RU160108U1 - ANTI-BARRIER BARRIER - Google Patents

Abstract

1. An anti-ram barrier containing an arrow with steel ropes located inside, two supports and a counterweight, characterized in that the arrow is made in the form of a truss from closed profiles, pins are located at both ends of the arrow, the arrow shaft is clamped in one of the counterweight nodes, forming with it sliding termination, supports have a vertical groove for fixing the boom from the plane in the lowest position from external influences and a horizontal groove across the width of the pin to organize a passive hook during ramming. 2. The anti-ram barrier according to claim 1, characterized in that the boom is made in the form of a truss from steel closed rectangular profiles. 3. The anti-ram barrier according to claim 1, characterized in that at both ends of the boom there are pins made in the form of cylinders of high-strength steel. 4. The anti-ram barrier according to claim 1, characterized in that inside the upper and lower zones of the truss there are steel ropes that bend around the pins, forming a closed system. The anti-ram barrier according to claim 1, characterized in that the bases of the supports and frames are rigidly mated with blocks of foundation bolts located in the foundation body.

Description

The inventive utility model relates to devices, in particular anti-ram barriers of the barrier type, designed to create a physical obstacle when trying to unauthorized entry of vehicles into the territory or exit from the territory of protected objects of any significance class.

Known anti-ram barrier, containing two supports of metal pipes of different diameters with reinforced concrete welded into them, and a beam made of two channels welded in the form of a box in which pre-tensioned steel cables are mounted. On the hinged support, a beam fixed with a sleeve, two bearings and a locking sleeve, with the possibility of rotation in the horizontal plane. On the castle support it is fixed with the help of the tension unit of the cables and the locking device. In horizontal position, the beam is held by the bracket, consisting of the upper part of the hinge support and two rods connected by an adjusting nut. At the cantilever end of the beam, a tension unit is provided, consisting of two tension devices, four bolts and two end plates, which ensure reliable fixing of the beam in the locking device. If there are steel spikes on two vertical planes, they are closed with a false box, with strips of different colors being applied to its outer part (RF Patent No. 2338830, IPC E01F 13/10, published on November 20, 2008).

The common signs of an anti-ram barrier with the claimed technical solution is the presence of two supports, an arrow and steel ropes.

The known design of the ram barrier has several disadvantages:

- the design is made in such a way that it has anti-ram properties in only one direction of movement of vehicles, which limits the operational capabilities of the device;

- the design has large overall dimensions in terms of, as the beam is rotated in the horizontal plane, which also significantly limits the possibility of using this anti-ram barrier in guarded facilities;

- the design is designed in such a way as to interact only with the front suspension of a heavy vehicle and bring it out of working condition, which implies the inertia of moving large parts of the vehicle beyond the extreme surface of the device, which is unacceptable at railway infrastructure facilities, in particular level crossings.

The closest in constructive solution and technical result achieved to the claimed utility model is an automatic anti-ram barrier (ШАП-L), containing a protective hollow beam with power cables. One end of the beam is equipped with a counterweight and mounted on an axis fixed to the main rack with the possibility of rotation of the beam in a vertical plane, and the free end is made with the possibility of fixing the beam in a horizontal position in the locking mechanism of the receiving rack. Moreover, the bases of both racks are rigidly fixed in the foundation blocks, and the lock mechanism body and the axis of the main rack are connected to additional power cables located vertically and rigidly fixed in the foundation blocks of the respective racks (RF Patent No. 115789, IPC E01F 13/04, publ. 10.05 .2012).

Common signs of an automatic anti-ram barrier (ШАП-L) with the claimed technical solution is the presence of two supports, an arrow, steel ropes and a counterweight.

