EP3759282A1 - Security barrier for forcing vehicles to a stop - Google Patents
Security barrier for forcing vehicles to a stopInfo
- Publication number
- EP3759282A1 EP3759282A1 EP19707381.0A EP19707381A EP3759282A1 EP 3759282 A1 EP3759282 A1 EP 3759282A1 EP 19707381 A EP19707381 A EP 19707381A EP 3759282 A1 EP3759282 A1 EP 3759282A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- safety barrier
- base plate
- frame
- barrier according
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000004888 barrier function Effects 0.000 title claims abstract description 97
- 239000000463 material Substances 0.000 claims description 4
- 238000000576 coating method Methods 0.000 claims description 2
- 239000011248 coating agent Substances 0.000 claims 1
- 239000013536 elastomeric material Substances 0.000 claims 1
- 238000011144 upstream manufacturing Methods 0.000 description 7
- 230000008878 coupling Effects 0.000 description 5
- 238000010168 coupling process Methods 0.000 description 5
- 238000005859 coupling reaction Methods 0.000 description 5
- 210000000078 claw Anatomy 0.000 description 4
- 239000002184 metal Substances 0.000 description 4
- 210000003323 beak Anatomy 0.000 description 3
- 230000003116 impacting effect Effects 0.000 description 3
- 230000009172 bursting Effects 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 229920001971 elastomer Polymers 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 239000010426 asphalt Substances 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005253 cladding Methods 0.000 description 1
- 238000010073 coating (rubber) Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000001066 destructive effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000006260 foam Substances 0.000 description 1
- 229920006168 hydrated nitrile rubber Polymers 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 210000000056 organ Anatomy 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 230000009897 systematic effect Effects 0.000 description 1
- 239000002023 wood Substances 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
- E01F13/12—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions for forcibly arresting or disabling vehicles, e.g. spiked mats
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
- E01F13/02—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions free-standing; portable, e.g. for guarding open manholes ; Portable signs or signals specially adapted for fitting to portable barriers
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/003—Individual devices arranged in spaced relationship, e.g. buffer bollards
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
- E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
Definitions
- the present invention addresses a security barrier to enforced vehicle arrest and, more particularly, a security barrier to prevent access of vehicles to pedestrian zones or security areas such as military installations, government buildings or civilian buildings.
- Structures are not only heavy, bulky and hardly pleasing aesthetically, but they can not stop in a limited space, a deliberately steered at high speed vehicle, and further, they are difficult to port ⁇ to transform and remove.
- the spur of the safety barrier can have a straight edge.
- the spur is serrated several times.
- the spur may be tapered, i. have an arrowhead shape, or have the shape of a claw / claw. This allows the spur to penetrate deeper and harder into the ground.
- stiffening structures such as stiffening plates, may be provided on the safety barrier for the spur, whereby a deformation of the spur can be reduced or even prevented.
- the vertical bars of the frame may each have a lower vertical portion and an upper inclined portion, the upper portion being inclined to the hinges.
- the upper inclined portion is orthogonal to a rod of the loading structure, preferably orthogonal to the lower inclined rod.
- the lower end of the upper inclined portion is directly connected to the lower inclined rod of the loading structure.
- the lower inclined bar of the loading structure is also directly connected to the upper end of the lower vertical section. Due to these measures, the spur can penetrate deeper and more firmly into the ground. In addition, an increase in the safety barrier can be reduced. Such lifting may occur when the vehicle bouncing on the safety barrier pushes with the A-pillar from below against the upper crossbar.
- the base plate may comprise a tire ki Iler, which may be made of one or more pointed sheets.
- the tire killer is placed on the upper surface of the base plate in front of the frame, ie on the side of the frame opposite the load structure.
- the vehicle can be made unfit for driving even before the impact on the frame.
- a component of force originating from the vehicle points downwards and towards the base plate, which may cause the spur to penetrate deeper and more firmly into the ground / ground and reduce or remove the safety barrier from the ground / ground . is prevented.
