US2858032A - Automobile parking apparatus and parking structures incorporating the same - Google Patents

Description

Oct. 28, 1958 H. F. MORLEY 2,858,032 AUTOMOBILE PARKING APPARATUS AND PARKING I STRUCTURES INCORPORATING THE SAME Filed Aug. 31, 1956 4 Sheets-Sheet 1 f zz INVENTOR HERBERT E MORLEY ATTORNEYS Oct. 28, 1958 H. F. MORLEY 2,858,032

AUTOMOBILE PARKING APPARATUS AND PARKING STRUCTURES INCORPORATING THE SAME Filed Aug. 31, 1956 4 Sheets-Sheet 2 INVENTOR HERBERT f: MO

BY MM,

ATTORNEYS Oct. 28, 1958 H. F. MORLEY 2,358,032

AUTOMOBILE PARKING APPARATUS AND PARKING STRUCTURES INCORPORATING THE SAME Filed Aug. 51, 1956 4 Sheets-Sheet 3 v ATTORNEYS Oct. 28, 1958 H F. MORLEY 2,858,032

AUTOMOBILE PARKING APPARATUS AND PARKING STRUCTURES INCORPORATING THE SAME Filed Aug. 51, 1956 4 Sheets-Sheet 4 INVENTOR HERBERT E MORLEY ATTORNEYS United States Patent 0 AUTOMOBILE PARKING APPARATUS AND PARK- ING STRUCTURES IN CORPORATING THE SAME Herbert F. Morley, Silver Spring, Md. Application August 31, 1956, Serial No. 607,504

6 Claims. (Cl. 214-16.1)

The present application relates to a novel automobile parking apparatus for increasing the number of stored automobiles for a given ground area and storage structures utilizing the same.

In recent years the problem of providing adequate parking facilities for automobiles in urban or other congested areas has become a seemingly insurmountable one. While many proposals in the form of multi-storied ramp or elevator serviced buildings have been tried and used, the expense per storage space requiring high charge rates, the low access and discharge speed or the wear and tear on the automobiles to be stored has militated against a satisfactory solution. Among the proposals offering some prospect of a solution are those of the present applicant disclosed in United States Letters Patent 2,598,413, dated May 27, 1952, and entitled Storage Building and Mechanism For Loading Same, and 2,717,088, dated September 6, 1955, and entitled Multiple Car Parking Apparatus and Installation Therefor. While the cost per parking space in these structures is satisfactory, the speed of charging and discharging the spaces and the failure of these structures to meet the presently rigid building codes in certain urban areas have militated against their usage.

Another proposal is that of United States Letters Patent 2,647,647, issued August 4, 1953, to Mihia Alimanestiano and entitled Apparatus for Parking Automobiles, and related United States Letters Patent 2,707,054, issued April 26, 1955, to the same inventor and entitled Parking Apparatus. This latter proposal, due to the limited number of spaces provided, the complexity of the automobile handling equipment and the need for exact registration of the elevator structure and the related storage structure renders this proposal too expensive to warrant reasonable parking rates and too uncertain in practical operation.

It, therefore, is the primary object of this invention to provide automobile handling equipment that is not only simple and highly efiective in operation but is adapted to provide adequate storage spaces to assure a sufficiently low cost per storage space and thereby enable a profitable operation at reasonable parking rates.

Another object of the present invention resides in the provision of an automobile storage structure consisting of a series of spaced rail-like support elements structurally tied together and arranged to supportingly engage the tired wheels of a stored vehicle or alternately serve as trackways for laterally movably supporting a carriage for supporting and moving an automobile sidewise to one of two or more side-by-side related storage spaces.

A further object of the present invention resides in the provision of vertically swingable support columns pivotally mounting a series of horizontally maintained spaced rail-like support elements structurally tied together and arranged to support two or more automotive Vehicles through engagement with the vehicles tired wheels whereby elevated storage of vehicles above vehicles stored at ground level may be inexpensively and readily accomplished.

Still another object of the present invention resides in the provision of an elevator serviced automobile storage unit composed of multi-level, opposed sets of spaced raillike support elements structurally tied together and arranged to supportingly engage the tired wheels of a stored vehicle and a skeleton framed elevator structure mounting in vertically spaced relation a plurality of laterally mov- I able vehicle support carriages of spaced rail-like support elements arranged in opposed aligned relation to the spaces of vertically adjacent opposed sets of spaced raillike support elements whereby, upon lateral. movement in a preselected direction of a selected carriage and incremental up or down movement of the skeleton elevator structure along its shaft, a supported automobile may be transferred from the movable carriage to a preselected rail-like support element or from a preselected rail-like support element to the movable carriage.

A still further object of the present invention resides in forming the spaced rail-like support elements of the preceding object of a length sufficient to support two or more automobiles in side-by-side relation and providing each of the rail-like support elements with a respective movable carriage of inner open ended rail-like support elements adapted to be traversed to a position adjacent the elevator shaft to receive an automobile from the elevator carriage and move it to a storage position on the preselected rail-like support element remote from the elevator shaft.

