US20210002836A1 - Security barrier for forcing vehicles to a stop - Google Patents

Security barrier for forcing vehicles to a stop Download PDF

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Publication number
US20210002836A1
US20210002836A1 US16/976,330 US201916976330A US2021002836A1 US 20210002836 A1 US20210002836 A1 US 20210002836A1 US 201916976330 A US201916976330 A US 201916976330A US 2021002836 A1 US2021002836 A1 US 2021002836A1
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United States
Prior art keywords
security barrier
base plate
frame
barrier according
bar
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US16/976,330
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English (en)
Inventor
Michele ANTONIOLI
Luigi Mario BARTOCCI
Jan Eike DROEGE
Hans-Juergen SCHNITZLER
Vanessa Manuela Volkmann
Bernd Erhard WILMSMANN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkmann and Rossbach GmbH and Co KG
Original Assignee
Volkmann and Rossbach GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkmann and Rossbach GmbH and Co KG filed Critical Volkmann and Rossbach GmbH and Co KG
Assigned to VOLKMANN & ROSSBACH GMBH & CO. KG reassignment VOLKMANN & ROSSBACH GMBH & CO. KG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DROEGE, Jan Eike, SCHNITZLER, Hans-Juergen, Volkmann, Vanessa Manuela, WILMSMANN, Bernd Erhard, ANTONIOLI, Michele, BARTOCCI, Luigi Mario
Publication of US20210002836A1 publication Critical patent/US20210002836A1/en
Abandoned legal-status Critical Current

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/12—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions for forcibly arresting or disabling vehicles, e.g. spiked mats
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/02—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions free-standing; portable, e.g. for guarding open manholes ; Portable signs or signals specially adapted for fitting to portable barriers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/003—Individual devices arranged in spaced relationship, e.g. buffer bollards
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands

Definitions

  • the present invention relates to a security barrier for forcing vehicles to a stop, and in particular to a security barrier for preventing vehicles from accessing pedestrian zones or security zones, such as military installations, official or civilian buildings.
  • Modular re-erectable security barriers are already known, which security barriers are conventionally composed of L-shaped elements which can be connected together by transverse elements and may optionally have elements which are designed to damage the tyres and transmission members of the vehicle. Examples of such structures are described in WO2016630886 A1.
  • the spur of the security barrier can have a straight edge.
  • the spur preferably has multiple indentations.
  • the spur can be tapered, that is to say can have an arrowhead-shaped form, or can have the shape of a hook/claw.
  • stiffening structures for example metal reinforcing plates, for the spur can be provided on the security barrier, as a result of which deformation of the spur can be reduced or even eliminated.
  • the vertical bars of the frame can each have a lower vertical portion and an upper inclined portion, wherein the upper portion is inclined towards the hinges.
  • the upper inclined portion is preferably orthogonal with respect to a bar of the load structure, preferably orthogonal with respect to the lower sloping bar.
  • the lower end of the upper inclined portion is preferably connected directly to the lower sloping bar of the load structure.
  • the lower sloping bar of the load structure is likewise connected directly to the upper end of the lower vertical portion.
  • the base plate can have a tyre killer, which can be produced from one or more pointed metal plates.
  • the tyre killer is preferably positioned on the upper surface of the base plate in front of the frame, that is to say on the opposite side of the frame to the load structure.
  • the vehicle can be rendered unfit to drive even before the impact with the frame.
  • the sudden bursting of the front tyres generates a force component coming from the vehicle downwards and towards the base plate, which can have the result that the spur penetrates more deeply and more firmly into the substrate/ground and lifting of the security barrier from the substrate/ground is reduced or prevented.
  • the vehicle penetrates more deeply into the frame.
  • the tyre killer can be provided on the base plate between the load structure. The tyre killer would thus be housed in a protected manner, as a result of which this embodiment would also be safe because passers-by cannot injure themselves on the concealed tyre killer.
  • the base plate can have a front portion which extends forwards from the frame, that is to say in the opposite direction of the frame to the load structure, wherein the length of the front portion is so chosen that it is greater than or equal to a length between the front tyres and the front of a truck.
  • the front portion is preferably at least as long as the frame in its normal position is high.
  • the base plate can preferably be extended so that the length of the front portion can be adapted to requirements.
  • the base plate can preferably be extended telescopically or in a folding manner.
  • auxiliary load structure which preferably corresponds to the lower sloping bars of the load structures, wherein the auxiliary load structure can also be identically connected to the base plate and preferably forms a spur.
  • This auxiliary load structure or multiple such auxiliary load structures can be connected to one another or to the frame by means of longitudinal or transverse members at their end remote from the spur.
  • the base plate can have rubber sheets or rubberised runners on the underside, as a result of which the friction of the base plate is increased and displacement and lifting of the base plate can thus be reduced or prevented.
  • the above object is likewise achieved by a security barrier system having security barriers described herein which are coupled with one another, wherein the coupling can take place by means of multiple transverse bars or transverse members.
  • the coupling can take place by means of multiple transverse bars or transverse members.
  • the security barrier can have elongated holes, preferably vertical elongated holes.
  • the security barrier can have one or more auxiliary load structures arranged in front of it, wherein each structure preferably has an impact member which is preferably pivotably connected to the base plate.
  • a nail structure can preferably protrude from the impact member.
  • the security barrier can have a tyre killer, or vehicle barbed structure, directed towards the base plate.
  • the security barrier can have a tyre killer which is protected by a cover.
  • FIG. 1 is a perspective view of a security barrier according to a first embodiment of the invention
  • FIGS. 1 a and 1 b are perspective views of different spurs of the security barrier of FIG. 1 ;
  • FIGS. 2 and 3 are a side view and a front view of the security barrier of FIG. 1 ;
  • FIG. 4 is a side view of an embodiment of the frame of the security barrier of FIG. 1 ;
  • FIGS. 5 and 6 are side views of embodiments of the base plate of the security barrier of FIG. 1 ;
  • FIG. 7 is a side view of a further embodiment of the base plate of the security barrier of FIG. 1 ;
  • FIGS. 8 and 9 are a rear view and a plan view of a further embodiment of the security barrier of FIG. 1 ;
  • FIG. 10 is a plan view of a base plate of the security barrier of FIG. 8 ;
  • FIGS. 11, 12 and 13 are a perspective view, a side view and a front view of an embodiment of the security barrier of FIG. 1 ;
  • FIGS. 14 and 15 are a perspective view and a side view of an embodiment of the security barrier of FIG. 1 ;
  • FIGS. 16 and 17 are side views of the security barrier 1 at successive points in time following the impact of a vehicle
  • FIGS. 18 and 19 are a plan view and a side elevation of embodiments of two security barriers of FIG. 1 which are located next to one another and coupled with one another;
  • FIGS. 20 and 21 are perspective views of further embodiments of two security barriers which are located next to one another and can be coupled with one another;
  • FIG. 22 is a perspective view of an embodiment of the present invention.
  • FIGS. 23 and 24 are side elevations of further embodiments of the present invention.
  • FIGS. 25 and 26 are a front view and a side elevation of a further embodiment of the present invention.
  • FIG. 27 is a side elevation of a further embodiment of the present invention.
  • FIG. 28 is a perspective view of further embodiments of two security barriers which are located next to one another and can be coupled with one another;
  • FIG. 29 is a perspective view of the tyre killer including a cover of FIG. 28 ;