- the vehicle dives deeper into the frame.
- the tire killer may be provided on the base plate between the load structure.
- the base plate may have a forward portion extending forwardly from the frame, ie, in a direction opposite the load structure of the frame, wherein the length of the forward portion is selected to be greater than or equal to a length between the front tire and the front of a truck is.
- the front portion is at least as long as the frame is high in its normal position.
- the base plate can be extended, so that the length of the front portion can be adapted to the requirements.
- the base plate can be extended in a telescopic or folding manner.
- At least one additional auxiliary load structure may be provided between the load structures, which preferably corresponds to the lower oblique bars of the load structures, which may also be connected identically to the base plate and preferably forms a spur.
- This auxiliary load structure or several of these auxiliary load structures can be connected to one another or to the frame by means of longitudinal or transverse supports at their end facing away from the spur.
- the base plate may have rubber plates or rubberized runners on the underside, whereby the friction adhesion of the base plate is increased and thus a displacement and lifting of the base plate can be reduced or prevented.
- a safety barrier system having safety barriers described herein coupled to each other, wherein the coupling may be by means of a plurality of crossbars. Preferably by means of cross beams which are mounted in or on an upper or lower crossbar of the frame.
- the safety barrier may have elongated holes, preferably vertical slots.
- the safety barrier may have one or more upstream auxiliary loading structures, each preferably having an impact beam which is preferably pivotally connected to the base plate.
- a nail structure can preferably protrude from the impact carrier.
- the safety barrier may comprise a base plate directed "tire killer” / tire killer or a vehicle barb structure.
- the safety barrier may have a "tire killer” / tire killer protected by a cover.
- Fig. 1 is a perspective view of a safety barrier according to a first embodiment of the invention
- Figures la and lb are perspective views of different spurs of the safety barrier of Figure 1;
- Figs. 2 and 3 are a side and front view of the safety barrier
- FIG. 4 is a side view of one embodiment of the frame of the safety barrier of FIG. 1;
- Figs. 5 and 6 are side views of embodiments of the base plate of the safety barrier of Fig. 1;
- Fig. 7 is a side elevational view of another embodiment of the base plate of the safety barrier of Fig. 1;
- FIG. 8 and 9 are a rear view and a plan view of another embodiment of the safety barrier of Fig. 1;
- Fig. 10 is a plan view of a base plate of the safety barrier of Fig. 8;
- FIGS 11, 12 and 13 are perspective, side and front views of one embodiment of the safety barrier of Figure 1;
- Figs. 14 and 15 are perspective and side views of one embodiment of the safety barrier of Fig. 1;
- Figs. 16 and 17 are side views of the safety barrier 1 at successive times after the impact of a vehicle
- Figs. 18 and 19 are a plan view and a side elevational view of embodiments of two side-by-side and interconnected safety barriers of Fig. 1;
- Figures 20 and 21 are perspective views of further embodiments of two side-by-side and interconnectable safety barriers
- Fig. 22 is a perspective view of an embodiment of the present invention.
- Figs. 23 and 24 are side elevational views of further embodiments of the present invention.
- Figs. 25 and 26 are a front view and a side elevational view of another embodiment of the present invention.
- Fig. 27 is a side elevational view of another embodiment of the present invention.
- Fig. 28 is a perspective view of further embodiments of two side by side and interconnectable safety barriers;
- Fig. 29 is a perspective view of the "Tire Killer" tire cover including the cover of Fig. 28;
- Fig. 30 is a perspective view of an alternative of the "Tire Killer” / tire killer including cover of Figs. 28 and 29;
- Fig. 31 is a perspective view of another embodiment of the safety barrier of Fig. 1;
- Fig. 32 is a side elevational view of the safety barrier of Fig. 31;
- FIG. 33 is a side elevational view of one embodiment of the safety barrier of FIGS. 31 and 32.
- FIG. 33 is a side elevational view of one embodiment of the safety barrier of FIGS. 31 and 32.
- a safety barrier for the forced stopping of vehicles is designated as a whole by 1.