Another object of the present invention resides in utilizing the vertically spaced plurality of laterally movable elevator support carriages of the preceding object to effect an exchange of an automobile stored at the remote position on the preselected rail-like support element and an automobile stored on the preselected rail-like support element adjacent the elevator shaft without. fully lowering the elevator to effect the exchange whereby the remote located automobile can be secured for delivery to a customer in a minimum length of time.

Still further objects of the invention will appear as the description proceeds in connection with the appended claims and accompanying drawings wherein:

Figure 1 is a fragmental schematic top plan view of a preferred parking structure employing the: automobile parking apparatus of the present invention, the swingable parking platform at the left being omitted to more clearly illustrate the movable carrier employed to move the ground level stored car to its stored position;

Figure 2 is a schematic end elevational view of the parking structure of Figure 1 with certain foundation and below ground installations in section for clarity of illustration;

Figure 3 is an enlarged fragmental sectional view taken substantially on line 33 of Figure 1 and viewed in the direction of the arrows to illustrate suggested structural features for accomplishing the ends of the present invention;

Figure 4 is a schematic plan view similar to Figure 1 of a further parking structure employing the automobile parking apparatus of the present invention in which several vertically spaced stationary storage platforms are provided to be serviced by a skeleton type elevator having a laterally movable platform support section for servicing oppositely related tiers of storage platforms;

Figure 5 is a schematic end elevational view of the parking structure of Figure 4;

Figure 6 is an enlarged fragmental sectional view taken substantially on line 66 of Figure 5 and viewed in the direction of the arrows to illustrate suggested structural features of the novel elevator structure used in this form of the invention;

Figure 6A is a tragmental view showing the details of Patented Oct. as, 1958 the pick-up finger assembly provided to actuate the platform carriers of Figures 4 through 7; and

Figure 7 is a sectional view on an enlarged scale taken on line 7-7 of Figure 5.

The present invention seeks to meet the high cost per parking space common in the existing commercial parkmg garages and structures by utilization of a skeleton steel structure of unique design made up tiered storage bays 29 arranged in aligned end to end relation at opposite sides of a centrally located longitudinally extending loading or access aisleway 21. in the preferred structure of Figures 1 through 3, ultimate simplicity is obtained while increasing the storage capacity of a given 28 wide lot by approximately 100%. This embodiment of the invention contemplates below ground level laterally extending foundations 22 disposed at pre determined intervals longitudinally of the lot, preferably about 22 from center to center. Each foundation 22 provides laterally spaced support footings 23. The overall lateral dimension is preferably 28 to provide adequate clearance for operation'of the mechanical storage apparatus to be presently described.

The ground area between foundations 22 is trenched in criss-cross relation to provide longitudinally spaced, transversely extending trenches 25 and 26 adapted to receive transversely aligned support rails 2'7 and 28 of I -beam form in cross section. Referring to Figure 1, it will be noted that two transversely extending rows of rails 27 are disposed in trenches 25 whereas four transversely extending rows of rails 28 are provided in trench 26. This rail arrangement is desired to properly position the various length automobiles the rear wheels of which are intended to be centered between the two sets of rails 27 as the automobile enters in the direction of the arrow 29 (Figure 1). With the rear wheels centered as described the front wheels will automatically land on or between adjacent pairs of rails 28 depending upon the respective Wheel base of the automobile in question.

As clearly seen in Figure 3, rails 27 are disposed below ground level in trench 25. Rails 28 are similarly disposed below ground level in trench 26. The ground area between trenches 25 and 26 is preferably on the level of the top of rails 27 and 28. The ground surface at the opposite ends of each area of bays 2i] is preferably sloped downwardly as indicated by numeral 31' (Figure 3) for a purpose to be presently pointed out.

Each support footing 23 is provided with a heavy base or foot plate 32 of T-shape cross section the stem 33 of which is vertically disposed to provide a pivot base for a pair of oppositely facing, channel shaped, vertically extending framing members 34 and 35. Each pair of frame members 34 and 35 are opposite a similar pair of frame members at the other end of each bay 2%. Base plates 32 are preferably secured in footings 23 by the customary securing bolt and nut assemblies 36 and, if desired, the stems 33 may be reinforced by gusset plates 37 suitably welded to the outer side faces of stems 33 and the cross arm of plates 32.

Each stem 33 adjacent its opposite ends is suitably apertured at 33 (Figure 3) to form pivot apertures adapted to receive headed pivot pins 39. The shanks 41 of pins 39 protrude in opposite directions from stems 33 and the heads are preferably non-circular and seated in mating recesses in the stems 33 to retain the pins against rotation. The protruding shanks 4 1) pass through suitable pivot apertures 41 provided in the base wall 42 of members 34 and 35 and suitable apertures in stems 33 disposed between the opposite side walls of channels and 35. Wear washers 44 held in abutting relation to the exposed faces of stems 33 by split snap rings 45' seated in annular grooves in shanks retain the various parts in pivoting assembled relation. Similar wear washers are preferably interposed between each of the frame members 34 and 35 and the adjacent faces of their mounting stems 33. Base walls 42 of frame members 34 and 35, adjacent their upper ends, are provided with similar pivot apertures 41 and oppositely related apertured pivot plates 43 welded to walls 42 to form pivot apertures at the upper ends of the frame members 34 and 35.

