Patent ID: 12195934

DETAILED DESCRIPTION

A. Overview

Some of the various embodiments of the present disclosure relate to a vehicle barrier system configured to move the barrier arm between a lowered position and a raised position (and vice versa) in a novel way that provides an improved driving experience to the driver of the vehicle. More specifically, in at least some embodiments, a barrier system in accordance with the present disclosure may advantageously improve the visibility of the barrier arm to a driver of a vehicle during movement of the barrier arm between the lowered position and the raised position, reducing distraction and possible stress on the driver as the driver operates the vehicle through the vehicle barrier system.

For example, in some of the various embodiments of the present disclosure, a barrier system may include a barrier arm116having a proximal end126and a distal end128opposite from the proximal end128, and a main support114configured to attach to a support surface111. An actuator assembly118is coupled between the main support114and the proximal end126of the barrier arm116. The actuator assembly128is configured to selectively move the barrier arm116between a lowered position120wherein the barrier arm116is positioned at least partially in a travel path15of a vehicle12to prevent passage of the vehicle12along the travel path15, and a raised position122wherein the barrier arm116is positioned out of the travel path15to allow passage of the vehicle12along the travel path15, the actuator assembly118being configured to move the distal end128of the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124that extends both upwardly away from the travel path15and laterally along the travel path15in a direction away from the vehicle12.

In addition, in some embodiments, the main support114comprises a bollard114that projects upwardly from the support surface111at a tilt angle α (with respect to vertical) such that the bollard114is tilted in a direction opposite from the travel path12. In such embodiments, the actuator assembly218may be configured to move the barrier arm116such that the arc of movement124lies within a movement plane132, the movement plane132being sloped upwardly with respect to the travel path15.

In further embodiments, the actuator assembly418includes a drive bracket448rotatably coupled to the main support114and an arm bracket452coupled to the proximal end126of the barrier arm116, the drive bracket448being coupled to the arm bracket452by a breakaway assembly440. The drive bracket448and the arm bracket452are rotatable about an axis of rotation130as the barrier arm116is moved from the lowered position120to the raised position122. In some embodiments, the breakaway assembly440includes at least one magnetically-attractive element454coupled to the arm bracket452and radially spaced apart from the axis of rotation130, and at least one drive magnet450coupled to the drive bracket446and radially spaced apart from the axis of rotation130and aligned with the at least one magnetically-attractive element454when the drive bracket446is engaged with the arm bracket452. The at least one drive magnet450remains magnetically engaged to the at least one magnetically-attractive element454as the actuator assembly418is actuated to move the barrier arm116between the lowered position120to the raised position122, and disengages from the at least one magnetically-attractive element454in response to an abnormal force415applied to the barrier arm116to disengage the drive bracket448from the arm bracket452when the abnormal force415exceeds a pre-determined threshold.

These and other aspects of various embodiments of barrier systems in accordance with the present disclosure are described in further detail below with reference to the accompanying figures.

B. Exemplary Embodiments

FIGS.2-9show a barrier system110for selectively allowing a vehicle12to travel on a travel surface11(e.g. roadway, parking garage, etc.) in accordance with the present disclosure. In some embodiments, the barrier system110includes a main support114(e.g. post, bollard, etc.) projecting upwardly away from the travel surface11, and a barrier arm having a proximal end126and a distal end128. It may be noted that in the embodiment shown inFIGS.2-9, the main support114is tilted with respect to vertical by a tilt angle α. The barrier arm116is attached to the main support114by an actuator assembly118. The actuator assembly118is coupled to the proximal end126of the barrier arm116, and is configured to move the barrier arm116between a lowered position120and a raised position122. More specifically, in some embodiments, the barrier arm116has a length L, and the actuator assembly118rotates the barrier arm116about a rotation axis130, moving the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124.

More specifically, as best shown inFIGS.2and3, in the lowered position120, the barrier arm116extends substantially horizontally across a travel path15of the vehicle12, with the distal end128of the barrier arm116being an initial height H0above the travel surface11. In the raised position122(FIGS.2and5-6), the barrier arm116is moved out of the travel path15of the vehicle12by the actuator assembly118to allow passage of the vehicle12along the travel path15, with the distal end128of the barrier arm116being raised to a raised height H2above the travel surface11.

In some embodiments, as best shown inFIG.6, the actuator assembly118is configured to rotate the barrier arm116into the raised position122such that the barrier arm116extends at a slope angle β with respect to the travel surface11(or with respect to the travel path15of the vehicle12). Moreover, in some embodiments, the slope angle β of the barrier arm116may be equal to (or approximately equal to) the tilt angle α of the main support114. As shown inFIG.5, in the raised position122, the distal end128extends to the raised height H2above the travel surface11.

As further shown inFIGS.2-7, in some embodiments, if a cartesian coordinate system is aligned such that the travel path15of the vehicle12is substantially along a z axis, the arc of rotation124defined by the movement of the distal end128of the barrier arm116lies within a plane of movement that is sloped upwardly (i.e. non-vertically) with respect to the travel path15of the vehicle (which lies within an x-z plane of the cartesian coordinate system). In other words, the actuator assembly118is configured to move the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124that extends both upwardly away from the travel path15and laterally along the travel path15in a direction away from the vehicle12. After the vehicle12safely passes the barrier system10along the travel path15, the actuator assembly118lowers the barrier arm116through the arc of rotation124, returning the barrier arm116to the lowered position120.

It will be appreciated that because the barrier arm116is moved by the actuator assembly118both upwardly away from the travel path15and laterally along the travel path15in a direction away from the vehicle12, the movement of the barrier arm116may be maintained within view of the driver of the vehicle, while simultaneously “leading” the driver of the vehicle12through the barrier system110in a sweeping or leading movement by the barrier arm116. In some embodiments, the barrier arm116still appears as a standard barrier arm16in accordance with the prior art (seeFIG.1) as the vehicle12approaches, maintain existing familiarity. Accordingly, the barrier system110in accordance with the teachings of the present disclosure may advantageously provide improved visibility, and an overall improved driving experience, to the driver of the vehicle12.

In addition, because the barrier arm116extends upwardly by the slope angle β when moved to the raised position122, for a given length L, the raised height H2above the travel surface11is substantially less than the raised height H1of the conventional barrier arm16(for the same length L) of the prior art barrier system10(seeFIG.1). Therefore, with an appropriate slope angle β, the barrier arm116having an appropriate length L that is suitable to obstruct movement of the vehicle12when placed in the lowered position120, will require considerably less height when moved into the raised position122, and can still be below a ceiling when moved into the raised position122. Accordingly, the barrier system110in accordance with the teachings of the present disclosure may advantageously provide improve fit or improved performance within covered or confined areas in comparison with conventional barrier systems.

a. Barrier Arm

As noted above, in at least some embodiments, the vehicle barrier system110includes a barrier arm116. In some implementations, the barrier arm116is an elongated bar or beam member that extends at least partially across the travel path15of the vehicle12. As shown in the accompanying figures, the barrier arm116may generally comprise an elongated member such as a pole, rod, post, beam, or the like, and may be a solid or hollow structure. In some embodiments, the barrier arm116is supported in a cantilevered configuration, extending outwardly from the main support114.