- the safety barrier 1 essentially comprises: a base plate 2, a front frame 3 which extends in elevation above the base plate 2, and a pair of lateral loading structures 4 formed on opposite sides of the frame 3 as described below to connect with the base plate 2.
- the frame 3 consists of a pair of vertical bars 5, which are opposite sides of the frame itself, and a pair of upper and lower crossbars 6, 7 connected to the upper ends 8 and the lower ends 9 of the vertical bars 5 (or in the vicinity) are connected.
- the lower ends 9 of the vertical rods 5 rest on the base plate 2.
- Each load structure 4 has a lower oblique rod 11 and an upper oblique rod 12, the respective ends of which are connected to the frame 3 and the opposite ends of which are connected in a node 13, so that they form a beak / spur 14 for contacting of the bottom outside the base plate 2 is formed.
- This spur 14 may be designed differently.
- the spur represents a wedge with a straight edge, similar to a beak.
- a spur 14a is shown, whose edge is serrated multiple times.
- a spur 14b is shown, which is tapered, ie has an arrowhead shape, or has the shape of a claw / claw.
- the spur can penetrate deeper and more firmly into the ground. Furthermore, a deformation of the spur can be reduced or even prevented by corresponding stiffening structures attached to the safety barrier, for example by stiffening plates.
- ground here in a general sense of being used as a "subsoil” and without any limiting function, and that it includes any type of surface or road surface (asphalt, pavement, cobblestones, gravel, etc.).
- the lower inclined rod 11 is connected to the associated vertical rod 5 in the vicinity of the lower end 9, but at a certain distance from the base plate 2; the upper inclined rod 12 is connected to the frame 3 with a corresponding lateral end of the upper crossbar 6 or alternatively to the upper end 8 of the associated vertical rod 5.
- the lower oblique rods 11 define associated longitudinal rails 20 which receive the bolts / pins 21 of respective hinges 22 which connect the load structures 4 to associated plate pairs 26 fixed to the base plate 2 on both sides of each load structure 4.
- the pins 21 of the hinges 22 define a hinge axis A about which the frame 3 and associated load structures 4 can rotate with respect to the base plate 2.
- An embodiment of the frame 3 shown in FIG. 4 provides that the vertical rods each have a lower vertical portion 5a and an upper inclined portion 5b, the upper portion 5b being inclined to the hinges 22.
- the upper inclined portion 5b is orthogonal to a rod of the loading structure 4, preferably orthogonal to the lower inclined rod 11.
- the lower end of the upper inclined portion 5b is directly connected to the lower inclined rod 11 of the loading structure 4.
- the lower inclined rod 11 of the loading structure 4 is also directly connected to the upper end of the lower vertical portion 5a.
- the spur 14 can penetrate the ground deeper and stronger in the under- ground /.
- a lifting of the safety barrier 1 can be reduced. Such lifting can occur when the impacting on the secure ⁇ uniform barrier-1 vehicle with its windscreen and / or A-pillar presses from below against the upper crossbar. 6
- the base plate 2 is expediently made of steel and provided with a lower surface of increased friction, preferably with a higher friction than an upper surface of the base plate 2, which is designed to ensure a stronger adhesion to the ground in the event of an impact.
- the base plate 2 may be provided with a rubber coating having increased resistance to sen In ⁇ game HNBR, or with specific coatings, or they can alswei- surface features (e.g., projections or serrations) that their adhesion to the floor
- FIGS. 8 and 10 An embodiment of the base plate 2 with rubber mats / rubberized runners 29 is shown in FIGS. 8 and 10.
- a base plate 2 shown in Figs. 5 and 6 additionally has a so-called “Tire Killer” on the upper surface, which is usually made of one or more pointed plates and intended to abruptly release the air from vehicle tires by applying them In Fig. 5, this tire killer 27 is placed on the upper surface of the base plate 2 in front of the frame 3, that is, on the load structure 4 opposite side of the frame. 3
- the vehicle can be made unfit for driving even before the impact on the frame 3.