  • FIG. 30 is a perspective view of an alternative to the tyre killer including a cover of FIGS. 28 and 29 ;
  • FIG. 31 is a perspective view of a further embodiment of the security barrier of FIG. 1 ;
  • FIG. 32 is a side elevation of the security barrier of FIG. 31 ;
  • FIG. 33 is a side elevation of an embodiment of the security barrier of FIGS. 31 and 32 .
  • a security barrier for forcing vehicles to a stop is designated 1 as a whole.
  • the security barrier 1 has substantially the following: a base plate 2 , a front frame 3 which in elevation extends above the base plate 2 , and a pair of lateral load structures 4 which are configured to connect opposite sides of the frame 3 to the base plate 2 according to the description given hereinbelow.
  • the frame 3 consists of a pair of vertical bars 5 , which represent opposite sides of the frame itself, and of a pair of upper and lower transverse bars 6 , 7 , which are connected to the upper ends 8 and the lower ends 9 of the vertical bars 5 (or in the vicinity thereof).
  • the lower ends 9 of the vertical bars 5 lie on the base plate 2 .
  • Each load structure 4 has a lower sloping bar 11 and an upper sloping bar 12 , the respective ends of which are connected to the frame 3 and the opposite ends of which are connected together at a node 13 , so that they form a nose/spur 14 which is configured for contacting the ground outside the base plate 2 .
  • This spur 14 can be of different forms.
  • the spur is a wedge with a straight edge, similar to a nose.
  • FIG. 1 a shows a spur 14 a whose edge has multiple indentations.
  • FIG. 1 b shows a spur 14 b which is tapered, that is to say has an arrowhead-shaped form, or has the shape of a hook/claw.
  • the spur can penetrate more deeply and more firmly into the ground. Furthermore, deformation of the spur can be reduced or even eliminated by corresponding stiffening structures attached to the security barrier, for example by metal reinforcing plates.
  • ground is used here in the general sense of “substrate” and without a limiting function, and that it includes any type of surface and road covering (asphalt, paving, cobbles, gravel, etc.).
  • the lower sloping bar 11 is connected to the associated vertical bar 5 in the vicinity of the lower end 9 , but at a certain distance from the base plate 2 ; the upper sloping bar 12 is connected to the frame 3 at an associated lateral end of the upper transverse bar 6 or, alternatively, at the upper end 8 of the associated vertical bar 5 .
  • the lower sloping bars 11 define associated longitudinal rails 20 , which receive the bolts/pins 21 of corresponding hinges 22 which connect the load structures 4 to associated plate pairs 26 which are fastened to the base plate 2 on both sides of each load structure 4 .
  • the pins 21 of the hinges 22 define a hinge axis A about which the frame 3 and the associated load structures 4 are able to rotate relative to the base plate 2 .
  • An embodiment of the frame 3 shown in FIG. 4 provides that the vertical bars each have a lower vertical portion 5 a and an upper inclined portion 5 b , wherein the upper portion 5 b is inclined towards the hinges 22 .
  • the upper inclined portion 5 b is preferably orthogonal with respect to a bar of the load structure 4 , preferably orthogonal with respect to the lower sloping bar 11 .
  • the lower end of the upper inclined portion 5 b is preferably connected directly to the lower sloping bar 11 of the load structure 4 .
  • the lower sloping bar 11 of the load structure 4 is likewise connected directly to the upper end of the lower vertical portion 5 a .
  • the spur 14 can penetrate even more deeply and more firmly into the substrate/ground.
  • lifting of the security barrier 1 can be reduced. Such lifting can occur if the vehicle that strikes the security barrier 1 pushes against the upper transverse bar 6 from beneath with its windscreen and/or A-pillar.
  • the base plate 2 is advantageously made of steel and provided with a lower surface with increased friction, preferably with a higher friction than an upper surface of the base plate 2 , which lower surface is configured to ensure greater adhesion to the ground in the event of an impact.
  • the base plate 2 can be provided with a rubber coating having increased resistance, for example HNBR, or with special coatings, or it can have surface features (for example elevations or teeth) which increase its adhesion to the ground.
  • An embodiment of the base plate 2 with rubber mats/rubberised runners 29 is shown in FIGS. 8 and 10 .
  • a base plate 2 shown in FIGS. 5 and 6 additionally has a so-called tyre killer 27 on the upper surface, which tyre killer is in most cases produced from one or more pointed metal plates and is provided for suddenly letting the air out of vehicle tyres by puncturing them.
  • this tyre killer 27 is positioned on the upper surface of the base plate 2 in front of the frame 3 , that is to say on the opposite side of the frame 3 to the bad structure 4 .
  • the vehicle can be rendered unfit for driving even before the impact with the frame 3 .
  • the sudden bursting of the front tyres generates a force component coming from the vehicle downwards and towards the base plate 2 , which can have the result that the spur 14 penetrates more deeply and more firmly into the substrate/ground and lifting of the security barrier 1 from the substrate/ground is reduced or prevented.
  • the tyre killer 27 according to the embodiment in FIG. 6 can also be provided on the base plate 2 between the load structure 4 .
  • the tyre killer 27 would be housed in a protected manner and capable of letting the air out of tyres of a vehicle that is already penetrating or has already penetrated the frame 3 , as a result of which the above-mentioned downwardly directed force component would be generated even closer to the spur 14 .
  • this embodiment is also safer, since passers-by cannot injure themselves on the concealed tyre killer.
  • An embodiment of the base plate 2 shown in FIG. 7 has a front portion 2 a which extends forwards from the frame 3 , that is to say in the opposite direction of the frame 3 to the load structure 4 , wherein the length of the front portion 2 a is so chosen that it is greater than or equal to a length between the front tyres and the front of a truck that is to be stopped.
  • the front portion 2 a is preferably at least as long as the frame 3 in its normal position is high.
  • the base plate 2 can preferably be extended, so that the length of the front portion 2 a can be adapted to requirements.
  • the base plate 2 can preferably be extended telescopically or in a folding manner.
  • the base plate 2 has recesses 23 in the region of the spurs 14 , so that the spurs 14 are able to contact the ground without interfering with the actual base plate 2 .
