NL1031381C2 - Road Blocker. - Google Patents

Description

-1-

Road Blocker

DESCRIPTION

Introduction

The invention relates to a Road Blocker (also called RB type roadblock or simply RB), which can be placed on the road surface and which consists of a rectangular frame (or housing) with two cover members, which extend horizontally in their extension , close to or parallel to the road surface, completely flat in the 'pass-through' position; both cover members can then be hinged from the horizontal flat position, with both inner corners relative to the road surface of approximately 50 degrees, viewed from a triangular cross-section. The ends are then locked with each other at the highest point, so as to allow the RB to assume the "stopping position", which prevents the free passage of unwanted vehicles.

In principle, such an RB is placed in the road surface, just before the part of an (access) road to be blocked as desired, temporarily, a frame which is expressed at the location of the road surface 15 - by upward movement of an intermediate element - to approach in its simplest understanding as a "temporary" metal triangle emerging from the road surface as a roadblock formed by construct! noble and with a front and rear cover. In the barrier position, this RB in cross-section, viewed from the road surface, can best be approximated in the form of a letter "A" for the concept of formation. The associated “interference” height, viewed as a line running perpendicularly from the highest point to the road surface, provides the barrier height of the RB device.

The subject of this invention is "Bi-axial Road Blocker": Two-axis roadblock.

Field of the invention

In recent years, among other things, there have been global negative social developments, such as the intrusion of terrorists in sensitive locations for the purpose of committing attacks, such as banking institutions, government institutions, medical institutions, factories, airports and military bases. Social development has created a growing need to define and secure sensitive areas. A common way of protection is, among other things, the installation of a roadblock or Road Blocker (RB), where roadblock elements from the road surface 1031381 can be raised flat, if necessary temporarily and on demand, to obstruct the progress of the vehicle entering and thereby prevent possible attacks.

-2-

Such RBs come in different widths and heights. In addition to military and government applications, these also have civilian applications, for example for securing 5 entrances and exits at parking garage locations, banks and government buildings. Furthermore, they can also be used as a set-up, in which different CRAs are placed next to each other, for defining and securing more open areas, with or without broad access roads (such as airports), against possible terrorist attacks.

10 A patent literature study shows that RBs have existed for some time based on a so-called "single-axis" construction. Such a collapsible roadblock is provided, for example, at an entrance to a parking garage, to make access impossible for unauthorized persons. These RB designs relate to a collapsible roadblock, with a blocking element rotatable on a single horizontal axis. This barrier element in its entirety, in the underground sunk state, is suspended in a relatively deep frame of (generally) approximately 2 meters height. The barrier element can be hingedly raised from the frame in order to obtain the barrier position. In principle, a problem with this type of RB is the need for a (generally) approximately 2 meter deep well, in addition to the high weight of the parts to be moved, regardless of whether it is a heavier or lighter version.

Other problems with this known lype are that if the vehicle drives on despite the RB positioned in the blocking position, for example because the roadblock has not been seen or has bad intentions, damage to the roadblock will occur and the single pivot axis could or that the top cover plate is pressed downwards through its free ends. As a result, on the one hand this results in costly maintenance in connection with extensive repair work, and on the other hand the reliability of the known roadblock will leave something to be desired. This apart from the fact that the roadblock is not at that time functionally poorly functional and therefore also the free access to the location may be impeded for actually authorized traffic, with the necessary consequences, for example economically or militarily.

-3-

The invention according to the present design aims to solve this problem by first replacing the single cover member with a single axle with two separate cover members, hinged on two axes, outside the road surface, the two ends of the cover members being connected to each other are locked when the final barrier position is reached. As a result, due to the above-mentioned measure, the individual forces exerted during the vehicle collision and the consequent conduction of energy ("impact kinetic") can now be distributed over two separate axes. The use of relatively light structural components also has the advantage (relative to conventional RBs) of a small (moving) mass, which in practical terms means that the RB can be brought quickly from the passage position to the barrier position and also to optimum The energy of a vehicle entering the roadblock can be absorbed in a controlled manner.

FIG. 1 shows the RB roadblock of the present design in the two positions: the roadblock position and the passage position. The approach direction of the vehicle is indicated by an arrow “V”. The undesired passing of this vehicle is impeded by an RB in the road surface brought into the blocking position. In principle, such an RB, for blocking a road, a frame which is pivotally pushed up on location from the road surface, can be approached in its simplest notion as a "temporary" emerging triangle, with a front side, a rear side and an associated "interference height" (measured in height as a perpendicular line from the meeting of the cover members to the road surface). In common roadblocks, this height usually varies from 30 centimeters to 80 centimeters, depending on the requirements to be met. The roadblock classification is determined in connection with the vehicle mass and the braking speed.

25

Background of the present invention

A conventional Road Blocker as described in literature, for example NL1014925, belongs to a type in which a triangular member of the roadblock (viewed in cross section) as a whole is located underneath the road surface in a sinkable frame and which is hinged on one side from a relatively deep rectangular frame is temporarily raised above the road surface, as "interference" from a certain height, to prevent the undesirable intrusion of vehicles. As stated, the housing is relatively deep (due to the pivotable body that can be completely submerged underground) and therefore difficult to place, especially at locations with “existing” underground infrastructure of (for example) cabling, sewerage and infrastructure for the supply. gas and water; these would first have to be removed or moved before they could proceed with the placement of the RB. Another limitation of the use of conventional RBs is that a relatively larger underground well will also have to be dug to facilitate, among other things, the hydraulic movement; in addition, when applying hydraulics, the liquid reservoir must usually be placed in a separate room outside the immediate vicinity of the RB and then connected by an underground pipe. As a result of the use of hydraulics, a number of following problems arise, namely the necessary maintenance of these pipes, the fluid purity of the hydraulic fluid and the viscosity thereof, which must be closely matched to prevent leaks induced by temperature fluctuations. This, of course, in addition to the fact that a shallow underground pipeline can of course be an attractive target of terrorist sabotage, so that an RB of such a model IS relatively simple to eliminate.

Finally, i.v.m. the use of hydraulics, it must of course be taken into account that the weather conditions in the different areas of application for RBs can vary considerably (from Finland (extreme cold and frost) to Saudi Arabia (extreme heat and sand storms) and hydraulics, for example) needs to be carefully adjusted accordingly.

Starting from these limitations for the use of the hydraulic drive, the need arises for a compact electro-mechanical drive, with fewer limitations on the points discussed above, such as those present with conventional RBs. A further object of this invention is to take a measure in the field of design, where desirable, whereby the use of an electric drive, as well as a hydraulic or even pneumatic variant, is possible. A further measure is that the RB of the present design can easily be placed without this entailing disturbing influence due to the necessity of having to remove or move pre-existing underground infrastructure. It is known from the literature that a well depth of 60 centimeters is preferred for an RB. A further objective -5- is that the RB design must be designed in such a way that, in the event of a collision of the vehicle, physical damage to the occupant (s) must be limited as much as possible (in accordance with the latest development of international safety standards, as applicable to road transport).

The purpose of this design is to achieve an interference height of 80 centimeters, whereby a truck must be stopped by the RB at a speed of 100 kilometers per hour. The specification of the vehicle corresponds to MIRA-05-D0006, from date 21-01-2005.

Of course, this RB design can, if desired, be adapted for the other interference heights and other (inter alia, kinetic) properties of vehicles to be stopped (mass, speed, etc.).

Summary of the invention

The present invention relates to a Road Blocker (RB) roadblock, for the purpose of blocking access to a site to be protected from unwanted vehicles (cars, trucks, etc.).

In terms of components, this includes:

A steel frame sunk into a road surface, anchored to the bottom of an underground well (of 20 reinforced concrete), constructed from reinforced components (for example with “I-section” steel beams), welded in rectangular shape to a rectangular frame ;

Two cover members, mutually different but each composed of a cover plate and a series of at least two pivot arms connected thereto (inter alia in number depending on the width) which are always placed at the same mutual distance (with three or more in number) from each other are, and each via the respective series of pivot arms are suspended from and pivotal on (not necessarily supported) pivot axes, located perpendicular to the direction of travel, parallel to the road surface; - Two pivot axes, as defined at the previous point, placed in the width of the present invention, defined from now on as the dimension perpendicular to the direction of travel (and length therewith as the distance that the passing vehicle in the -6- collision direction is bridged) and fixed to the top of the aforementioned reinforced rectangular steel frame, which in turn is anchored in an underground well constructed of reinforced concrete;

A system of drive and supporting components for causing the cover members to move (by raising an intermediate element from below which in turn raises the two cover members), so as to increase the passage position or the like.

to reach barrier position. Optionally, depending on considerations such as the specific application, the cost aspect and other relevant issues, one can opt for single-axis or double-axis movement (if driven by:), in which the two-axis movement results from a scissor movement of the various components of the present invention and the single-axis movement is rotating, resulting primarily from angular rotation. The single-axis version is faster, more manageable and cheaper, while the double-axis version is preferable when it has to withstand larger forces. In addition, this can be combined with an electro-mechanical drive, or possibly hydraulic or pneumatic drive. A disadvantage of the single-axis design may be that the well below the RB (or at least the part through which the "crank-axis" would turn) should be a little deeper, because of the free movement of this " crankshaft ”, if it should make a full 360 degree angular rotation (which may depend on the choice of drive); for the (approx.) 20 180 degree variant (+ 90 degrees to -90 degrees) this limitation does not apply in principle.

