TECHNICAL FIELD

The present invention is directed to a barrier device for impeding or restricting the access of vehicles to certain areas. Preferred embodiments are directed to deterring unauthorised parking of vehicles in reserved areas. Other uses of the invention are envisaged.

BACKGROUND ART

A variety of methods have been relied upon by the prior art to restrict unauthorised vehicle access. Methods have included the erection of posts and tubes, either permanently or removably, to act as a physical barrier to vehicles. These posts and tubes are generally spaced apart at a distance less than the width of a common four wheeled vehicle, and offer only a small obstruction to pedestrian traffic. However, removing or folding the barriers is typically a manual operation and requires a driver to leave their vehicle to unlock and move the barrier before driving their vehicle over the barrier. When the barrier is to be reset, the driver must again exit their vehicle and physically lock the barrier in position. Apart from being time consuming, it is not pleasant for the driver if it is raining, and is typically only suitable where an area is only infrequently accessed.

New Zealand patent No. 230292 describes a barrier assembly in which a physical guard is pivotally mounted to a base. The guard is raised by an electric motor and may be remotely operated for raising and lowering. The guard comprises two arms connected by a hinge at its apex and relies upon a rotating screw thread to raise and lower the arms. However, this assembly can be unsightly and provides a large obstruction not only to vehicles but also pedestrian traffic.

A disadvantage of currently used systems is that they may be bulky and visually imposing in an unaesthetic manner. Many may also impede pedestrian access (even when retracted) and may make it difficult for an emergency vehicle to gain access past the barrier in an emergency. Apparatus such as described in NZ Patent No. 230292 may also have relatively high power requirements and battery life could be relatively short if use is frequent.

It is an object of the present invention to address the aforementioned problems or at least to provide the public with a useful choice.

Further aspects and advantages of the present invention will become apparent from the ensuing description which is given by way of example only.

DISCLOSURE OF INVENTION

According to one aspect of the present invention there is provided a barrier device alternable between active and passive modes, said assembly comprising: a body, - housing an impedance assembly to inhibit the progress of at least vehicle tyres thereover, the assembly being operable between active and passive modes by electrically operated controlling means.

According to another aspect of the present invention there is provided a barrier device, substantially as described above, wherein said impedance assembly, when at least in the active mode, protrudes from the body to interact with a vehicle's tyre(s) passing over that portion of the body.

According to another aspect of the present invention there is provided a barrier device, substantially as described above, wherein said controlling means comprises at least one of: provision for swiping an encoded card or object; a lock operable by a key, a key pad type lock, and a receiver for a remote controlling device.

According to a further aspect of the present invention there is provided a method for securing an area against unauthorised parking or vehicle movement comprising the use of a barrier device alternable between active and passive modes, the barrier device being electrically controlled and including an impedance assembly capable of inhibiting at least the travel of vehicle tyres over same.

Most embodiments of the present invention include a body which houses and protects other components of the barrier device. Most embodiments restrict vehicular access by interacting with a vehicle's tyres (though may also interact with other parts of a vehicle) and as a consequence most housings for barrier devices are relatively low to the ground and may include portions that can be driven over. This may comprise one or more ramp portions positioned to correspond with the spacing of tyres on a typical four wheeled vehicle. Other portions of the body may not be configured to be driven over though may nevertheless be resistant to abuse or being driven on. Some portions may be recessed into the ground, depending on how the apparatus is installed.

The body may be constructed from a variety of materials. It is envisaged that most embodiments will be constructed of suitably protected steels though other metals may also be employed. The use of suitable plastics materials may also be considered, as may other materials.

The barrier device according to the present invention also includes an impedance assembly to inhibit the progress of at least a vehicle's tyres thereover. This may comprise a physical obstruction to the passage of tyres and may even comprise devices which lock around or grasp a tyre positioned on, or passing over, same.

