NL1028245C2 - Controlled access gate for vehicles, protected by crash barrier comprising movable beam extending between two vertical columns - Google Patents

Abstract

The gate includes a crash barrier (1) comprising a beam (2) extending the entire width of the passage through the gate and two vertical columns (3). A driver (5) is used to move the beam up and down the columns along guides (4) between a position where it blocks vehicle access via the gate and a position in which vehicle access is allowed.

Description

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Title: Safety device for the controlled passage of vehicles.

The present invention relates to a safety device for controlled passage of vehicles, comprising: - a gate movable between, on the one hand, a closed state in which the passage passage through the gate is closed and, on the other hand, an opened state in which the passage passage is open for passage of a vehicle.

According to the invention, a gate or door 10 is provided here in a broad sense with a gate with which a passage passage for vehicles can be completely closed off or precisely opened if the vehicle is allowed to pass the passage passage.

Such safety features are found in many objects to be monitored, such as bank buildings, embassies, airports, prisons, government buildings, etc.

Such objects are often protected against attacks or intrusion from outside. An important part of this protection is aimed at being able to control the access of people and vehicles to such an object. To this end, the object is often enclosed by a wall, fencing, etc. An object can also be a building, such as a storage shed for goods, with the wall of the building forming the fence. The fence has a gate at certain places. Such a gate has an outside located on the outside of the fence and an inside located on the inside of the fence. With such a gate, a so-called collision drift can also be distinguished. According to the invention, a collision ramp means here the direction in which a vehicle approaches the object (from outside the fence), that is, this collision ramp can be represented by means of an arrow provided on the outside of the fence that points to the port is facing.

Such safety devices are known as such. For 30 years, the applicant has been marketing speed gates, among other things, for many years. These are gates with barred fencing parts or closed panel doors. The gate is made up of a number of fencing panels or closed door panels that are rotatably connected to each other around vertical hinge axes in order to be able to move from a stretched, elongated state in which the gate is closed to a harmonica-like folded state, in which latter state the fencing panels or door panels are situated substantially parallel to the passage direction, on the opposite sides of the gate. Such gates can close and open quickly, for example about 4 sec.

Such gates, with which a passage passage can essentially be completely closed off, have the drawback, in particular with passage passages with a relatively large surface area, that they are relatively vulnerable to collisions with vehicles. Although the gate can be made sturdy and robust, limitations are also attached thereto, in particular in the sense of the size, the weight and the size of the construction. All this makes the moving parts of the gate a potentially weaker, collision-sensitive part of the gate.

In order to prevent collisions, barriers could be placed in front of or behind the gates that further regulate the traffic passing through the gate. The traffic is then kept at a distance by the barrier as long as the gate is closed. Such a barrier is indeed suitable for protecting a gate against intentional collisions, but it is not suitable for protecting a gate against the intended collision (such as in the case of terrorism, burglary or vandalism). After all, a vehicle that comes at some speed will pass through the barrier.

In order to overcome the above-mentioned problem of the vulnerability of a gate for intentional collisions, one might still consider providing one or more so-called "road blockers" in the approach track to the gate. The applicant has been marketing such road blockers for years. There are two types of road blockers. The so-called "spike barriers", in which a row of teeth countering the approach direction is pivotable about a horizontal axis between a passage condition sunk in the road surface and a position obliquely upwards from the road surface in the approach direction to stop vehicles. The embodiment is somewhat more friendly and consists of a structure which, viewed in the direction of passage, has a triangular cross-sectional shape, which can be pivoted around a horizontal axis located in the road surface between a state completely sunk into the road surface and a state rising up out of the road surface. The disadvantage of such road blockers, however, is that they must be provided at some distance in front of the gate, that they require the necessary installation depth and space in the subsurface, generally road surfaces, and that the construction is relatively complex in the sense that 5 in the event of a collision with such road blockers, there is relatively much mechanical damage aa n is a road blocker and it takes relatively much time to release the passage through the gate.

The present invention has for its object to provide a safety feature 10 comprising a so-called gate which is highly resistant to intentional collisions.

This object is achieved according to the invention by providing safety provision for the controlled passage of vehicles, comprising: - a gate movable between, on the one hand, a closed state in which a passage passage is closed through the gate and, on the other hand, an opened state in which the passage passage is open for passage of a vehicle; wherein the safety passage further comprises a crash barrier comprising: beam extending along the passage over the entire width of the passage 20 and which is movable up and down in a vertical direction between a release-releasing condition and a blockage condition located in the passage; and two vertical columns between which the beam extends and in which drive means and vertical guides are provided for moving the beam up and down.