Regarding the operation of the frame:

If no obstruction of vehicles is required, the frame, with both cover plates extending horizontally, will be sunk into the ground, so that all vehicles can continue unhindered. This position of the frame is defined as the non-blocking or passing position;

Each pivot arm of a series of a cover member is positioned exactly opposite the respective mutual pivot arm of the counter-lateral cover member and these are continually abutting each other with corresponding surfaces in the passage position; in the blocking position the corresponding pivot arms hook into each other at the ends. During the open-pivoting and down-pivoting movement of both pivot arms, the cylindrical elevations slide from one pivot arm (of the so-called active cover member), forming the contact surface with the other, counter-lateral pivot. arm, in the U-shaped slot of said counter-lateral swivel arm (of the so-called passive cover member), which in the rest position lies on top of the first-mentioned swivel arm, resting on the three cylindrical elevations. These elevations reduce the contact surface between the two pivot arms and enable the open pivoting movement over each other. In the blocking position the pivot arm of the first-mentioned active cover member rests with the end, cylindrical and perpendicular (and therefore also called "hockey stick"), in the U-shaped slot of pivot arm of the counter-lateral passive cover member. The U-shaped slot prevents lateral movement of the swiveling arms that slide over each other relative to each other, which benefits stability and resistance of the frame as a whole against high forces. The terminology of active and passive covers is explained in more detail below in the relevant technical context;

The two cover members are hingedly raised by a pivoting angular rotation from below, by an upward movement of an intermediate element, so as to bring the RB into the barrier position. This also provides the desired interference blocking height of the RB;

When the end of the pivotal stroke of the two opposite cover members has been reached (i.e. when the final interference blocking height has been reached), then the two adjacent edges of the two cover members are (as good as)

against each other and the two cover members are also locked together in this position by hook-axis connections (several hooks at the end of one cover member, the axes to which the hook hooks, at the end of the other cover member in the exact extension thereof) ). In connection with this, the upward force of the intermediate element, which ensures the stiffness of the integral RB

construction is ensured in order to absorb the frontal collision of the vehicle as well as possible;

In the barrier position, the cover of the "active" rear side (ie the side against which the vehicle does not collide) is provided with a series of buffer elements, which absorb part of the force at the upper part and the underside of the " passive ”front (where the vehicle collides). By distorting (permanently or permanently) the buffer elements, part of the force of the collision of a vehicle against the RB is absorbed, so that less force is transmitted to the two axles; when a certain collision energy threshold is exceeded, the buffer elements will initially deform (permanently), before the rest of the frame is damaged.

This invention relates to the design and development of a Road Blocker (RB) roadblock, for the purpose of blocking unwanted access from vehicles (cars and trucks). The object of the invention is, as mentioned, to eliminate the above-mentioned drawbacks of existing designs of single-axis - underground-sinkable-barrier elements. The operation and construction of the present invention has already been discussed in the points above.

It is important to emphasize that in the blocking position the RB, viewed from the side, with its critical primary components, the cross-section an imaginary triangle - with two (of a total of three) inner corners of 30 to 50 degrees with respect to the road surface. -15 forms, constructively comparable with the letter "A". In this blocking position, in the extremely permissible angular displacements of the two two cover members and thus the highest achieved position of the RB, the two (substantially abutting) ends of the obliquely upstanding cover members are locked together by the hook The shaft connection and the upward pressure of the intermediate element at its ends, which presses against the underside of the two cover members, promotes this. The blocking of vehicle access to the location to be protected is achieved by the interference height formed (formed by the two cover elements of letter “A” that are positioned diagonally against each other (and connected at the ends to each other).

The intended object of the present invention consists of manufacturing as many light but sturdy structural parts as possible, in particular concerning the moving parts, so that they can move quickly and can be raised with relatively little force required. The speed is not only important for quickly obtaining the barrier position, but also for quickly obtaining the optimum positioning of the parts, so that vehicles with a high mass and speed can also be stopped, which energy can be diverted in a controlled manner. and absorbed through the frame.

-9-

The accumulated forces of a vehicle running into the roadblock are partly led away mainly by deformation of the weaker parts on the front and bottom of the vehicle. Should the vehicle still not stand still, forces will be carried away by deformation of the stronger parts of the front and bottom of the vehicle and in addition by permanent or non-permanent deformation of the buffer elements of the RB. The buffer element at the end of the respective cover member is somewhat flexible and will begin to deform at a certain tensile load and eventually become heavily deformed.

However, in the blocking position, when the highest point in the blocking position is reached, the two cover members are fixed together at the highest point, while the one-sided hinged intermediate element, in conjunction with the two hinged pivot axes at the top of the frame, provide a rigid roadblock construction, the whole in the form of the letter "A". As a result, the initially horizontal movement of the vehicle is converted into an oblique reaction force component, leading to movement (depressing) of the front and possibly the underside of the vehicle. This provides a tilting moment for the rectangular frame of the frame to roll out of the road surface. However, the parts of the longer "U" section protrude against the collision direction of vehicles, outside the perimeter of the underground frame and therefore under the vehicle, whereby downward force is also exerted by the vehicle mass (longer "U" "Section provides more downward force and moment) to prevent the RB from tilting up. This measure also diverts the remaining energy away and absorbs it into the underlying pit and soil, so that the vehicle is forced to stop mechanically.

As already mentioned above, in the present invention the cover member initially hit by the vehicle is called the passive side (or "impact plate") and the other cover member the active side, because it absorbs the collision energy and offers resistance to distortion of the RB (partly due to the aforementioned buffer elements). Of course, the material thickness and the spring properties of the buffer elements can be adjusted to the speed and weight of the vehicles to be blocked; a roadblock for passenger cars will have to offer less resistance than a roadblock that also has heavy vehicles (for example trucks, but perhaps even armored vehicles). Special provisions have been made to ensure the stiffness of the structure during the high-energy impact of the colliding vehicle and the RB, such as placing the intermediate element (a horizontal body) with its movable bent end, ( preferably perpendicular to the underside of the active cover member of the RB inclined in the blocking position (and hinged to the passive cover member, preferably also supporting it perpendicularly). The "U-section" metal beams 5 below the frame in the longitudinal direction (of the driving direction of the vehicle), cast in the (preferably) reinforced concrete, are firmly fixed to the rectangular metal frame, largely consisting of " I section ”bars.

For conceptualization, starting from the previously defined triangle, there is a reaction force from the active side of the RB, perpendicular to the underside of the impact plate. The decomposition of the forces exerted on the RB shows that the horizontal force vectors of the two hinged pivot axes are directed against each other and largely cancel each other out; the vertical upward force vectors are captured by a hook-axis lock along the edges of the two different cover members at the highest point of the RB in the barrier position, as previously explained.

The dual-axis design of the present invention is considerably more favorable in terms of the leverage moment when a vehicle attempts to overcome or collide with the roadblock. It should be realized that the passive cover member has an inner angle of about 30 to 50 degrees, while an angle of 90 degrees is common in comparison with, for example, existing single-axis galvanized "pie-point-shaped" roadblocks. This has an advantage for the present invention with regard to guiding away the kinetic forces to the immediate environment (underlying frame, anchored in an underground concrete well) in a more favorable manner.

25

In the present invention, the rectangular RB frame and underlying structure, relative to existing RBs, is relatively shallow. This means that when placing this type of RB with a shallow underground construction, a relatively shallow pit has to be dug into the ground, for example a well of 60 centimeters deep. This possibility offers great advantages, such as being able to install quickly, without removing the existing infrastructure of, for example, cabling and sewer, which are often deeper, which can often present a concrete problem in very densely populated areas. It is important to realize that users and maintenance engineers of RBs also have a strong preference for a relatively shallow well with an easily accessible construction for maintenance. Features are included in the design of the present invention so that the RB remains extensible in width and interference height.

Another feature of this invention is that the drive to position the RB to the blocking barrier position can take place by using not only an electro-mechanical motor drive (either with one or two motors), but also by using of a hydraulic or pneumatic drive. With regard to electro-motor drive, drive can also take place on the basis of low voltage (for example by solar energy) or other rechargeable batteries. The possibility of using a low-voltage electro-motor drive offers, on the one hand, an alternative safety drive in, for example, a parking garage, but in other places where the amount of solar energy per square meter is high enough, it can even be a primary drive instead of secondary.

15

For the present invention, two embodiments are included in the attached designs, namely on the one hand the single-axis drive variant, and on the other hand the two-axis drive variant.

In the first embodiment of this invention, an RB with two pivot axes is operated by a worm-and-worm-wheel transmission (a "rack and pinion" type transmission), directly or indirectly via a belt / pulley driven by an electric motor . As a result of the movement in the horizontal plane of both two pivot axes, a "scissor movement" of the intermediate element from below the two cover members is obtained, used for the upward movement of the hinged cover members, when the RB barrier position.

In the other embodiment of this invention - for single-axis drive - the intermediate element is raised by rotating a central axis below the RB, in the frame, via an integrated crank-axis-like element. The aforementioned "crankshaft" is normally driven by belt or chain drive via an integrated belt wheel by an electric motor, which is also provided with a belt wheel on its axis, over which the other part of the belt or chain is tensioned . If the drive is to be made by a hydraulic or pneumatic mechanism, this can be achieved with a minimally different frame, which differs from that of only a few points - mainly mounting of the same components for suspension at an opposite location at the bottom of the frame. electric motor variant.

