WO2011062479A2

WO2011062479A2 - Barrier device

Info

Publication number: WO2011062479A2
Application number: PCT/NL2010/000033
Authority: WO
Inventors: Johannes Wilhelmus Thomas Oosterwaal
Original assignee: Johannes Wilhelmus Thomas Oosterwaal
Priority date: 2009-10-26
Filing date: 2010-03-01
Publication date: 2011-05-26
Also published as: NL1037418C2; EP2494110A2; WO2011062479A3

Abstract

A barrier device (1) comprises a frame (2), for rigid attachment to a floor (3), and a four-armed wheel (10), mounted rotatably in the frame (2). The wheel (10) comprises four mutually perpendicular arms (12) mounted in a common plane perpendicular to a common rotation axis (11). The rotation axis (11) is horizontal, and lies just below a floor surface (4).

Description

Title: Barrier device

The present invention relates in general to barrier posts, intended for 'protecting against cars, and also

indicated as "bollard". Such posts are known per se, for different circumstances, and the requirements set to such posts depend among other things from the circumstances. Posts may be intended only for stopping slowly driving cars, for instance in order to prevent that cars are parked at a certain location. Further, such posts can be classified in different categories depending on whether they are permanently

operational or can be taken out of operation temporarily. For instance, such anti-parking posts can be taken away or hinged down by an owner so that this owner himself can park on this location, while permanent anti-parking posts are anchored in the ground. However, posts can also be intended for stopping fast-driving cars, for instance in order to prevent that an attack is made with a car or even a truck on a store, or in order to prevent that a car drives behind a bus into a

forbidden zone: obviously, such posts are implemented in a much more stronger manner.

However, in all these cases it may happen that a car driver drives against such post by accident. Depending on the implementation of the post and the speed of the car, more or less damage is done to the car concerned, while also the post is usually damaged and it takes relatively much effort, time and money to bring the post back in a normal "stand by" condition .

It is a general objective of the present invention to offer a solution for said problems. More in particular, the present invention aims to provide a barrier post which on the one hand is capable to act as anti-burglary post and is thus capable of effectively stopping fast-driving cars, while on the other hand the damage cost to a car is limited, while furthermore it is relatively easy to bring back the post into its normal "stand by" condition after an incident. To this end, the present invention provides a barrier device comprising a wheel, consisting of four arms mounted mutually perpendicular and in a common plane perpendicular to a common rotation axis. The wheel is mounted in a frame arranged in the ground, for instance poured into concrete, wherein the rotation axis lies just below ground surface. In a normal "stand by" condition, one of the arms is vertical: in this case, this arm acts as barrier post. If a car drives against this arm, the wheel rotates and this arm moves along with the car, while one of the horizontal arms is lifted and bumps against the bottom side of the car: now the wheel can not rotate further, and the car is stopped by the vertical arm which is now having an oblique orientation. In the case of low speeds, hardly or no damage is caused. In the case of larger speeds, the car presses on, but then the horizontal arm is also lifted further, causing the car to be literally lifted from the ground so that the car is strongly decelerated.

Eventually, the car comes to a stop on the wheel and can not be moved forwards or backwards anymore. It may be necessary to hoist the car from the wheel, but nevertheless the amount of damage to the car is small. Further, in both cases, there will be hardly or no damage to the wheel, and usually this can be rotated back to its "stand by" position by hand. These and other aspects, features and advantages of the present invention will be further clarified by the following description with reference to the drawings, in which same numerals indicate same or similar parts, in which indications "under/above", "higher/lower", "left/right" et cetera only relate to the orientation shown in the drawings, and in which: figure 1 schematically illustrates the operation of a barrier device proposed by the present invention;

figure 2A is a perspective view schematically showing the design of an exemplary embodiment of a barrier device proposed by the present invention;

figure 2B is a view comparable to figure 2A of the barrier device in taken apart condition;

figure 2C is a perspective view showing an other embodiment of the frame in a partially opened condition; figure 3 is a view comparable to figure 1 illustrating a preferred embodiment;

figures 4A-4C schematically illustrate a modular embodiment; figure 5 illustrates a detail;

figures 6A-6D schematically illustrate the operational

principle of a mobile barrier device proposed by the present invention;

figure 7A illustrates more details of a hinge design;

figure 7B schematically shows a cross section of a package of arms;

figures 8A-8D in a graphical manner illustrate the operation of the mobile device;

figure 9 illustrates a further inventive detail;

figures lOA-lOC illustrate a preferred embodiment of a mobile modular bollard according to the present invention.