The upper pivot apertures of the opposed frame members of each bay are axially aligned to receive the oppositely directed headed pivot pins 46 the heads of which are preferably bolted to end plates 47 welded as at 48 to respective cross channel bars 49 and 51. The shanks of pivot pins 46 are similarly annularly grooved to receive wear washers 44 and snap rings which serve to retain cross bars 49 and 51 in place tying opposed frame members 34 and opposed frame members 35 together.

Referring to Figure 3, it will be seen that the opposed side walls 52 and 53 of cross channel bars 49 and 51 lie in horizontal planes one behind the other. The uppermost walls 52 provide laterally spaced support surfaces for mounting laterally extending I- beams 54 and 55 in staggered vertically spaced relation outside of rails 27 and at either side of rails 28 respectively. Like rails 27 and 28, I- beams 54 and 55 form respective front and rear automobile wheel receiving depressions therebetween and they are preferably welded as at 56 to the spaced cross channels to form respective pantograph linkages.

While I-beams 54 and 55 may be of a length, for example, to receive from one to three automobiles in sideby-side laterally spaced relation, it has been determined that the most suitable arrangement on a 28 width lot is to provide for storage of one automobile in the bays along one side of the lot and two automobiles in the bays along the other side of the lot. This arrangement is illustrated in Figures 1 and 2 wherein the left hand bays have l- beams 54 and 55 of one car storage capacity and the right hand bays have l- beams 54 and 55 of two car storage capacity cantilevered inwardly toward the left hand bays.

It will be appreciated from the description so far given, that frame members 34 and 35- are held in parallel spaced relation by the pivot pins 4t) and the cross channel bars 4951, rigidly connected to I- beams 54 and 55..

It will further be appreciated from Figure 2, that the laterally spaced pivot pins 39 and 46 have their axes relatively fixed and lying in parallel planes. As a consequence, the opposed sets of frame members 34 and 35 together with their interconnecting cross channel bars 49 and 51 and l- beams 54 and 55 form in effect collapsible parallelogram platform units 57 which in collapsing will at all times maintain the I-beams .54 and 55 in a horizontal plane. It follows, therefore, that collapsing of either parallelogram frame unit toward the other will result in movement of the framing members 34 and 35 and I- beams 54 and 55 and their supporting cross channel bars 49 and 51 downwardly into trenches 25 and 26 and cross trenches 58 and 59 or cross trenches 61 and 6 2 and edge trenches 63 depending upon which is collapsed. In this manner, the platforms'57 can be brought to ground level to receive or discharge an automobile. To effect this desired movement, the present invention contemplates the provision of hydraulic hoists 64 the ends of which are pivotally connected at 65 and 66 respectively to a below level ground supported mounting plate 67 and to support members 34. These hoists may be of the general type employed in conyentional'durnp trucks or for service station lifts and, if deemed necessary, one can be provided at each end of each collapsible platform unit 5'7 as illustrated in Figure l. 4

Referring to Figure 2, it will be appreciated that the outermost cross channel bars 51 ofthe respective collapsible platform units traverse a path shown by the arrows '71 while the innermost cross channel bars traverse a path shown by the arrows 72. It follows, therefore. that an automobile can be left stored at ground level as indicated in dot-dash lines in Figure without interfering with normal collapsing movement of either frame unit. It will further appear that an automobile on the left hand platform unit and an automobile on cantilevered ends of the right hand platform unit I- beams 54 and 55 will be deposited or delivered along the same longitudinal aisleway the approximate center of which lies slightly to the left of the left edge of cross channel 61. If, therefore, this aisleway is left free the full length of the lot, a maximum of six automobiles can be stored in each unit length of the lot using the illustratedapparatus if a car is stored between the aisleway and the right hand ground level stored car. Such storage is possible since the last mentioned cars can be driven into or out of their intended storage space into the longitudinal aisleway of an adjacent unit length of the lot. Since the maximum longitudinal storage capacity of a 28 lot without the apparatus of this invention would be three lines of automobiles with the same aisle space and would require multiple automobile movement to remove the extreme right hand car, the capacity is doubled by this structure.

It will be noted that the elevated storage platforms 57 both have their I-bearns 5.4 and 55 cantilevered inwardly of their respective cross channels 49 the right hand one to an extent suflicient to support a second automobile. Similar cantilevering of I- beams 54 and 55 of each platform 57 beyond cross channels 51 may, if desired, be effected to further increase the storage capacity by providing each platform with a laterally movable carrier 75 which is employed also on rails 27 (Figures 1, 2 and 3) to conveniently store an automobile between each opposedset of frame members 34 and 35. These novelly formed carriers preferably comprise a series of inverted channel members 76 (Figure 3) interconnected at their outermost ends by a cross strut 77 joining the several channel elements for unitary movement. Each of these channel members between its depending flanges is provided with a series of support rollers 78 journalled for rotation on a hardened cross shaft 79 suitably nonrotatably mounted in suitable axially spaced aligned transverse apertures in the flanges of the channels 76. Suitable wear washers 81 mounted on shaft 79 at the opposite end of each roller are preferably provided to prevent rubbing of the rollers against the flanges. These rollers are adapted to support the respective channel members for axial rolling movement along tracks 27 and 28. In actual practice it is contemplated that five such rollers of suitable diameter will be mounted adjacent each end of each channel in axially spaced relation to assure smooth passage of the carriers 75 across the cross trenches 58--59, 61-62 and to properly distribute the weight of the supported carrier and an automobile thereon. To this end the spacing between peripheries of the adjacent rollers should be about 2 /2 inches.