The barrier arm116may be constructed with a traditional method (e.g. wood, metal, etc.) or may include more advanced light weight materials, such as composite materials including carbon fiber-containing materials or fiber glass. A light weight material may have the benefit of reducing the structural strength required for the actuator assembly118and overall mounting (e.g. main support114), but is not essential.

It will be appreciated that the barrier arm116may be configured in a variety of suitable ways, and is not limited to the particular embodiments shown in the accompanying figures. In other embodiments, for example, the barrier arm116may include supports or other additional structures that assist in positioning and supporting the functionalities of the barrier arm116. More specifically, in some embodiments, the barrier arm116may include other structures, such as a gate or other framework, and may also include a sign (e.g. “Stop” sign), placard, light, reflector, or other visual indicators.

b. Main Support

In at least some embodiments, the vehicle barrier system110includes a main support that supports the actuator assembly118and the barrier arm116. The main support114may be a pole, post, bollard, or other similar structure that projects upwardly away from a travel surface11. In some embodiments, as shown inFIGS.4-7, the main support114may be attached to a support surface111(e.g. curb, median, etc.) that is positioned proximate to the travel surface11, however, it will be appreciated that in other embodiments, the support surface111may simply be a portion of the travel surface11. In the embodiment shown inFIGS.3-6, the support surface111is parallel with, and slightly raised above, the travel surface11.

As best shown inFIGS.4and6, in some embodiments, the main support114is tilted by a tilt angle α. More specifically, the tilt angle α is the angle of the main support114with respect to a local normal to the travel surface11(which for a horizontal travel surface11is the vertical direction). The main support114projects away from the travel surface11in a non-normal (or non-vertical) direction, and tilts in a direction opposite to the travel path15of the vehicle12at the tilt angle α (with respect to normal). In some embodiments, the actuator assembly118is attached to the main support114and is configured such that the axis of rotation130extends along an axis of the main support114, and therefore, the axis of rotation130also tilts at the tilt angle α (FIGS.4,6, and7).

It will be appreciated that the main support114may be configured in a variety of suitable ways, and is not limited to the particular embodiments shown in the accompanying figures. For example, although the main support114is shown as being located on the right side of the travel path15of the vehicle12, in some embodiments, the main support114may be located on the left side of the travel path15. In addition, the main support114may be tilted in a forward direction along the travel path15(rather than in a direction opposite from the travel path15as shown inFIGS.2-7). In some other embodiments, the barrier system110may be wall-mounted such that the main support116projects outwardly from a nearby wall, or the barrier system110may even be ceiling-mounted (or other overhead support structure) such that the main support116projects downwardly from a ceiling (or other overhead support structure) disposed above the travel surface11.

c. Actuator Assembly

As noted above, the vehicle barrier system110includes an actuator assembly118coupled to the main support114and to the proximal end126of the barrier arm116. In some embodiments, the actuator assembly118is coupled to a top portion of the main support114, and is configured to selectively move the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124that extends both upwardly away from the travel path15and laterally along the travel path15in a direction away from the vehicle12.

Generally, the actuator assembly118may be configured in a wide variety of suitable configurations using known components, including one or more of electrical motors, gears, bearings, linear actuators, drive belts, pulleys, solenoids, pistons, switches, transceivers, or other suitable components. In some embodiments, the actuator assembly118may generally be configured to selectively move the barrier arm116between the lowered position120and the raised position122(and vice versa) in response to one or more command signals from a control unit152of a control system150.

For example,FIG.8shows a schematic diagram of a control system150that may be used to selectively control the actuator assembly118of the vehicle barrier system110ofFIGS.2-7. In at least some embodiments, a control unit152is operatively coupled to, and provides control signals to, the actuator assembly118. An entry sensor154may be operatively coupled to the control unit152, and may configured to detect an arrival of the vehicle12at the vehicle barrier system110, and may transmit a signal to the control unit152to indicate that the vehicle12has arrived. In some embodiments, the entry sensor154may be configured to detect whether the vehicle12is authorized to pass through the vehicle barrier system110. In response, the control unit152may send a signal to the actuator assembly118to cause the actuator assembly118to move the barrier arm116from the lowered position120to the raised position122. Similarly, an exit sensor156may be operatively coupled to the control unit152, and may transmit a signal to the control unit152indicating that the vehicle12has passed the vehicle barrier system110. In response, the control unit152may send a signal to the actuator assembly118to cause the actuator assembly118to move the barrier arm116from the raised position122to the lowered position120.

As best shown inFIG.6, in some embodiments, the actuator assembly118is configured to rotate the barrier arm116into the raised position122such that the barrier arm116extends at a slope angle β with respect to the travel surface11(or the travel path15of the vehicle12). Moreover, in some embodiments, the slope angle β of the barrier arm116in the raised position122may be equal to (or approximately equal to) the tilt angle α of the main support114.

In other words, as best shown inFIG.7, the actuator assembly118may be configured to rotate the distal end128of the barrier arm116from the lowered position120through the arc of movement124to the raised position122, wherein the arc of movement124lies within a movement plane132(indicated by dotted line132inFIG.7) that is sloped upwardly with respect to the travel surface11by the slope angle β. In some exemplary embodiments, the slope angle β of the movement plane132that contains the arc of movement124of the barrier arm116is equal to (or at least approximately equal to) the tilt angle α of the main support114.

Of course, in alternate embodiments, the actuator assembly118may be configured such that the distal end128of the barrier arm116moves through an arc of movement124, but wherein the arc of movement124is not confined within a movement plane132, or wherein the arc of movement124is confined within the movement plane132, but the slope angle β is not equal to the tilt angle α.

To further facilitate an understanding of the movement of the barrier arm116of the vehicle barrier system110, a cartesian coordinate system is depicted inFIGS.2-7. In at least some embodiments, if the travel path15is aligned with (or parallel to) a z axis of the cartesian coordinate system, the actuator assembly118may be operable to rotate the barrier arm116about the axis of rotation130that lies in a y-z plane of the cartesian coordinate system, wherein the axis of rotation130is tilted in a direction opposite from the travel path and forming the tilt angle α with a y axis of the cartesian coordinate system. In some embodiments, the actuator assembly118is configured to move the barrier arm116such that the arc of movement124of the distal end128of the barrier arm116lies within the movement plane132that is angled upwardly by the slope angle β with respect to the travel path15.

d. Control Unit

As best shown inFIGS.7-9, the control unit152may be utilized to control the actuator assembly118and thus control the position of the barrier arm116. The control unit152is generally in communication with the actuator assembly118so as to control the actuator assembly118. In some embodiments, the control unit152may be disposed within the main support114, while in other embodiments, the control unit152may be integrated with the actuator assembly118, may be directly connected to the actuator assembly118(e.g., through the use of cables, wires, leads, etc.), or may be remotely connected to the actuator assembly118(e.g., through the use of wireless communications such as radio frequency waves, Wi-Fi, and the like).

