility can remotely change operating parameters of the control system.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a device for controlling and monitoring one or more entrances or exits of one or more controlled parking areas.

2. Description of the Relevant Art

Automated, motor-driven barriers, such as overhead rolling doors or gates, which close access to, and/or exit from, parking areas, are common in society. For example, a public parking lot or enclosed parking garage usually includes a gate or door (hereinafter collectively referred to as a barrier) at each entrance and at each exit. Typically, the barrier is closed. When a person driving a vehicle desires to enter or exit the parking area, the barrier is opened if certain conditions are met, e.g., a fee is paid, a valid pass is presented, an identification is made. Such barriers suffer many drawbacks.

One of these drawbacks concerns property damage and liability claims, which may occur when a vehicle comes into contact with a barrier. For example, it sometimes happens that contact occurs between a vehicle's rooftop, hood or trunk and a lower, leading edge of a barrier. When the parking attendant and/or the authorities arrive at the scene, there is little or no evidence of what actually caused the accident. Usually, there is only a damaged vehicle sitting under a damaged parking barrier.

When such an event occurs, a typical assertion by the owner of the car is: “I waited until the barrier was completely open. Then, I slowly drove my car under the barrier, when suddenly the barrier fell onto the roof of my new car causing great damage to my property and my person. You'll hear from my attorney.” Often, the truth of the matter would have been more accurately stated: “I had just left a cocktail party, and I was running late for a movie. When I saw the parking barrier start to open, I gunned my car toward the exit. I'm sorry, but I drove into the parking garage's barrier.”

Therefore, there exists a need in the art for a control system for a parking area barrier, which can generate an accident event log. Such an accident event log could shed light onto the circumstances surrounding accidents involving parking area barriers and vehicles.

Another drawback concerns diagnosing the operation and performance of the parking barrier. Each year, parking service providers must allocate large budgets for parking barrier repairs and service calls. Common faults include malfunctioning card readers, vehicle sensors, guide systems, motor systems, etc.

If the parking barrier is unmanned, the fault may go unrecognized by the service provider for some length of time (especially if the barrier remains in the open position). Customers will enter or exit by the barrier freely, and would be unlikely to report the malfunction. This situation results in a loss of revenue.

Alternatively, if the parking barrier is manned, the malfunctioning of the barrier may be observed very quickly. However, there is still a drawback. Typically, different repair service companies repair different faults. For example, a faulty parking card reader might be serviced by a different company than a faulty door actuator.

Unfortunately, when a parking barrier fails, the parking lot attendant usually lacks the technical expertise to determine the source of the failure. Therefore, it is common to instruct the parking lot attendant to call all of the various service companies to ensure that operation of the parking barrier will be restored quickly. Of course, this is a waste of resources, since one or more of the service companies responding to the call will have no fault to repair, and will, nonetheless, bill the parking service provider for the service call.

Therefore, there exists a need in the art for a control system, which will automatically monitor and report the performance of various components of a parking barrier. Further, there is a need in the art for a control system that will diagnose the source of a parking barrier failure to an individual sub-system(s) or component(s) so that only the proper service company will be alerted. Further, there is a need for a control system which can disable certain defective components of a parking barrier, so that the parking barrier can continue to remain functional, although not fully functional. Further, there is a need for a control system which will periodically remind authorized personal that defective components have been disabled.

Another drawback concerns employee fraud. A common sensor employed in conjunction with a parking barrier is an embedded loop sensor. The loop sensor detects metal, presumably a vehicle passing by the barrier. Therefore, the barrier will remain open so long as metal (presumably, the vehicle) is proximate the barrier. Parking area attendants have been known to place a metal plate or plates over the loop sensor(s) so as to trick the system into thinking that a vehicle remains proximate to the parking barrier (e.g. a vehicle has stalled under the barrier).

The parking area attendant then vigilantly stands by the barrier, which remains open. Each time a vehicle approaches the barrier, the attendant collects the appropriate parking fee and allows the vehicle to pass by the open barrier. The collected fees are pocketed by the attendant.

The theft is difficult to detect since conventional auditing systems simply count the number of times the barrier is cycled (i.e. opened and closed), in order to determine the anticipated parking revenues. Since the barrier remains opens as multiple vehicles pass, the parking fees, pocketed by the attendant, are not anticipated by the parking service provider.