While the inner ends of the channels 76 forming the carriers 75 used on tracks 27 and 28 could be interconnected by a strut similar to strut 77 to impart rigidity to the carrier, it is desired that identical carriers be provided for use on tracks 27 and 28, the upper support beams 54 and 55 and the storage platforms of the further embodiment of the invention shown in Figures 4 through 6 and that some means be provided to prevent relative lateral shifting of the carriers on their respective support rails. To accomplish these ends, the present invention proposes to install laterally opposed pairs of side thrust or guide rollers 83 at least at the extreme ends of each channel member 76 arranged to ride on the opposite faces of the connecting web 84 of the various support tracks. While rollers 83 may take any suitable form, they preferably are mounted for rotation in bracket elements 85 having non-circular stems 86 press fitted into suitable mounting apertures in the flanges of channel members 76. Any suitable number of these side thrust rollers may be installed.

It will be appreciated from the description just given completely free that lateral shifting of the various channel members under the weight of a supported automobile will be resisted by these thrust rollers and, due to the true rolling contact in all directions of stress, that carriers 75 will be readily traversed along their respective tracks. Suitable stops 87 (Figures 2 and 5) welded or otherwise permanently secured to the respective tracks at the desired points are preferably provided to positively limit the traversing movement of carriers 75. This novel carrier structure, therefore, provides in eflfect inwardly extending unitarily movable support fingers defining passageways therebetween except for there outermost ends. Since these carrier support fingers in all cases will lie in centered vertical relation to the tracks over which they operate, the carriers will in no case interfere with the contemplated free passage of the swingable support frames between or outside of the ground support tracks 27 and 28 or the free passage of the movable elevator floor of the embodiment of Figures 4- through 6 to be presently described.

Since traversing movement of carriers 75 with a supported automobile thereon along their respective trackways is necessary to effect the purposes of this invention, the present invention contemplates that in the form of the invention shown in Figures 1 through 3 at least the carriers will be suitably motorized. While any suitable motorization, such as a fluid reciprocating motor or a rotatingfluid or electrical motor, the preferred drive for the embodiment of Figures 1 through 3 comprises a small, low horsepower, reversible electrical motor 91 (Figure I) mounted on a bracket. 92 secured to strut 77 of each carrier 75. Each motor 91 has its double ended shaft drivingly coupled through shafts 93 to drive rollers non-rotatably carried by the ends of shaft 93 remote from motors 91. These remote shaft ends are suitably journalled in the flanges of the nearest channel members 76 and the drive rollers can take the place of any selected support roller 78 if desired. Suitable remote control buttons or control buttons in each bay can be provided for initiating operation of motors 91 in timed relation, if desired, to the operation of hoists 64. The control system, which forms no part of the present invention, can include any desired manner of interlocking controls to secure the desired proper timed sequence of operation. The ultimate in simplicity desired in the embodiment of Figures 1 to 3, however, contemplates individual controls at each bay since an attendant must be provided anyway to shift stored automobiles in order to secure the desired automobile when the parking apparatus is filled to capacity.

Since the operation of the apparatus and parking structure of Figures 1 through 3 just described is believed to be obvious from the preceding description, a detailed description of operation will not be given here.

Turning to Figures 4 through 6, the novel support finger platform structure and movable carriers of this invention are illustrated in use in a multi-storied, elevator serviced, skeleton frame parking building. As clearly appears from Figures 4- and 5, this further embodiment contemplates a skeleton building framework about 37 feet wide and any appropriate length made up of vertical l-beams 101 interconnected by longitudinal I-beam stringers 102 and supported on a foundation extending at least two stories below ground level. Each building unit preferably defines a central shaftway 103 interrupted at 22 foot intervals along its length by cross stringers 104 of I-beam cross section spaced vertically at 7 foot 6 inch intervals and defining along each side of shaftway 103 vertically extending parking bays 105. Each parking bay is vertically interrupted at 7 foot 6 inch intervals by a stationary skeletonized automobile support platform 106 composed of inwardly extending fingerlike supporting I-beams 1G7 and 108 connected at their outer ends to stringers 162 and supported at a point about 7 feet inwardly of their outer ends by longitudinally extending supporting I-beams 109. I-beams 109 are securely fastened at their opposite ends to stringers 104 and are also fastened securely to the undersides of fingerlike supportl- beams 107 and 108. This skeleton construction provides a very rigid strong frame structure providing longitudinally spaced tiers of skeletonized supporting platforms 106 capable of storing large numbers of automobiles for parking. i}

Preferably support beams 107 and 108 extend inwardly from each side a distance sufficient to, store two automobiles inside-by-side relation and their inner ends define the lateral limits of shaftway 103 assuring adequate side clearance to permit an automobile to pass freely upward through each shaftway 103 when headed lengthwise of the building structure. In addition, support beams 107 and-108; are grouped, as shown. clearly in Figure 4, to provide a pair of longitudinally spaced beams 1d? adjacent one end of each 'vertically extending tier of parking bays 105v and'five longitudinally spaced beams 108 adjacent the other end of each vertically extending tier of parking bays. This grouping is in all respects similar to the grouping of beams 54 and 55 of the previously described embodiment so as to supportingly engage the rear and front wheels of a stored automobile.