The control unit152may comprise a computing device such as a computer, microcontroller, programmable logic circuit, integrated circuit, or the like. The control unit152may be positioned off-site or may be positioned on-site with the other components of the vehicle barrier system110. As noted above, in various embodiments, the control unit152may be in contact or integral with the actuator assembly118, or may be distally positioned away from the actuator assembly118. In embodiments utilizing multiple vehicle barrier systems110and multiple barrier arms116, a single control unit152may control all of the actuator assemblies118, or each actuator assembly118may have its own control unit152.

In another exemplary embodiment, the control unit152may be integrated with or in communication with (e.g., communicatively interconnected with) an authorization system162that provides authority for vehicles to pass, that may include an interface such as a user terminal166, either directly or via a greater system. For example, as shown inFIG.9, in some embodiments, a control system160includes an authorization system162operatively coupled to the control unit152, and a user terminal166is operatively coupled to the authorization system162. The authorization system162may be integrated into the user terminal166or stand alone. In some embodiments, the authorization system162may comprise a computing device or system including a processor and memory capable of processing data from interconnected sensors, which may include one or more of entry and exit sensors154,156, a license plate recognition sensor168, the user terminals166, or other suitable sensors (e.g. a device that senses a user's mobile device165). In some embodiments, the authorization system162may receive information from one or more of the sensors (e.g. identification information, payment confirmation, etc.) of the control system160, and then access a database164to determine whether the vehicle12is authorized to pass through the vehicle barrier system110.

In response to a signal from the authorization system162indicating that the vehicle12is authorized to pass through the vehicle barrier system110, the control unit152may send a signal to the actuator assembly118to cause the actuator assembly118to move the barrier arm116from the lowered position120to the raised position122. Similarly, in response to a signal from the exit sensor156indicating that the vehicle12has passed the vehicle barrier system110, the control unit152may send a signal to the actuator assembly118to cause the actuator assembly118to move the barrier arm116from the raised position122to the lowered position120.

As shown inFIG.9, a license plate recognition device168may be utilized in which the authorization system162is adapted to authorize passage, and thus direct the barrier system110to open, upon detection of an authorized license plate or other identifying feature on the vehicle12approaching the barrier system110. Generally, the license plate recognition device168may be configured in a wide variety of suitable configurations using known components, including one or more of cameras, programmable devices, integrated circuits, or other suitable circuitry and components configured to perform detection and recognition functionalities. In some embodiments, the license plate recognition device168may be integrated with the entry sensor154.

Additionally or alternatively, the user terminal166may be utilized as previously discussed, in which a user may enter information (e.g., an access code), provide payment (e.g., through use of a credit card or mobile device165), show evidence of authorization (e.g., through use of an RFID card or badge), or the like. The user terminal166may comprise various types of scanners or readers known in the art to control access to an area, such as but not limited to a card reader. For example, the user terminal166may comprise a free-standing structure including a scanner configured to read a payment card (e.g., a or debit card), an RFID access card or badge, a touch screen user interface panel (e.g., through which a user may enter an access code), and the like. In some embodiments, a user's mobile device165(e.g. cell phone, computing device, personal assistant device, etc.) may be used, such as, for example, by scanning a driver's mobile device165with the user terminal166, or by receiving a signal from the mobile device165located within the vehicle12, or by other suitable means.

With continued to referenceFIG.9, it can be seen that the database164may be in communication with the authorization system162. The database164may be integrated with the authorization system162, or the authorization may be in communication with a remote database164(e.g., through the cloud). The database164may store various information needed for use by the authorization system162such as, for example, a listing of license plates that are authorized to pass through the barrier system110.

When the authorization system162successfully verifies a payment, an entered access code, or other methods of authorization/verification, the authorization system162directs the control unit152to activate the actuator assembly118to raise the barrier arm116into the raised position122. Upon an indication that the vehicle12has departed (e.g., if the vehicle12has been sensed by the exit sensor156as having passed through), or alternately, after a certain amount of time, the control unit152may again activate the actuator assembly to lower the barrier arm116back into the lowered position120.

In some embodiments, a user may use a mobile device165such as a smart phone, smart watch, tablet, computer, or the like, to transmit a signal to the control unit152(directly or indirectly via the authorization system162) to prove authorization of their vehicle12to pass. In other embodiments, the user may be directed to enter their license plate information, either via a user terminal166or via the user's mobile device165.

e. Sensors

As noted above, in some exemplary embodiments such as shown inFIGS.7-9, one or more sensors154,156,168may be utilized to automatically detect a vehicle12approaching or departing the barrier system110. Any such sensors154,156,168will generally be in communication with the control unit152through either a direct connection or an indirect connection. Such sensors154,156,168may aid the control unit152with operational timing of the barrier arm116in the case of an external authorization input (e.g., use of a user terminal168). However, in certain embodiments or situations, external authorization may not be required at all. In such cases, the control unit152may direct the barrier arm116to be opened upon the entry sensor154detecting a vehicle12approaching without the need for any specific authorization. In such embodiments, the authorization system162and other components of the control system160(e.g. license plate recognition device168) may be omitted or disabled as-needed.

In a first exemplary embodiment, a single sensor may be utilized for both detecting arriving and departing vehicles12. In other exemplary embodiments, an entry sensor154may be utilized for detecting arriving vehicles12and an exit sensor156may be utilized for detecting departing vehicles12.

The one or more sensors154,156,168will generally be positioned above the roadway16in an overhead position such as shown inFIG.7. Previously, such sensors154,156,168have instead been positioned on the travel surface11, or next to the travel surface11. By positioning the sensors154,156,168in an overhead position, inadvertent damage may be avoided, such as in the case of vehicles12crashing into sensors154,156,168which are positioned on or near the travel surface11. In some alternate embodiments, however, the one or more of the sensors may be embedded within the travel surface11, such as to detect a pressure caused by the weight of approaching or departing vehicle12.

Generally, one or more of the sensors154,156,168may be connected to a ceiling17above the travel surface11, or to a wall proximate the travel surface11, or any other suitable location. In some embodiments, one or more of the sensors154,156,168may be connected to the main support114, or to some other pole, support stand, overhead support structure, or other dedicated support means. The sensors154,156,168will generally be in communication with (e.g., communicatively interconnected with) the control unit152so as to communicate to the control unit152when a vehicle12is detected approaching or departing the barrier system110.

The positioning and orientation of the sensors154,156,168may vary in different embodiments. In some embodiments, the sensors154,156,168may be oriented downwardly (e.g., vertically). In other embodiments, the sensors154,156,168may be oriented at a downward angle (e.g., diagonally). The sensors154,156,168may be positioned adjacent to the main support114or be connected to the main support114, or other structures/devices of the barrier system110.

The sensors154,156,168may in other embodiments be distally positioned away from the barrier system110, such as on a ceiling or on an overhead support structure. In the embodiment shown inFIG.7, it can be seen that the entry sensor154(and license plate recognition sensor168) may be positioned above the travel surface11on a first side of the barrier arm116and that the exit sensor156is positioned above the travel surface11on a second side of the barrier arm116. Various other positioning of the sensors154,156,168may be utilized.