5

For the two aforementioned embodiments of the present invention - single or double-axis drive - the possibility has been taken for placement of reinforcing "Τ" section carriers, each at the location of hinge handles, where the two pivot axes of the cover members are mounted on both sides of the rectangular frame. The function of these "T-section" carriers is not only to obtain a sturdy connection of hinge handle at any location, but also to reinforce the rectangular frame (consisting of "I-section" steel beams), so as to efficiently absorbing the force of the collision, without distorting the rectangular RB frame. Also on the underside of the frame of "I-section" beams, a number of anchor legs are attached directly underneath the hinge handles on both sides of the rectangular frame, so as to transfer the energy of collision quickly and efficiently to the underlying concrete mass at the bottom of the frame. well of the RB construction.

At the bottom of the rectangular frame, two "U-section" steel beams are fixed as 20 "supports", running lengthwise (parallel to the approach direction of the vehicles); the two "U-section" underlays are located in the bottom of the RB pit and are therefore cast in the reinforced concrete. The part of the "U-section" pads that protrudes beyond the actual RB construction in the longitudinal direction, provides an advantage in surface enlargement and thereby also an additional resistance to the tendency of the RB to tilt during the collision of a vehicle against the RB. The farther these "U-section" pads protrude towards the approach direction of the vehicle, the more resistance can be offered. Moreover, the staggered position of anchor feet on the underside of both sides of the width of the RB provides additional stability of the entire RB composition and also increases the resistance to tilting.

30 -13-

In the context of explaining the advantages of the present invention with electro-mechanical drive over (nevertheless also applicable) hydraulic or pneumatic drive, the following (in summary) should be emphasized:

No provisions are needed for the laying of a hydraulic or pneumatic pipe, for the purpose of connecting to an underground space or above-ground housing with the required technology (which are required if the well is used by applying these types) drive cannot or cannot make it deeper);

These lines, such as those required for hydraulic and pneumatic drives, are an attractive target for terrorist sabotage, since they allow complete disconnection of the RB with relatively little effort;

Placing these pipes at a deeper level reduces the danger, but will never eliminate it;

With electro-mechanical drive, placing the drive mechanism directly below the RB in the frame, or possibly next to it, is much more efficient, which also makes an external construction superfluous;

With electro-mechanical drive the user does not have to take into account at all possible leaks from a hydraulic or pneumatic system, nor in principle take into account changing weather conditions, whereby the hydraulic system in particular can be greatly influenced in reliability (icy 20 freezing cold vs. burning desert heat, in particular with regard to the viscosity and purity of the liquid, which liquid will also have to be replaced regularly, just like the flexible pipes through which it runs);

The electro-mechanically driven variant of the RB will therefore in principle never malfunction due to a pipe break (gas or liquid) and is therefore much more reliable, in addition to requiring less maintenance;

When maintenance work on the RB is to be carried out after assembly, the user, or maintenance personnel engaged by him, has easier access to the RB's mechanism due to its shallow underground construction.

30 -14-

Finally, on the basis of the discussion of the present invention to be followed - based on the patent literature - it will be made clear that the design of the present invention aims to obviate the drawbacks of the conventional RB in its most common designs: 1. This invention is based on the idea that two upwardly covering cover members, which are hinged on two sides of a rectangular frame and hook into each other at the highest point of the RB in blocking position, by upward movement of an intermediate element during the collision of the vehicle results in a very rigid RB construction on balance. This is because not only the cover members are fixed at both ends, but also the intermediate element, which, when the RB is in the blocking position, is (substantially) perpendicular to the underside of both the passive and active cover member and is pushed up , with which the force of the collision can be diverted via several paths to the underlying frame and beyond.

2. The series of pivot arms, which belongs to the active cover member in the "active" rear side (opposite the collision side) of the RB, will have to absorb the impact of the collision of the vehicle for the most part; these swivel arms resemble a hockey stick and have a surface at their ends that is perpendicular to the length of the active swivel arm of which it forms part, in order to optimally absorb the force of the collision ( on a larger surface as an interface with the underside of the passive cover member). Also, seen from the width, a series of wide resilient (deformable) buffer elements is mounted in the spaces between these swiveling arms of the active cover member, which, together with the right-angled surfaces of the hockey sticks of each swiveling arm of the active cover member, provides support in absorbing the collision and thereby helps to direct the collision energy away to the underlying structure; 3. The spring property and shape of the buffer elements mentioned above is a simple way of limiting the deformation of the RT in the event of a collision force within controllable and permissible limits. The buffer elements can thus be moved slightly forward in the construction, as a result of which they initially absorb a larger part of the collision, before the hockey sticks also participate in this. Furthermore, they can also vary in shape, whereby the resilient properties can be adapted to the specific requirements of that moment. After a collision, the deformed buffer elements can, if necessary, be replaced quickly and the RB can be restored quickly; 4. It is obvious that in this RB design two cover members are used, which hinge on two pivot axes, while conventionally subsurface RBs pivot on a single axis, which means that in the present invention the final impact energy or forces are distributed over two cover members, toward two axes, attached to both sides of the rectangular frame, which is considered beneficial for the controlled distributed discharge of collision energy; 5. With each hinge, belonging to a pivot arm of both cover members, a "T-section" reinforcement plate is attached on both sides of the "Ί-section" beam. An anchor foot has also been placed at this location, mutually staggered, fixed to the frame and anchored to the bottom of the underground well constructed of reinforced concrete. As a result, the collision energy is simply carried away from every hinge location to the concrete well and surrounding (sand / ground) mass.

6. The RB design is modular and offers the possibility of a change in width, simply by width adjustment of the cover plates of the cover members (and possibly also the number of pivot arms per cover member) and the length of the "I-section" beams that lie in the width of the rectangular frame (later defined as "cross brace").

This offers advantages for the RB producer, in the aspect of not only inventory but especially cost control, since hardly any deviating parts are required for countless different sizes, which also makes fast delivery possible. In existing underground galvanized roadblock designs, in principle a large part of the components must be manufactured to size per specific size and is therefore not modular in construction (with disadvantages such as usually higher costs, calculation of drive and other issues that come with customization) ), which the present invention seeks; 7. The standardization of the components also makes it possible to quickly replace defective components, in particular those of the buffer elements; 8. The number of different parts for the RB is therefore quite limited, the custom-made components can be produced simply, accurately and quickly by a laser cutting process and can therefore be supplied quickly by the supplier. It also applies to both the standardized components and the custom-made components that they can be manufactured without tension from the base material by means of the laser cutting process (which, incidentally, for example, the mounting holes can be made in, for example, the plates). "Saber crookedness" occurs;

5 9. Safety regulations make it necessary to have the “open” sides of the RB

to close. In the current models of the conventional underground sinkable roadblock, this is inherently provided by the shape of the element, but this is also accompanied by deeper pits, higher mass and therefore the need for a heavier RB drive. The higher mass is usually the result of the cast-iron construction of the galvanized element, with the undesirable side effect that this method of manufacture also gives a porous, brittle structure in the end product, which is more easily broken or damaged in the event of a collision. The advantage of the lower mass of moving parts in the present invention is obvious, as discussed earlier.

10. The aforementioned sides or "side aprons" contribute to the total mass of the part of the RT to be set in motion. In the present design, although they are made of metal, they are still light and flexible in movement, such that the limited RB pit depth is not a limitation for folding in these side aprons. They consist of in principle three to four (depending on the specific construction) separate (almost) triangular elements of different dimensions (but on top of each other)

corpses) that lie flat against each other, with spacer rings in between, at different angles (always larger, like a Chinese fan), hinged on an axis - on the side of the passive cover member - through round openings in one of their corners. When this side apron closes, this happens mainly under the influence of gravity. The starting point is that also the parts of the side apron on one side of the RB

can be used for the side bulkhead on the other side; 11. As mentioned earlier, the design of a shallow well (approx. 60 centimeters deep) has the advantage that, in addition to that, it is easy to place in locations where a lot of infrastructure (cables, sewers, etc.) can be found in the subsurface is, the technology is also easily accessible for maintenance. The lower mass of the whole, in addition to the shallow placement on location, also makes transport and placement easier; 12. The drive mechanism can be either electro-mechanical or hydraulic or pneumatic, depending on the requirements of the customer and the circumstances on site, also with regard to those of the weather. In view of the relatively low mass of the parts to be moved, the speed from movement to blocking position can be optimally achieved.

5

State of the art

WO 0192642 refers to a roadblock with one or more cover plates, which are hinged to the underlying basic system. The cover plate is moved from the first active position to the second position by means of pneumatic or hydraulic mechanics. The extreme height between cover plate and corner with road surface is determined by a break-off edge in the hinge, which is preferably deformed and broken off when a certain force surge is exceeded during the collision.

US 2,737,740 shows a roadblock that is manually brought into the right-angled position. EP 0241256 shows a way to achieve selective distribution of a road surface with multiple tracks by displacing two hinged panels. Furthermore, each panel is hinged with respect to the road surface. Although three hinges have been used, this invention is not implicitly intended for roadblocking purposes.