Figure 1 schematically illustrates the operation of the barrier device proposed by the present invention. Indicated by reference numeral 1. The device 1 comprises a frame 2, firmly arranged in a ground 3, as well as a four-armed wheel 10, rotatably mounted in the frame 2. More particularly, the frame 2 may be poured into concrete or the like, but this is not shown for sake of simplicity. The wheel 10 comprises four arms 12 mounted mutually perpendicular and in a common plane perpendicular to a common rotation axis 11. The rotation axis 11 is horizontal, and lies just below the ground surface 4. The material of the arms 12 is not essential, but may for instance be wood or metal .

The upper picture of figure 1 shows the barrier device 1 in a normal "stand by" condition, wherein one of the arms is vertical: this arm, indicated as 12A, then acts as barrier post. If a car drives against this arm 12A, the wheel 10 rotates and this arm 12A moves along with the car, as shown in the second picture in figure 1. The horizontal arm that is directed towards the car against the driving direction, indicated as 12B, is lifted in the process and bumps against the lower side of the car: the wheel 10 can now not rotate any further, and the car is stopped by the vertical arm 12A now standing in a oblique position. In the case of small speeds, little or no damage is caused.

In the case of larger speeds, the car presses on, but then the horizontal arm 12B is also lifted further, causing the car to be literally lifted from the ground and strongly reducing the speed of the car. Eventually, the car comes to a standstill on the wheel and can not be moved forwards or backwards anymore. While it is true that it now may be

necessary to hoist the car from the wheel, the amount of damage caused to the car is nevertheless relatively small, particularly in comparison to the known rigid posts of

concrete or metal. Further, in both cases, there will be little or no damage to the wheel 10, and this can usually be rotated back to its "stand by" position by hand.

The third and fourth pictures in figure 1 illustrate furthermore that, depending on the original speed of the car concerned as well of the mass thereof, the car drives on further "on" the wheel 10 and eventually ends up on the third arm 12C or the fourth arm 12D.

Although not essential in principle, the four arms 12 preferably have mutually identical lengths.

Figure 2A is a perspective view schematically showing the design of an exemplary embodiment of the device 1, and figure 2B is a comparable view in taken-apart condition.

In figure 2B it can been seen that the wheel 10 has two axle projections 13 opposite each other, perpendicular to the plane of the arms 12, rotatably accommodated in bearing bushes 23 of the frame 2. The frame 2 basically comprises a

rectangular ground frame 21 with two respective triangular supports 22 carrying the respective bearing bushes 23. The precise constructive shape of the frame 2 is not essential; it is important that the frame 2 with the bearing bushes 23 is strong enough, and is anchored to the ground_sufficiently strongly, so that the wheel 10 is held in the frame 2 in the case of a car or truck driving against it.

Figure 2C is a perspective view showing another

embodiment of the frame 2 in a partially opened condition. In this case, the frame is formed as a flat box with a semi circular contour. The box-shaped frame comprises two plate- shaped side walls 81, 82, mutually parallel and directed vertically, with a semi-circular contour, of which the mutual distance is larger than the width of the arms 12 and of which the radius is larger than the length of the arms 12. At their peripheral edge, the side walls are connected to each other by a bottom plate 83, which is consequently bent in the shape of half a circle. An advantage of this embodiment is that it can easily be placed by digging a small trench in the ground. If desired, the stability can be increased by having the width of the bottom plate 83 be larger than the mutual distance between the side walls 81, 82, so that the bottom plate 83 extends outside the side walls 81, 82 and thus forms a flange

extending into the ground.