Referring for the moment to Figure wherein the dot-dash lines indicatestored automobiles, it will be seen that each automobile adjacent the sides of the skeleton frame is stored on a carrier structure supported by ibeams 107 and 108 while the innermost automobile is stored directly upon I- beams 107 and 108. These carrier structures preferably take the form of carriers 75 of the previously described embodiment as will be apparent from a consideration of Figure 4 and the sectioned carrier of Figure 5. As a consequence, it will be appreciated that the spaces between each set of beams 107 and each grouping of beams 108 is uninterrupted inwardly of support beams 109. It will furthermore be clear that the area between the innermost beams 107 and 108 of each platform 106 is clear space except where beam 109 crosses and that the area between the outermost beams 107 and 108 of each platform d and the adjacent stringers 104 is clear except for the crossing of beam 109. It follows, therefore, that the inner ends of beams 107 and 108 are cantilever supported from stringers 102 and beams 109. This cantilevered support of beams 107 and 108 and the free space provided thereby at each side of each shaftway 103 together with the novel movable carriers 75 makes it possible to provide the unusual storage capacity-cost relationship, presently to be pointed out, which gives the multi-s'toried parking structure of Figures 4 .through 6 its practical appeal.

' In order to deliver an automobile to a selected support platform, the present invention utilizes a novel three tiered, laterally movable elevator floor structure 111. A separate elevator 111 is provided for each vertically extending parking bay 105. Each elevator comprises three vertically spaced pairs of opposed l-beams 112 spaced longitudinally of a shaftway 103 adjacent neighboring stringers 104 and rigidly connected in horizontally parallel relation by vertical struts 113 and centered outwardly facing channels 114 extending a substantial distance above and below the uppermost and lowermost I-beams 112 for a purpose to be presently pointed out. Suitable gusset plates 115 are preferably employed to give greater rigidity to these connections. Preferably I-beams 112 are dis posed with their webs disposed in parallel horizontal planes and their flanges extending vertically to provide upwardly opening trackways 115 (see Figure 6). If added strength is deemed necessary suitable angled struts 116 may also be utilized extending between the connection of channels 114 to the intermediate i-beam 112 and the connections of struts 113 to the respective upper and lower I-bearns 112. Each channel 114 is received between the flanges of the adjacent centered vertically extending I-beam 117 extending from the subsurface elevator well-floor 118 up through the elevator penthouse 119 at roof level and welded "or otherwise rigidly connected to each of related. stringers 104 (Figure 7). Each opposed pair of I-beams 112 are interconnected midway between their ends by longitudinally extending I-bearns 121 and the lowermost Lbeams 112 are reinforced against depressive stresses due to cantilever forces by compression bars 122 (Figure 5). The upper ends of com pression bars 122 are welded or otherwise rigidly connected to lower I-beams 112 at points spaced outwardly from the lateral midpoints of the beams while their lower ends are welded or otherwise rigidly connected to the flanges of channel members 114. Preferably vertically spaced L-shaped guide clips are welded to channels 114 to encompass the flanges of I-beams 117 and, if desired, may mount. suitable grip brake mechanismsof more or less conventional construction.

The elevator structure so far described provides a rigid skeleton framework for supporting laterally movable carriers 123 adapted to receive the automobiles to be lifted and stored on the platforms 106. While carriers 123 may assume any desired form so long as they can pass laterally between l-beam supports 107 and 108 of platforms 106 and be lowered and raised incremental distances to deposit and remove automobiles from the inner ends of platforms 106, the present invention proposes a simple fabricated I-beam construction. To this end, each carrier comprises a pair of main support I- beams 125 extending longitudinally of shaftway 103 and of a length to dispose their opposite ends in overlying relation to the upwardly facing trackways provided by I-bearns 112 and are fitted at their ends with heavy depending rollers 126 (Figure 6). Rollers 126 and their supporting brackets 127 welded to the underside of support beams 125 are designed and dimensioned to extend downwardly between the upstanding flanges of I-beams 112 so that rollers 126 ride on the webs of I-beams 112 and support beams 125 in slight upwardly spaced relation to the upper flange edges of I-beams 112. Each pair of support beams 125 carry transversely related groupings of automobile wheel supporting I- beams 128 and 129. The beams 128, in groups of 2 (spaced 18 inches apart) are located adjacent one end of support beams 125 in position to freely receive the cantilevered ends of platform beams 107 (spaced 14 inches apart measured to their outermost faces) therebetween and are preferably intended to receive the rear wheels of an automobile to be parked in right angular spanning relation. The automobile is thus located in proper position to assure handling and parking and is positively held against accidental forward or rearward movement. The beams 129, in groups of 5 (starting 8 feet from beams 107 and spaced 8 inches apart), are located adjacent the other ends of support beams 125 in position to freely interfit between the cantilevered ends of platform beams 103 and are preferably intended to receive the front wheels of the automobiles to be parked. The spacing of beams 129, as well as beams 108 and 55 previously described, is such, namely 8 inches, that automobiles having wheel bases of from 100 to inches can be accommodated if their back wheels are located as just described.