Another method employed by parking attendants to steal parking revenue involves card readers. Many parking area pay stations include a card reader which accepts a date/time stamped parking card. Sometimes the card reader “locks-up” or “freezes-up.” In other words, the software program stops, because the programming parameters arrive at a state in a state diagram which is undefined, due to erroneous parameters. The program can not proceed. State diagram errors can be sporadic, and are often due to bugs in the original program, noisy power supplies, interference, aging memory devices, etc.

Whenever a card reader “locks-up” or “freezes-up,” the card reader will no longer read data from a parking card. A conventional control system requires a manual reboot to return the card reader to an initial/startup state, so that the card reader is again functional. To perform the manual reboot, a wire or wiring harness is momentarily unplugged, or a reboot or reset switch is activated. As part of the initial/startup process, a pulse is sent to the barrier actuator causing the actuator to open the barrier.

To defraud the parking service provider, the attendant will place an “out of order” sign over the card reader, and will ask the vehicle operator to handover the date/time stamped card. The parking attendant will collect a parking fee, and then press the reset switch causing the barrier to open. The parking fee will be pocketed by the attendant and the date/time stamped card will be disposed of. Again, the fraud will be difficult to detect using conventional auditing systems, since the resetting of the card reader does not increment the cycle count for the barrier, which is used to audit the fees collected by the attendant.

To prevent this type of fraud, many parking service providers do not provide a manual reboot switch or access to the wiring harness, which can reset the card reader. However, this solution is problematic. If the card reader locks-up, the attendant will be unable to reboot the card reader. The attendant will have to wait until a service technician or a manager can arrive to perform the reboot process. This will inconvenience the parking customers if they are forced to wait, or result in lost revenues if the parking customers are allowed to exit without paying. Therefore, there exists a need in the art for a control system, which detects fraudulent activity by a parking attendant.

SUMMARY OF THE INVENTION

It is an object of the present invention to address one or more of the drawbacks associated with the background art.

It is an object of the present invention to provide a control system, which can automatically detect an accident event, such as contact between a vehicle and a parking barrier.

It is an object of the present invention to provide a control system, which can automatically report an accident event concerning a parking barrier.

It is an object of the present invention to provide a control system, which can monitor, collect, store, and/or provide information concerning circumstances existing prior to, during and/or after an accident event.

It is object of the present invention for the control system to monitor, collect, store, and/or provide information such as:1. Video images of the parking barrier before, during and/or after the accident event;2. A movement direction, position, and/or movement speed of the barrier, when the accident event occurred;3. An estimated speed (albeit not a true speed) of the vehicle when the accident event occurred;4. Identification information concerning the vehicle or driver which activated the parking barrier prior to the accident event; and/or5. Date and time information concerning the accident event.

It is an object of the present invention to provide a control system that can monitor a performance of various accessories relating to the operation of a parking barrier, and determine and report any detected faults in the performance of the accessories.

It is an object of the present invention to provide a control system that can disable certain defective accessories, so that the operation of the barrier is restored to a functional state, albeit not a fully functional state.

It is an object of the present invention to provide a control system that will remind authorized personnel, such as an attendant or a remote service facility, that certain defective accessories have been disabled and need to be repaired.

It is an object of the present invention to provide a control system, which can detect fraudulent activity by a parking area attendant

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1illustrates an interior view of a parking garage, in accordance with the present invention. A first barrier10is provided for blocking an exit from the parking garage. A second barrier20is provided for blocking an entrance to the parking garage. A first actuator14is provided for controlling movement of the first barrier10. Likewise, a second actuator24is provided for controlling movement of the second barrier20.

As illustrated inFIG. 1, the parking garage is controlled by automated machinery, in the form of a first customer terminal30and a second customer terminal provided on the other side of the second barrier20(not shown inFIG. 1). When a customer's vehicle approaches the exit of the parking garage, the customer must stop at a customer acknowledgement device, such as the first customer terminal30. The first customer terminal30is provided on pole31, or similar structure, so that the first customer terminal30is presented to a driver's window of the vehicle.

FIG. 2illustrates the front face of the first customer terminal30or virtual attendant, which is presented to the driver. The first customer terminal30includes a display screen32, such as a liquid crystal display (LCD) or vacuum fluorescent display (VFD), a multi-key touch pad34, a plurality of function keys36, and a card reader38. The first customer terminal30also includes a standard telephone handset40, and/or a speaker42and microphone44, so that two-way voice communication may occur. Optionally, the first customer terminal may include a video camera46, so that visual images may be one-way communicated from the first customer terminal30, or two-way image communication may occur in conjunction with the display screen32. The second customer terminal would be of similar design.