The device 1 further preferably comprises a window 24, fixed to the frame 2 by supports 25, and in the operative condition located at the same height as the ground surface 4. The vertical distance between the window 24 and the rotation axis 11, indicated by D in figure 2B, is equal to half the height of the horizontal arms 12B, 12D, so that in the stand by condition the upper surface of these horizontal 12B, 12D is flush with the window 24 and thus with the ground surface 4. The window 24 has an internal length which is only a little larger than the distance between the ends of the horizontal arms 12B, 12D, and an internal width which is only little larger than the horizontal size of the horizontal arms 12B, 12D, so that the window tightly encompasses the arms. In the figures 12A and 12B, the arms 12 are shown with a circular round cross section, but preferably in any case the horizontal arms 12B, 12D have a flat upper surface, for instance a rectangular or D-shaped cross section: in that case, the floor surface around the vertical post 12B can be walked on without the danger that someone steps in a recess and hurts himself.

Figure 3 is a view comparable to figure 1 illustrating an exemplary embodiment in which the arm 12A directed vertically upwards is axially displaceable and can be lowered into the opposite arm 12C directed vertically downwards. The passage blocked by the device 1 can thus be released in the sense that vehicles can pass the device 1 without hindrance when the barrier post 12A is lowered. T/NL2010/000033

Figures 4A-4C schematically illustrate a modular

embodiment of the wheel 10, wherein the two mutually opposite horizontal arms 12B and 12D form an horizontal unit 41 (figure 4A) and the two mutually opposite vertical arms 12A and 12C form a vertical unit 42 (figure 4B) . The lower arm 12C of the vertical unit 42 preferably has a square or a rectangular cross section, and the upper arm 12A preferably has a round cross section. In an embodiment variation, the upper arm 12A is welded to the lower arm 12C, while in another embodiment variation the lower arm 12C has an internal space 45 while the upper arm 12A is axially displaceable and can be moved down in order to be accommodated into the lower arm 12C. This vertical axial displacement can be effected by a piston/cylinder combination 46 arranged in the space 45, as shown, or for instance by a screw spindle or the like. The two embodiment variations are mutually interchangeable. The horizontal unit 41 is formed as a rectangular or. square, hollow or solid metal tube, with a rectangular or square hole 44 in the middle into which the lower arm 12C of the vertical unit 42 fits. At its lower side, the horizontal unit 41 is provided with two mounting flanges 43 opposite each other (the figure only shows one) provided with slotted holes 47. The lower arm 12C of the vertical unit 42 is, at two side walls opposite each other, provided with two mutually parallel, horizontal bushes 48, welded to the lower arm 12C. When the vertical unit 42 in a correct manner has been placed into the said hole 44, the horizontal bushes 48 are aligned with the slotted holes 47. Bolts can now be put through the slots 47 and the bushes 48, onto which respective nuts are to be screwed, in order to fixate the vertical unit 42 with respect to the horizontal unit 41, but this is not shown for sake of simplicity.

Instead of slots 47 it is also possible that circular- round holes are used, with a diameter only slightly larger than the diameter of said bolts. In that case, the

longitudinal axis of the vertical unit 42 can only take one single position with respect to the longitudinal axis of the horizontal unit 41, namely perpendicular. By using said slots, however, it is possible that the angle between the longitudinal axis of the vertical unit 42 is varied within a certain range with respect to the longitudinal axis of the horizontal unit 41. In this way it is possible to adapt this angle to an angle of slope of the ground surface 4, so that the window 42 and the longitudinal axis of the horizontal unit 41 are parallel to the ground surface 4 while the longitudinal axis of the vertical unit 42 nevertheless is directed exactly vertical. For sake of surveyability, the axle projections 13 perpendicular to the side face 14 of the horizontal unit 41 are not shown in figure 4A. Figure 2B shows that these axle projections 13, in an embodiment, can have a circular-round cross section, in circular-round bearing bushes 23. Figure 5 schematically shows a side view of a preferred embodiment of the bearing design, wherein the rotation axis 11 is

perpendicular to the plane of drawing. A seat 50 is attached to the frame legs 22, preferably welded, with a substantially U-shaped cross section, in this example with a horizontal bottom 51 and vertical side walls 52, wherein the upper ends of the side walls 52 are provided with flanges 53. An

intermediate piece 60 is placed in the seat 50, with a

horizontal bottom 61, vertical side walls 62, and a horizontal upper plate 63 with end parts 64 extending beyond the side walls 62 and acting as flanges. The bottom 61, side walls 62 and upper plate 63 surround an inner space 65. In the

operational condition, the flanges 53 and 64 are screwed to each other.