- a force component originating from the vehicle points downwards and towards the base plate 2, which may cause the spur 14 to penetrate deeper and more firmly into the ground / ground and that the safety barrier 1 can be lifted off the ground. ground / soil is reduced or prevented.
- the tire ki ller 27 according to the embodiment in Fig. 6 may be provided on the base plate 2 between the load structure 4. As a result, the tire killer 27 would be protected and able to extract the air from tires in frame 3 already
- this embodiment is also safer because passers-by can not injure themselves on the tucked-away tire ki Iler.
- An embodiment of the base plate 2 shown in Fig. 7 has a front portion 2a extending forwardly from the frame 3, i. in a direction opposite to the loading structure 4 of the frame 3, wherein the length of the front portion 2a is selected to be greater than or equal to a length between the front tire and the front of a truck to be stopped.
- the front portion 2a is at least as long as the frame 3 is high in its normal position.
- the base plate 2 can be extended, so that the length of the front portion 2 a can be adapted to the requirements.
- the base plate 2 can extend telescopically or fold.
- the base plate 2 has notches 23 in the region of the spurs 14, so that the spurs 14 can contact the ground without coming into conflict with the actual base plate 2.
- the height of the frame 3 is preferably such that the upper cross bars 6 are positioned above the front of an automobile or truck.
- An embodiment of the safety barrier 1 shown in FIGS. 11, 12 and 13 provides that between the load structures 4 at least one additional auxiliary load structure 28 - shown are two - corresponding to the lower oblique rods 11 of the load structures 4, which also iden - table is connected to the base plate 2 and only forms the spur 14 alone.
- This auxiliary load structure 28 or more of these auxiliary load structures 28 can be connected to each other or to the frame 3 by means of longitudinal or transverse supports at their end facing away from the spur 14 (not shown).
- the efficiency of the safety barrier 1 can be increased since it is possible to destroy the vehicle radiator, which increases the probability of the vehicle not being able to drive.
- the frame 3 has a lower transverse rod 7a, which is spaced from the base plate 2 in the basic position of the safety barrier 1 shown.
- the lower ends 9 of the vertical rods 5 rest on the base plate 2. Thereby, the vehicle floor of a vehicle, the lower crossbar 7a and thus push down the overall construction, whereby lifting and shifting of the safety barrier 1 can be reduced or prevented.
- the operation of the safety barrier 1 is as follows.
- the safety barrier 1 In the event of an impact, the safety barrier 1 is subjected to an impact force against the frame 3 and at the same time the weight of the vehicle, which causes the base plate 2 to adhere to the ground. Due to the impact and friction between the base plate 2 and the ground by the weight of the vehicle, the frame 3 tends to shift in the direction of travel of the vehicle, causing sliding between the pins 21 and the associated rails 20 (Fig. 16).
- FIGS. 18 and 19 give two adjacent to each other and oppel ⁇ te safety barriers 1 again.
- the coupling takes place by means of a plurality of transverse or threaded rods 24, which are mounted via corresponding holes in the upper oblique rods 12 and adjacent to which the two safety barriers 1 are located.
- Two or more safety barriers 1 may be coupled together depending on the requirements of the width of the passage to be protected.
- the coupling may also be effected by means of cross beams 24a and 24b mounted in or on the upper and lower cross bars 6, 7 of the frame 3, respectively.
- the crossbars are preferably tubes or U-profiles.
- Figs. 22, 23 and 24 illustrate further embodiments of the present invention.
- a bicycle stand 30 is integrated in the safety barrier 1, which consists of pairs of convexly curved, mutually parallel rods 31, which are connected to a transverse bar 32 rotatably connected to respective intermediate zones of the upper oblique rods 12 is, and are secured below with a crossbar 33 which rests on the base plate 2.
- Each pair of rods 31 is adapted to form a housing for a wheel of a bicycle (Fig. 22).
- the safety barrier can expediently be clad by an external cladding 34, for example made of wood, and thus represent an urban design element.