WO 03016636, CH 688483 and GB 2397840 are inventions in which the cover plate is moved and tilted from its original horizontal position on the road surface, to the vertical position, for roadblocking purposes. It is obvious that the hinge breaks when the vehicle collides.

25

EP 0092282, GB 2014220, EP 0276504, US 4627763 and US 4490068 refer to a form of underground roadblock that can be attached to a hinge over an axis in an underground cage relative to the road surface. Modular construction in width is difficult to achieve, in view of the necessity of in principle already having a new mold for any new desired new width, since these elements are manufactured from cast iron in a mold. Incidentally, as indicated earlier in the text above, a property of cast iron parts is that they are brittle in construction and, as a result, break or damage quickly. The drive consists of an extendable element that is connected to a pivot point under the road surface. In these inventions, the well is quite deep, in the order of 1.5 to 2 meters. This entails the problem of having to first remove or relocate existing infrastructure (such as cabling and sewerage) before installation can be made. And especially in busy urban areas 5 this can be problematic. Moreover, the mass of the moving (subsurface-sinkable) element is high and, therefore, virtually only hydraulic drive can be used, which, as indicated earlier in the text above, has disadvantages in the field of safety, maintenance sensitivity, reliability, etc.

10 In Application FR 2565270 of the year 1985 the inventor uses more than one axis: one at the road surface and the other at the highest point (of the Greek letter “Λ”, seen in section). This is not the case with the design of the present invention, wherein two shafts are mounted opposite each other on the two sides of the rectangular frame, both cover members pivotally pivot over it and between which cover members a separate intermediate element provides support, whereby the construction seen in section, it forms a letter "A", which on balance is much firmer and stiffer.

Brief description of the drawings

The present invention will be further elucidated hereinbelow on the basis of examples of different embodiments shown in drawings and in addition also different positions of movement of these same embodiments.

Hereby shows:

Figure 1: A perspective view of two identical RBs according to the present invention positioned next to each other, placed next to each other in the road surface, one in the closed "passage position" (or "rest position") and the other in the blocking "blocking position." A truck is shown opposite this set-up (according to MIRA test organization dimensions).

Figure 2 (A1 and 2 (B): Two perspective views of the RB according to the present invention, wherein the roadblock is "imaginary" subdivided into 5 mini-roadblocks, each with different angles of the active cover member open -19- ( angular positions of 0/10/20/30/40 degrees) relative to the road surface These figures are shown purely for demonstrative purposes In this example, the 40 degrees angle is the blocking barrier position of the RB (and - again in this example - the complementary angle that the other cover member makes with respect to the road surface is 50 degrees. The 0 degree angle belongs to the normal "closed" pass position of the RB and the two cover members are horizontal with the road surface, causing traffic has free access to the location behind the RB in this position On the underside of the transverse support - on both sides of the rectangular frame and on the location of the hinges for the swivel arms - are staggered improperly placed anchor feet. Two "U-section" steel beams are also attached in the longitudinal direction-under the rectangular frame of the RB.

10

Figure 3: A perspective view of the rectangular frame placed flat under the road surface, provided with horizontal hinges, which are mounted opposite each other on both sides. In this figure a 2 meter wide RB version is shown, with (in this case) hinges in 4 places on each side, with "T-section" reinforcement plates in front of and behind each hinge and 4 "L-section" corner reinforcement plates.

Figure 4: A perspective view of a 1 meter wide RB version, now provided with shafts placed under the frame for drive, either for an electro-mechanical drive with belt, or on the other side of the frame a hydraulic or pneumatic one. drive.

Figure 5: A swiveling arm of the active cover of the RB, also called hockey stick arm, which is partly responsible for lifting the passive cover (where the vehicle initially collides) to the RB barrier position, but 25 also absorbs the impact of the collision by the vehicle on the RB. These pivot arms are arranged in series as part of the active cover member.

Figure 6: A swiveling arm of the passive cover member of the RB, with a "U-shaped" slot at the bottom for guiding the respective hockey stick of the counter-lateral active cover member during the opening and closing of the RB. These pivot arms 30 are arranged in series as part of the passive cover member.

-20-

Figure 7: A perspective view of an example of the buffer element used in the present invention.

Figure 8 (Ai 8 (Bj and 8 (O: The top and bottom views of an assembled active cover of the RB, in perspective.)

5

Figures 9 (A) and 9 (B): The top and bottom views of an assembled passive cover member of the RB, in perspective.

Figure 10: An assembled metal side apron in the shape of a Chinese impeller, which must be fitted to both the left and right sides of the RB for safety reasons, to prevent injury from occurring due to trapping persons in the structure or otherwise sustain injury while closing the frame.

Figure 11 (A1 and 11 ΓΒΊ: In perspective, the views of the RB in the blocking position, with a shielding side apron performed only on the right-hand side and the left-hand side without this shielding.

Figures 12 fA "> and 12 (ΒΊ: Tn perspective view the top and bottom views of the RB in the forward position, also with the associated position of the side aprons.

20

Figures 13 (A) and 13 (ΊΡ: The upper associated lower element, which after assembly via a worm-and-worm gear (rack-and-pinion drive) belong to the two-axis RB version.

Figure 14: A perspective view of a simplified underlying rectangular RB frame for a mini-RB, provided with random imaginary look-through holes, specially arranged to study the kinematic movement behavior of drive components.

Figure 15 (A1 and 15 (B): The left and right perspective view of the mini-RB, regarding the "closed" 0 degree pass position, belonging to the two-axis embodiment of the present invention.

-21-

Figure 16: A mini-RB according to previous definitions, now the 10-degree position.

Figure 17: A mini-RB according to previous definitions, now the position of 20 degrees.

Figure 18. A mini-RB according to previous definitions, now the position of 30 degrees.

5

Figure 19: A mini-RB according to previous definitions, now the position of 40 degrees, which corresponds to the "open" RB blocking position.

Figures 20 (A) and 20 (BI: The bottom views of the single-axis embodiment of the present invention, including an electro-mechanical drive, coupled to the drive shaft by (in this case) a belt over two belt wheels .

Figure 21 (A1 and 21 ΓΒ1: The bottom views of the single-axis embodiment of the present invention, including a hydraulic or pneumatic cylinder drive.

15

Figure 22: An assembled "crankshaft mechanism," which is the preferred embodiment when applying the single-axis form of the present invention, wherein (in this case) two juxtaposed electric motors (or alternatively hydraulic or pneumatic cylinders) a "4-armed" RB to move in order to reach the forward position or the spool position.

Detailed description of the drawings

First of all, definitions of the active and passive cover member are given in the preceding text.

25

The invention is elucidated with reference to the previously cited drawings.

FIG. 1 shows the schematic representation of two of the same RBs of the present invention placed side by side in the road surface, each occupying one of the two most relevant positions (namely one in the horizontal (rest) passage position and the second in the stoppage position, in which position the two cover members are placed obliquely against each other and also obliquely with respect to the road surface: A truck (according to MIRA test organization dimensions) is arranged on the road surface opposite the RB which is in the staggered position -22.

This invention relates to the design and development of an RB, for the purpose of blocking access by undesired vehicles (cars, trucks, etc.) to a location to be secured. Two opposite cover members 65 and 70, provided with cover plates on top, are hingedly positioned substantially mid-above an underlying rectangular steel RB frame. This frame is sunk underground and placed in a well in the ground, so that in the passage position the cover plates of the two cover members run parallel to the road surface. This well is (preferably) made of reinforced concrete and the frame is anchored to it by means of anchor feet. This rectangular frame carries the two cover members 65 and 70 of the RB, via hinges 3 and 4, in conjunction with pivot axes 60 and 74 respectively {see Fig. 11 (A)}.

In the passage position there is no obstacle for vehicles to continue driving and the two cover plates will extend horizontally, parallel to the road surface. On the other hand, the two cover members are hingedly raised by angular rotation about the pivot axes, by means of an upward movement of an intermediate element 81, for reaching the RB "limiting" position, also referred to as a barrier position. In this position, the RB, viewed from the side, has the aspect of an imaginary triangle, with two (of a total of three) inner angles of 30 to 50 degrees with respect to the road surface and can therefore be constructively compared with the letter " A".

In this blocking position, with extreme permissible rotations of the two two cover members, the two opposite ends of the two cover members are moreover locked together at the highest point. The blocking of the vehicle is achieved by the interference height thus achieved (formed by the two obliquely extending cover members), which is expressed in height measured from the highest point of the RB perpendicular down to the road surface.

-23-

Specifically with respect to the interference height, there are mainly three areas of application for the RB: a) Relatively low interference heights from 350 millimeters to 400 millimeters above the road surface, which will be used in particular for protecting car entrances and exits parking places and parking garages; B) Medium-high interference heights from 400 millimeters to 600 millimeters above the road surface, which will be used in particular for securing banks, government institutions, factories, large warehouses and warehouses and also hospitals; c) Relatively high interference heights from 600 millimeters to 800 millimeters above the road surface, which will often find application in securing highly sensitive areas such as military bases, naval ports, power stations, weapon depots, etc.

The purpose of this design is to reach an interference height of 80 centimeters, whereby a truck must be stopped by the RB at a speed of 100 kilometers per hour. The specification of the vehicle corresponds to MIRA-05-D0006, from date 21-01-2005.