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Because the beam of the crash barrier moves up and down along two vertical columns in the vertical direction, this crash barrier, viewed in a direction perpendicular to the gate, can be made slender, that is to say, occupying little space. The beam as well as the columns can furthermore be made very robust with relatively small dimensions. In the case of the beam, for example, one may think of an I or H profile of, in the sense of load capacity, very heavy quality. The crash barrier can also be placed very close to the gate. Very close here is understood to mean in particular a distance of at most 1.5 meters from the gate.

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Moreover, the drive of the beam can be realized in a mechanically simple manner. Consider, for example, a threaded spindle provided in each column that projects through threaded passages provided at the ends of the beam. Turning the threaded spindle will raise the bar. It is, however, more preferably also possible to think of hydraulic jacks, wherein by actuating a hydraulic cylinder / piston unit with a hydraulic fluid the beam can be moved a certain vertical distance. A great advantage of such hydraulic drive means is furthermore that very great forces can be supplied with them, which makes it possible to use a very heavy beam. Furthermore, such hydraulic drives, in particular in the case of very heavy constructions, are less susceptible to wear than mechanical drives.

In order to increase the resistance of the crash barrier to an impact in the case of a conscious collision, it is advantageous according to the invention if each column is provided with an oblique brace which is arranged on the side of the respective column remote from the collision side and which with its upper end is anchored to the respective column and is anchored in the substrate with the opposite lower end.

According to the invention, it is furthermore advantageous if the beam is sunk at least partially into the substrate in the release state. In the case of stopping vehicles, the ideal height of the beam for the blocking state will be closer to the substrate than to the top of the passage passage of the gate. Thus, the distance over which the beam must be moved in order to move it back and forth between the release state and the blocking state is thus the smallest.

With a view to reliably retaining, in particular, motor-driven vehicles, it is advantageous according to the invention if the beam is 40 to 120 cm above the ground in blocking condition, in particular 50 to 80 cm above the ground. At 50 to 80 cm it is possible to ensure that lorries are reliably stopped as well as passenger cars. According to the invention 1028245

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5, in the blocking state, the beam will preferably be approximately 70 cm above the substrate.

Where here in the application reference is made to substrate, the road surface is meant in particular.

According to the invention, it is furthermore particularly advantageous if the crash barrier, viewed from the collision direction, is provided behind the gates. According to the invention, "provided behind the gate" is understood in particular to mean that the crash barrier, in particular the beam thereof, is located at a maximum of 1.5 meters behind the gate, that is to say the plane which, when closed, passes through the gate is locked. This distance will preferably be at most 1 meter.

By providing the crash barrier relatively close behind the gate, it is achieved that if the gate should be rammed by a vehicle, the gate itself acts as the first safety net and the crash beam then completely stops the vehicle. Providing the crash beam close behind the gate has the additional advantage that the crash beam will also stop the closing parts of the gate. The crash beam thus prevents the gate from fully opening should it be rammed. If the crash barrier is located less than 1 meter behind the gate, the passage in the gate that may arise as a result of deviating from the gate parts will still be sufficiently small to seriously impede the penetration of persons.

According to the invention, it is advantageous if the gate is of the type with at least one panel pivotable around a vertical hinge. In particular, according to the invention, it is advantageous if the gate is of the so-called harmonica type with panels hinged to each other around vertical hinge axes. The gate of such a type has the great advantage that it can open and close in a relatively short time. A further important advantage of a gate 30 of this type is that it requires relatively little building space laterally of the gate. With a gate where a gate is slid sideways, at least as much space is required on either side of the gate as the width of the gate's passage. The drawback of a gate of the type with at least one pivotable panel is that the hinges form a weakening in the gate construction, from which, viewed from a mechanical point of view, a greater vulnerability arises. In the event of a major crash, it is precisely to be expected that a forced opening of the gate can take place as a result of these hinge connections. By now providing the crash barrier close behind the gate, it is achieved that this forced opening is limited by the beam of the crash barrier.

In a gate with at least one panel pivotable around a vertical hinge, it is particularly advantageous according to the invention if the at least one panel, viewed perpendicular to the hinge axis, has a panel width, and when the at least one panel opens the gate to the crash barrier, and when the distance from the crash barrier to the closed gate is smaller than the panel width. In particular, the distance from the crash barrier to the closed gate will be at most 75% of the panel width. It is particularly preferred if this distance is at most 60% or even at most 50% of the panel width. The distance can even be made smaller than 30%.

In a safety device according to the invention in which the crash barrier is provided behind the gate, it is furthermore advantageous according to the invention if the safety device comprises control means which are arranged to: when opening the device first bring the beam to the release position and then open the gate; and when closing the device, first close the gate and then bring the beam to the blockage state.

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In this way it is achieved in particular that at a harmonica type gate the crash barrier can be placed very close behind the front without the crash barrier preventing the harmonica-like hinged panel parts from opening.