- the safety barrier 1 integrally comprises a gabion 35 which is conveniently made of a deformable metal net filled with stones or other heavy material to increase the mass of the safety barrier 1 and thereby further increase the anvil space to reduce.
- the gabion has an open or connected by a fragile connection in the event of a collision of a vehicle with the side walls cover so that the inclination of the gabion 35 as a result of the impact causes the at least partially dumping of the material, so that a "stop bed” is formed if a large-mass vehicle, for example a high-speed loaded truck, should be able to rip out and overcome the frame 3 of the safety barrier 1, or if the attempt is made to penetrate several enemy vehicles.
- the safety barrier 1 has a trough 36, which is expediently likewise made of a fragile material, so that the mass is increased, but the kinematic behavior of the safety barrier 1 is not changed.
- the tub can with a foam, a viscous liquid or so-called "Tire Killer s nails be filled with multiple tips.
- FIGS. 25 and 26 show an embodiment of the present invention indicated overall by the number 40, which differs from the one described above in that, from the upper angles of the frame 3, frontally associated and optionally upwardly inclined pressure rods 41 extend. the ends of which are in turn connected by a crossbar 42, which is preferably provided with a pointed lower edge, which has the function of a beak, which is designed to penetrate after the impact in the front of the vehicle.
- the push rods 41 are an extension of the upper oblique rods 12 upwards;
- the pressure rods may be formed of horizontal rods which are fixed to the ends of the upper crossbar 6 or at the upper ends of the vertical rods 5.
- the operation of the safety barrier 40 is substantially identical to the above description; the presence of the further crossbar 42 is advantageous for stopping large size vehicles such as delivery trucks and trucks.
- a security barrier 50 according to another embodiment of the present invention is shown.
- the safety barrier 50 differs from the previous safety ⁇ barrier 1, 40 by the fact that it for each load structure 4 two hinges 22a, 22b, instead of having a single hinge 22 according to the previous From ⁇ EMBODIMENTS with associated pins 21, the inside the rail 20 are sliding and the associated mutually parallel axes A, B have.
- the frame 3 is initially raised in this case with respect to the base plate 2, i. it is spaced from the base plate 2, preferably at a distance in which the frame 3 in a direction parallel to the base plate covering the hinges 22a, 22b, preferably completely covers, further preferably at a distance greater than 0 mm and less than the shortest distance from the Base plate 2 to the nearest hinge 22b or pin 21.
- the loading structures 4 are bound by the pins 21 to a process in the direction of the rail 20, and the spurs 14 therefore forcibly penetrate into the ground.
- Fig. 28 further embodiments of safety barriers 50 are shown.
- the illustrated two adjacent and coupled safety barriers 50 are coupled by means of a plurality of transverse or threaded rods 24a which are mounted in the vertical rods 5 via corresponding bores 24c.
- the coupling can be effected by means of transverse or threaded rods (not shown) via vertical oblong hole bores 24d, which are preferably arranged at regular intervals along the upper oblique rods 12.
- Such slot bores may alternatively or additionally be provided for the vertical rods 5 (not shown).
- a simple height compensation between two safety barriers 50 to be coupled can be achieved. For example, if one of the safety barriers 50 is on the roadway and the other safety barrier 50 is on a higher level walkway.
- upstream auxiliary load structures 43 are provided, which are connected to the base plate 2 in front of the frame 3, ie on the side of the frame 3 opposite the load structure 4. These are arranged in the embodiment shown at regular intervals from each other and along the frame 3, from which they are spaced.
- the upstream auxiliary load structures 43 have a function to utilize the energy of an impacting vehicle to the base plate 2 and thus fixed to fix the safety ⁇ barrier 50 to the ground / floor.
- an upstream auxiliary load structure 43 has an articulated receptacle 44 fastened to the base plate 2, on which an impact carrier 45 is mounted with its one end pivotable relative to the base plate 2.
- This impact beam 45 preferably as a C-profile open to the frame 3, is held in its basic position, in this case essentially perpendicular to the base plate 2, by means of a rod 46, which is preferably inclined at 45 ° to the base plate 2.