Figure 5 also shows the round axle projection 13, which is located in the inner space 65 with play; this play is shown exaggeratedly large for sake of clarity.

The design of a seat 50 that is open at its upper side, and an intermediate piece fitting in the seat 50 that

surrounds the axle 13 and can be fixed to the seat, has an advantage that mounting and disassembling of the wheel 10 in the frame 2 can be effected relatively easily by fixing the said flanges 53, 64 to each other or to take them apart:

together with the intermediate piece 60 the wheel can be placed into the seat 50 or taken away from the seat 50 by a vertical displacement.

A positioning member is attached to the axle projection 13, comprising a house 71 and a pin 72 displaceable mounted in this house. The direction of displacement of the pin 72 is perpendicular to the rotation axis 11. A spring 73 is

accommodated in the house 71, forcing the pin 72 outwards. When the wheel 10 rotates, the axle 13 rotates in the

intermediate piece 60 wherein always the pin is pushed out of the house 71 so that it always abuts against the inner surface of the space 65. The pin 72 reaches its most extreme pushed outwards position when it is located in a corner of the inner space 65, as shown in the figure; this position corresponds to the stand by position of the wheel 10, wherein the first arm 12A is directed vertically. In order to rotate the wheel 10 out of this position, the pin 72 must be pushed into the house 71, against the spring force of the spring 73. Thus, the wheel 10 resists this rotation. Small transverse forces on the wheel 10 are not sufficient to rotate the wheel out of the stand by position, and conversely it is relatively easy to rotate a wheel back to its stand by position whenever it has been rotated away from its stand by position.

The device described in the above is intended for being fixedly mounted on a fixed location, submerged in the ground. However, 'situations are conceivable wherein there is a

temporary need for a barrier device, for instance for

temporarily closing down a street. One may for instance think of an event organised on the public road, or a traffic

control, or the like. In such case, there is a need for a mobile device that can be placed on the road temporarily without the necessity of breaking open the road or damaging the road in any other way, and which can relatively easily be brought from a ready position to a passing position and vice versa. The present invention also provides a barrier device meeting these objectives.

In the following, the barrier device will be simply indicated by the English phrase "bollard". Figures 6A-6D schematically illustrate the operational principle of a mobile bollard 100 proposed by the present invention. This bollard comprises a frame 101 for placement on a floor such as a road surface. Preferably, the frame 101 is made of metal. The mobile bollard 100 further comprises a first arm 110 with a hinge end 111 (left in the figure) and a free end 112 (right in the figure) . The mobile bollard 100 further comprises a second arm 120 with a hinge end 121 (left in the figure) and a free end 122 (right in the figure) . The hinge end 121 of the second arm 120 is hinged to the hinge end 111 of the first arm 110, which in turn is hinged to the frame 101, wherein the hinge axes are mutually parallel and

substantially perpendicular to the longitudinal directions of the arms 110, 120.

Figure 6A is a schematic top view of an embodiment of the mobile bollard 100, wherein the frame 101 comprises a polygon formed by beams 102 and extending in a horizontal plane (with a relatively large ground surface for increasing the

stability) , as well as a central support beam 103 to which the hinge end 111 of the first arm 110 is attached. At its upper side, the frame can be provided with a horizontal cover plate, so that a car can drive on this plate and can thus firmly press the bollard onto the ground.

Figure 6B is a schematic side view showing the bollard 100 in a passing position, wherein the arms 110 and 120 are mutually parallel and lie horizontally, resting either on the frame or on the ground. The total height of the bollard 100 in this condition is small, for instance in the order of about 10 cm, so that a car can drive over it without problems. It is noted that the arms 110, 120 and the frame 101 are shown above each other for sake of simplicity, but in a preferred

embodiment the arms 110, 120 are made of profiles with a U- shaped contour, and also the frame 101 comprises a gutter with a U-shaped contour which, in the passing position, can lie nested into each other so that the whole only has a small height .