While the figures illustrate discrete entry and exit sensors154,156,168, it will be appreciated that in some embodiments, a single sensor may be utilized to perform the required functions. Such a single sensor would be oriented to cover both the travel surface11approaching the barrier system110and the travel surface11departing the barrier system110.

Various types of sensors154,156,168may be utilized to achieve the sensing objectives, including binary sensors, “shape” sensors configured to detect shapes resembling vehicles, ranging sensors, and the like. In some embodiments, LIDAR sensors may be utilized.

Binary sensors may simply trigger an on or off output (to the control unit152) when a corresponding or tuned element is within the sensitivity range of the specific sensor (e.g. entry and exit sensors154,156). A non-limiting example of a binary sensor may comprise an induction loop that sets an output when the vehicle12has approached the induction loop. Other binary sensors could include reflected light or magnetic-based proximity sensors, as well as broken light beam type sensors, (e.g. photodiodes, photodetectors, etc.).

“Shape” sensors may be configured to recognize the shape of objects within the scope of the sensor. For example, in some embodiments, a camera with appropriate image processing may be used to recognize objects as such a “shape” sensor. Other technologies with comparable outcomes may include radar imaging or point cloud imaging, which use multiple distance readings to form an image for further processing. All such “shape” sensors, either individually or used in conjunction with other sensing elements, may be utilized to achieve the sensing objectives of an exemplary embodiment of the vehicle barrier system110. Such sensors may also provide the added functionality of detecting or recognizing obstructions to the barrier arm116(e.g., if a person was in the path of the barrier arm116).

Ranging sensors may utilize distance measurements and provide an output to the control unit152that reflects that distance. Such ranging sensors may include, without limitation, ultrasonic or light-based sensors (e.g., infrared, LIDAR, and the like). A singular ranging sensor, mounted overhead oriented on an angle down on the travel path15of vehicle12could be used to detect the vehicle12position based on a simple calculation of distance readings and the known position of the barrier arm116relative to the location of the sensor. Other embodiments could utilize a pair of ranging sensors (e.g., LIDAR-based sensors), in a more vertical orientation, with the entry sensor154positioned before the barrier arm116and the exit sensor156positioned after the barrier arm116.

In some embodiments, the entry sensor154(and possibly the exit sensor156) may be configured to perform license plate recognition in addition to the role of aiding operation and control of the barrier arm116. Thus, as noted above, in some embodiments, the license plate recognition sensor168may be integrated with the entry sensor154. Such license plate recognition may be integrated into one or more of the sensors154,156, or may utilize one or more separate, stand-alone sensors. An exemplary embodiment of one or more sensors154,156which allow for license plate recognition is shown and described in U.S. Patent Publication No. 2021/0264779, covering a “Vehicle Identification System”, the entire disclosure of which, except for any definitions, disclaimers, disavowals, and inconsistencies, is incorporated herein by reference.

In such embodiments, one or more of the sensors154,156may comprise imaging devices such as cameras or the like which are adapted to detect not only the vehicle, but to also detect and identify the license plate (or other identifying characteristics) or each vehicle12approaching the barrier arm116. If the one or more of the sensors154,156detects a license plate or other identifying characteristic that confirms authorization of the vehicle12to pass, the control unit152will direct the actuator assembly118to raise the barrier arm116so that the vehicle12may pass.

In certain embodiments, separate authorization (e.g., through license plate recognition sensor168or the like) may be omitted or disabled. In such embodiments, any vehicle12approaching the barrier arm116may be permitted to pass without any separate authorization or payment. For example, the entry sensor154may simply function to raise the barrier arm116when the vehicle12approaches, and the exit sensor156may function to lower the barrier arm116when the vehicle12departs (or after a set period of time). In other embodiments, the barrier arm116may function without the need for sensors154,156at all. In such embodiments, a push button, such as incorporated into the user terminal166, may be utilized to raise the barrier arm116, with the barrier arm116lowering itself after a preset amount of time sufficient to allow the vehicle12to pass.

f. Alternate Embodiments

FIGS.10-18illustrate various alternate embodiments of the vehicle barrier systems in accordance with the present disclosure. For example,FIGS.10and11show vehicle barrier systems having different embodiments of main supports in accordance with the present disclosure. In addition,FIGS.12-18show a vehicle barrier system having a breakaway assembly in accordance with the present disclosure.

In the following discussion of alternate embodiments, the vehicle barrier systems may include many of the same (or substantially similar) components as described above. Therefore, the same reference numerals may be used to refer to the same (or substantially similar) components. For the sake of brevity, in the following discussion of alternate embodiments, the discussion will focus primarily on different features or aspects between such alternate embodiments and the previously-described embodiments. Components that are the same as (or substantially similar to) those described above will not be described in detail again.

FIG.10is a perspective view of a barrier system210in accordance with another example embodiment. In this embodiment, the barrier system210includes a main support214that projects downwardly from a ceiling (or other overhead support structure)222. An actuator assembly218is attached to the main support214that movably supports the barrier arm116. More specifically, the actuator assembly218is coupled to the proximal end126of the barrier arm116, and is configured to rotate the barrier arm116about an axis of rotation230, moving the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124. The axis of rotation230of the actuator assembly218is tilted with respect to vertical (or local normal to the travel surface11) by a tilt angle α.

It will be appreciated that, although the main support214projects downwardly, the actuator assembly218is configured such that the axis of rotation230is tilted with respect to vertical (or local normal to the travel surface11) by the tilt angle α. In some embodiments, as shown inFIG.10, the axis of rotation230is tilted in a direction along the travel path. More specifically, in some embodiments, the axis of rotation230lies in the y-z plane of a cartesian coordinate system, and is angled with respect to the y axis of the cartesian coordinate system by the tilt angle α.

As shown inFIG.10, the actuator assembly218is coupled to a lower end portion of the main support214, and is configured to selectively move the barrier arm116from the lowered position120to the raised position122in a “leading” movement such that the distal end128of the barrier arm116moves through an arc of movement124that extends both upwardly away from the travel path15and laterally along the travel path15in a direction away from the vehicle12. In some embodiments, the arc of movement124lies within the movement plane132that slopes with respect to the travel path15of the vehicle12(or the travel surface11) by the slope angle β. Moreover, in some embodiments, the slope angle β of the movement plane132may be equal to (or approximately equal to) the tilt angle α of the axis of rotation230.

To illustrate that the entry sensor154(and license plate recognition device168) may be positioned in other suitable locations, in the embodiment shown inFIG.10, the entry sensor154(and license plate recognition device168) are shown as being integrated into a single device and attached to the main support214of the barrier system210. Similarly, to illustrate that the control unit152may be positioned in other suitable locations, in the embodiment shown inFIG.10, the control unit152is located within the actuator assembly218.