As illustrated inFIG. 1, one or more vehicle acknowledgement devices, such as a vehicle presence detector, are provided in proximity to the first customer terminal30. For example, a loop sensor52for sensing metallic content may be embedded in the surface of the exit ramp. Alternatively, one could employ a weight-activated sensor.FIG. 1also illustrates an electric eye system54for detecting the presence of a vehicle, which may be employed in combination with, or instead of, the loop sensor52.

A passing vehicle is detected by the electric eye system54, when a light beam56, such as an infra red light beam, is obstructed by the vehicle. The loop sensor52, electric eye54, and/or other vehicle presence detector is located a predetermined distance from the first barrier10. For example, inFIG. 1, the light beam54is located a distance “d” from the first barrier10.

A first video camera60is mounted on a post62proximate the first barrier10. The first video camera60is pointed in a direction to capture an image of the first barrier10and an area upstream and adjacent to the first barrier10. The first video camera60may alternatively be mounted in a position, which can also capture an image of a license plate of a vehicle at the first barrier10. The first video camera60may be capable of capturing a single still image, or a time sequence of images. A similar second video camera (not shown inFIG. 1) is provided to capture an image of the second barrier20and an image of a license plate of a vehicle at the second barrier20.

The first barrier10includes a first edge sensor12disposed on its leading edge. The first edge sensor12may be continuously present along the entire leading edge of the first barrier10(as illustrated inFIG. 1), or may be present over only a portion or portions of the leading edge of the first barrier10. A second edge sensor22, like the first edge sensor12, is provided in a similar manner with respect to the second barrier20.

FIG. 3illustrates a cross-sectional view of the first edge sensor12, taken along line3—3inFIG. 1. The first edge sensor12includes a flexible membrane14enclosing an elongated contact switch16, or a plurality of contact switches16. Pressure on the leading edge of the first barrier10causes the contact switch16to close.

Of course, other types of switches or sensors could be substituted for the contact switch16. For example, the flexible membrane14could be fluid-filled and a pressure sensitive switch could then sense increased fluid pressure caused by contact occurring at any point along the first edge sensor12. As another example, an electric eye may be provided to send an infrared light beam through the flexible membrane14, or immediately in front of the leading edge of the first barrier10, if no flexible membrane14were provided. By this arrangement, any obstacle immediately in front of the leading edge of the closing first barrier10will be automatically detected when the light beam is broken.

InFIG. 1, the first and second barriers10,20are depicted as overhead, rolling-type doors, however other types of barriers could be employed. For example,FIG. 4illustrates an outdoor parking area having a third barrier110and a fourth barrier120, in the form of crossing arms. The outdoor parking area also includes an attendant booth74. Of course, the indoor parking area ofFIG. 1could also have included an attendant booth.

InFIG. 4, the attendant booth74allows the parking area to be manually managed by a parking lot attendant during peak usage hours. For example, a parking lot attendant may be present from 7 am until 6 pm Monday through Friday, and absent at all other times. Inside the attendant booth74, there are at least two push buttons78(seeFIG. 5). Pressing one of the push buttons78associated with the third barrier110will cause the third barrier110to open and later close. Pressing another of the push buttons78associated with the fourth barrier120will cause the fourth barrier120to open and later close.

Also, in the attendant booth74, there is provided mode switch76. The mode switch76allows the attendant to select a mode of operation for the parking area and is not limited by the following modes. As an example, in one mode, the opening of the barriers110,120is controlled via the push buttons78(SeeFIG. 5). In another mode of operation the barriers110,120stay open continuously. In yet another mode of operation, the parking area is controlled by the automated customer terminals30.

InFIG. 4, a third camera125is provided to capture images of the third barrier110and the area adjacent and upstream to the third barrier110. A fourth camera130is provided to capture images of the fourth barrier120and the area adjacent and upstream to the fourth barrier120. The third camera125and fourth camera130are advantageously positioned so as to capture an image of a vehicle's license plate at the third and fourth barriers, respectively. The structural features concerning the vehicle detectors, such as the electric eye system54and loop sensor52, are similar in layout to the arrangement illustrated inFIG. 1.

