Rail for automatic barrier

Abstract

The invention relates to a rail (200) for an automatic barrier (100) for controlling vehicular traffic, in particular on traffic lanes or sites with controlled access, the rail (200) comprising a plurality of substantially planar slats (4) which are held spaced apart, substantially face one another and each extend in a respective plane of extension, the planes of extension being parallel to one another, the slats (4) being configured so as to allow elastic deformation of the rail (200) in a plane perpendicular to the planes of extension between a closed position in which the rail (200) prohibits traffic and a deformed position (D) in which at least a portion of the rail (200) is oblique with respect to the direction of traffic.

Description

[0001] The present invention relates to the field of automatic barriers for the control of vehicle traffic, in particular on traffic lanes or sites with controlled access such as parking lots, private places, motorway lanes, official buildings, priority traffic lanes, etc... The present invention relates in particular to a boom for automatic barrier as well as to the automatic barrier comprising said boom.

[0002] The barrier booms described in document JP 2014 012422 A are subject to numerous requirements. They must be lightweight to minimize stress on the drive motor. They must also be impact-resistant, particularly against impacts from vehicles striking the boom, without causing the windshield to shatter. Carbon fiber booms are already available; they are lightweight and strong, however, these booms are very rigid and therefore brittle.

[0003] One of the aims of the present invention is to overcome at least one of these drawbacks. To this end, the present invention provides a boom for an automatic barrier for controlling vehicle traffic according to claim 1.

[0004] In this configuration, the barrier exhibits elastic properties that allow it to absorb the mechanical energy received during an impact, particularly with a moving vehicle. The barrier's ability to bend also prevents whiplash, that is, the rebound movement of the barrier as it returns to its initial position.

[0005] The configuration of the blades gives the rail an elastic deformation capacity which allows it, under the action of a force exerted against the rail, in particular in a direction transverse to the planes of extension of the blades, to reach a curvature of at least 90°, for example about 180°, or even an S-shaped curvature, to avoid breakage, and then to return to the closed position.

[0006] In practical terms, when the automatic barrier for which the boom is intended is mounted on a substantially horizontal surface, the boom thus configured is elastically deformable in a horizontal plane while remaining sufficiently rigid in a vertical plane so as to limit oscillations in this plane during the opening and closing of the boom.

[0007] According to the invention, the rail includes a bracing system, configured to fix in pairs all the adjacent blades of the plurality of blades, keeping them spaced apart and substantially opposite each other.

[0008] For example, the bracing system includes at least one brace, extending longitudinally between two adjacent blades, in particular at least one brace extends over at least 50% of the length of the rail.

[0009] According to another possibility, at least one spacer extends over at least 70% of the length of the rail.

[0010] Advantageously, at least one spacer comprises an elastomeric material.

[0011] According to the invention, the bracing system comprises spacers inserted between adjacent slats and spaced along the rail. The spacers are, for example, made of a rigid material, silent blocks, etc.

[0012] According to one possibility, at least one spacer comprises at least a first bearing surface in contact with a blade, and a second opposing bearing surface, in contact with an adjacent blade, the first bearing surface being configured to generate at least one convex curvature to the blade in contact with the first surface.

[0013] Thus, when the rail includes at least two spacers sandwiched between two adjacent blades, the portion of the blade bearing between the first two surfaces exhibits two convex curves. This generates a concave inflection point in the blade. This configuration facilitates the elastic deformation of the rail in a plane perpendicular to the extension planes.

[0014] According to one possibility, the first support surface has a concave curvature.

[0015] According to another possibility, the first support surface comprises two opposing end regions, each extending in a plane transverse to the extension planes, oriented towards the second support surface. This configuration allows for the generation of at least one convex curvature of the supported blade.

[0016] According to one arrangement, the second bearing surface is configured to generate at least one convex curvature at the adjacent blade bearing on the second surface. Thus, when the rail comprises only two blades, the two adjacent blades symmetrically exhibit a convex curvature at the bearing surfaces and a concave inflection point between the two convex curvatures.

[0017] According to one embodiment, the plurality of blades consists solely of a central blade, a first lateral blade and a second lateral blade, adjacent to the central blade, the rail comprising at least two spacers on either side of the central blade.

[0018] According to other features, this variant of the smooth surface of the invention comprises one or more of the following optional features considered alone or in combination: The central blade is taller than the first and second lateral blades. It is also longer and thicker than the first and second lateral blades. At least two spacers have their first bearing surface supported by the first and second lateral blades, respectively, and configured to generate at least one convex curve on both the first and second lateral blades.

[0019] According to another arrangement, the rail includes at least one bending member configured to generate a concave bending point at at least one blade, regardless of the shape of the spacers. The at least one bending member is, for example, positioned against said blade, spaced apart from at least one spacer, so as to apply a stress that generates a concave bend in said blade.

[0020] Alternatively, at least one bending piece is for example placed on two adjacent blades, spaced at least one spacer apart, so as to generate a support on the two adjacent blades forcing them into a concave bend.