In preferred embodiments the impedance device comprises members able to inflict tyre damage. The impedance assembly may comprise more than one mechanism, each working in the same, or a different, manner. Several mechanisms may be provided and be distributed about a barrier device. Various combinations are possible and are primarily a matter of user choice.

In many embodiments it may be advantageous for the impedance assembly to operate, or act, only or predominantly in one direction. Provision to alter the direction may be provided (especially where sensors are used). For instance, an arrangement may be provided where vehicles may drive unimpeded in a forward direction but require the impedance device to be inactivated before travelling in a reverse direction. Such embodiments may be useful in vehicle access-ways where access by emergency vehicles may be required. In another arrangements it may be reverse travel which is unimpeded.

This could be useful for protecting reserved parking spaces and would protect against vehicles driving into the space unless the impedance device was inactivated. Further, once a vehicle has been successfully parked in a space, then it may exit without being acted upon by the impedance assembly. This could be useful for vehicle drivers who may forget to inactivate the barrier device when exiting their parking space.

Embodiments of an impedance assembly may take many forms. In one embodiment there is provided a plurality of spikes or sharpened edges which can interact, when the barrier device is in an active mode, with a vehicle tyre passing over same. These spikes may project from a portion of the body to interact with any tyre which drives over. Alternatively they may be recessed and only be exposed in response to some action or influence, such as the weight of the tyre pressing on part of the barrier device, or when one or more sensors are triggered. Such an arrangement would be preferable in areas frequented by pedestrians, to reduce the chance of injury or accident by falling or tripping on exposed spikes or edges.

Mechanisms for recessed tyre damaging devices may vary. In one embodiment there is a pressure/weight responsive portion which is linked to movable spikes. Downward pressure on the pressure responsive portion causes the spikes to travel upwardly and into a tyre. These pressure responsive portions may also be positioned so that the impedance device is predominantly uni-directional eg. when travelling in a first direction a tyre encounters first the pressure responsive portions which raise spikes in the path of the tyre; when travelling in the reverse direction the spike portions have been substantially cleared before the pressure responsive portions are encountered. The configuration of the spikes may also be biased towards damaging the tyres in a particular direction only. Mechanical and/or electrical latching systems may be incorporated to deactivate the pressure responsive portions when a vehicle tyre is travelling in a reverse direction.

In another arrangement, a portion of the housing may be biased into an upward position. When the weight of the tyre acts downwardly on that covering portion, it overcomes a bias and travels downwardly and past the spikes/edges which protrude through suitable apertures in the movable cover portion.

In another embodiment tyre damaging devices comprise angled spikes or edges which are retractable but biased into an exposed position. The angling is such that tyres travelling in a first direction merely cause retraction of the spikes/edges, and pass without damage. However, when travelling in a reverse direction, the angle is such that the spikes/edges interact with and damage the tyre.

In another arrangement the spikes/edges may be angled substantially transversely (ie. perpendicular to the direction a tyre travels). In such arrangements the tyre damaging portions may act against the sidewalls of the tyre. This may be in addition to tyre damaging devices oriented in the longitudinal direction. Portions which interact with the side walls of the tyre may be retracted and biased to spring upwardly and into the side of the tyre when a suitable sensor has been triggered. Typically this may be a pressure responsive portion reacting to the weight of vehicle tyres though, as with many of the sensing or responsive portions capable of being used with the present invention, other techniques may be relied upon (these will be discussed later).

A barrier device according to the present invention is alternable between ate least active and passive modes. When in a passive mode a vehicle may travel unimpeded in either preferred direction. When in an active mode, vehicle travel will be impeded for at least one direction. Typically a controlling device will be provided which is able to alternate the barrier device between the active and passive modes. In a preferred embodiment this

is electrically rather than mechanically operated, though a combination of electrically and mechanically operated componentry may be relied upon.