FIG. 5illustrates a block diagram of a control system for the present invention.FIG. 5illustrates a first controller70, which manages the operations associated with the first barrier10. Of course, a second controller70would manage the operations associated with the second barrier20and second customer terminal. Other barriers would have their own associated controllers, customer terminals, and attendant booths of the parking area. A modem82is connected to each controller70. The modem82allows the controller70to communicate with a remote service facility84.

Memory80and timer71are an integral part of the controller70. The memory80stores events, alarms and warnings as they occur, complete with a time stamp. The events, warnings and alarms can be sent, via the modem82, to the remote service facility84. The internal timer71is used for various purposes to control the barrier and determine fault conditions.

The features of the first customer terminal30are connected to the controller70via hardwiring or a wireless connection. Further, the first actuator14for causing movement the first barrier10is connected to the controller70. The first edge sensor12and the first video camera60are also connected to the controller70. One or more vehicle detectors72(such as the electric eye system54, the loop sensor52, a motion sensor51, and/or a weight sensor53) are connected to the controller70.

The attendant's booth74includes controls, which are manually operable by the attendant, such as the mode switch76, the push buttons78and a reset switch73. The push buttons78are momentary switches, which if pressed by the attendant, cause one of the barriers to cycle, i.e., open and close. The mode switch76is used to set the operation mode of the parking area. For example, when the mode switch76is in the “day” mode, the attendant controls the barriers by using the push buttons78. When the mode switch76is in the “free” mode, the barriers remain open, so that vehicles may pass by freely. Alternatively, when the mode switch76is in the “automated” mode, the automated features of the customer terminals30are used to control operation of the barriers. The controller70will record the date and time when a particular mode was selected and store this data in the memory80.

As illustrated inFIG. 5, the connections between the controller70and the various accessories concerning the operations of the barrier10are two-way connections. In other words, the controller can both send to, and receive signals from, the various accessories. In a preferred embodiment, the circuitry employed in the various accessories, such as the electric eye54, actuator14, card reader38, etc. include self-diagnostic circuitry. The features of self-diagnostic circuitry are known in the existing arts, and reference can be had to the existing arts to determine the various constructions and operations of such self-diagnostic circuits.

During operation, the controller70will monitor the performance of the various accessories and determine whether the accessories are functioning properly. If a malfunction occurs during the operation of one of the barriers attached to the controller70, the controller70will report the fault occurrence and identity of the faulty accessory to the central service facility84via the modem82. Alternatively or in addition, the controller70maintains a fault log in the memory80, when a parking attendant enters a command via the keypad34on the customer terminal30, the fault log could be displayed on the LCD screen32.

Sending fault data via the modem82provides a means by which the parking service company can be immediately informed of malfunctions in a parking barrier, so as to incur a minimal loss of parking revenue. Further, the parking service company will know the nature of the fault and will be able to dispatch only the necessary service personnel to correct the fault. Likewise, providing the display of the fault to a parking attendant on the premises, via the LCD screen32, will enable the parking attendant to call only the necessary service personal.

With reference to the flow chart ofFIG. 6, an example of an operational embodiment of the present invention will be described. Of course, the operation can be varied within the spirit and scope of the present invention, and thereforeFIG. 6should not be construed as limiting to the claimed invention. For simplicity of illustration, the flow chart illustrates a sequence of operations concerning an accident event logging and recording system for the first barrier10. Of course, in practice, the system would log and record accidents, which occur with any of the entrance or exit barriers of the parking area.

In step S100, the system is in a ready state. In the ready state, the first barrier10is blocking the exit of the parking garage. The controller70awaits an interrupt signal. The interrupt signal indicates the presence of a vehicle. For example, one of the vehicle detectors72senses a vehicle, or an input is received by the first customer terminal30. Once an interrupt signal is received, operation proceeds to step S102.

In step S102, data is accepted from the first customer terminal30. For example, the customer reads instructions from the display32, and inputs a pass code via the keypad34. Alternatively, the customer may swipe a credit card or parking pass through the card reader38, or may communicate with a parking garage attendant or the remote service facility84via the microphone44and speaker42.

Based upon the data received in step S102, in step S104, the controller will analyze the input data, and/or any data received from the parking garage attendant or remote service facility84, and determine whether the data is sufficient. If the data is insufficient, processing goes to step S106. In step S106, the parking garage attendant is called to assist the customer, or the customer is directed to return to the parking garage and seek the assistance of a parking garage attendant. Then, the system returns to the wait state of step S100.