The disadvantages of the known design of the automatic anti-ram barrier are:

- under the influence of ram ramming by a vehicle, expensive electromechanical devices of the product, such as an electric drive and a locking mechanism also equipped with an electric drive, are subject to destruction, which reduces the reliability of the device in operation and significantly increases the time and material costs for restoration of operability;

- the presence of a locking mechanism with an electric drive on the opposite rack from the main one, involves laying additional cable routes running across the roadway. This entails stopping the movement of vehicles through the blocked passage for the time of installation, and also reduces the reliability of the device in the absence of electricity;

- for operation in winter conditions, electric heating is provided in both stands of the barrier, which leads to significant additional energy costs during operation in the winter period.

The technical problem to which the proposed utility model is aimed is to increase the reliability, maintainability and performance of the device, namely to prevent the large parts of the vehicle from moving beyond the extreme surface of the ram, to ensure the possibility of quick recovery with minimal material costs after ramming a transport means, a significant reduction in energy costs during operation in the winter.

The technical result is achieved by using a combination of design solutions. Namely, due to the fact that the arrow is made in the form of a truss, the shaft of the arrow is clamped in one of the counterweight nodes, forming a sliding seal with it, the pins located at the ends of the arrow and the horizontal grooves located on the supports during ramming form a passive hook.

Further, the claimed technical solution is illustrated by references to figures made in the 3/4 view.

The figure 1 shows a General view of the anti-ram barrier in front.

Figure 2 shows a General view of the rear ram barrier.

The figure 3 shows a General view of the power system of the anti-ram barrier.

Figure 4 shows a fragment of the anti-ram barrier.

Figure 5 shows a fragment of the anti-ram barrier.

The figures show the following positions: 1 - support; 2 - pin; 3 - arrow; 4 - frame; 5 - counterweight; 6 - electric drive; 7 - horizontal groove of the support 1; 8 - steel ropes; 9 - vertical groove of the support 1.

The anti-ram barrier consists of the main (power) and auxiliary structural elements. The main elements provide the required strength and stiffness of the ram barrier under the action of force factors caused by ramming the vehicle. Auxiliary elements are used to pair and provide the required functionality of the main elements.

As shown in FIG. 1, the anti-ram barrier contains supports 1, an arrow 3 made in the form of a truss, at both ends of which there are pins 2, a frame 4, a counterweight 5, an electric drive 6 and a casing (not shown conventionally in the figures).

The auxiliary elements of the anti-ram barrier include an arrow 3, a frame 4, a counterweight 5, an electric drive 6 (Fig. 2) and a casing (not shown conventionally in the figures). The main elements of the ram barrier are steel ropes 8, pins 2 and supports 1 (Fig. 3), forming a single closed power system with a foundation.

Arrow 3 (Fig. 2) is made in the form of a truss from steel closed rectangular profiles. At both ends of the boom 3 are pins 2, made in the form of cylinders of high strength steel. Inside the upper and lower zones of the truss pass steel ropes 8, which bend around the pins 2, forming a closed system (Fig. 3).

The shank of the boom 3 is clamped in one of the nodes of the counterweight 5, forming a sliding seal with it (Fig. 4). The boom 3 and the counterweight 5 are balanced on an axis mounted on the frame 4, with the possibility of moving the boom 3 in a vertical plane using an electric drive 6 (Fig. 4). In the absence of electricity, the anti-ram barrier has the ability to be controlled manually.

Supports 1 are rack-shaped sections of each of which is formed by two twin I-beams (Fig. 5). The bases of the supports 1 and the frame 4 are rigidly mated with blocks of foundation bolts, which in turn are located in the body of the foundation. The supports 1 and the frame 4 have the ability to adjust in the vertical and horizontal plane independently of each other, due to the presence, respectively, of the adjusting nuts and grooves in the base plates (Fig. 5). In the upper part, the supports 1 have a vertical groove 9 (Fig. 3) for fixing the boom 3 from the plane in the lowest position from external influences and a horizontal groove 7 across the width of pin 2 for organizing a passive hook during ramming by a vehicle (Fig. 5 )

The anti-ram barrier is equipped with a protective casing with a locking device that prevents unauthorized access and the influence of precipitation on the electric drive 6, frame 4 and counterweight 5.