According to another embodiment, the invention provides that the crash barrier, viewed from the approach direction, is provided in front of the gate. This offers the advantage that during the opening of the gate, when it is more vulnerable to a collision than when it is completely closed, a deliberate collision of the gate is prevented. In such an embodiment, according to the invention, it is furthermore advantageous if the safety device comprises control means adapted to: when opening the device, first open the gate and then bring the beam to the release position; and when closing the device, first bring the beam to the blockage state and then close the gate simultaneously.

According to a further embodiment of the invention, the gate and the crash barrier form an integrated whole. This is understood in particular to mean that the vertical columns of the crash barrier are built against the frame of the gate.

The invention further provides an embodiment of the safety feature 15 comprising two of those crash barriers, one crash barrier provided on one side of the gate and a crash barrier provided on the other side of the gate. The security of the gate against collisions can thus be further improved.

In a further aspect, the invention relates to a crash barrier.

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The present invention will be explained in more detail below with reference to a number of exemplary embodiments schematically shown in the drawing. It shows:

Figure 1 shows diagrammatically and in perspective a crash barrier according to the invention for a safety feature according to the invention.

Figure 2a shows a safety feature according to the invention with the gate in the closed state and the crash barrier in the blocking state.

Figure 2b shows a corresponding schematic perspective view as in Figure 2a, but with the crash barrier in the release state; 1028245 V> 8 »

Figure 3a is a schematic perspective view of an embodiment of the safety feature according to the invention, with the gate in the closed state and the crash barrier in the release state; Figure 4 is a schematic perspective view of a safety device according to the invention with the gate in the closed state and the crash barrier in the blocking state.

Figure 1 shows a crash barrier 1 for a safety feature according to the invention. The crash barrier 1 comprises a beam 2 provided between two vertically arranged columns 3. The columns 3 form vertical guides for moving the beam 2 up and down. In this example, the columns 3 pierce guide passages 4 provided at the ends of the beam 2 The guidance can also be designed in a different way. The columns, preferably both columns 3, are furthermore provided with drive means 5 for moving the beam 2 up and down in the vertical direction. In the case of Figure 1, the drive means 5 are very schematically indicated as comprising a jack 5, which is sunk into the substrate 6. The upper surface of the substrate forms the pavement.

The drive means 5 in this case therefore comprise a hydraulically operated cylinder 6 with a piston 7 therein which is connected to the beam 2 via a rod 8. By now pumping the hydraulic fluid into the cylinder 6 on one side of the piston 7 or on the other side of the piston 7, the beam 2 can be moved up or down, as is known to those skilled in the art.

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Figure 1 shows the bar in the so-called blocking state. In the blocking state, the beam 2 is in this case at a height H of approximately 70 cm above the road surface.

Arrow A indicates the so-called collision device schematically. A vehicle to be stopped will come from the approach direction A. On the side remote from the approach direction, the columns 3 are each further supported on the ground by means of a strut. Each strut 9 is anchored with its upper end to the column 3 1028245 to 9 and with its lower end to the road surface 6. In this example, the struts 9 are below approximately 45 °.

Figure 1 further shows that a recess 10 is formed between the columns 3, in the road surface 6. This recess 10 is intended to receive the beam 2 wholly or partially in the release state. When the beam 2 is completely received in the recess 10 in the release state, this will come down to the fact that the upper surface of the beam 2 is exactly in line with the road surface 6. However, the upper surface of the beam 2 can also be slightly above the road surface 6 protrude. In that case it will be advantageous if sloping surfaces are provided on both opposite longitudinal sides of the beam 2 or on both opposite longitudinal sides of the recess 10, so that the beam 2 forms a flexible threshold.

Figure 2 shows a safety feature according to the invention, wherein the gate and the crash barrier form an integrated whole. The crash barrier is indicated in Figure 2 by 11. This crash barrier 11 differs from the crash barrier 1 in Figure 1 essentially only in that the columns 3 are extended in the vertical direction up to the upper end of the gate 20. With the exception of the general designation of the crash barrier 11, the same reference numbers 20 are used for crash barrier 11 as in figure 1. The extension of the column 3 to the top of the gate makes it possible to move the beam 2 in an upward direction to a release position. The beam 2 could thus, as it were, be brought above the gate 20 so that the vehicle can drive underneath. However, as appears from Figure 2b, it is preferable to sink the beam in the release state into a recess 10 formed in the road surface 25.

The gate 20 is essentially composed of a portal frame with two vertical uprights 21 which are interconnected at the top by a beam construction 22. Between the vertical uprights 21 there is a two-part entrance gate with a left and right gate part. The left and right gate parts each consist of two panels 24 and 25 which are mutually connected by means of a vertical hinge 23.