In a preferred embodiment control of the barrier device is electrically controlled in response to a signal from an authorised user. This signal may be via remote control (such as a hand held transmitter) though may also rely upon a correct sequence being entered into a keypad, or a magnetic swipe card. A key switch may also be relied upon as may many other electronic switching and sensing means. Various combinations (either as alternatives, or which must be jointly or sequentially operated) may also be employed in various embodiments.

Once the controlling unit is satisfied that the barrier device may be switched to the other mode, then a suitable operation is performed. In many embodiments this may rely upon the use of solenoids to latch various components into appropriate positions. For instance, this could involve driving a bolt through a locking arrangement to lock the impedance assembly into an active or inactive position. The solenoid may also move the rotational axis of various movable components off-centre so that they may not operate effectively when the barrier device is in a passive mode. Various other mechanical arrangements may also be relied upon. It is also envisaged that electric motors and other electromotive devices may also be relied upon to enable various components of various embodiments to enter or leave active or inactive positions.

In other embodiments various components may be electrically driven in response to a vehicle passing over the barrier device. An example of such an arrangement is the use of electrically driven spikes forced upwardly into a vehicle tyre. However, it should be envisaged that such mechanisms will be more demanding on power and unless a suitable external power source is available, impedance assemblies which rely predominantly upon mechanical interactions (eg. rely on the weight or motion of the vehicle) to operate may be preferable.

If an external power source is available for embodiments of the present invention then greater reliance may be made for electrical control and operation of the various components. However the remote location of many barrier devices will cause them to rely predominantly upon the use of an internal power source. This may be a suitable cell or battery device which may include provision for recharging from an external power source. Power generation equipment may also be included, such as solar cells to trickle charge the battery in suitable situations. The use of movable body portions which (under the influence of the weight of a vehicle) pivot and drive electric dynamos may be sufficient to replenish the included power source, or at least extend its life.

It is also likely that many embodiments will include provision for the connection of an external power source. This may be useful for instances where the internal power source has totally discharged and is unable to operate the barrier device. The user may then temporarily connect an external power source (perhaps powered from the cigarette lighter socket of their vehicle) to temporarily operate the device.

Most embodiments will rely upon the use of various sensors to assist in controlling operation of the barrier device. It is envisaged that many embodiments will allow remote control of the barrier device (between active and passive modes) from a hand held remote control device. If line of sight communication between receiver and transmitter is possible, then infrared type units may be relied upon. However, because line of sight communication may be obscured (especially if the receiver unit of the barrier device is at ground level) other carriers such as ultra sonics, or preferably RF, signals may be relied upon. To help conserve power, it is possible that the receiver unit may not be active all the time. A pressure sensor distanced from the main body of the barrier device may be provided which must be triggered before the receiver will operate. The use of proximity or movement sensors may also be included though will typically only be used in this respect (to turn on the receiver unit) if their power consumption is less than that of the receiver unit.

Sensors may be used to control other operations of the barrier device. For instance various sensors may be employed, when the barrier device is in the active mode, to operate or trigger the impedance assembly. For example, some form of proximity sensor may be relied upon to ensure that the impedance assembly only operates when a vehicle tyre is within range. This may substitute previously described mechanical pressure response mechanisms.

Sensors may also be relied upon to activate warning devices to notify drivers that the barrier device is in the active mode. This may operate one or more warning devices, including audible warning devices, visual warning devices, or even remote warning devices. Such remote warning devices may be included on hand-held transmitters that a driver may use for operating the barrier device. Other warning devices may include equipment which interacts with a vehicle eg. a striker arm which percusses the base of a vehicle. Other obstacles which a tyre, or the vehicle, may encounter before reaching the impedance assembly may also be provided. This may, for instance, include a raised portion or obstacle which provides some resistance to travel, or a visual cue, to provide an indication to the vehicle's driver that some matter requires attention.