The number and diameter of steel ropes 8, as well as the diameter of the pins 2 and the profile number of the I-beams of the supports 1 is determined by calculation and depends on the required resistance of the anti-ram barrier to impact load.

The design of the anti-ram barrier is made in such a way that it has anti-ram properties regardless of the direction of movement (impact) of the vehicle, which expands the operational capabilities of the product.

The operation of the device.

In working condition, the boom 3 is in its lowest position (Fig. 1). During ramming, from the plane of the boom, the upper and lower truss belt are first deformed, making kinematic movements in the vertical grooves 9 of the supports 1, as along the guides, until the pins 2 come into contact with the horizontal grooves 7 located on the supports 1 (Fig. . 5). At the same time, the shaft end of the boom 3 is slipped clamped in one of the counterweight nodes 5 (Fig. 4). After complete kinematic movements by truss belts for the choice of gaps, between the pins 2 located on the boom 3 and the horizontal grooves 7 of the supports 1 (Fig. 5), the profiles of these elements are destroyed, while steel ropes 8 are included in the work of perceiving the shock load located inside them (Fig. 3). Thus, the pins 2 are in a hard hook with the horizontal grooves 7 of the supports 1 (Fig. 5) and the power system of the anti-ram barrier is closed (Fig. 3). Steel ropes 8 through the supports 1 through the pins 2 transmit the shock load to the foundations (Fig. 3). However, due to the fact that the power system and auxiliary elements in the form of a frame 4, a counterweight 5, and an electric drive 6 are decoupled by a sliding seal (Fig. 4), the forces caused by shock loading are not transmitted to them. All this allows you to maintain in an operational state after ramming a vehicle vehicle auxiliary elements of the device. Only arrow 3 of the anti-ram barrier is subject to replacement, which minimizes material costs when the product is put back into operation.

The use of a boom in the form of a truss (Fig. 1) makes it possible to interact with a relatively continuous beam not only with the front suspension of the vehicle, but also with the frame and the cabin, by increasing the width of the interaction zone. This helps to prevent the inertia of large parts of the vehicle beyond the extreme surface of the anti-ram barrier, which expands the possibility of using this product in operating facilities.

In addition, the design of the claimed technical solution consists of power and auxiliary elements kinematically decoupled by a sliding seal (Fig. 4). In this regard, the efforts in the elements of the power system arising as a result of ramming by a vehicle are not transmitted to the auxiliary components of the product, thereby maintaining their operational state. All this increases the maintainability of the device, due to the reduction in the time and amount of work to enter the ram barrier into re-use.

In addition, the design of the claimed technical solution lacks a locking mechanism with an electric drive on the opposite support from the frame, which eliminates the need for additional cable routes, as well as devices for its electrical heating. This reduces the cost of electricity during operation in the winter, simplifies the design and installation, reduces the cost of the device compared with the prototype and analogue.

Claims (5)

1. An anti-ram barrier containing an arrow with steel ropes located inside, two supports and a counterweight, characterized in that the arrow is made in the form of a truss from closed profiles, pins are located at both ends of the arrow, the arrow shaft is clamped in one of the counterweight nodes, forming with it sliding termination, supports have a vertical groove for fixing the boom from the plane in the lowest position from external influences and a horizontal groove across the width of the pin for organizing a passive hook during ramming. 2. The ram barrier according to claim 1, characterized in that the boom is made in the form of a truss from steel closed rectangular profiles. 3. The anti-ram barrier according to claim 1, characterized in that at both ends of the boom there are pins made in the form of cylinders of high-strength steel. 4. The anti-ram barrier according to claim 1, characterized in that inside the upper and lower zones of the truss there are steel ropes that bend around the pins, forming a closed system. 5. The anti-ram barrier according to claim 1, characterized in that the bases of the supports and frames are rigidly mated with blocks of foundation bolts located in the body of the foundation.

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