If the data in step S104is sufficient, processing proceeds to step S108. In step S108, the controller70begins to receive video images from the video camera60. Next, processing goes to step S110where the controller sends a signal to the first actuator14indicating that the first barrier10should start opening.

Next, in step S112, the controller monitors the outputs of the vehicle detector72to determine when the vehicle reaches the vehicle detector72. The action of the vehicle reaching the vehicle detector72is “an event,” which is time stamped and stored in memory, in step S114. In fact, every action in the system is an event which is time stamped and stored in memory, such as activation of a push button, a mode switch, a sensor or a safety edge. The events are stored in a current event log. If the completed cycle is normal, the current event log is cleared when the door is fully closed again. If a special occurrence happens, such as an alarm, failure or activation of the safety edge, then the current event log is moved to a history event log for later scrutiny. The history event log is not erased without special clearance, such as a password known only to authorized service personnel.

Next, in step S116, the controller samples the vehicle detectors72to determine whether or not the vehicle has completely exited the parking garage. If the vehicle detectors72indicate that the vehicle has not yet completely exited the parking garage, the controller70checks to see if the first edge sensor12has detected contact between the customer's vehicle and the leading edge of the first barrier10(step S118).

If the vehicle has completely exited the garage in step S116, processing proceeds to steps S120and S122. In step S120, the first barrier is closed, and in step S122, the current event log and the video images are erased, or flagged to be overwritten. Next, processing returns to step S100.

If contact is sensed in step S118via an edge sensor or electric eye in the plane of the door, processing proceeds to step S124. In step S124, the current event log is moved to the history event log. Next, in step S125, a position of the first barrier and movement direction of the first barrier, when the first barrier was hit, are determined. This may be accomplished by providing encoding marks on a shaft, which rotates in a first direction as the first barrier10is opening, and which rotates in a second, opposite direction as the first barrier10is closing. The position and movement direction of the barrier are also recorded in the current event log, which was moved to the history event log.

The encoding marks on the rotating shaft can be read and counted by an encoding reader to determine the position of the first barrier10, the direction of movement of the first barrier10, and even the speed of movement of the first barrier10. Encoders for determining the rotations position, direction, and speed of a rotating shafts, are known in the art outside of parking garage and fire door actuators, such as in the servo control systems art.

Next, in step S126, the parking attendant, and/or the remote service facility84, is notified about the physical contact between the vehicle and the first barrier10. Next, in step S128, the video images recorded by the video camera60and information concerning the vehicle/driver that actuated the barrier (e.g., parking card number, credit card number, etc. as provided to the customer terminal30) are stored in the memory80and/or transmitted to the parking attendant and/or the remote service facility84.

Of course, whenever the contact sensor12senses contact to the first barrier10, movement of the first barrier10is stopped. Stopping the first barrier10could be accomplished by a brake, as disclosed in co-pending application Ser. No. 09/644,901. Alternatively, the actuator14could be signaled to stop the first barrier10, and then to open the first barrier10. In either event, further damage to the vehicle and/or first barrier10will be minimized.

In order to simplify the flow chart ofFIG. 6, only the control steps concerning the first barrier10are discussed. In practice, another controller70would control and monitor the operation of the second barrier20, and other controllers would control any other barriers of the parking garage. Like controllers would be used to control and monitor the third and fourth barriers110,120of the parking lot ofFIG. 4, and any other barriers used at the parking lot ofFIG. 4. It is intended that the remote service facility84would service many controllers70located at many parking garages and/or lots.

The operational method depicted inFIG. 6is only one possible embodiment of the present invention. The operational method may be modified in many ways. The order of the steps could be altered. For example, steps S124, S125, S126and S128could occur in reverse order, or in any other order, such as S125, S128, S124, and then S126.

The control method depicted in the flow chart ofFIG. 6may be modified in many other ways, while remaining within the spirit of the present invention and scope of the attached claims. For example, step S122could be optional. Under some circumstances, it may be desirable to store video images of the activities relating to a parking entrance or parking exit indefinitely, or for some length of time regardless of whether or not an accident event occurred.

Of course, the sampling of the vehicle detectors72(step S116) and the first edge sensor12(step S118) could be carried out simultaneously, or in a nearly simultaneous manner perhaps in milliseconds. Therefore, the controller70would be simultaneously monitoring for the vehicle to exit and for any contact between the vehicle and the first barrier10.