- this rod 46 is pivotally connected at its one end to the impact carrier ⁇ 45, near the other end of the impact beam 45.
- the opposite set ⁇ free end 47 (see Fig. 32 or 33) of the rod 46 is guided in an open through the base plate 2 and the guide 48 rests on the ground / floor, with its configured as a spur shape.
- the guide 48 has a slot in the base plate 2, over which an obliquely welded tube is arranged.
- a "Tire Killer” / tire Killer 27a protrudes from the upper cross bar 6 downwardly toward the base plate 2. This has the particular purpose that the vehicle after the impact or impact can not be detached again from the safety barrier 50.
- This "Tire Killer” / tire killer 27a engages in the body, especially in the hood and / or A-pillar, the impacting vehicle. For this reason, this "tire killer” / tire killer 27a may be referred to as a vehicle barb structure 27a that prevents detachment of the vehicle that has entered the frame 3 from the safety barrier 50 in a direction opposite to the load structure 4 of the frame 3.
- a further embodiment of the "tire killer” tire 27 b provides that it is placed on the upper surface of the base plate 2 in front of the frame 3, ie on the side of the frame 3 opposite the loading structure 4, and this by means of a cover
- This cover 49 may extend away from the lower transverse rod 7 and preferably be made of sheet metal
- the "Tire Killer” 27b made of sheet metal here has a triangular shape, the hypotenuse of both the base plate 2 and also from the frame 3 away shows.
- FIG. 29 shows the last-named "Tire Killer” / tire killer 27b with cover 49, the "Tire Killer” / tire killer 27b being formed from a plurality of the previously described triangular metal sheets, all of which at regular intervals on the base plate 2, preferably along the lower crossbar 7 and at a certain distance from this, are arranged.
- Fig. 30 shows an alternative "Tire Killer” tire 27c, the tip of which does not face away from the frame 3, as shown in Figs 28 and 29, but faces the frame 3.
- the cover 49 may be smaller Embodiment
- the "tire killer” / tire killer 27c is also formed of a plurality of the above-described triangular plates having a triangular shape with the hypotenuse facing away from the base plate 2 but toward the frame 3, and all at regular intervals on the base plate 2 , Preferably along the lower crossbar 7 and with this directly connected, are arranged.
- the described embodiments of the "Tire Killer” 27a, b, c can be arbitrarily connected to each other
- the upper "Tire Killer” 27a can be combined with one or both of the lower Tire Killer 27b, 27c.
- FIG. 31 shows a further embodiment of a safety barrier 60 which, in addition to the safety barrier 50 described last, has a nail structure 46a projecting from the impact carrier 45 on a side of the impact carrier 45 opposite the receptacle 48.
- This nail structure 46a is cylindrical and pointed at its free end to run.
- the preliminary auxiliary load structure 43a thus formed ensures that the vehicle, preferably its bumper, is fixed to the upstream auxiliary load structure 43a by means of the nail structure 46a.
- the rod 46 together with spur 47 pressed into the ground / ground.
- the rod 46 is designed such that it bends or breaks due to the kinetic energy of the vehicle and releases the impact beam 45, which is then able to pivot by means of the receptacle 44 to the base plate 2 around the vehicle aligned with the frame 3 to allow further penetration into the safety barrier 60.
- the vehicle remains connected to the nail structure 46a, which also increases the pressure on the base plate 2 and lifting the safety barrier 60 can be prevented.
- FIG. 32 shows, in the side elevation of the safety barrier from FIG. 31, that rod 46 and nail structure 46a are integrally formed.
- FIG. 33 shows, in a side elevational view of an alternative embodiment, that rod 46 and nail structure 46a are formed in two parts, which has the advantage that the components of the upstream auxiliary load structure 43a can be detached from each other more easily in the event of overload.