Of course, in the designs of the present RB invention, if desired, the interference height can be adjusted by (broadly only) changing the length of the cover members on the one hand and the length of the "I-section" beams complementary thereto of the rectangular RB frame, which in longitudinal direction, in addition to in most cases also include the dimensions of the intermediate element.

Before a detailed explanation is given, it is essential to first become acquainted with the movement of the two hinged cover members, which move in such a way that the RB changes its position from full pass position to (in the final state) barrier position. For this purpose, the RB is imaginatively divided into 5 mini RBs in FIG. 2 (A1 and 2 (BV This figure is shown purely for demonstrative purposes and shows the 5 mini-RBs in 5 different opening positions with a 10-degree interval {angles 30 ranging from 0 (start / pass position) / 10/20/30 / 40 (end position) degrees} The latter figures show the simplified form of assembly, with the buffer elements of Fig. 7 (as to be used for RB assembly, such as -24- shown in Fig. 8 (A ) and 8 (B)} are not included In this example, the 40 degree angle is the blocking blocking position of the RB (where the angle of the passive covering element with respect to the road surface is in this case 50 degrees). degree position indicates the "closed" "normal" pass position of the RB, in which case the two cover plates are horizontal, parallel to the road surface, and the traffic has free access to the underlying terrain.

Given the desire for modular structure of the RB, in particular to be able to easily change the width of the RB, the RB is constructed as much as possible from basic components that remain the same in most of the variants of the present invention, despite different dimensions of the RB. For a good understanding of the basic idea of this design, in this part of the text a detailed function description and the numbering of the parts is shown in Fig. 2, which is further elaborated after the explanation of Fig. 9.

Fig. 3 shows the assembly of four "I-section" metal beams, which are made to measure by a laser cutting process, including all holes and corners and welded together to form a rectangular frame and thus form the basis of the RB construction. This frame is thus made up of two identical longitudinal supports 1 and Γ (which run in the direction of the vehicle passage direction) and two identical transverse supports 2 and 2 '(which run in the width of the roadblock). In fact, the longitudinal supports 1 and Γ (even including the holes) are simply the same part, but also mirrored on the other side when assembling the rectangular frame; the same applies to the cross brackets 2 and 2 '. It must be emphasized, however, that the length of the metal beams and locations of the holes may differ between the longitudinal supports 1 and Γ on the one hand and the transverse supports 2 and 2 'on the other hand. It should also be emphasized that the holes run from the top to the bottom of the metal "I-section" beams, so that without making new holes the relevant "I-section" beam can also be used mirrored for the other side of the frame. A few holes therefore always remain unused with regard to the metal construction, but on the other hand this standardization also makes the production process more accurate and on balance cheaper.

-25-

A series of hinges 3 and 4 are mounted on the top of the two cross brackets 2 and 2 'of the aforementioned frame. The two sets of hinges 3 and 4 are each fastened in the same way via a drill pattern of (again from top to bottom) holes 8 on the transverse supports 2 and 2 '. The hinges 3 and 4 have upright cheeks 10 and 10 ', with a hole (s) 9 running through each of these cheeks, through which an imaginary axis runs through these holes perpendicular to the attachment of these hinges.

It will be explained later in this description that the two respective cover members on both sides of the RB each pivot on a respective pivot axis passing through holes 9, 10. Furthermore, this figure 3 (of a total of 4) shows identical angle plates 6 and 6 'and the placement of 4 (of a total of 8) "T-section" reinforcing plates 7, the latter at each hinge location, on both sides of the " I-section ”cross brace of the rectangular frame. This combined measure (of 6, 6 'and 7) provides a substantial reinforcement of the rectangular RB frame. This is a desired situation during the collision of a vehicle with the RB, but also for quickly and efficiently diverting the resulting collision energy via different paths (hinge connections) to the underlying frame, the concrete structure around it and ultimately the sand - or ground mass in which the RB well lies.

FIG. 4 shows another embodiment of the assembly of the rectangular frame, wherein at the bottom there are swing bridges 11 and 11 'at two locations on each cross support, functioning as suspension bars for (drive) shaft 12 and 12' respectively. As will be explained later in the discussion of Figures 20 and 21, the drive shafts 12 and 12 'are intended for mounting either a drive belt (or optionally chain) system by means of belt wheels and a drive belt (chain respectively) ) or the assembly of (in a different set-up of this RB) a hydraulic / pneumatic cylinder system.

Fig. 5 shows the active swivel arm 13 (of the active cover member), also referred to as the "hockey stick" because of an end positioned perpendicular to the length of the swivel arm, which also (via the surface of the end) has a function as a "lift arm" (that is, it contributes to lifting the passive cover member to ultimately the barrier position). This swiveling arm is placed in a series of at least two, as part of the active cover member, which also includes cover plate 59 at the top and cover plate 58 at the bottom. The "hockey stick" pivot arm 13 is composed of a "corpus" (or "body") 14, a square end 14 'as an interface with the underside of the passive cover member, and a hinged end 21. This hinged end 21 has a round pierced hole 22 for pivot axis 60 (not shown in this drawing) and a rounded part 61.

If one were to divide the pivotal arm 13 into two parts in an imaginary manner, both parts would be symmetrical to each other. Top (or top surface) 15, indirectly the contact surface with U-shaped slot 31 of swiveling arm 30 (see Fig. 6), is provided with a series of round holes 24 running through the entire top surface in median plane and likewise of cylindrical spherical surfaces 16, 17 and 18. In addition, the right-angle "hockey stick" shaped end 14 'is provided with a convex surface 27, which in turn is perpendicular to upper surface 15. More on the hinged side of swivel arm 13 is to find an upper surface 23 extending at right angles to bulging surface 27, to be seen as a local widening of upper surface 15, with series of holes 26. The same applies to lower surface 20, which runs parallel to upper surface 15 on the underside of the corpus 14 of swiveling arm 13. The bottom surface 20 is provided with a series of holes 25, as well as the series of holes 24, which are pierced from above. Also, where relevant, the holes 26 line up through upper surface 23 with holes 25 from lower surface 20. Upper surface 15 passes through cylindrical spherical surface 18 and cylindrical hollow surface 19 into upper surface 23. For emphasis, swivel arm 13 consists of a single piece of basic material that is cut to size. Of course, for cost-saving reasons, it could also be made from several components, which are integrated together into one whole by means of welding connections.

25

Information in advance:

In the pass position of the RB, the two cover plates of the respective cover members are parallel to the road surface; in this situation the base of U-shaped slot 31 of passive pivot arm 30 (which will be discussed later) rests on the cylindrical spherical surfaces 16, 17 and 18 on top of upper surface 15.

In the blocking position of the RB, bulging surface 27 rests against the base of the U-shaped slot 31 and is thereby active swivel arm 13 perpendicular to passive swivel arm 30 (and thus also the cover plate 71 (also known as "impact") As will be seen later (from Figures 8 and 11), top surface 15 is fixed to (the bottom surface of) cover plate 59 and bottom surface 20 is connected to cover plate 58. Cover plate 58 is furthermore provided with a series of buffer elements 45 ( see Fig. 8) and hooks 68 with arms 67, the former having an important function of absorbing a part of the kinetic energy released by the collision and the latter having, inter alia, an important function in locking the both cover members.

FIG. 6 shows a perspective view, from below, of the passive swivel arm 30, which is placed in series as part of the passive cover member. Each swiveling arm 30 comprises in the lower surface 40 a milled U-shaped slot 31 with 2 side cheeks (32 'more at the end and 32 in the extension thereof, more in the middle), in which (in passage position) the cylindrical spherical surfaces 16, 17, 18 and finally (in blocking position) convex surface of the opposite swiveling arm 13 are guided. This swiveling arm 13 will fit precisely into the U-shaped slot 31 with its side cheeks and, via the abovementioned interfaces (16, 17, 18 and 27), support the respective passive swiveling arm and thus the passive cover member in both the forward position as the barrier position (in the event of a collision), but also in the movements in the intermediate trajectory.

20

In the blocking position, the inner angle of the passive cover element of the RB with respect to the road surface is chosen to be flat (depending on, among other things, the application) selected 30 to 50 degrees, preferably about 40 degrees, while the complementary inner angle also means the active cover element. between 30 and 50 degrees, but preferably 50 degrees at the aforementioned 40 degree angle of the passive cover member. Maintaining the above-mentioned preferential inner angles of 40 to 50 degrees represents a good construction measure to ensure the stiffness of the structure in the event of a collision by a vehicle.

The length of the "U-shaped" slot 31 is approximately half the total length of the passive swing arm. The two side cheeks 32 'and 32 running parallel to each other run perpendicularly to upper surface 36 and upper surface 38, both of which can be seen as each widening the upper surface of swivel arm 30. Would swivel arm 30 -28 be - imaginary dividing into two parts by a median plane, both parts would be symmetrical. In principle, swivel arm 30 is made from a single piece of basic material, although it could be decided, among other things, for cost reasons to assemble from different parts.

Arranged in top surface 36 is a series of holes 37, in top surface 38 a series of holes 39. In the longitudinal direction, a series of through-holes 41 are drilled in the middle of the top surface 38. Holes 37, 39 and 41 are intended for fixing cover plate 71 to passive pivot arms 30. A circular hole 33 extends between the upper surfaces 36 and 38, transversely through the body (not numbered) of pivot arm 30; at the hinged end of pivot arm 30 also a round hole 35 runs through the material. As will be explained later, a supporting pivot axis 75 will run through hole 33 (see Fig. 9 (A)), which forms a hinged suspension therefor for intermediate element 81. Further, it will be explained later that hole 35 is intended for pivot axis 74 {see fig. 9 (A)}, whereby the passive cover member is connected to the rectangular frame via hinge series 3, 15 each mounted on transverse support 2.