It will be appreciated that embodiments of barrier systems210as depicted inFIG.10may provide the above-noted advantages of “leading” the driver of the vehicle12through the barrier system210in a sweeping or leading movement by the barrier arm116, while using a main support214that projects downwardly from a ceiling (or support structure)222. In other words, the ceiling222has become a support surface for the main support214. Such embodiments may be desirable in certain environments, such as covered or enclosed areas, thereby providing the above-described advantages of improved fit of the barrier arm116within a covered area, improved visibility of the barrier arm116during movement between the lowered and raised positions120,122, and an overall improved driving experience to the driver of the vehicle12.

FIG.11is a perspective view of a vehicle barrier system310in accordance with another example embodiment. In this embodiment, the barrier system310includes a main support314(e.g. post, bollard, etc.) that projects vertically upwardly away from the support surface111, and an actuator assembly318attached to the main support314that movably supports the barrier arm116. More specifically, the actuator assembly318is coupled to the proximal end126of the barrier arm116, and is configured to rotate the barrier arm116about an axis of rotation330, moving the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124. In some embodiments, the exit sensor156may be attached to a ceiling (or overhead support structure)322.

It will be appreciated that, even though the main support314extends vertically upwardly from the support surface111, the axis of rotation330of the actuator assembly318is tilted with respect to vertical by a tilt angle α. Such a configuration may be achieved in various ways, such as by angularly mounting of the actuator assembly318onto the main support314to achieve the desired tilt angle α, or by other suitable methods.

Thus, although the main support314projects vertically upwardly, the actuator assembly318may be configured such that the axis of rotation330is tilted with respect to vertical by a tilt angle α. In other words, in some embodiments, the axis of rotation330of the actuator assembly318is not aligned with a longitudinal axis of the main support314. In some embodiments, the axis of rotation330is tilted in a direction opposite from the travel path. In some embodiments, the axis of rotation330lies in the y-z plane of the cartesian coordinate system, and is angled with respect to the y axis of the cartesian coordinate system by the tilt angle α.

As shown inFIG.11, the actuator assembly318is coupled to a top portion of the main support314, and is configured to selectively move the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124that extends both upwardly away from the travel path15and laterally along the travel path15in a direction away from the vehicle12. In some embodiments, the arc of movement124lies within the movement plane132that slopes with respect to the travel path15of the vehicle12(or the travel surface11) by the slope angle β. Moreover, in some embodiments, the slope angle β of the movement plane132may be equal to (or approximately equal to) the tilt angle α of the axis of rotation330.

It will be appreciated that embodiments of barrier systems310as depicted inFIG.11may provide the above-noted advantages of “leading” the driver of the vehicle12through the barrier system310in a sweeping or leading movement by the barrier arm116, while also having a vertical main support214, such as may be encountered by an operator who wishes to modify or retrofit a conventional barrier system10(FIG.1). In such scenarios, a main support14that projects vertically may be retro-fitted with the actuator assembly318having an axis of rotation330that is tilted with respect to vertical by a tilt angle α, thereby providing the above-described advantages of improved visibility of the barrier arm116during movement between the lowered and raised positions120,122, improved fit of the barrier arm116within a covered area, and an overall improved driving experience to the driver of the vehicle12.

g. Embodiments Having a Breakaway Assembly

In some embodiments, vehicle barrier systems may be configured to include a breakaway assembly. With the barrier arm116subject to collisions with vehicles12due to bad drivers, or damage due to other possible causes (e.g. vandalism), in some embodiments, it may be advantageous for the barrier system110to include some form of breakaway assembly. It may also be desirable to allow an attendant to manually disengage a breakaway assembly to raise the barrier arm116to the raised position122, such as when the barrier system110is not needed or is out of service.

For example,FIG.12is a perspective view of a vehicle barrier system410having an actuator assembly418that includes a breakaway assembly440in accordance with an example embodiment. In some embodiments, in normal operations, the actuator assembly418moves the barrier arm116through an arc of movement124that extends both upwardly away from the travel path15and laterally along the travel path15as described above. If an abnormal force415is applied to the barrier arm116that exceeds a predetermined threshold, however, the breakaway assembly440may advantageously prevent damage to the barrier system410.

More specifically, in some embodiments, the barrier system410includes a main support114(e.g. post, bollard, etc.) that projects upwardly away from the support surface111(or travel surface11), and an actuator assembly418attached to the main support114that movably supports the barrier arm116. As described above, the actuator assembly418is coupled to the proximal end126of the barrier arm116, and may be configured to rotate the barrier arm116about an axis of rotation130, moving the barrier arm116from the lowered position120to the raised position122such that the distal end128of the barrier arm116moves through an arc of movement124. In some embodiments, as shownFIG.12, the axis of rotation130of the actuator assembly418is tilted with respect to vertical by a tilt angle α.

Additional details of an exemplary embodiment of the breakaway assembly440are shown inFIGS.13-18. For example,FIG.13is a partially cutaway view (looking downwardly along the axis of rotation130) of the actuator assembly418that includes the breakaway assembly440in accordance with an example embodiment.

In some embodiments, the actuator assembly418includes an outer housing442that covers and protects internal components of the actuator assembly418, and a stationary frame444that couples the actuator assembly418(directly or indirectly) to the main support114. InFIG.13, portions of the outer housing442have been cutaway to show some of the internal components of the actuator assembly418. The actuator assembly418may further include a drive motor446(or other suitable actuation mechanism) that may be coupled to the stationary frame444, and a drive bracket448that is rotatably coupled to the stationary frame444. The actuator assembly418may further include an arm bracket452that attaches to the barrier arm116. The arm bracket452is operatively coupled to the drive bracket448by the breakaway assembly440, as described more fully below.

More specifically, the breakaway assembly440may be configured to remain engaged during normal operations as the actuator assembly418raises the barrier arm116from the lowered position120to the raised position122(FIG.12). In the event that the barrier arm116encounters an abnormal force415(e.g. a vehicle strike, vandalism, etc.) that exceeds a predetermined threshold, the breakaway assembly440may be configured to become disengaged such that the barrier arm116(and arm bracket452) swings freely through the arc of rotation124independently of some of the other components of the actuator assembly418(e.g. drive bracket448, motor446, etc.). In this way, the breakaway assembly116may reduce or prevent breakage of the barrier arm116or other components of the actuator assembly418.

With continued reference toFIG.13, in some embodiments, the breakaway assembly440of the actuator assembly418includes one or more drive magnets450disposed on the drive bracket448, and one or more magnetically-attractive elements454disposed on the arm bracket452. In the embodiment shown inFIG.13, the breakaway assembly440includes three drive magnets450that are distributed on the drive bracket448at three equally-spaced circumferential positions distributed about the axis of rotation130. Similarly, the breakaway assembly440shown inFIG.13includes three magnetically-attractive elements454coupled to the arm bracket452. It will be appreciated that in alternate embodiments, a different number of drive magnets450and magnetically-attractive elements454may be used, and that the spacing and locations of the drive magnets450and magnetically-attractive elements454may be different from the particular embodiment shown inFIGS.13-17.