To assure adequate clearance for the necessary unitary vertical movement of the elevators and their associated carriers in delivering and removing automobiles to either platforms 106 or platform carriers 75, the height of the upper faces of carrier beams 128 and 129 above the upper faces of support beams 125 must be of the order of 10 inches. To provide this clearance the present invention contemplates that beams 128 and 129 be 4 inch I-beams and that metal spacer blocks 131 be interposed between beams 125 and beams 128 and 129 respectively and welded to the respective beams.

Lateral movement of carriers 123 may be effected by any suitable means. For example, the present drawings 9 illustrate the drive means as comprising a reversible electric motor 133 of suitable size (Figures 4 and 6) mounted on a motor plate 134,extending between I-' beams 125 adjacent one end with its shaft end overlying the edge of the adjacent I-beam 112. The motor shaft carries a drive pinion 135 which meshingly engages a rack bar 136 supported by brackets 134 welded to the side face of the adjacent I-beams 112. Suitable selector controls (not shown and forming no part of this invention) are provided for controlling operation of motor 133 from the ground level in well known manner.

In order to raise and lower the three tiered elevator structure and its three carriers 123 as a unit, the present invention proposes hydraulic hoist units of conventional elevator type comprising cylinders 136 and piston rods 137 (Figures and 7) located between the flanges of each vertical guide beam 117 (Figures 6 and 7). As clearly appears from Figure 6, the upper end of each piston rod 137 is connected to a thrust block 138 carried by an L-shaped bracket 139 welded in the channel of each channel member 114 adjacent its upper end. Conventional controls for these hoist units to secure the desired sequential operation and forming no part of the present invention are preferably provided.

Each of the carriers 75 supported on platforms 106 preferably omits drive motor 91 to reduce expense and has movement imparted to it as necessary through a suitable coupler mechanism connected in suitable manner in a control circuit designed to sequentially control its movements upon actuation of a ground level selector switch which selects a predetermined one of the carrier storage stations. As illustrated, this coupler mechanism comprises a coupler pin 141 mounted at its opposite ends in protruding brackets 141 welded to the side faces of the innermost channels 76 (Figure 4) and a double ended pick-up finger and shaft assembly 142 journaled in aligned journal openings provided in the webs 1'43 of I-beam members 125 of carriers 123 along the longitudinal center. 'As clearly appears from Figure 6A, each assembly 142 includes a shaft 144 carrying at each end, in the normal 3 inch or other suitable clearance provided between the elevator carrier finger ends and the adjacent ends of I- beams 107 and 108, a rigidly connected bifurcated pick-up finger 145 and is held against axial movement by snap rings 146 seated in annular grooves provided in shaft 144 in axially spaced relation to assure free abutting contact of rings 146 with.

the inner opposed faces of webs 143. Each shaft 144, preferably within a pair of outwardly directed flanges of I-beam 143, non-rotatable mounts an actuating arm 147 (Figure 6A) spring biased by a spring 148 to an upwardly inclined position and angularly related to fingers 145 to normally maintain fingers 145 in a horizontal inoperative position. An electrical relay 149 mounted on the flange of I-beam 125 opposite arm 147 and in the control circuit to be energized when carriers 123 reach the selected level and the selected one of their two outermost positions is provided to cooperate with arm 147 and move shaft 144 and its pick-up fingers 145' through a 90 angle to dispose fingers 145 in upstanding position with one or the other of coupler pins 141 in coupled relation the fingers being long enough to receive pin 141 in either the upper delivery position or lower pick-up position of the elevator. With the. selected carrier 123 coupled to the selected platform carrier 75 as just described, the related motor 133 will automatically reverse itself to drive the selected carrier 123 and the coupled carrier 75 inwardly until carrier 123 reaches its normal centered position on the elevator structure and carrier 75 reaches its receiving or discharge position at the inner end of platform 106. At this time, relay 149 is de-energized, pick-up finger and shaft assembly 142 is returned to its normal inoperative position and motor 133 again reverses itself to move carrier 123 to either its delivery position above the selected carrier 75 or its pick-up posi tion beneath the selected carrier 75 in accord with the 10 control circuitry energized at the ground level selector station. Upon reaching this final position, elevator 111 is lowered or raised the incremental distance necessary to deliver to or recapture from selected carrier 75 the automobile desired, the selected circuitry assuring the desired sequence of operations and then continuing control of motor 133, relay 149 and the related hoist units to return selected carrier 75 to its outermost storage position, carrier 123 to its centered position on the elevator structure and then to ground level. In either event, carrier is left in its outermost position to assure proper sequential operation upon the next required unloading or loading operation of the carrier 75 or storage of an automobile at the inner ends of platform support I- beams 107 and 108. It will be appreciated that the circuitry for controlling storage of an automobile on the inner ends of I- beams 107 and 108 will be such that relay 149 is not energized and that carrier 123 will not be required to go through the several extra operations required of it in moving carrier 75 to its loading or unloading position. It will also be appreciated that the control circuitry will include the necessary safety features to assure that a sequence of delivery operations to a selected station cannot be undertaken if an automobile is stored in the selected position.