FIG. 7 shows the buffer element 45, which is important for the modular construction of the active cover member and which contributes to resiliently (deforming) catching the initial part of the collision by the vehicle entering the RB. The buffer element is placed in a series 20 as part of the active cover member and consists per element for a substantial part of the length of a surface 46 which is raised relative to the imaginary surface by the surfaces 55 and 49 (from below seen), The plane 54 extending perpendicular to plane 55 forms the connection between plane 46 and plane 55; plane 53 is perpendicular to plane 49 and forms the connection between plane 46 and plane 49. Over a very large part of the length of plane 46 are side cheeks 47, which together with plane 46 form a letter "U" in section. These side cheeks extend as far as the imaginary plane between plane 55 and plane 49. From the side to plane 46, on the side of plane 55, there are two protrusions 52 which, as explained later in this text, have a function in clamping the two cover members of the RB together while passing vehicles in the pass position. As will be evident later, the location of the protrusions 52 corresponds to that of hooks 68 and is thus aligned with hook axes 76 in the pass position of the passive cover member. In the forward position -29- protrusions 52 with hook shafts 76 hooks; in the barring position, the metal hooks 68 hook with hook shafts 76.

In the extension of plane 49 one finds the (eventually) right-angled upward-facing stop surface 49 '(which rests against the underside of the passive cover member, specifically cover plate 71), with the curling surface 48 in the extension thereof and then parallel to 49 running surface 48 ', which extends further down, as part of the curling shape, as plane 51, then curls further as plane 51' (as it were with an imaginary line through the ends of the plane perpendicular to plane 49) and finally if face 52 is pressed against face 49. Projections 50 are folded pieces of metal, partially cut loose from face 49, which are folded perpendicular to face 49 and thereby leave a remaining hole 50 '; they press against face 51 ', which plays a significant role in resisting a collision due to deformation of the curling portion abutting the underside of the passive cover member, as far as the buffer elements absorb it.

In the explanation that will now follow, it appears that this buffer element 45 is fixed by screw connections via holes 56 and 57, the latter by the lower lower surface 58 (of active pivot arm 13). In the modular RB structure shown in Fig. 8, two (laser-cut) halved buffer elements 45 'and 45 "are placed on both sides of the active cover member assembly. The structure of this buffer halved by the median plane 20 elements 45 'and 45 "are, therefore, for emphasis, identical in properties to those of the originally discussed buffer element 45 (see FIG. 7), since these are formed by halving a buffer element 45; incidentally, 45 'and 45 "are mirrored relative to each other. Attachment of halved buffer elements 45' and 45" is otherwise comparable with that of buffer element 45.

25

Figs. 8 (A1 and Fig. 8 (B) show two perspective views of the assembled active cover member 65, in which a series of active (lift / hockey stick) pivot arms 13 (see Figs.

5), a series of buffer elements 45 and two halved buffer elements 45 'and 45 "are shown integrated with each other. These figures show that both the buffer elements 45 via holes 56 and 57 and the pivot arms 13 are connected via holes 24, 25 and 26 (see Figs. 5 and 7) to cover plate 58 at the bottom and cover plate 59 at the top, and also that the buffer elements are each mounted between two pivot arms 13 arranged parallel to each other. The cylindrical pivotal axis 60 is intended for suspending and hinging the active cover member on hinge suspension 3, which is located on transverse support 2, part of the rectangular RB frame. pivot arms 13, a number of suspension brackets 63, for cylindrical axis 62. This will be discussed later.

5

Fie. 8 (0 shows a detail view of a part of Fig. 8 (AY specifically the part between the parallel pivot arms 13, where, among other things, also the buffer element 45 (or possibly at the sides the halved buffer elements 45 'and 45 "). This figure also shows the location of protrusion 52 relative to hook-arm 67 (with hook 68 extended) and also the location of this hook-arm relative to swing-arm 13. The functions have since been discussed, as well as the fixation of the relevant parts, as far as this is not evident from the drawings, and it will be explained later that this hook 68 is used in obtaining a reinforced, stable connection of the two in the RB. Barrage position against cover members standing up against each other This connection 15 is in part brought about by the upward force exerted by intermediate element 81 via its ends 82 and 83 (not shown). It should be noted that the buffer element has three separate functions, which will be further explained later in this text.

FIG. 9 (A1 and Fig. 9 Π31 show the perspective views of the assembly of passive cover member 70, in which a series of passive swivel arms 30 (see Fig. 6) is connected to (impact) cover plate 71. The passive swivel arms 30 are each secured to cover plate 71 by screw connections via holes 37, 39 and 41 (see Fig. 6), which holes align with each other in the aforementioned components 30 and 71. Supporting pivot passes through hole 33 in swivel arm 30. axis 75 and through hole 35 in the same pivot arm pivot axis 74, which axis, incidentally, runs through hinge suspensions 4, which are located on transverse support 2 'of the rectangular RB frame. hinged side of the passive cover member 70, immediately along each passive pivot arm 30 on both sides, a locking bracket 72 is provided, each of these including a shaft 76, through an unspecified hole through the cheeks of these brackets This locking b bars 72 with shafts 76 are precisely positioned in the width of cover member 70, corresponding to the location of hook arms 67 and associated hooks 68 associated with active cover member 65, but also correspond to the opposite protrusions 52 of buffer element 45 (or optionally the halved buffer elements 45 '/ 45 ") of the same active cover member. They are located in the vicinity of edge 73 (of cover plate 71).

In the RB barring position, each hook 68 is locked with the corresponding shaft 76; in the pass position, the protrusions 52 of each buffer element 45 hook with the corresponding shafts 76. In the blocking position, in which the two cover members are inclined upwardly, assign to each other and hook into each other via hooks 68 over shafts 76, the intermediate element 81 an upward force via its ends on the underside of both cover members, whereby in this way, in conjunction with the hook-axis connection entirely at the top of the RB construction, a very rigid whole is formed, for optimum absorption of the collision energy and leading it away into the underlying structures. For the sake of clarity, in cross-section, viewed from the side, the whole of the two cover members together with the intermediate element can be seen as a letter "A". It should further be noted that the two ends of passive cover member 70 have two small shield plates 77 on either side, hanging on pivot axis 74 but attached to cover plate 71, which shield plates are part of the lateral subject of the lateral shielding of the internal construction of the RB, as a safety feature (following generally applicable safety regulations). This topic will be discussed later in this text.

An interim explanation and reflection of issues that apply to the RB design:

Since the basic ideas and functions of the components used and the operation of the RB roadblock have now been broadly explained, the meaning of Fig. 2 (A1 and Fig. 2 ΓΒ1 must be reconsidered, so as to highlight the key points of the invention. In the roadblocking position, the intermediate element 81 is positioned more or less horizontally, its one sloping arm 82 is hingedly mounted on a supporting pivot axis 75 which passes through holes 33 of passive pivot arm 30; oblique arm 83 is perpendicular to the underside of cover plate 58 via the plane at its end.When turning on the power source, a crank-up movement of crank with "crank-axis" 84 (with plane C through an axis -32) which presses against the underside of the intermediate element 81), whereby intermediate element 81, also pivotally at its end 82 around supporting pivot axis 75, but also sliding upwards via the underside of cover plate 58 with its end 83, pivots up and thus the active cover member is raised directly by the drive and indirectly the passive cover member. During the build-up of force by the upward movement of the intermediate element and thereby raising both cover members, the hooks 68 at the end of active cover member 65 engage around the corresponding shafts 76 (in locking brackets 72) attached to the end of passive cover member 70 are mounted on the underside of cover plate 71 (on edge 73 thereof). A complete locking of hooks 68 and shafts 76 has been achieved in the complete blocking position, as a result of which a rigid whole in the construction of the RB is obtained, in addition also through the action of intermediate element 81. For all smaller inner corners, with the exception of the 0 degree pass position, which can be seen in the figures, hooks 68 do not come into contact with shafts 76 and a free upward movement of the two cover members is permitted. During this movement, the active pivot arms 13 are continuously positioned in and are accurately guided through the U-shaped slot of the passive pivot arms 30. In the passage position (0 degree inner angle), the cylindrical spherical surfaces 16, 17 and 12 rest. 18 of the active swivel arm 13 (see fig. 5) in the U-shaped slot 31 of passive swivel arm 30 (see fig. 6), while face 48 'of buffer element 45 (see fig. 7) rests against the underside of cover plate 71 (the "impact plate"). In the pass position, the protrusions 52 of buffer elements 45 of the active cover member hook around shafts 76 of the passive cover member. Of course, the above applies with regard to the buffer elements 45 also with regard to any halved buffer elements 45 'and 45 "; 25 - If fie. 1 and fis. 2 ΓΑ1 are re-examined, it is striking that the" U section "metal beams 88 and 88" - which are attached to the underside of longitudinal "I-section" metal beams 1 and Γ of the rectangular frame - protrude some distance outside the dimensions of the rectangular frame. rectangular housing protruding parts of the "U-section" beams can be adjusted as desired by the 30 RB user, whereby a larger protruding part results in a more stable RB when collided by a heavy and fast-moving vehicle. "section" beams are placed in a well and, for part of its height, are cast in (reinforced) concrete if this does not cause any objections or problems on location, so that the RB with its frame on a larger one, st more basic structure. Also in the area above these projecting parts of the "U-section" beams 88 and 88 ', so outside the well, a layer of (reinforced) concrete will give an extra weight and thus an extra counter-moment against tilting in the event of a collision of a 5 vehicle against the RB. This provision is important for the correct functioning of the relatively shallow (approx. 60 centimeters) installed RB, especially at locations where the surrounding soil is very loose (for example in (pre-) desert areas); for comparison, conventional RBs usually have an underground pit of approximately 2 meters, with all the disadvantages that that entails, as explained earlier. Another provision that provides improvement is the staggered series of anchor feet 89 with feet 90 fixed with screw connections, under the transverse supports 2 and 2 ', which are each located in the vicinity of one of the hinge handles 3 and 4. These anchor feet are also cast in the (reinforced) concrete, which causes an increase in the contact surface of the RB with its substrate and also drains the incoming collision energy better distributed there. Also, these anchor feet, together with the "U-section" beams and specifically the protruding parts thereof, prevent the RB from tipping over upon an incoming vehicle and make the entire structure more rigid;