Figure 6C shows the bollard 100 in a ready position, wherein the second arm 120 is hinged up (counter clockwise) with respect to the first arm 110, and is abutting a stop defined by the first arm 110, dimensioned in such a way that the second arm 120 in this ready position is directed

substantially vertically. In a simple embodiment, this stop may be defined in that the hinge axis of the second arm 120, indicated by 123 in the figures, is located at a short

distance from the lower corner of the hinge end 121 of the second arm 120.

When now a car approaches from the right and drives against the second arm 120 which is hinged up, the second arm 120 is forced to move to the left, and in the process it presses against the stop on the first arm 110, so that the combination of second arm 120 and first arm 110 hinges to the left, wherein the free end 112 of the first arm 110 is lifted (as shown in figure 6D) and lifts the car. In a comparable manner as discussed in the above for the fixed, built-in bollard. Thus, the first arm 110 has the function of lifting arm and the second arm 120 has the function of control lever controlling the lifting arm.

It may be clear that the advantages of small damage and simple repair of the bollard, as discussed in the above, also apply for this embodiment.

The first arm 110 hinges up (counter clockwise) until it abuts a stop defined by the frame 101, which is dimensioned in such a way that the first arm 110 in this final position is directed substantially vertically; in this position, a vehicle to be stopped is lifted as high as possible. In a simple embodiment, this stop can be defined by the fact that the hinge axis of the first arm 110, indicated by 113 in the figures, is located at a short distance from the lower corner of the hinge end 111 of the first arm 110.

In order to facilitate lifting of an approaching car, the bollard 100 may have multiple arms. Figure 7A illustrates, in taken apart condition, an embodiment with five arms, which, with respect to the embodiment of figure 6, is extended by adding a third arm 130 hinged to the second arm 120, a fourth arm 140 hinged to the third arm 130, and a fifth arm 150 hinged to the fourth arm 140. It may be clear that the number of arms can be extended further, but an embodiment with three or four arms also belongs to the invention. As seen from the frame 101, it is always the last arm (in this case the fifth arm 150) that in a ready position is standing straight and has the function of lever arm; all next arms are lifting arms . Each arm can freely hinge from its horizontal position to a substantially vertical position over a certain angle of about 90°, and takes along its successor when hinging further. In that case, it is advantageous if, going from the lever arm to the frame 101, each next arm always has a length larger than the length of its predecessor in order to thus always lift a car further, as schematically illustrated in figures 8A-8E.

Figure 7A illustrates more details of a possible

embodiment of the hinge design. In figure 7 the frame 101 is only schematically shown as a plate. Two hinge bushes 106 and 107 are attached to the frame 101, for instance by welding, aligned with each other and at some axial distance from each other. In cross section, the first arm 110 has a U-shape with a bottom 113 and two side walls 114. A hinge bush 115 is attached to the hinge end 111 of the first arm 110, for instance by welding, approximately at the level of the bottom 113. In mounted condition, the hinge bush 115 of the first arm 110 is located in between the two hinge bushes 106 and 107 of the frame 101 and a hinge pin (not shown for sake of

simplicity) is arranged there through.

In cross section, the second arm 120 has a U-shape, with a bottom 123 and side walls 124. Hinge holes 116 are arranged in the side walls 114 of the first arm 110, aligned to each other and close to the bottom 113. The hinge holes 116 are located at short horizontal distance from the hinge end 110, this distance being slightly larger than the height of the side walls 124 of the second arm 120. A hinge bush 125 is attached to the hinge end 121 of the second arm 120, for instance by welding, approximately at the level of the bottom 123. In the mounted condition, the hinge bush 125 of the second arm 120 is aligned with the hinge holes 116 of the first arm 110, and a hinge pin (not shown for sake of

simplicity) is arranged there through.