  • the height of the frame 3 is preferably such that the upper transverse bars 6 are positioned above the front part of a car or truck.
  • FIGS. 11, 12 and 13 An embodiment of the security barrier 1 shown in FIGS. 11, 12 and 13 provides that there is provided between the load structures 4 at least one additional auxiliary load structure 28 —two are shown—which corresponds to the lower sloping bars 11 of the load structures 4 , wherein it is also identically connected to the base plate 2 and forms only the spur 14 alone.
  • This auxiliary load structure 28 or multiple such auxiliary load structures 28 can be connected to one another or to the frame 3 at their end remote from the spur 14 by means of longitudinal or transverse members (not shown).
  • the efficiency of the security barrier 1 can be increased, since it is possible to damage the vehicle radiator, which increases the likelihood of the vehicle being unfit to drive.
  • the frame 3 has a lower transverse bar 7 a which is spaced apart from the base plate 2 in the normal position of the security barrier 1 shown.
  • the lower ends 9 of the vertical bars 5 lie on the base plate 2 .
  • the functioning of the security barrier 1 is as follows.
  • the security barrier 1 In the event of an impact, the security barrier 1 is exposed to an impact force against the frame 3 and at the same time to the weight of the vehicle, which causes the base plate 2 to adhere to the ground. As a result of the impact and the friction between the base plate 2 and the ground caused by the weight of the vehicle, the frame 3 tends to be displaced in the direction of movement of the vehicle, which causes the pins 21 and the associated rails 20 to slide relative to one another ( FIG. 16 ).
  • the front part of the vehicle remains jammed beneath the upper transverse bar 6 and is thus immobilised without destructive effects on the vehicle and the resulting protrusion of parts into the surrounding area; the upper transverse bar 6 can also effectively stop vehicles with a higher and shorter front part, such as delivery vehicles and trucks.
  • FIGS. 18 and 19 show two security barriers 1 which are located next to one another and coupled with one another.
  • the coupling is carried out by means of a plurality of transverse or threaded rods 24 , which are mounted via corresponding bores in the upper sloping bars 12 and next to which the two security barriers 1 are located.
  • Two or more security barriers 1 can be coupled with one another depending on the requirements of the width of the passageway to be protected.
  • the coupling can also take place by means of transverse members 24 a and 24 b which are mounted in or on the upper or lower transverse bar 6 , 7 of the frame 3 .
  • the transverse bars are thereby preferably tubes or U-shaped profiles.
  • FIGS. 22, 23 and 24 show further embodiments of the present invention.
  • a bicycle rack 30 is integrated into the security barrier 1 , which bicycle rack consists of pairs of convexly curved, mutually parallel bars 31 which are fastened at the top to a transverse bar 32 , which is rotatably connected to respective intermediate zones of the upper sloping bars 12 , and at the bottom to a transverse bar 33 which lies on the base plate 2 .
  • Each pair of bars 31 is configured to form a housing for a wheel of a bicycle ( FIG. 22 ).
  • the security barrier can advantageously be encased in an external enclosure 34 , for example made of wood, and thus represent an urban design element.
  • the security barrier 1 has an integral gabion 35 , which is advantageously produced from a deformable metal mesh which is filled with stones or another heavy material in order to increase the mass of the security barrier 1 and thereby further reduce the stopping space.
  • the gabion advantageously has a cover which is open or connected to the side walls by a connection which breaks in the event of an impact of a vehicle, so that the inclination of the gabion 35 causes at least some of the material to be discharged as a result of the impact, so that a “stop bed” is formed, in case a vehicle of large mass, for example a loaded truck being driven at high speed, is able to pull the security barrier 1 out and overcome it, or in case multiple hostile vehicles attempt to penetrate.
  • the security barrier 1 has a tank 36 , which is advantageously likewise made of breakable material, so that the mass is increased but the kinematic behaviour of the security barrier 1 is not changed.
  • the tank can be filled with a foam, a viscous liquid or also so-called tyre killer needles with multiple points.
  • FIGS. 25 and 26 show an embodiment of the present invention which is designated overall with the number 40 and which differs from the embodiment shown hereinbefore by the fact that there extend forward from the upper corners of the frame 3 associated compression struts 41 which may optionally be upwardly inclined and the ends of which are in turn connected by a transverse bar 42 which is preferably provided with a pointed lower edge which has the function of a nose which is configured to penetrate the front part of the vehicle following the impact.
  • the compression struts 41 are an extension of the upper sloping bars 12 upwards; according to an alternative embodiment, not shown, the compression struts can be formed from horizontal bars which are fastened to the ends of the upper transverse bar 6 or to the upper ends of the vertical bars 5 .
  • the functioning of the security barrier 40 is substantially identical to the preceding description; the presence of the further transverse bar 42 is advantageous for stopping vehicles with large dimensions, such as delivery vehicles and trucks.
  • FIG. 27 shows a security barrier 50 according to a further embodiment of the present invention.
  • the security barrier 50 differs from the preceding security barriers 1 , 40 by the fact that it has two hinges 22 a , 22 b for each load structure 4 instead of a single hinge 22 according to the preceding embodiments, having associated pins 21 which slide inside the rail 20 and have associated mutually parallel axes A, B.
  • the frame 3 is initially raised with respect to the base plate 2 , that is to say it is spaced apart from the base plate 2 , preferably by a distance at which the frame 3 covers, preferably completely, the hinges 22 a , 22 b in a direction parallel to the base plate, further preferably at a distance greater than 0 mm and less than the shortest distance from the base plate 2 to the next hinge 22 b or pin 21 .
  • the load structures 4 are forced by the pins 21 to move in the direction of the rail 20 , and the spurs 14 are therefore necessarily driven into the ground.
  • FIG. 28 further embodiments of security barriers 50 are shown.