FIG. 6indicates that the control system stops after the data concerning the accident has been recorded. Presumably, the parking garage attendant would inspect the first barrier10, and if appropriate, reset the system to start at step S100, if the first barrier were still functional.

Steps S124and S128indicate that the timer value and video images are stored in memory80. Alternatively, the timer value and/or the video images could be transmitted via modem82to the remote service facility84to be viewed, stored and/or processed.

The time stamped events can be used to calculate an estimated speed of the vehicle, as the vehicle approached the first barrier10. The time stamped events can give a further indication of the movements of the door and the vehicle to establish what happened in the event of an accident.

By the present invention, it is possible to generate an accident log relating to an accident event when a customer's vehicle contacts a parking barrier. The accident log can include data relating to the accident event. The data may include video images of the barrier before, during and after the accident. Further, the data may include the direction of travel of the barrier (e.g., was the barrier going up or down when the contact occurred), the speed of movement of the barrier, and the exact elevation of the barrier when contact was initially made. Moreover, the data can include identification and timing information concerning the vehicle which contacted the barrier, such as the date and time of day when the accident occurred, the parking pass number or billing information that the customer entered into the customer terminal just prior to contacting the barrier, and an estimated speed (albeit not a true speed) of the vehicle when contact was made with the barrier.

The accident event log is a valuable asset to the parking area management company. Such a log may be useful as evidence to establish and/or rebut claims of property damage, personal injury, negligence, etc.

Now, with reference toFIG. 7, an operation of the attendant fraud prevention characteristics of the present invention will be disclosed.FIG. 7is similar toFIG. 4, except a metal plate M has been placed over the loop sensor52associated with the exit of the parking lot by a mischievous parking attendant. The metal plate M will cause the loop sensor52to report the presence of a large metal object proximate the barrier110. The control system will assume that the metal object is a vehicle, and will hold the barrier110in its open state to prevent contact between the barrier110and the vehicle.

With the barrier staying open, the attendant will collect a parking fee from a customer and allow the customer to exit the parking area. After paying, the customer drives over the metal plate. Usually, the customer fails to see the plate, or simply believes the plate is covering a hole in the exit ramp where some repair work is needed. Therefore, from the customer's perspective, he has paid the appropriate fee and all is well. In point of fact, all is not well. The attendant has pocketed the parking fee, i.e., the attendant has stolen money from the parking management company.

Unfortunately, conventional control systems would not detect the fraudulent activity of the attendant. In a convention control system, the cycles of the barrier (e.g. the number of times a barrier is opened and then closed) are counted. At the end of the accounting period (e.g. shift change, or end of the day), the funds collected by the attendant are compared to the cycle count. Pocketed fees will result in insufficient collected funds. With the metal plate scam, the barrier does not cycle with each passing vehicle. Therefore, the pocketed fees are not detected by the audit.

By the present invention, the controller70time stamps events to sense abnormal conditions. For instance, the controller70records a time stamp when the loop sensor52senses a large metal object. The controller70again records a time stamp when the loop sensor52no longer senses the large metal object. If the time differential between the two time stamps exceeds a predetermined threshold value (e.g., 40 seconds), an alarm event is triggered. The alarm event indicates that an abnormal condition exists. For example, a vehicle has stalled under or near the barrier, the loop sensor52has failed, or someone has placed a large metal object over the loop sensor52. An alarm event causes the events stored in the current event log to be moved to the history event log.

FIG. 8is a flow chart illustrating an embodiment of a control method for the above system. The steps inFIG. 8could replace the method steps S116and S118inFIG. 6. Of course, other method steps could be employed to ascertain whether or not the loop sensor52is activated for an excessive span of time.

InFIG. 8, after step S114ofFIG. 6, processing proceeds to step S204. In step S204, the controller70checks to see if the first edge sensor12, or an electric eye, has detected contact between the customer's vehicle and the leading edge of the first barrier10(the step S204is the same as step S118inFIG. 6).

If contact is sensed in step S204, processing proceeds to step S124, and continues in accordance withFIG. 6. If contact is not sensed in step S204, processing proceeds to step S206. In step S206, the controller70checks the output of the loop sensor52. If a sufficiently strong signal is sensed, a relatively large quantity of metal is proximate the first barrier10. Normally, this would mean that a vehicle is present. If a weak signal, or no signal, is sensed, little or no metal is proximate the first barrier10. Normally, this would mean that the vehicle has left the proximity of the first barrier10.