If Fig. 7 is reconsidered, the manner in which the collision energy partly due to the action of the buffer elements 45 (which act as a deformable spring) must be further explained, in particular the front part of the buffer. element, namely the protrusions 50, each of which is punched perpendicularly and thereby leaves a hole 50 'in plane 49. Projection 50 will, in the event of a collision of a vehicle with the RB positioned in the blocking position, resist the rearward movement of plane 51 ', so as to ensure a stiffer spring movement of the buffer element than would be possible without projection 50. Plane 49 'rests against cover plate 71 in the blocking position of the RB and continues to do so during collision (see also Fig. 19). The properties of this part of the buffer element allow a resilient, non-deforming response to a certain threshold and if this threshold is exceeded this part will permanently deform, thereby also saving the other components of the RB as much as possible by converting kinetic energy in deforming energy of an essentially non-essential part of the RB. In such a case, the buffer elements can simply be unscrewed from the structure and replaced with components that may even be in stock with the RB manager.

A second function of the buffer element is a clamping function, that is to say a clamping of the two cover members lying against (over) one another, in the horizontal pass position of the RB. In this position (valid for each set) the two protrusions 52 on each side of the raised surface 46 have a locking function together with the corresponding axis 76 (placed in locking brackets 72) of the opposite passive cover member. This function is important while passing the vehicle over the first part of the horizontal lying cover members of the RB, in order to prevent them from unintentionally opening under pressure of the high weight (of the entire vehicle, distributed over its wheels or tracks). tilt, which may result in an unsafe situation, in addition to damage to the RB and possibly even the vehicle. This is a provision made for both incoming and outgoing vehicles.

A third function also relates to the pass position, in which position surfaces 48 'of the buffer elements, which run in the same imaginary plane as those through the raised surface 46, press against the underside of cover plate 71. In this position, the surfaces 48 'thus ensure a more distributed distribution of the forces along the length of the driving direction when a vehicle drives over the RB in the pass position. The ends of the intermediate element also exert a reaction force on the two cover members when they are loaded by a passing vehicle. As a result, the cover members are not - at the part where they meet - pushed down under the load of the wheels or tracks. On balance, the cover members are thereby combined at 6 to 7 different points {(2 at the pivot axes, 1 or 2 by planes 48 'of the adjacent buffer elements (1 or 2 per pivot-arm combination) and three by the intermediate element 81) see Fig. 15 (B)} supported along the direction of travel of the vehicle and the load can thereby be carried distributed, without serious deformations of the cover members. These forces are then transferred through the plane "A" (see fig. 3 and fig. 15 (B)} to the underlying "U-section" beams and from there onwards.

-35-

FIG. 10 shows the metal shield (or metal side apron) used on both open sides of the RB of the present invention. Safety regulations apply in many countries for the protection against injury by security personnel, maintenance engineers and passers-by. They are placed to prevent people from getting caught between the moving parts of the RB. Put simply, this invention has a measure for shielding the two open sides by a metal screen for safety. Also, with the design of the RB of the present invention, no measure is taken that could clearly cause disproportionate injury to the driver of the vehicle entering the RB when the vehicle in question comes to a halt.

10

The metal side apron 90 consists of an assembly of metal almost identical (almost) triangular elements 91, 97, 98 and 99, which lie against each other - with a spacer ring 102 between each element - with a (common) hole 101 in the smallest end through which the pivot axis 62 runs (see Fig. 8 (A) and Fig. 8 (B)). Because the recognizable properties of the four (almost) triangular elements 91, 97, 98 and 99 are comparable, only the properties of the element 91 are described below. The (almost) triangle 91 has a circular slot 92, the center of the circle being found in the center of hole 101. At the bottom of the element, almost in the middle, a semicircular recess 89 is provided, which extends into a circular slot 89 '. The top 93 of element 91 is (as the only element) attached to an L-profile bracket (which is not numbered); this bracket has a number of round holes, the attachment of element 91 to the underside of the cover plate 58 (of the active cover member). The remaining three elements 97, 98 and 99 are in turn suspended from this element 91 and each attached to the preceding element by (in addition to the joint hinge point 101) a loose screw connection with a convex head on both sides (also called a "knot"). and referred to in the drawings as 96 and 96 'for the two respective parts), allowing the elements to slide past each other as a Chinese impeller when closing (toward passage position) and opening (toward barrier position) of the RB.

Such a metal side skirt 90 can be placed on both sides of this RB in mirror image on the common cylindrical pivot axis 62, by using the same set of basic components. The intention is that, depending on the inclination of the two cover members, the four triangular elements 91, 97, 98 and 99 can make a rotational movement along the pivot axis 62 and thereby slide along each other when they are pulled up. through the whole of node 96 and opposite node 96 '(not shown in Fig. 10) together, via the circular slot 92, into, as said, the shape of a Chinese fan. The angular position of the inclined cover member 65 and also the gravitational force 5 together determine dynamically the size of the side skirt 90 (see also Fig. 2, Fig. 20 and Fig. 21}. The lowest element 99 has an edge 103, which in the forward position, the bottom of the "I-section" beam rests cross support 2 of the rectangular frame, specifically on the plane "A" (see Fig. 3), in which forward position the side skirt 90 has the smallest dimensions ( see also fig. 12 (A)}.

10

The intent of the semicircular hole 89, which opens into the circular slot 89 ', is to make a conscious space in the series of sliding triangle elements 91, 97, 98 and 99 for the drive shaft, placed on the shaft by hinges 5 (see fig. 3) on plane "A" of the RB {see fig. 11 (A), fig. 20 (A), fig. 20 (B), fig. 21 (A) and fig. 21 ( B)}. A triangular lid 100, which is hingedly placed above the semicircular opening 89, provides, depending on the inclination of cover plate 58, for gravity for largely closing the openings 89 and 89 '.

FIG. 11 (A) and 11 (B) show the position of the metal side skirt 90 on one side of RB, in the barrier position, respectively. In Fig. 11 (B) a side view {from other side than in Fig. 11 (A)} of the RB is shown, where the metal side apron 90 is deliberately not shown, so as to provide an insight into the various moving parts. For example, in Fig. 11 (B) the function of semicircular aperture 89, which opens into the circular slot 89 ', in conjunction with the (angular) position of crank with crank shaft 84. The location of the small shield plates 77 in Fig. 11 (A) and Fig. 11 (B), which close the last large opening.

FIG. 12 (A1 and Fig. 12 fB) relate to the passage position and show that the individual metal elements of side aprons 90 slide over each other, so that the axis through hinges 5 out of the circular slots 89 '(with semicircular recess 89) from the drive. It should also be emphasized that edge 103 rests on the underside of the rectangular frame, namely plane "A". At the same time, the lower part of the element protrudes below the level of longitudinal support 1 and tot to the level of the "U-section" beams 88 and 88 ", which is shown in FIG. 2.

Kinematic movement and in addition drive mechanism and upward movement of the intermediate element are important subjects that characterize the correct functioning of the RB 5.

The first embodiment (with a powerful scissor (or scissor movement through two axes) of the present invention provides a very strong upward force (and a rigid "A" construction), as regards the movement of the covers for opening RB to blocking position This movement is comparable to a car jack, where an intermediate element is moved upwards with a scissor movement, to ultimately lift the vehicle with a relatively very low input of energy.A unique concept with this two-axis moving RB is a rack-and-pinion (also called worm-and-worm-wheel transmission) mechanism, which has now been developed by using two cylinders with rack and pinion 15 over the circumference, which functions by a rolling movement, together with a The two moving parts are shown in Fig. 13 (At and Fig. 13 (B1; also in this context, a two-axis structure drives the intermediate element upwards. The basic idea and the operation of the rack and pinion is known. In this specific design, as far as the rack-and-pinion is concerned, Fig. 13 (A) shows the upper body with a round hole 20 for the drive and its entire underside is provided with teeth; a tangent flange is provided above the teeth, for connecting and guiding the sliding in and out of the chassis of the rack-and-pinion device. In Fig. 13 (B) an elongated rectangular sleeve is provided with an elongated slot, for the purpose of the movement of the drive mechanism, which slot is arranged on both sides of this sleeve. The single elongated slot at the top of the sleeve, over its entire length, is intended for guiding and also the free sliding in and out of the upper body of Fig. 13 (A). The bottom of this tube is provided with teeth and on top of this teeth two likewise toothed cylinders run at a distance from each other. A shaft runs through each of the two cylinders and these cylinders are guided through the two side slots of the sleeve. Upon retracting and extending of both parts, the teeth of the upper body roll over the teeth of the two underlying cylinders, while the two cylinders roll simultaneously with their teeth over the teeth of the underlying sleeve, the whole resulting in the mentioned Rack-and-pinion movement.