Various types of sensing devices may be employed with the present invention. These include commonly used sensing devices such as proximity sensors (eg. ultra-sonic, infrared, broken beam), pressure sensors, and mechanical switches which are tripped or triggered by the passing of a vehicle or some other interaction. BRIEF DESCRIPTION OF DRAWINGS

Figure 1 is a perspective diagrammatic view of one embodiment of the present invention which may be employed for an existing parking space;

Figure 2 is a plan diagrammatic view of the control and motive means of the embodiment of Figure 1; Figure 3 is a cross-sectional view through the ramp portion of the embodiment of

Figure 1;

Figure 4 is a perspective diagrammatic view of an alternative embodiment of the present invention;

Figure 5 is a perspective diagrammatic view illustrating the internal workings of the embodiment of Figure 4;

Figure 6 is a cross-sectional view of the embodiment of Figure 4 when in an active mode, and

Figure 7 is a cross-sectional diagrammatic view of the embodiment of Figure 4 in an active mode and triggered by a vehicle tyre.

BEST MODES FOR CARRYING OUT THE INVENTION

With reference to Figure 1 and 2 a barrier assembly is generally indicated by arrow 1. The barrier assembly comprises a housing 2 for protection of the components from the weather, the weight of the vehicle and vandalism.

The housing 2 comprises two ramp portions 4 on which the tyres of the vehicle traverse. Located across the ramps 4 are a number of spikes 3 which are shown in their protruding state.

The spikes 3 are controlled by a linkage assembly 8 operated by an electrical actuator 6. The electrical actuator 6 is powered by a 12 volt lead acid battery 5 or mains electricity which may be modified to the correct voltage and current type for the componentry. The battery also powers to a remote sensing unit 7 to process signals received from the vehicles remote control unit.

With reference to Figure 3 a cross-section of a ramp portion 4 is shown. The ramp 4 has a web 10 attached to the underside for additional strength. The housing 2 contains the spike assembly 31 and 32 linked to shaft 9. A linkage assembly 8 provides leverage to the shaft about a 45° angle to protrude or withdraw the spike assembly 31 and 32. Spike 31 is shown in the withdrawn state and is level with the top portion of the ramp. Spike 32 is shown in the protruding position and deters unauthorised entry into the car parking space.

In operation the occupant of the vehicle activates the remote control means which is received by the remote sensing unit 7. The signal generated activates the battery 5 to move the actuator 6. The actuator 6 rotates the shaft 9 through the linkage assembly 8, either withdrawing the spikes 3 or protruding the spikes 3 depending upon the vehicle entering or leaving the car parking space respectively.

Figure 4 illustrates an alternative embodiment of the present invention which is also suitable for use in accessways as well as parking spaces. The barrier device (generally indicated by arrow 40) comprises a housing 41 fabricated of metal. The width of the body is approximately 2 metres, and the width approximately 600 mm including ramps. When active, the barrier device 40 will preferentially impede vehicles travelling in direction A as illustrated in Figure 4.

The ramps 42 lead to the top surface 43 of the body 41. Two series of apertures (44, 45) are provided through which extend spring-loaded pressure responsive bolts 46, and retractable spikes 47.

Figures 5 through 7 illustrate the mechanical arrangement for causing tyre damage to impede the progress of a vehicle. Figure 6 illustrates the barrier device 40 in an active mode but as yet untriggered by a vehicle's tyre. Here the pressure responsive bolt 46 is biased in a protruding position by spring 48. Spike 47 is biased in a retracted position by compression spring 49. Acting as a link between the bolt 46 and spike 47 is a rocker assembly 50 able to pivot about a central shaft 51. Figure 7 illustrates the depression of bolt 46 by a vehicle tyre 52, illustrating how the rocker 50 pivots to raise spike 47 to be forced into the vehicle tyre 52. Here the weight of the vehicle provides the force necessary to activate the impedance means, which significantly reduces any power requirements.