If in step S206, the controller70concludes that the vehicle has exited the proximity of the first barrier10, processing proceeds to step S120. In step S120, the controller70sends a signal to the activator14to close the first barrier10. Processing then proceeds in accordance with the flow chart ofFIG. 6.

If in step S206, the controller70concludes that the vehicle is still proximate the first barrier10, the first barrier10remains open and processing passes to step S208. In step S208, the controller70checks the time stamps and compares a difference in their values to a threshold value. If the threshold value is not exceeded, processing returns, or loops, to step S204.

If the threshold value is exceeded in step S208the loop sensor52has been tripped for an excessive time period. The threshold value may be set at thirty seconds, one minute, or some other appropriate time, which would normally give plenty of time for a person to drive past the parking barrier. Once the threshold value is exceeded, processing goes to step S212. In step S212, an alert signal is recorded in the memory and/or sent to the remote service facility84. The alert signal indicates that an abnormal event has occurred in that the loop sensor52has remained tripped for an excessive time period.

InFIG. 8, the alert signal is first sent to the remote service facility84, after the loop sensor52is tripped for the excessive period of time. Further, the alert signal is repeatedly sent to the central service facility84until the loop sensor52is no longer tripped. Of course, this process could be modified, such that an alert signal is sent periodically, perhaps in five-minute intervals. Further, the alert signal could be accompanied by the time stamped event, indicated a running total time that the loop sensor52is tripped.

The remote service facility84will monitor the number of times a day that the loop sensor52is tripped for an excessive time period, and also will monitor how long the loop sensor52is tripped during each of those time periods. The remote service facility84can handle the situation in many ways, such as activating the camera60to view the first barrier10; dispatching a security guard to the first barrier10to see if fraud is being committed by the attendant; dispatching a service person to the first barrier10to correct the problem; or calling the on-duty attendant to inquire about the problem.

Cumulative data concerning the loop sensor52or other accessories can be stored in the memory80connected to the controller70, or in a memory connected to the remote service facility84. The cumulative data may include the occurrence date and time when the activation period of the loop sensor52exceeded the threshold value, and the length of excessive time for each occurrence. Such cumulative data could be accessed on site or remotely via the modem82. The data may prove useful in determining if a loop sensor52failure occurs more often when a certain employee is on duty, and may indicate that a different or new technique of defrauding the auditing system of the controller70has been developed and should be investigated.

Now, with reference toFIG. 5, another operation of the attendant fraud prevention characteristic of the present invention will be disclosed. The reset switch73, connected to the controller70, is located in the attendant's booth74. Alternatively, the reset switch73could be located behind of a locking panel33of the customer terminal30, which is only accessible by attendant, service personnel and/or a manager (seeFIG. 2). The reset switch73is preferably a momentary switch that is activated by the attendant pressing the switch. Alternatively, the reset switch73could be a solenoid, which is closed by the controller70, if an appropriate code is punched into the key pad34, or which is closed in response to a signal from the remote service facility84(i.e. a remote reboot signal).

The present invention may also include an automatic reboot feature. The controller70will monitor an output signal of the card reader38. If the output signal length surpasses a threshold time (e.g. three seconds), the controller70will send a reboot signal to the reset switch73causing an automatic reboot. The controller70will block or not send, any reset signal or pulse to an actuator of a barrier that would normally open the barrier. Further, the controller70will log the sequence of events into a maintenance log.

In the conventional control systems, resetting a card reader caused all of the systems to reset, such that a pulse was sent to the actuator of the barrier, causing the barrier to open. A dishonest parking attendant could collect parking fees from parking customers and press the reset button to open the barrier. The fraud was difficult to detect because the conventional parking control system's auditing program did not count barrier openings due to reset commands.

By the present invention, if the card reader38locks-up, the card reader can be reset by the attendant or remote service facility84or automatically, without resetting unrelated sub-systems (components and software) of the control system, and hence without opening the first barrier10. This will prevent a dishonest attendant, from bypassing the auditing system by letting paying vehicles past the first barrier10simply by pressing the reset switch73.

The remote service facility84may activate the camera60to view the card reader, and ascertain if any fraudulent activity or foul play is afoot. Further, the control system of the present invention logs a time stamp of when the reset switch73is activated in the warning and alarm event log. The logged data may be later retrieved, either on site or remotely via modem, to determined if the card reader38is malfunctioning frequently and needs to be serviced. Further, the date and time of the resets recorded help to determine if a certain employee is resetting the card reader excessively or if there was just cause in requiring a reset. If so, further investigation may be needed to see if a new scheme to defraud the auditing system has been developed.