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The outer panel 25 is in each case attached to upright 21 by means of a hinge 26 in order to be able to swing open 90 ° according to arrow 30. At the same time, the inner panel 24 can then pivot around hinge 23 according to arrow 31. In the final open condition, the panels 24 and 25 then lie flat against each other and extend 5 parallel to arrow A.

It is noted that with the gate 20 shown in Figure 2, the number of panel parts per gate part will depend on the width to be span. The left and right gate parts can each comprise one panel part, in which case the harmonic principle is essentially not present, as shown can comprise two panel parts, but can also comprise more panel parts, such as three or four. It is also conceivable to work with only one harmonica-like collapsible gate part instead of a left and right gate part as shown in Figure 2.

Figure 3 shows schematically and in perspective a safety feature according to a further embodiment. Here, a crash barrier 1 according to Figure 1, viewed in the approach direction A, is placed behind a gate 20, which is substantially in accordance with the gate 20 described with reference to Figure 2. Here, the crash barrier 1 and the gate 20 form two separate parts. It can be seen that the crash barrier 1 according to figure 2 is placed at a distance D behind the gate 20, which corresponds approximately to 50% of the width W of the respective panel parts 24, 25.

Figure 3 shows that the width W of each panel part is greater than the distance D between a panel part in the closed state and the beam 2. The distance D

is here approximately 50% of the width W. It will be clear that in the case of a vehicle ramming from the approach direction A to the panels 24.25, these panels are caught by the beam 2 in the event that they yield.

Figure 4 shows a further variant of a safety feature according to the invention. The variant according to figure 4 differs essentially from that according to figure 3 in that the crash barrier 1, viewed in the approach direction A, is placed in front of the gate 20. This in particular in order to protect the gate 20 during opening and closing, in which intermediate state the gate 20 is relatively more vulnerable than in a fully closed state, against intentional collisions.

It will be clear that the embodiment according to figures 3 and 4 can also be combined in the sense that a crash barrier 1 is provided both before and behind the gate 20. It will also be clear that in the embodiment according to Figure 2a similar to Figure 4, an additional crash barrier can be provided for the gate.

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Claims (13)

A safety provision for the controlled passage of vehicles, comprising: 5. a gate movable between, on the one hand, a closed state in which a passage passage through the gate is closed and, on the other hand, an opened state in which the passage passage is open for passage of a vehicle; characterized in that the safety passage further comprises a crash barrier comprising: 10. a beam which extends along the passage over the entire width of the passage and which is movable up and down in a vertical direction between a release condition releasing the passage and a release state in the passage passage blockage state; and two vertical columns between which the beam extends and these are provided with drive means and vertical guides for moving the beam up and down. 2. Safety device according to claim 1, wherein each column is provided with an oblique strut, which is arranged on the side of the respective column remote from the collision side, with its upper end anchored to the respective column 20 and with the opposite lower side is anchored at the end. 3. Safety device as claimed in any of the foregoing claims, wherein the beam is sunk at least partially in the substrate in the release state. 25 A safety device according to any one of the preceding claims, wherein in the blocking state the beam is 40 to 120 cm above the substrate, in particular 50 to 80 cm above the substrate. A safety device according to any one of the preceding claims, wherein the crash barrier, viewed from the approach direction, is provided behind the gate, preferably at most 1 meter behind the gate. 1028245 • * The security feature of claim 5, wherein the gate is of the harmonic type with at least one panel hinged around a vertical vertical axis, such as the harmonica type with a plurality of panels interconnected by panels hinged round vertical vertical axis. 5 The security feature of claim 6, wherein the at least one panel, viewed perpendicular to the hinge axis, has a panel width, wherein the at least one panel pivots toward the crash barrier upon opening the gate, and wherein the distance of the crash barrier the closed gate is smaller than 10 the panel width, in particular at most 75% of the panel width. 8. Safety device as claimed in any of the claims 5-7, further comprising control means adapted to first bring the beam to the release state when opening the device and then to open the gate; and when closing the device, first close the gate and then bring the bar to the blocking state. 9. Safety device as claimed in any of the claims 1-4, wherein the crash barrier, viewed from the collision direction, is provided for the gate. 10. Safety device as claimed in claim 9, further comprising control means adapted to: when opening the device first open the gate and then bring the beam to the release state; and when closing the device, first bring the beam to the blockage state and then or simultaneously close the gate. 11. Safety device as claimed in any of the foregoing claims, wherein the gate and the crash barrier form an integrated whole. 1028245 * * 12. Safety device as claimed in any of the foregoing claims, comprising two of those crash barriers, a crash barrier provided on one side of the gate and a crash barrier provided on the other side of the gate. A crash barrier intended for a safety device according to any one of the preceding claims. 1028245