It is also important to understand what the kinematic behavior of the axis movements is in this embodiment of the RB of the present invention. A simplified mini-RB is now shown in Fis. 14, to better understand the kinematic movements. This figure shows a perspective view of a simplified rectangular RB frame, which is provided with random imaginary see-through holes. Important is the fact that both axes for sliding in and out (not shown in the figure) rest on and roll freely over the two lowest planes A and A '(not shown) of the "I-section" longitudinal support beams 1 and 1 'of 10 the rectangular RB frame.

Fig. 15 (ΑΊ and Fig. 15 (B1) show the left and right perspective view of the aforementioned mini-RB, belonging to the two-axis embodiment of the present invention, with regard to the 0 degree pass position. With regard to the rack pinion movement, the two axes R1 and R2, with associated rollers P1 and P2, move over the surfaces A and A 'of the longitudinal supports 1 and 1'. The axes R1 and R2 run through the round holes of the upper body and through the underlying sleeve, belonging to the rack-and-pinion equipment, as described in fig. 13. The drive for the RB is controlled by shaft M, which also extends in its extension through the right-hand cylinder with teeth which belongs to the rack-and-pinion drive Crank with crank shaft 84 fixed to shaft R2 has a cylindrical head "C" at its end which touches the elongated underside of intermediate element 81. drive shaft M changes the mutual distance between the axles R1 and R2, thereby reducing the angle of crank with crankshaft 84, flat with respect to the road surface, also changes and head "C" pushes the intermediate element 81 upwards. However, the intermediate element is pivotally suspended for protrusion 82, pivotally fixed to supporting pivot axis 75 on the respective passive pivot arm. The upward pushing movement of head "C" of the crank with crankshaft 84 thus thus results in an upward movement of the intermediate element protrusion 83, (ultimately) perpendicular to the cover plate 58 of the active cover member 65. This movement is comparable to a scissor movement, which is often used, for example, to lift a car with a car jack.

-39-

Next, FIG. 16. Fig. 17. Fig. 18 and Fie, 19 all the positions of the cover members of the RB, in movement opening to the barrier position with the different inner angles, at 10 degree intervals. The angular position of crank with crank shaft 84, with head “C”, causes the RB to open and later close. These figures provide insight into the kinematic behavior of the RB drive mechanism, with regard to the two-axis design of the roadblock.

Fig. 20 (A1 shows the bottom view of the alternative single-axis embodiment of the RB, in the barrier position. In this example, the RB drive is provided by an electric motor 105, wherein two belt wheels 106 and 108 are mounted on shaft 10, respectively. 12 and the crankshaft 109 and are connected to each other by a drive belt 107 (see also Fig. 22).

The two ends of the shaft 109 run through hinges 5, which in turn are mounted on the surfaces A and A 'of the longitudinal supports 1 and Γ, which form part of the rectangular frame (see also Fig. 3). In this embodiment, the rotation of crankshaft 109 causes crank 110 with end face 119 to press against the elongated underside of intermediate element 81 for its upward movement. FIG. 20IB1 shows the pass position of this embodiment. Both Figures 20 (A) and 20 (B) also show the different positions of the metal side aprons 90 on both sides of the RB.

Fig. 21 (A) and Figs. 21 (B) show views of another embodiment of the single-axis version, with a pneumatic or hydraulic cylinder mechanism now providing the drive. In the passage position of the roadblock, rod 113 of the driving element is retracted, as shown in Fig. 21 (A), and when the blocking position is obtained, rod 113 is fully driven out, as shown in Fig. 21 (B), whereby cover plate 71 of the active cover member is pushed up. The crank 110 is suspended from a crankshaft 115, which is connected to the piston rod 113 of the cylinder and thereby to the pneumatic or hydraulic cylinder 112, which cylinder in turn is thereby directly or indirectly connected to crankshaft axis 115 and lower axis 12 '. Crank 110 is also mounted on shaft 109, which runs through the two hinges 5 on the two sides of the rectangular RB frame. The elongation and position of the cylinder rod 113 ensures the rotation of the crank 110 and thus the upward movement of the intermediate element 81 and thus makes it possible to open RB to the barrier position (and also to close it to the passage position) .

-40-

FIG. 22 shows the construction of a series of 4 cranks 110, positioned side by side, over a common crankshaft 115. The connection of the cranks 110 with crankshaft 115 is provided, by countersunk connection of head screws 118, placed on the cylindrical curve 120, which makes rotation of crankshaft 115 in the crank cavities of cranks 110 impossible. On the other side of each crank 110 one finds the cylindrical curvature 119, which also has a countersunk connection via head screw 118. Each pair of cranks has its own shaft 109, which are mounted in the hinges 5 on two sides of the RB. the surfaces A and A ', of longitudinal supports 1 and Γ (see also Fig. 3, Fig. 20 and Fig. 21)}. There is a free space 116 between two adjacent ends of shaft 109. For the implementation of the single-axis design with pneumatic / hydraulic drive, as Fig. 21 (A) shows, a cylindrical coupling piece 117 (see Fig. 21). ) - if required - provide a connection between two crankshafts. In the case of an electric drive, with regard to the free space 116, a coupling piece with belt wheel 108 can be fixed {see Fig. 20 (A)} for bridging between two axes 109. Sometimes there are technical or cost aspect considerations which determine that, for example, a single electric motor should be used for two (or possibly more) adjacent crank arms, or just two motors for four different crank arms; for the drive two motors must then be connected to a coupling piece with belt wheel 108. There is also a possibility that two separate electric motors are coupled to two separate crank arms with the aid of normal belt wheels, while maintaining the free spaces 116; Specifically this possibility requires electronic synchronization of the control of the electric motors. This possibility compared to the previously mentioned options is a technical and cost consideration.

The present invention describes versatile and well thought out designs, with many starting points and many new facets, that offer solutions to the problems with conventional RB designs. To begin with, this is an RB, which can be placed in a relatively shallow well (of approximately 60 centimeters), without existing underground infrastructure (cabling, sewer, etc.) having to be removed or moved in most areas. Furthermore, the interference height of about 80 centimeters, as well as the stiff, robust construction, is sufficient to withstand a very wide range of small and large vehicles. The RB has also been developed for a modular construction from as many standardized components as possible, so that production can take place quickly, largely from stock and replacement is also simply possible with stock components. Finally, the drive can be electro-mechanical, hydraulic or pneumatic. With the overall design of the RB, every effort has also been made to keep the overall construction as light as possible without sacrificing strength.

5 Conclusions ... follow on the following pages.

1031381

Claims (9)

A device for blocking a road comprising a frame with a front side and a rear side, a first arm carrying a cover member and pivotally attached to the front side of the frame between a non-blocking position wherein the cover member extends horizontally and a blocking member position in which the cover member and the first arm extend obliquely upwards in the rearward direction from the front of the frame, hinge means for pivoting the first arm between the non-blocking position and the blocking position, the hinge means comprising a second arm that is pivotable attached to the rear of the frame between a passive position where the second arm extends at least partially below the first arm in its non-blocking position and an active position where the second arm extends obliquely upwards and forwards from the rear of the frame frame for supporting the first arm its blocking position. 2. Device as claimed in claim 1, wherein a front free end of the second arm 15 slides along a lower surface of the first arm or of the cover member during pivoting of the second arm between the passive position and the active position, thus the first arm between the non-blocking position and the blocking position hinged. 3. Device as claimed in claim 1 or 2, wherein the first arm and the second arm enclose an angle between 75 and 105 degrees, preferably between 85 and 95 degrees, in their blocking position and their active position, respectively. Device as claimed in claim 1, 2 or 3, wherein the first arm and the second arm are mutually engaged in their blocking position and their active position. Device as claimed in claim 4, wherein the second arm comprises a hook member which engages an opposite part of the first arm in the active position of the second arm and the blocking position of the first arm, an open side of the hook member being rearwardly facing the active position of the second arm. 6. Device as claimed in any of the foregoing claims, wherein an intermediate element is provided which, preferably horizontally, extends between the first arm and the second arm in their blocking position and their active position, respectively. 1 0 3 1 3 8 1 • 43- The device of claim 6, wherein the intermediate member is pivotally attached to the first arm or the second arm and slidably engages a lower surface of the other of the first arm and the second arm. 8. Device as claimed in any of the foregoing claims, wherein the second arm carries a further cover member, which in the non-blocking position of the first arm and the passive position of the second arm is in line with the cover member carried by the first arm. Device as claimed in any of the foregoing claims, wherein the cover member encloses an angle between 30 degrees and 50 degrees with respect to the horizontal in the blocking position of the first arm. 1031381