Latching between active and passive modes is best described with reference to Figures 5 and 6. In Figure 6 it can be seen that the main shaft 51 is accommodated by a slot 54 rather than circular aperture of commensurate dimensions to the shaft 51. This allows the rockers 50 to pivot about a substantially vertical axis. In Figure 5, the rockers 50 are

shown in a substantially aligned position, parallel to the direction of a vehicles travel. However, a connecting rod 55 driven by an electrically operated actuator 56 and connecting assembly 57 enable the rockers to pivot partially in the direction illustrated by arrow 58. The consequence is that depression of the bolt 46 may (in some embodiments) miss contacting the rocker arm altogether, or alternatively (in some embodiments) contact the rocker 50 and cause its rotation but the pivotally off-set rocker 50 will fail to connect with the base of spike 47. In an alternative arrangement, the connecting rod 55 may merely off-set the rockers 50 entirely (rather than pivoting them) so that they are not contacted by a depressed bolt 46. The electrically operated actuator may be powered by an internal power source (not illustrated) and its action may be controlled by a variety of methods including remote control, electronic locking systems (eg. key switches, keypads and magnetic swipe cards) or mechanically operated latching systems (typically as a backup). These may be housed in the body 41 of the device at a suitably accessible point 59. Included may be provision for mechanical operation of the latching system or a socket to accept an external power source for in the event of internal power failure.

Various other modifications may be made to many embodiments. For instance, for the embodiment of Figures 4 through 7, if the bolt 46 meets the rocker 50 in a passive mode, then upward movement of the rocker connector may cause a switch arm 60 to operate a switch 61 to deactivate the actuating assembly 56. This may be configured to turn off the actuating assembly 56 and also cause it not to accept any further signals from the remote control or other controlling device. Subsequent depressing of the bolt 46 will cause the switch assembly 60-61 to place the device in the active mode automatically. This arrangement is useful in parking spaces as it can ensure that a legitimate parked user will not damage their tyres by reversing from the park without ensuring their device is in passive mode, and then automatically set the device to protect the vacated space. Time delays or proximity sensors may be built in to ensure a user has truly departed (not just manoeuvring their vehicle) before rearming.

Other modifications may be made to various embodiments. Figure 8 illustrates a further embodiment 70 in which the spikes 71 are driven upwardly by a suitable electrically operated actuator 72. Operation of the actuator 72 is controlled by controlling device 73 which may receive signals from a proximity sensor 74. This sensor, or the housing therefor, may also include means for receiving signals from the remote control unit. An internal power source 75 in the form of a lead acid gel cell is provided. A solar panel 76 is provided to trickle charge the storage device 75. A mechanical charging device may also be provided. Illustrated is a depressible portion 77 which is biased upwardly by

compression spring 78. The pressure of a tyre forces the shaft 79 downwardly, where a linkage (not shown) causes rotation of a dynamo 80 which can be used to further charge the storage device 75.

Figure 9 illustrates an alternative embodiment 90 in which there is a downwardly movable cover portion 91 over which a vehicle wheel may pass. This cover portion has apertures 92 through which spikes 93 may pass. The cover portion 91 is biased in an upward position, substantially flush with the top of the body 94 by compression springs 95. A latching device 96 which is electrically operated serves to lock the cover portion 91 in an upright position (as shown in Figure 9) when the device is in a passive mode. When in an active mode the locking bolts 97 retract allowing the cover portion 91 to travel downwardly in response to the weight of a vehicle's tyre. This exposes the spikes 93 which cause tyre damage.

In a slightly alternative arrangement to that shown in Figure 9, the electrically operated actuators may shift the cover portion 91 sideways so that the portions engage with locking members provided in the body 94. In this arrangement bolts 97 of the actuators 96 need not bear the entire weight of the plate portion 91. As an alternative, the actuators may move other latches which interact to lock the plate portion 91 into position.

Aspects of the present invention have been described by way of example only and it should be appreciated that modifications and additions may be made thereto without departing from the scope thereof as defined in the appended claims.