As demonstrated by the disclosure above, the control system of the present invention provides an intelligent or smart system for controlling various parameters of a parking area's various barriers. The control system is completely interactive with the remote service facility84, via a cellular phone connection, Internet connection, etc. The remote service facility84can “call-up” the controller70and change the programming, suspend the programming, or alter operational parameters.

As examples, the remote service facility84could lock the first barrier10into an open position (free parking), or lock the first barrier10into a closed position (security lockdown to lock in a stolen vehicle). The remote service facility84could reprogram threshold values. For instance, the excessive value judged in step S208inFIG. 8could be changed to forty-five seconds or one hundred seconds, or the card reader38may be reset twice in twenty-four hours before an alert signal is sent to the remote service facility84.

The ability to remotely reprogram is particularly advantageous when a component of a sub-system fails. For example, if the contact sensor12fails (e.g. constantly indicates that the leading edge of the first barrier10is contacting something), the control system would normally leave the first barrier10open until the fault is corrected. By the present invention, the control system would report the faulty equipment to the remote service facility84, and the remote service facility84would have the option to temporarily reprogram the controller70to ignore the contact sensor12. After all, the contact sensor12is an added safety feature, not a required safety feature. This would allow the first barrier10to return to a functional state, albeit not a completely functional state.

As another example, if the card reader38locks-up, the attendant can press the reset switch73. Alternatively, the remote service facility84can remotely cause a reset of the card reader38. Assuming that the reset of the card reader38fails, the remote service facility84can reprogram the controller71to lock the first barrier10open, so that vehicle can exit freely until the card reader38is repaired.

Unfortunately, leaving the first barrier10locked open can be a security concern, particularly in a parking garage. Therefore, in a preferred embodiment, the first barrier10would be normally closed, and a message would be presented on the display32of the customer terminal30stating that the card reader38needs repair and instructing the first customer that the first barrier10will automatically open when the vehicle proceeds forward. Then, the electric eye system54or loop sensor52could be used to sense the approach of the vehicle. When the vehicle is sensed, the first barrier10would be opened.

Of course the remote reprogramming which is possible via the remote service facility84, could also be possible on site, via the first customer terminal30. For example, if an appropriate security code is entered via the key pad34, a system programming menu could be presented on the display32. The system programming menu is preferably a windows type program, which allows the system parameters and functions to be easily adjusted, reset, overridden, disabled, etc.

One drawback of allowing the remote, or on site, modification of the system programming is that certain malfunctioning features of the barrier may be overridden and then forgotten. This is particularly a concern with safety features, such as the contact sensor12. Therefore, the control system of the present invention may include a timed, default-restart subroutine. In other words, whenever a predetermined period of time elapses (e.g., twenty-four hours), the control system will revert back to the factory parameters and software. For example, if a fault occurred with the contact sensor12, and the contact sensor12was disabled, after some period of time, the system would reset to the original parameters.

The contact sensor12would, of course, still be faulty. Therefore, a signal would again be sent to the remote service facility84indicating the faulty contact sensor12. By this arrangement, the control system automatically reminds the remote service facility84, and eliminates the problem of forgetting about faulty, disabled equipment.

In the description and claims, the terms “barrier,” “door” or “gate” are broad terms, and should be interpreted to cover any structure used to block entrance, exit, access, and/or view through any type of portal, throughway, or frame. In other words, the terms should encompasses such structures as: a pivoting or sliding solid single panel structure (e.g., a building's front door); a roll-up structure (e.g., a fire door or standard overhead rolling door commonly used in warehouses, loading docks, and at entrances and exits of some indoor parking garages); a gate (e.g., commonly employed at outdoor parking lot's entrances/exits and railroad crossings); a security grill, such as an open mesh-type barrier which allows an air flow to pass freely, yet obstructs access (e.g., as used to lockup customer service counters, and at entrance/exits of some indoor parking garages); or any other type of barriers, such as a slide gates, barrier arms, swing gates, rolling doors and grills and security barriers.

In this application, the various forms of the words “connect,” “communicate” or “transmit” are intended to encompass all known forms of signal connection or communication. For example, hardwired, wireless regardless of frequency, optical, infrared, analog, digital, via the internet, etc. Further, the term “modem” is intended to encompass any device facilitating a “communication,” as defined above.