  • the two security barriers 50 shown which are located next to one another and coupled with one another, are coupled by means of a plurality of transverse or threaded bars 24 a , which are mounted via corresponding bores 24 c in the vertical bars 5 .
  • the coupling can likewise take place by means of transverse or threaded bars (not shown) via vertical elongated bores 24 d , which are preferably arranged at regular intervals along the upper sloping bars 12 .
  • Such elongated bores can alternatively or additionally be provided for the vertical bars 5 (not shown). In this manner, a simple height compensation between two security barriers 50 that are to be coupled can be achieved. For example, if one of the security barriers 50 is located on the roadway and the other security barrier 50 is located on a higher footpath.
  • forward auxiliary load structures 43 are provided, which auxiliary load structures are connected to the base plate 2 in front of the frame 3 , that is to say on the opposite side of the frame 3 to the load structure 4 .
  • the auxiliary load structures are arranged at regular intervals from one another and along the frame 3 , from which they are spaced apart.
  • the forward auxiliary load structures 43 have the function of utilising the energy of an impacting vehicle to fix the base plate 2 and thus the security barrier 50 more firmly to the substrate/ground.
  • a forward auxiliary load structure 43 has a receiver 44 which is articulated with the base plate 2 and on which an impact member 45 is pivotably mounted at one end with respect to the base plate 2 .
  • This impact member 45 preferably in the form of a C-shaped profile which is open towards the frame 3 , is held in its normal position, here substantially perpendicularly to the base plate 2 , by means of a bar 46 , which is preferably inclined by 45° relative to the base plate 2 .
  • the bar 46 is articulated at one end with the impact member 45 , close to the other end of the impact member 45 .
  • the opposite free end 47 (see FIG. 32 or 33 ) of the bar 46 is guided in an open guide 48 through the base plate 2 and lies with its structure configured as a spur on the substrate/ground.
  • the guide 48 has an elongated hole in the base plate 2 , via which an obliquely welded-on tube is arranged.
  • the forward auxiliary load structure 43 will be described in greater detail hereinbelow within the context of further embodiments with reference to FIGS. 31 to 33 .
  • tyre killer 27 a projects downwards from the upper transverse bar 6 in the direction towards the base plate 2 . This has the purpose in particular that the vehicle cannot detach itself from the security barrier 50 again following a collision or an impact. The tyre killer 27 a thereby engages into the body, in particular into the bonnet and/or A-pillar, of the impacting vehicle. For this reason, this tyre killer 27 a can be referred to as a vehicle barbed structure 27 a , which prevents the vehicle that has penetrated the frame 3 from being detached or freed from the security barrier 50 in an opposite direction of the frame 3 to the load structure 4 .
  • a further embodiment of the tyre killer 27 b provides that the tyre killer is positioned on the upper surface of the base plate 2 in front of the frame 3 , that is to say on the opposite side of the frame 3 to the load structure 4 , and that it is protected from above by means of a cover 49 .
  • This cover 49 can extend away from the lower transverse bar 7 and can preferably be made of sheet metal.
  • the tyre killer 27 b made of sheet metal here has a triangular shape, wherein the hypotenuse points away from both the base plate 2 and the frame 3 .
  • FIG. 29 shows the last-mentioned tyre killer 27 b including the cover 49 , wherein the tyre killer 27 b is formed of multiple of the triangular metal plates described above, which are all arranged at regular intervals on the base plate 2 , preferably along the transverse bar 7 and also at a specific distance therefrom.
  • FIG. 30 shows an alternative tyre killer 27 c , the point of which does not point away from the frame 3 , as in FIGS. 28 and 29 , but towards the frame 3 .
  • the cover 49 can be made smaller.
  • the tyre killer 27 c is likewise formed of multiple of the triangular metal plates described above, which have a triangular shape, wherein the hypotenuse points away from base plate 2 but towards the frame 3 , and all of which are arranged at regular intervals on the base plate 2 , preferably along the lower transverse bar 7 and connected directly thereto.
  • the described embodiments of the tyre killer 27 a,b,c can be combined with one another as desired.
  • the upper tyre killer 27 a can be combined with one or both of the lower tyre killers 27 b , 27 c.
  • FIG. 31 shows a further embodiment of a security barrier 60 which, in addition to the last-described security barrier 50 , has a nail structure 46 a which protrudes from the impact member 45 on an opposite side of impact member 45 to the receiver 48 .
  • This nail structure 46 a is cylindrical and tapers at its free end.
  • the forward auxiliary load structure 43 a thereby formed ensures that the vehicle, preferably the bumper thereof, is fixed to the forward auxiliary load structure 43 a by means of the nail structure 46 a .
  • the bar 46 together with the spur 47 is then pushed into the substrate/ground.
  • the bar 46 is so designed that it bends or breaks as a result of the kinetic energy of the vehicle and releases the impact member 45 , which is then able to pivot by means of the receiver 44 towards the base plate 2 in order to allow the vehicle oriented towards the frame 3 to penetrate further into the security barrier 60 .
  • the vehicle thereby remains connected to the nail structure 46 a , as a result of which the pressure on the base plate 2 also increases and lifting of the security barrier 60 can be prevented.
  • FIG. 32 shows in the side elevation of the security barrier 60 of FIG. 31 that the bar 46 and the nail structure 46 a are in one piece.
  • FIG. 33 shows in the side elevation of an alternative embodiment that the bar 46 and the nail structure 46 a are in two parts, which has the advantage that the components of the forward auxiliary load structure 43 a can more easily be detached from one another in the event of overload.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Superstructure Of Vehicle (AREA)
US16/976,330 2018-02-27 2019-02-26 Security barrier for forcing vehicles to a stop Abandoned US20210002836A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
IT102018000003101A IT201800003101A1 (it) 2018-02-27 2018-02-27 Barriera di sicurezza per l'arresto forzato di veicoli
IT102018000003101 2018-02-27
PCT/EP2019/054702 WO2019166419A1 (de) 2018-02-27 2019-02-26 Sicherheitsbarriere für den erzwungenen stillstand von fahrzeugen