The third arm 130 and the fourth arm 140 are implemented in a comparable manner as the first and second arms 110 and 120; the corresponding reference numerals are always increased by ten. The discussion thereof does not need to be repeated. The fifth arm 150 (and more generally: the last arm) may also be implemented in comparable manner, but preferably and as shown has an inverted U-shape in cross section, with a high- lying bottom 153 and side walls 154 directed downwards from the bottom 153. Again, a hinge bush may be attached to the hinge end 151, as is the case with the other arms,

corresponding to the hinge holes 146 in the side walls 144 of the fourth arm 140, but is also possible that hinge holes 156 are arranged in the side walls 154 of the fifth arm 150, corresponding with the hinge holes 146 in the side walls 144 of the fourth arm 140, through which a hinge pin (not shown for sake of simplicity) is arranged in the mounted condition.

Figure 7B schematically shows a cross section of the package of arms 110, 120, 130, 140, 150, in the passing condition. This figure shows that each next arm always has an outer width just a bit smaller than the inner width of the previous arm, so that each next arm always fits within the previous arm. Further, the figure shows that each next arm always has a height just a bit smaller than the height of the previous arm, so that all three upper edges of the side walls concerned substantially lie at a same level. Further, the figure shows that the bottom 154 of the last arm 150 is at the same level. Further, the figure shows a preferred detail for the frame 101: the frame 101 is provided with a housing 108 of which the upper surface is at the same level. Thus,

pedestrians can easily walk over the device, and cyclists and cars can easily ride over the device.

Figure 9 illustrates a further inventive detail, only showing the lever arm and the first lifting arm, indicated by reference numeral 150 and 140, connecting with figure 6. At its free end 142, an extension piece 240 is hinged to the first lifting arm 140; it is preferred that the extension piece 240 is made of an U-profile with the same dimensions as the first lifting arm 140, but this is not essential. In the passing position (see figure 6B) , the extension piece 240 lies flat, aligned with the first lifting arm 140: see figure 9A. When the lever arm 150 is put in its ready vertical position (compare figure 6C) , also the extension piece 240 is hinged counter clockwise till the free end thereof comes to lie against the erected lever arm 150: see figure 9B. The angle which the extension piece in this position makes with the horizontal depends on the length of the extension piece 240. Preferably, this angle is about 45°, but a slightly larger angle or slightly smaller angle is also possible. This design has the advantage that the bumper of an approaching car will first touch the extension piece 240, which now has the

function of catching arm. The combination of lever arm 150, first lifting arm 140 and catching arm 240 thus hinges counter clockwise even before the car touches the lever arm 150, and in this process the front side of the car is already gradually lifted by the catching arm 240 even before the free end 142 of the first lifting arm 140 abruptly bumps against the bottom of the car. Thus, damage to cars, especially cars which

accidentally ride softly against the bollard 100, is further prevented .

Figures lOA-lOC illustrate a preferred embodiment of a bollard according to the present invention, generally

indicated by reference numeral 1000. In this embodiment, the bollard is modular of design, multiple modules can easily be coupled to each other. Each module 1000 consists of two module halves 1100 and 1200. A first module half 1100 comprises a house 1110 with a vertical backside (not visible in the figures), vertical side walls 1111, an oblique front wall 1112, and a horizontal or slightly sloping upper face 1113. The house 1110 may be formed from steel plate or aluminium, wherein aluminium is preferred because of the lower weight. An elongate recess 1114 is formed in the upper face 1113, which forms an accommodation space for an arm package of a bollard as described in the above. The house 1110 here fulfils the function of frame. In figure 10A, the bollard is in its passing condition, and only the upper arm of the arm package is visible, indicated by 150. For sake of clarity, this arm 150 is shown lower than the upper face 1113, but the upper face of this arm 150 is preferably at the same level as the upper face 1113. Further, the length of this arm substantially corresponds to the length of the accommodation space 1114.