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
- Superstructure Of Vehicle (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
IT102018000003101A IT201800003101A1 (en) | 2018-02-27 | 2018-02-27 | SAFETY BARRIER FOR FORCED STOPPING OF VEHICLES |
PCT/EP2019/054702 WO2019166419A1 (en) | 2018-02-27 | 2019-02-26 | Security barrier for forcing vehicles to a stop |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3759282A1 true EP3759282A1 (en) | 2021-01-06 |
EP3759282B1 EP3759282B1 (en) | 2023-05-24 |
Family
ID=62223098
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19707381.0A Active EP3759282B1 (en) | 2018-02-27 | 2019-02-26 | Security barrier for forcing vehicles to a stop |
Country Status (7)
Country | Link |
---|---|
US (1) | US20210002836A1 (en) |
EP (1) | EP3759282B1 (en) |
AU (1) | AU2019228645A1 (en) |
BR (1) | BR112020017414A2 (en) |
IL (1) | IL276657A (en) |
IT (1) | IT201800003101A1 (en) |
WO (1) | WO2019166419A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019007974A1 (en) * | 2019-11-18 | 2021-05-20 | Volkmann & Rossbach Gmbh & Co. Kg | Barrier to cordon off or delimit areas |
DE102019008254A1 (en) * | 2019-11-27 | 2021-05-27 | Volkmann & Rossbach Gmbh & Co Kg | Safety barrier system, safety barrier system arrangement and a system equipped therewith |
CN112593767B (en) * | 2020-11-26 | 2021-12-10 | 中核华辰工程管理有限公司 | Protector for construction |
CN115404804B (en) * | 2022-09-02 | 2023-10-03 | 湖南金宝涟交通设施工程股份有限公司 | Impact guiding type high-speed guardrail |
Family Cites Families (7)
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IT1270033B (en) * | 1994-04-14 | 1997-04-28 | Tubosider Italiana Spa | VARIABLE GEOMETRY ROAD BARRIER, WITH MEANS OF DISSIPATION OF ENERGY |
US5549410A (en) * | 1994-09-29 | 1996-08-27 | Beryozkin; Vladimir | Portable vehicle barrier |
GB2359318A (en) * | 2000-02-15 | 2001-08-22 | Leonard Pendlebury | Vehicle barriers |
DE102004034999A1 (en) * | 2004-03-10 | 2005-10-13 | TOGE-Dübel A. Gerhard KG | Crash barrier post used in impact systems on roadways and on bridges comprises a front support, a foot part, and a rear angled support |
EP3186445B1 (en) | 2014-08-26 | 2020-01-01 | Klein, Amos | Movable modular vehicle barrier |
WO2016172369A1 (en) * | 2015-04-22 | 2016-10-27 | Neusch Innovations, Lp | Brace and beam anti-ram passive vehicle barrier |
CN107227705A (en) * | 2016-07-18 | 2017-10-03 | 潘学德 | A kind of portable module and car arrester of holding up traffic |
-
2018
- 2018-02-27 IT IT102018000003101A patent/IT201800003101A1/en unknown
-
2019
- 2019-02-26 AU AU2019228645A patent/AU2019228645A1/en not_active Abandoned
- 2019-02-26 BR BR112020017414-9A patent/BR112020017414A2/en not_active IP Right Cessation
- 2019-02-26 US US16/976,330 patent/US20210002836A1/en not_active Abandoned
- 2019-02-26 EP EP19707381.0A patent/EP3759282B1/en active Active
- 2019-02-26 WO PCT/EP2019/054702 patent/WO2019166419A1/en unknown
-
2020
- 2020-08-11 IL IL276657A patent/IL276657A/en unknown
Also Published As
Publication number | Publication date |
---|---|
US20210002836A1 (en) | 2021-01-07 |
BR112020017414A2 (en) | 2020-12-15 |
IT201800003101A1 (en) | 2019-08-27 |
AU2019228645A1 (en) | 2020-09-03 |
EP3759282B1 (en) | 2023-05-24 |
WO2019166419A1 (en) | 2019-09-06 |
IL276657A (en) | 2020-09-30 |
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