In event an automobile is stored on a platform carrier 75 and also on the inner ends of its platform I- beams 107 and 108, the presence of the inner automobile can also be utilized to transmit the necessary intelligence to the control circuitry to impose on the normal removal sequence the necessary sequence of operations to first deliver the innermost stored automobile to either the upper or lower tier of the multi-tiered elevator, depending upon whether the selected station is above or below ground, and thereafter, preferably after the automobile desired to be removed has been delivered to its owner at ground level, to return the innermost car to its initial stored position. In this way, maximum speed of delivery is assured at all times.

While ground level delivery of automobiles might conceivably take place by driving the automobiles inwardly along a driveway within the building extending from the 7 far end over successively longitudinally spaced carriers and intervening flooring to the desired tier of bays, the preferred feeding of vehicles in and out of the storage structure takes place from a single line driveway or passageway 151 along one side or the other of the storage structure. To accomplish this purpose, the ground level platform support beams 107 and 108 are extended outwardly beyond the normal side limits of the structure at one side and are set and permanently secured in a concrete footing 153 and the usual longitudinal stringer 102 at ground level is omitted. Preferably a walkway 154 is provided outwardly of footing 153 at the drivers side to permit the driver customer and passengers to readily leave the automobile after it is driven to the desired longitudinal position over the spaced powered carriers 75 normally provided at ground level. These powered carriers 75 are in all respects identical to carriers 75 of the embodiment of Figures 1 through 3 and the driveway areas between the innermost inverted carrier channels 54 and 55 and between successive carriers 75 is preferably formed by support plates 155 (Figure 4) supported adjacent walk 154 and the adjacent edge of passageway 103 so their upper faces will lie only slightly above the plane of the tops of carrier channels 54 and 55. As a consequence, an automobile driven along the single line driveway traverses a surface interrupted at relatively widely spaced intervals by the rear wheel receiving spaces provided between channel members 54 which need only be of a width to cause relatively slight transverse depressions at widely spaced intervals. Consequently, no appreciable discomfort is occasioned by a reasonable speed movement along the single line driveway.

In, normal rush hour operations, the attendant will direct the first driver to the carrier 75 farthest from the entrance end and successive drivers to the next free carrier. In this wayfmaximum speed loading is assured since traversing of carriers 75 and loading of several elevators at the same time can be effected and as soon as a carrier is freed of its load by delivery to the associated elevator it can be returned to the loading driveway to receive the next vehicle. Preferably a canopy roof 156 is providedalong thedriveway side of the building to protect the driveway and walkway to some extent from the elements and at the same time enhance the appearance 'of the structure.

From the foregoing description, it is believed that the operation of the embodiment of Figures 4 through 7 will be clear. Asa consequence, a detailed description of operation is not believed necessary here.

The inventionmay be embodied in other specific forms without departing from the spirit or essential character istics thereof. The present embodiments are therefore to beiconsidered in all respects asillustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:

1. Automobile parking apparatus comprising at least two pairs of vertically extending supporting uprights arranged in side-by-side opposed relation along one side of a driveway;horizontally extending connecting stringers extending longitudinally and transversely between opposed uprights of each pair of uprights at automobile roof level intervals to form tiered storage bays and secondary stringers extending longitudinally between said transverse stringers at points approximating an automobiles width inward from the outer ends of said transverse stringers; a plurality of support rails rigidly connected to respective adjacent pairs of longitudinal and secondary longitudinal stringers and extending transversely in predetermined spaced parallel relation inwardly from said secondary longitudinal stringers to define between their opposed inner ends a vertically extending shaftway, said support rails being spaced along said stringers sufficiently to engage the forward and aft rear wheels of an automobile atperipherally spaced areas and those at one side of said shaftway at least being of suflicient length to support a pair of automobiles, one in cantilevered relation to said secondary longitudinal stringer and the other in generally centered relation to said respective pair of longitudinal and secondary longitudinal stringers; an elevating and traversing device comprising a laterally movable carriage composed of laterally extending support rails vertically aligned with and supported by the support railsat said one side of said shaftway for back and forth movement on said support rails, and an elevator structure mounted for up and down movement in said shaftway to a pre-selected position opposite a selected storage bay, said elevator structure having laterally extending pairs of trackways extending into and travelling up and down through the tiered storage bays adjacent the opposite ends of such storage bays, a laterally movable carriage movably supported in said elevator trackways and composed of longitudinally spaced laterally extending sup port rails arranged to pass between the inner ends of said stringer supported support rails at said one side of said shaftway whensaid elevator is stopped in said predetermined position to retrieve an automobile or deposit an automobile on said inner ends of said stringer supported support rails or the movable carriage of said stringer supported support, rails when said carriage is disposed on said inner ends.