In a first position460shown inFIG.13, each of the drive magnets450of the drive bracket448is aligned with and magnetically coupled to a corresponding one of the magnetically-attractive elements454disposed on the arm bracket452. In this way, the arm bracket452(and thus the barrier arm116) is magnetically coupled to the drive bracket448by the breakaway assembly440. In some embodiments, the arm bracket452can rotate freely of the motor446(or other suitable actuator device) about the axis of rotation130if allowed by the breakaway assembly440(i.e. if disengaged from the drive magnets450of the drive bracket448).

In at least some embodiments, the drive magnets450may be relatively strong magnets having a relatively strong attractive force with the magnetically-attractive elements454so that, during normal operations, the actuator assembly418can move the barrier arm116from the lowered position120to the raised position122without the breakaway assembly440becoming disengaged. In other words, during normal operations, the drive magnets450on the drive bracket448remain magnetically coupled to the magnetically-attractive elements454on the arm bracket452such that the arm bracket452(and barrier arm116) do not become disengaged from the drive bracket448.

The strength of the drive magnets450may vary from configuration to configuration depending upon a number of variables, such as the number of drive magnets450, and the predetermined threshold selected for the breakaway to occur. For example, in some embodiments, the predetermined threshold may be selected to avoid damage to the barrier system410, such that the predetermined threshold represents a value slightly lower than a force needed to break one or more components of the barrier system410(e.g. the barrier arm116, or the actuator assembly418, etc.). In other embodiments, other criteria may be used to select the predetermined threshold (e.g. to avoid damage to the vehicle12, to allow an attendant to easily manipulate the barrier arm116to manually disengage the breakaway assembly440to raise the barrier arm116to the raised position122, etc.). For example, if the barrier arm116needs to be raised manually (e.g. in the event of a power failure or other failure of the actuator assembly418), it may be desirable to allow an attendant to manually force the barrier arm116to pivot upwardly, overcoming the magnetic attraction between the drive magnets450and the magnetically-attractive elements454and raising the barrier arm116into the raised position122.

The drive magnets450may be formed of any suitable magnetic materials or selectively magnetic devices. For example, in some embodiments, the drive magnets450may be permanent magnets. In other embodiments the drive magnets450may be electromagnets that exhibit magnetic properties only when electrical power is provided. In still other embodiments, the drive magnets450may be any suitable combination of permanent magnets and electromagnets. Similarly, the magnetically-attractive elements454may be formed of any suitable materials that are magnetically attractive or suitably responsive to magnetic fields. For example, in some embodiments, the magnetically-attractive elements454may include iron or other ferrous-containing materials, or any other suitable magnetically-attractive material (e.g. nickel, rare earth metals, etc.).

As further shown inFIG.13, in some embodiments, the actuator assembly418may also include three stop magnets456that are attached to the stationary frame444. In the depicted embodiment, the stop magnets456are also distributed on the stationary frame444at three equally-spaced circumferential positions distributed about the axis of rotation130. It will be appreciated that in alternate embodiments, a different number of stop magnets456may be used, and that the spacing of the stop magnets456may be different from the particular configuration shown inFIGS.13-17.

It will be appreciated that the stop magnets456may be relatively weaker magnets, having a relatively weaker attractive force with the magnetically-attractive elements454than do the drive magnets450. More specifically, in some embodiments, the stop magnets456may be strong enough to magnetically hold the arm bracket452with the barrier arm116in the raised position122, however, the stop magnets456are relatively weaker than the drive magnets450such that the drive magnets450have a stronger magnetic attraction to the magnetically-attractive elements454, and may pull the magnetically-attractive elements454away from the stop magnets456, as described more fully below.

Similar to the drive magnets450, the stop magnets456may be formed of any suitable magnetic materials or selectively magnetic devices. For example, in some embodiments, the stop magnets456may be permanent magnets. In other embodiments the stop magnets456may be electromagnets that exhibit magnetic properties only when electrical power is provided. In still other embodiments, the stop magnets456may be any suitable combination of permanent magnets and electromagnets.

As noted above, in some embodiments, the actuator assembly418is configured to selectively move the barrier arm116during normal operations from the lowered position120to the raised position122in a “leading” movement such that the distal end128of the barrier arm116moves through an arc of movement124that extends both upwardly away from the travel path15and laterally along the travel path15in a direction away from the vehicle12, without the arm bracket452(and barrier arm116) becoming disengaged from the drive bracket448. In such embodiments, the axis of rotation130of the actuator assembly418may be tilted with respect to vertical by a tilt angle α.

In alternate embodiments, however, the actuator assembly418having the breakaway assembly440may be used in other suitable barrier systems in which the barrier arm116moves from a first (or closed/lowered) position into a second (or open/raised) position, wherein the barrier arm116remains approximately horizontal during movement. In such barrier systems, the axis of rotation130of the actuator assembly418shown inFIG.13may be a vertical axis (and not tilted by the tilt angle α). Thus, it will be appreciated that the breakaway assembly440of the present disclosure may be used in a variety of suitable barrier systems, and is not limited to the barrier systems (e.g. barrier system110) having an axis of rotation130that is tilted.

FIGS.13-17show the breakaway assembly440of the actuator assembly418in a series of different positions to facilitate an understanding of the operation of the breakaway assembly440. For the sake of clarity, however,FIGS.14-17primarily show the components of the breakaway assembly440, while some of the other components of the actuator assembly418are intentionally omitted, so that an improved understanding of the operation of the breakaway assembly440may be realized.

For example,FIG.13shows the actuator assembly418in a first position460, which may correspond to the barrier arm116being positioned in the lowered position120(FIG.12). In the first position460, the breakaway assembly440is fully engaged such that the drive magnets450on the drive bracket448are magnetically coupled with the magnetically-attractive elements454on the arm bracket452. When the motor446of the actuator assembly418is actuated (e.g. by the control unit152), the motor446begins rotating the drive bracket448and the arm bracket452in a clockwise direction465about the axis of rotation130, which begins raising the barrier arm116through the arc of rotation124(FIG.12).

FIG.14shows the actuator assembly418in a second position462. In the second position462, the drive bracket448has continued to rotate the arm bracket452in the clockwise direction465about the axis of rotation130, which has continued to raise the barrier arm116through the arc of rotation124. In some embodiments, the second position may correspond to the barrier arm116being raised to approximately a midpoint of the arc of rotation124between the lowered position120and the raised position124(FIG.12). In the second position462, the breakaway assembly440remains fully engaged such that the drive magnets450on the drive bracket448are magnetically coupled with the magnetically-attractive elements454on the arm bracket452. As the motor446continues rotating the drive bracket448and the arm bracket452in the clockwise direction465about the axis of rotation130, the barrier arm116continues to be raised through the arc of rotation124(FIG.12).

FIG.15shows the actuator assembly418in a third position464. In the third position464, the drive bracket448(and motor446) has continued to rotate the arm bracket452in the clockwise direction465about the axis of rotation130until the magnetically-attractive elements454on the arm bracket452have reached the stop magnets456. In some embodiments, the third position464may correspond to the barrier arm116being raised to the raised position124(FIG.12). In the third position464, the breakaway assembly440remains fully engaged such that the drive magnets450on the drive bracket448remain magnetically coupled with the magnetically-attractive elements454on the arm bracket452. Also, in the third position464, the magnetically-attractive elements454may become magnetically engaged with the stop magnets456on the stationary frame444, and the motor446may be stopped. The stop magnets456may thereby assist in holding the barrier arm in the raised position122.