The second module half 1200 also comprises a house 1210 with a vertical backside (not visible in the figures),

vertical side walls 1211, and a horizontal or slightly sloping upper face 1213. The backside of the second module half 1200 is as high as the backside of the first module half 1100. In the use condition, the second module half 1200 is arranged with its backside against the backside of the first module half 1100, while the two module halves are fixed with respect to each other, for instance by one or multiple hooks 1220 attached to the second module half 1200 engaging in

corresponding coupling holes in the house 1110 of the first module half 1100. Thus, each module 1000 in the use condition forms a threshold of which the highest point is lying at the backsides of the modules, while the upper wall 1113 of the first module half 1100 forms a drive-on face an the upper wall 1213 of the second module half 1200 forms a drive-off face.

A suitable width of a module is about 30 cm, but a module may also be wider.

It will often be desirable to place multiple modules next to each other. In such case, it is advantageous to couple the modules to each other. To this end, the module halves

preferably, and as shown in the figures for the second module half 1200, have coupling gaps 1230 in their side walls, into which corresponding coupling lips (not visible in the figures) can engage. In this way, a threshold with large width and large stability can be obtained , in an easy mann-er. Two of such modules coupled together are shown in the figures,

individually indicated as 1000A and 1000B.

Figures 10B and IOC show the bollard in a position beyond its ready position, wherein the first lifting arm 140 has already been lifted.

An arm package preferably comprises four arms 120, 130, 140, 150. This arm package may be fixed in the first module

1100, but this is not necessary. In an simple embodiment, the side walls of the recess 1114 are provided by J-shaped grooves 1115, into which transverse projections of the lower arm 120 fit, for instance an extending hinge axle. Thus, the arm package can easily be placed into and taken away from the recess 1114, while nevertheless in use there is a robust connection between the arm package and the house 1110. It will be clear to a person skilled in the art that the invention is not limited to the exemplary embodiments

discussed in the above, but that several variations and modifications are possible within the protective scope of the invention as defined in the attached claims. For instance, there may be other manners for providing a fixation of the wheel 10 in its stand by position.

With respect to the mobile bollard 1.00, it is noted that it may at the lower side of the frame 101 be provided with anti-skidding material to prevent that the entire bollard is pushed away by an approaching car. Further, it is advantageous if the frame 101 at its front side (right hand side in the figure) is provided with a plateau onto which an approaching car drives on to before touching the bollard according to the present invention, so that the weight of this car presses the bollard firmly on its place and holds it. In relation to the length of the arms of the bollard, it is noted that this is not critical but should be sufficiently large to be able to effectively lift a car. Suitable lengths will normally be larger than 30 cm, and preferably the length is 40 to 100 cm. In a test specimen of the mobile bollard, it was provided with four arms with respective length 80 cm, 40 cm, 60 cm and

80 cm, in the order of going from top to bottom.

Features which have only been described for a certain embodiment can also be applied in other described embodiments. Features of different embodiments can be combined to achieve another embodiment. Features which have not explicitly been described as being essential may also be omitted. Where ever the text specifies that two parts are coupled to each other, there may be a direct coupling but there may also be an indirect coupling, so for instance with interposing a third part or without contact.

The reference numerals used in the claims only serve as clarification when understanding the claims in the light of the exemplary embodiments disclosed, and should in no way be interpreted in a limiting manner.

Claims

1. Barrier device (1; 100), comprising:

a frame (2; 102) ;

an arm assembly (10; 105) of arms (12; 110, 120, 130, 140, 150) that can hinge about a horizontal axis with respect to the frame (2; 102) .

2. Barrier device (1) according to claim 1, wherein the frame (2) is implemented for rigid mounting in a ground (3);

and wherein the arm assembly (10) is implemented as a four- armed wheel (10), mounted rotatably in the frame (2) .

3. Barrier device according to claim 2, wherein the wheel (10) comprises four mutually perpendicular arms (12) mounted in a common plane perpendicular to a common rotation axis (11).

4. Barrier device according to claim 3, wherein the rotation axis (11) is horizontal, and lies just below a floor surface (4)-

5. Barrier device according to any of the previous claims 2-4, further comprising a window (24) surrounding the

horizontal arms (12B, 12D) in a close-fitting manner.

6. Barrier device according to claim 3, wherein the rotation axis (11) is horizontal, and lies just below the window (24), wherein the upper surface of the horizontal arms (12B, 12D) is flush with the window (24) .