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US20210002836A1 true US20210002836A1 (en) 2021-01-07

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Application Number Title Priority Date Filing Date
US16/976,330 Abandoned US20210002836A1 (en) 2018-02-27 2019-02-26 Security barrier for forcing vehicles to a stop

Country Status (7)

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US (1) US20210002836A1 (de)
EP (1) EP3759282B1 (de)
AU (1) AU2019228645A1 (de)
BR (1) BR112020017414A2 (de)
IL (1) IL276657A (de)
IT (1) IT201800003101A1 (de)
WO (1) WO2019166419A1 (de)

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CN115404804A (zh) * 2022-09-02 2022-11-29 湖南金宝涟交通设施工程股份有限公司 一种撞击导向式高速护栏

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DE102019007974A1 (de) * 2019-11-18 2021-05-20 Volkmann & Rossbach Gmbh & Co. Kg Barriere zur Absperrung oder Begrenzung von Bereichen
DE102019008254A1 (de) * 2019-11-27 2021-05-27 Volkmann & Rossbach Gmbh & Co Kg Sicherheitsbarrierensystem, Sicherheitsbarrierensystemanordnung und ein damit ausgestattetes System
CN112593767B (zh) * 2020-11-26 2021-12-10 中核华辰工程管理有限公司 一种建筑施工用防护装置

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