2. Automobile parking apparatus comprising at least two pairs of vertically extending supporting uprights arranged in side-by-side opposed relation along opposite sides of a shattwayj horizontally extending connecting stringers disposed at predetermined vertically spaced levels along said supporting uprights to define tiered storage bays extending longitudinally and transversely between opposed uprights of each pair of uprights and secondary stringers extending longitudinally between said transverse stringers at points approximating an automobiles width inward from the ends of said transverse stringers; a plurality of support rails rigidly connected to the respective adjacent pairs of longitudinal stringers and secondary longitudinal stringers at one side of said shaftway in predetermined spaced parallel relation inwardly fromsaid secondary longitudinal stringers a distance exceeding the width of an average automobile and defining at theinner ends one said storage bay at said one side of said;shaftway, said support rails being spaced along said stringers sufficiently to engage the forward and aft rear wheels of an automobile at peripherally spaced areas and of sufficient length to support a pair of automobiles, one in cantilevered relation to said secondary longitudinal stringer and the other in generally centered relation to said respective pair of longitudinal and secondary stringers; an elevating and traversing device comprising a laterally movable carriage composed of laterally. extending support rails vertically aligned with and supported by the support rails at said one side of said shaftway for back and forth movement on said. support rails, and an elevator structure mounted for up and down movement in said shaftway to a pre-selected position opposite a selected storage bay, said elevator structure having laterally extending pairs of trackways extending into and travelling up and down through the inner ends of the tiered storage bays at said one side of said shaftway, a laterally movable carriage movably supported in said elevator trackways and composed of longitudinally spaced laterally extending support rails arranged to pass between the inner ends of said stringer supported support rails at said one side of said shaftway when said elevator structure is stopped in predetermined position to retrieve an automobile or deposit an automobile on said inner ends of said stringer supported support rails or the movable carriage of said stringer supported support rails when said carriage is disposed on said inner ends.

3. The combination defined in claim 1 wherein said movable elevator carriage is provided with independent motive means for propelling it in its back and forth movements and said trackways are provided with limit stops to arrest movement of said carriages at the end of their respective paths of travel in both directions.

4. The combination defined in claim 3 together with selectively operable coupling means adaptedto couple said movable elevator carriage to a selected one of said first mentioned movable carriages to traverse said selected first mentioned movable carriage in and out along its support rails to position it for loading and unloading and for storage.

5. Automobile parking apparatus comprising a pair of normally vertically disposed supporting uprights. arranged in transversely and longitudinally opposed relation at opposite edges of a transversely extending storage bay; a third pair of normally vertically disposed supporting uprights respectively transversely aligned with respect to the respectively transversely aligned ones of said pairs of uprights; horizontal stringers interconnecting longitudinally oppositely related ones of said respective pairs of supporting uprights at vertically spaced points exceeding the normal height of an automobile along said opposite edges; additional horizontal stringers interconnecting each of said third pair of supporting uprights to its respective transversely aligned supporting uprights in a plane slightly spaced below th at o f said first mentioned stringers thereby completing a rectangular skeleton framework of multiple automobile height de- 13 limiting an area exceeding in length the normal length of an automobile and in width the normal width of five automobiles disposed in ide-by-side spaced relation; oppositely related, lengthwise extending rail support stringers interconnecting said additional horizontal stringers inwardly from said opposite edges a distance suliicient to provide along with said interconnecting horizontal stringers an adequate cantilever support for respective sets of transversely extending automobile support rails; transversely extending rails secured at their outer ends to the underside of each of said first mentioned stringers and extending inwardly over and being secured to each adjacent one of said rail support stringers with their inner ends terminating short of the opposite axially aligned rails to define a vertically extending transversely centered shaftway, said transversely extending rails cornprising pairs of oppositely aligned rails disposed inwardly from one end of said support stringers and spaced to captively receive a pair of transversely related automobile wheels therebetween and a multiplicity of oppositely aligned rail groupings disposed inwardly from the other end of said support stringers and spaced to supportingly engage another longitudinal spaced pair of transversely related automobile wheels; a skeletonized elevator structure guided by said third pair of normally vertically disposed supporting uprights for vertical up and down movement in said centered shaftway and having a transversely movable rail-like carrier adapted to be selectively moved laterally in either direction into intermeshed relation with said transversely extending rails to effect a transfer of automobiles therebetween; power means for effecting vertical movement of said elevator structure to a selected level and thereafter effecting incremental movement of said elevator structure to transfer an automobile .from and to said movable carrier; and power means independent of said first mentioned power means for effecting selected transverse movement of said carrier into intermeshed relation with said transversely extenaing rails at a selected side of said shaftway to deliver or remove an automobile.

6. The combination defined in claim 5 wherein the transversely extending rails at each level and at each side of said shaftway are each provided with a transiiC rail-like support carrier roller supported on said transversely extending rails and having a coupler pin and said movable carrier of said elevator structure has a coupler assembly having oppositely related coupling fing rs adapted to be selectively moved into position 5c the coupler pin of a selected support carrier UJ to impart movement thereto.

References Cited in the file of this patent UNETED STATES PATENTS 1,448,763 Miller Mar. 20, 1923 1,522,606 Strickland Jan. 13, 1925 1,594,368 Jacobs Aug. 3, 1926 1,839,054 Schmeck Dec. 29, 1931 2,242,635 Whittelsey May 20, 1941 2,639,046 Tatosian May 19, 1953 2,667,985 Billings Feb. 2, 1954 2,788,905 Grove Apr. 16, 1957 2,799,406 Alimanestiano July 16, 1957 OTHER REFERENCES Popular Science, June 1956, p. 92.

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