After the vehicle12successfully passes the barrier system410, the motor446of the actuator assembly418may be actuated (e.g. by the control unit152) to rotate the drive bracket448(and the arm bracket452) in a counter-clockwise direction467about the axis of rotation130. It will be appreciated that because the drive magnets450are relatively stronger than the stop magnets456, the magnetic attraction of the drive magnets450with the magnetically-attractive elements454is stronger than the weaker magnetic attraction between the stop magnets456and the magnetically-attractive elements454. Accordingly, as the drive bracket448is rotated in the counter-clockwise direction467, the drive magnets are able to exert a greater magnetic force on the magnetically-attractive elements454and pull the magnetically-attractive elements454away from the stop magnets456. The motor446is therefore free to continue rotating the drive bracket448and the arm bracket452in the counter-clockwise direction467to the first position (FIG.13), lowering the barrier arm116to the lowered position120(FIG.12). Therefore,FIGS.13-15show the operation of the breakaway assembly440, and that the breakaway assembly440remains fully engaged as the actuator assembly418is actuated (e.g. by control unit152) to raise the barrier arm116during normal operations from the lowered position120to the raised position122, and remains engaged as the actuator assembly418is actuated to lower the barrier arm116during normal operations from the raised position122to the lowered position120.

FIG.16shows the actuator assembly418(and breakaway assembly440) in a fourth position466such as may occur in response to application of the abnormal force415on the barrier arm116as depicted inFIG.12. In some embodiments, the abnormal force415applied on the barrier arm116may be caused by the vehicle12pushing on or striking the barrier arm116, or by a variety of other causes. As shown inFIG.12, the abnormal force415may be aligned with the travel path15of the vehicle12, however, in other embodiments, other abnormal forces may be encountered.

With reference toFIG.16, in the fourth position466, the abnormal force415applied to the barrier arm116has exceeded the predetermined threshold and has caused the breakaway assembly440to become disengaged. More specifically, the abnormal force415has overcome the magnetic attractive force between the magnetically-attractive elements454on the arm bracket452and the drive magnets450on the drive bracket448(FIG.13), causing the magnetically-attractive elements454to disengage from the drive magnets450. Also, in the fourth position466, the abnormal force415has caused the arm bracket452to rotate in the clockwise direction465about the axis of rotation130so that the magnetically-attractive elements454are circumferentially spaced apart from the drive magnets450in the clockwise direction465. The disengagement of the breakaway assembly440permits the arm bracket452to rotate independently from the drive bracket448, thereby permitting the barrier arm116to be pushed by the abnormal force415along the arc of rotation124(FIG.12). Accordingly, in the fourth position466, the breakaway assembly440has disengaged the arm bracket452(and the barrier arm116) from other components of the actuator assembly418(i.e. disengaged from the drive bracket448) in response to the abnormal force415acting on the barrier arm116, allowing the arm bracket452to rotate freely of the motor446about the axis of rotation130.

Although the abnormal force415is depicted inFIG.12as being applied to the barrier arm116when the barrier arm116is in the lowered position120, it will be appreciated that the abnormal force415may be applied to the barrier arm116at any other location of the barrier arm116along the arc of movement124between the lowered position120and the raised position122(not including the raised position122). Therefore, the disengagement (or “breakaway”) of the breakaway assembly440may occur during any position of the barrier arm116prior to reaching the raised position122(or third position464ofFIG.15).

With continued reference toFIG.16, the components of the breakaway assembly440are shown in the fourth position466which, in some embodiments, may correspond to the barrier arm116being pushed by the abnormal force415to approximately a midpoint of the arc of movement124(FIG.12). If the abnormal force415were released, in some embodiments having the axis of rotation130tilted away from vertical by the tilt angle α, the barrier arm116may freely rotate in the counter-clockwise direction467back down to the first position460(FIG.13) due to gravitational force operating on the barrier arm116. Upon returning to the first position460, the breakaway assembly440may become re-engaged, with the magnetically-attractive elements454on the arm bracket452magnetically coupling with the drive magnets450on the drive bracket448(FIG.13), allowing the actuator assembly418to resume normal operations. The breakaway assembly440may become automatically re-engaged by gravitational force in this manner from positions along the arc of movement124that the barrier arm116may be displaced by the abnormal force (other than positions proximate to the raised position122in which the magnetically-attractive elements454become magnetically engaged with the stop magnets456).

FIG.17shows the actuator assembly418(and breakaway assembly440) in a fifth position468such as may occur when the abnormal force415has disengaged the breakaway assembly440and has continued to raise the barrier arm116. More specifically, in the fifth position468, following disengagement of the breakaway assembly440, the abnormal force415applied to the barrier arm116has rotated the arm bracket452in the clockwise direction465about the axis of rotation130until the magnetically-attractive elements454have become magnetically engaged with the stop magnets456. In some embodiments, the fourth position468corresponds with the barrier arm116being raised into the raised position122(FIG.12).

In some embodiments, after the abnormal force415is removed from the barrier arm116, the stop magnets456may continue to magnetically engage with the magnetically-attractive elements454of the arm bracket452with sufficient strength to overcome the gravitational force on the barrier arm116, such that the barrier arm116remains held in the raised position122by the stop magnets456. Alternately, in other embodiments, the stop magnets456may be eliminated, or if present, may not have sufficient strength to overcome the gravitational force operating on the barrier arm116, and the barrier arm116may automatically return to the first position460(FIG.13) under the operation of gravitational force as described above.

Referring again toFIG.17, in some embodiments, when the stop magnets456have sufficient strength to maintain magnetic engagement with the magnetically-attractive elements454to hold the actuator assembly418(and breakaway assembly440) in the fifth position468, the barrier arm116may remain in the raised position122until further intervention occurs. In some embodiments, the intervention may take the form of an attendant or other suitable person manually disengaging the magnetically-attractive elements454from the stop magnets456by pulling down on the barrier arm116, returning the barrier arm116to the lowered position120and the actuator assembly418to the first position460shown inFIG.13, thus re-engaging the breakaway assembly440and returning to normal operations.

Alternately, in some embodiments, the actuator assembly418may remain in the fifth position468until a control system (e.g. control system150) initiates a fetching operation to return the actuator assembly418to normal operations. For example, in some embodiments, the control system150may be configured to determine that the actuator assembly418has reached the fifth position468and in response, may initiate a fetching operation to return the actuator assembly418to normal operations. In other embodiments, an attendant or other suitable person may observe that the barrier system410needs to be reset, and may command the control system to initiate the fetching operation to return the actuator assembly418to normal operations (e.g. by pushing a reset button, etc.)