7. Barrier device according to any of the previous claims

2-6, wherein the horizontal arms (12B, 12D) have a flat upper surface .

8. Barrier device according to any of the previous claims 2-7, wherein the arm (12A) that is directed vertically upwards s axially displaceable and can be lowered into the opposite rm (12C) directed vertically downwards.

9. Barrier device according to any of the previous claims 2-8, comprising:

two seats (50) attached to the frame (2) with a substantially U-shaped cross section, wherein preferably the upper ends of the seats (50) are provided with flanges (53);

wherein always an intermediate piece (60) is placed in each seat (50), with a horizontal bottom (61), vertical side walls (62), and a horizontal upper plate (63) with end parts (64) acting as flanges and extending beyond the side walls (62); wherein in the inner space (65) of each intermediate piece (60) always a rotation projection (13) aligned with the rotation axis (11) of the wheel (10) is accommodated.

10. Barrier device according to claim 9, wherein at least one rotation projection (13) is provided with a fixing pin (72) directed perpendicular to the rotation axis (11), displaceable with respect to this rotation projection (13) and pressed outwards by a spring (73) .

11. Barrier device (100) according to claim 1, wherein the frame (102) is a substantially flat frame implemented for mobile placement on a floor (3);

and wherein the arm assembly (105) comprises at least two but preferably multiple arms (110, 120, 130, 140, 150) which in a passing position lie mutually parallel and parallel to the plane of the frame (102);

wherein each arm has a hinge end (111. 121, 131, 141, 151) and an opposite free end (112, 122, 132, 142, 152);

wherein the hinge end (111) of a first arm (110) is hinged to the frame (102) ;

wherein the hinge end (121, 131, 141, 151) of each next arm is hinged to the hinge end (111, 121, 131, 141) of the

corresponding previous arm;

wherein the respective hinge axes are mutually parallel and substantially perpendicular to the length direction of the arms ; wherein the first arm (110) with respect to the frame (102) can freely hinge between a passing position wherein the free arm (110) lies substantially parallel to the plane of the frame (102), and a blocking position defined by a stop on the

^' 5 frame (102) in which the first arm (110) makes an angle larger than zero with the plane of the frame (102);

wherein each next arm with respect to each corresponding previous arm can freely hinge between a passing position in which the next arm is substantially parallel to the

0 corresponding previous arm, and a blocking position defined by a stop on the corresponding previous arm in which the next arm makes an angle larger than zero with the corresponding

previous arm. 5

12. Barrier device according to claim 11, wherein the said angle larger than zero is in the range of 70° - 100°, and is preferably equal to 90°.

13. Barrier device according to claim 11 or 12, wherein at0 least one arm has a U-shaped cross section so that an adjacent arm fits therein.

14. Barrier device according to any of the claims 11-13, wherein an arm, after having been hinged from its passing5 position to its blocking position and thus lying against the stop of the corresponding previous arm, can hinge further in the same direction while taking along the corresponding previous arm, which then in turn starts a hinging movement with respect to its corresponding previous arm.

0

15. Barrier device according to any of claims 11-14, wherein an arm has a smaller length than the corresponding previous arm. 5

16. Barrier device according to any of the claims 11-15,

further comprising an extension piece (240) hinged to the free end (142) of the last but one arm (140) as seen from the frame (102), which extension piece (240) can hinge between a

position aligned with said last but one arm (140) and a ready position in which a free end of the extension piece (240) lies against the erected last arm (150), wherein the length of the extension piece (240) is preferably chosen such that the length direction of the extension piece in this ready position makes an angle with the length direction of the said last but one arm of about 40° - 70°, more preferably about 45°.

17. Barrier device according to any of the claims 11-16, wherein the frame is built up in a modular fashion, wherein different modules (1000A, 1000B) can be coupled to each other next to each other in a simple manner.

18. Barrier device according to any of the claims 11-16, wherein a frame comprises a house (1110, 1210) with an

accommodation space (1114) recessed in an upper wall (1113) for accommodating a package of arms (120, 130, 140, 150) .