More specifically, in some embodiments, the fetching operation may include the motor446being actuated to rotate the drive bracket448in the clockwise direction465, causing the drive magnets450on the drive bracket448to move into engagement with the magnetically-attractive elements454of the arm bracket452, re-engaging the breakaway assembly440and returning the actuator assembly418to the third position464shown inFIG.15. Once the actuator assembly418reaches the third position464and the breakaway assembly440has become re-engaged, the motor446may reverse direction and rotate the drive bracket448in the counter-clockwise direction467(FIG.15) to pull the magnetically-attractive elements454away from the stop magnets456. The motor446may then continue to rotate the drive bracket448and the arm bracket452in the counter-clockwise direction467, returning the actuator assembly418to the first position460(FIG.13) and returning the barrier arm116to the lowered position120(FIG.12).

FIG.18shows a schematic diagram of a control system470that may be used to control the actuator assembly418of the vehicle barrier system410ofFIGS.12-17. In some embodiments, the control system470may include several of the components as described above with respect to the control systems150,160shown inFIGS.8and9(e.g. a control unit152, entry sensor154, exit sensor156, authorization system162, etc.), and may perform the same functionalities as described above. In the embodiment shown inFIG.18, however, the control system470also includes a fetch sensor472. In some embodiments, the fetch sensor472may be positioned within the actuator assembly418(seeFIG.17), and may be operatively coupled to the control unit152. The fetch sensor472may detect when the actuator assembly418has been placed in the fifth position468(FIG.17) and requires re-setting to re-engage the breakaway assembly440and return the actuator assembly418to normal operations.

More specifically, the fetch sensor472may detect that the breakaway assembly440is disengaged and that the magnetically-attractive elements454have become magnetically engaged with the stop magnets456. Upon detecting the actuator assembly418in the fifth position468(FIG.17), the fetch sensor472may transmit a signal to the control unit152to initiate the fetching operation. In response, the control unit152may perform the above-described fetching operations, causing the actuator assembly418to re-engage the breakaway assembly440and to retrieve the barrier arm116from the raised position122and to move the barrier arm116to the lowered position120to return to (or commence) normal operations.

In some embodiments, if no fetch sensor472is present, then the barrier system410may simply rely on the next opening cycle of the actuator assembly to reset the barrier arm116position to what it should be (e.g. the lowered position120, closed position, etc.). In this way, even without a fetch sensor472or fetching operations, successful recover of the barrier arm to normal operations may be achieved without external intervention.

Barrier systems that have a breakaway assembly in accordance with the present disclosure may provide considerable advantages over prior art barrier systems. Because the breakaway assembly releases the barrier arm from other components of the actuator assembly under the application of an abnormal force that exceeds a pre-determined threshold, the barrier system may be advantageously protected from damage. More specifically, upon application of the abnormal force415, such as might be experienced from a vehicle12pushing or striking the barrier arm116, instead of breaking the barrier arm116or the actuator assembly418(or both), the breakaway assembly440allows the arm bracket452to become disengaged from the drive bracket448so that the arm bracket452and the barrier arm116can move along the arc of movement124until the abnormal force415abates. In this way, damages to the barrier system may be reduced or eliminated, and the costs associated with repairing such damages may be mitigated or avoided. In addition, in some embodiments, the actuator assembly418having the breakaway assembly440may be quickly and efficiently returned to normal operational service, either by manually returning the barrier arm116to the lowered position120(or closed position) so that the breakaway assembly440becomes re-engaged, or by the barrier arm116automatically returning to the lowered position120by operation of gravitational forces, or by the control system performing a fetching operation to re-engage the breakaway assembly440and return the barrier system410to normal operations. Therefore, barrier systems having a breakaway assembly in accordance with the present disclosure may advantageously be returned to normal operations quickly and in a cost-efficient manner.

It will be appreciated that alternate embodiments may be readily conceived, and that embodiments of barrier systems in accordance with the present disclosure are not limited to the particular embodiments described above and shown in the accompanying figures. For example, although the actuator assembly418described above and shown inFIGS.13-17has a breakaway assembly440that includes three drive magnets450(and correspondingly three magnetically-attractive elements454and three stop magnets456), it will be appreciated that in alternate embodiments, other suitable numbers of these components (450,454,456) could be employed. For example, alternate embodiments of actuator assemblies may be provided with a breakaway assembly having only one drive magnet450(and one magnetically-attractive element454, and one stop magnet456), or having only two drive magnets450(and two magnetically-attractive elements454, and two stop magnets456), or having four drive magnets450(and four magnetically-attractive elements454, and four stop magnets456), or any other suitable numbers of these components. In addition, as noted above, in some alternate embodiments, the stop magnets456may be eliminated. Generally speaking, in some embodiments, although an actuator assembly may have an equal number of drive magnets450and magnetically-attractive elements454, there may be a fewer (or greater) number of stop magnets456depending upon the relative strengths of the magnets450,456.

Furthermore, although the breakaway assembly440shown inFIGS.13-17includes drive magnets450(and corresponding magnetically-attractive elements454and stop magnets456) that are circumferentially spaced apart by equal distances around the axis of rotation130, it should be appreciated that in alternate embodiments, these elements need not be spaced apart by equal distances. For example, in alternate embodiments of breakaway assemblies, the drive magnets450(and magnetically-attractive elements454, and stop magnets456) need not be equally spaced, and may instead be non-equally spaced about the axis of rotation130. In still further embodiments, the drive magnets450(and magnetically-attractive elements454, and stop magnets456) need not be placed around the entire circumference of the axis of rotation130, but rather, may be positioned within only a portion or region of the circumference (e.g. within a third of the circumference, half of the circumference, etc.).

In addition, it will be appreciated that, in alternate embodiments, the breakaway assembly440ofFIGS.13-17may be implemented in an actuator assembly (such as actuator assembly418) wherein the axis of rotation is oriented in a vertical direction. In such embodiments, the actuator assembly may selectively move the barrier arm between a closed position (that prohibits movement of the vehicle through the barrier system) and an open position (that allows the vehicle to pass through the barrier system), with the arc of movement of the barrier arm being confined within a horizontal plane of movement. Thus, in alternate embodiments wherein the axis of rotation is vertical, when the breakaway assembly440disengages as shown inFIG.16, the gravitational force operating on the barrier arm may not automatically return the actuator assembly to the first position460(FIG.13) after the abnormal force415is removed from the barrier arm. In some embodiments, when the breakaway assembly440is disengaged by the abnormal force415and the axis of rotation is vertical, then the actuator assembly418may need to be reset manually by an attendant, or by the actuator assembly418performing a fetching operation, such as the fetching operation described above.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although methods and materials similar to or equivalent to those described herein can be used in the practice or testing of the various embodiments of the present disclosure, suitable methods and materials are described above. All patent applications, patents, and printed publications cited herein are incorporated herein by reference in their entireties, except for any definitions, subject matter disclaimers or disavowals, and except to the extent that the incorporated material is inconsistent with the express disclosure herein, in which case the language in this disclosure controls. The various embodiments of the present disclosure may be embodied in other specific forms without departing from the spirit or essential attributes thereof, and it is therefore desired that the various embodiments in the present disclosure be considered in all respects as illustrative and not restrictive. Any headings utilized within the description are for convenience only and have no legal or limiting effect.