[0021] In one scenario, the boom includes a clamping element configured to compress the plurality of blades in a free end region of the blades, thereby reducing their stiffness. In this document, the term 'free end region of the blades' refers to an end region opposite a portion of the blade ends, said portion of the end being intended to be fixed to the automatic barrier support device.

[0022] According to one provision, the plurality of blades of the rail comprises a fibrous material, including in particular glass fibers, carbon fibers, aramid fibers, for example glass fibers in a resin matrix or poly(p-phenyleneterephthalamide) otherwise known by the Anglo-Saxon acronym PPD-T or the name Kevlar ®< .

[0023] According to a second aspect, the invention proposes an automatic barrier for controlling vehicle traffic, particularly on traffic lanes or sites with controlled access, the automatic barrier comprising: a support device configured to fix the automatic barrier to the ground, a rail as previously described, the rail being movably mounted on the support device between a closed position in which the rail prohibits access and an open position in which the rail permits access, an actuation system configured to actuate the movement of the rail between its closed position and its open position.

[0024] According to one provision, the actuation system includes a re-hinging device that allows the boom to be re-hinged after an impact. In this configuration, the automatic barrier has a flexible boom that absorbs shocks and can automatically return to the closed position when a vehicle has struck and dislodged it.

[0025] Other aspects, objects, and advantages of the present invention will become clearer upon reading the following description of the various embodiments thereof, given by way of non-limiting example and with reference to the accompanying drawings. The figures do not necessarily have to be to scale for all the elements shown in order to improve their legibility. In the remainder of the description, for the sake of simplicity, identical, similar, or equivalent elements of the different embodiments are given the same numerical reference numerals in the figures, and on which: [ Fig. 1 ] illustrates a schematic perspective view of an automatic barrier comprising the boom according to an embodiment of the present invention. Fig. 2 ] illustrates a schematic perspective view of the rail in a deformed position according to the embodiment illustrated in the figure 1 . [ Fig. 3 ] illustrates a top view of the rail according to the second embodiment of the invention. Fig. 4 ] illustrates a schematic perspective view of the rail according to an alternative embodiment of the invention.

[0026] As illustrated in the figure 1 The automatic barrier 100 comprises a support device 1 configured for fixing the barrier 100 to the ground and a boom 200 according to the invention, movably mounted on the support device 1 between a closed position in which the boom 200 prohibits traffic (the boom 200 extends substantially horizontally when the barrier is mounted on a horizontal surface) and an open position in which the boom 200 allows traffic (not shown, the boom 200 extends substantially vertically when the barrier is mounted on a horizontal surface). The automatic barrier 100 further comprises an actuation system 2 configured to actuate the movement of the boom 200 between its two positions, via a connecting portion 3 linking the boom 200 to the actuation system 2. According to a possible configuration not shown in the figures, the barrier 100 further comprises a re-hinging device for returning the boom 200 to the closed position.

[0027] In accordance with the first embodiment illustrated on the figure 1 The rail 200 comprises two substantially flat blades 4, held apart and substantially opposite each other by a bracing system. The bracing system consists of several spacers 5 spaced along the rail 200. More precisely, the spacers 5 are inserted between the two adjacent blades 4, fixing each in a respective extension plane parallel to the other (the extension plane is substantially vertical when the barrier is mounted on a horizontal surface). This configuration of the blades 4 gives the rail 200 flexibility, allowing it to deform elastically in a plane perpendicular to the extension planes of the blades 4. As illustrated in the figure 2 When the guardrail 200 is struck by a vehicle traveling on a traffic lane (illustrated by the X-axis), the guardrail 200 moves into a deformed position D in which a portion of the guardrail 200 is angled relative to the direction of traffic X. The guardrail 200 can deform up to an angle of 90°, thus preventing breakage. The slats 4 of the guardrail 200 are made of a material containing fiberglass in a resin matrix, giving the guardrail lightness and flexibility.

[0028] According to a possibility not illustrated in figures 1 et 2 (but visible at the figure 3 Each of the spacers 5 comprises at least a first bearing surface 6 bearing against one of the two blades 4 and a second bearing surface 7 bearing against the other of the two blades 4. At least the first bearing surface 6 is configured (by a slight concave curvature) to generate a slight convex curvature on said blade 4 in support. Thus, each portion of blade 4 situated between two spacers 5 takes on a slight concave inflection between the spacers 5. When the second bearing surface 7 also has a slight concave curvature, the curvature is transferred to the two blades 4 of the rail 200 in support.

[0029] There figure 3 This illustrates an enlargement of a rail 200 configured according to a second embodiment of the invention. In this variant, the rail 200 comprises three blades 4 instead of two. In particular, the rail 200 consists of a central blade 8 surrounded by a first lateral blade 9 and a second lateral blade 11. These three blades 4 are substantially flat and held opposite each other in pairs. They are fixed by pairs of adjacent blades 4, in the same configuration as that having two blades 4. The three blades 4 extend in three distinct planes of extension, parallel to each other. The bracing system includes spacers 5 spaced along the rail 200. The spacers 5 are also joined in pairs, extending on either side of the central blade 8 and respectively between the first lateral blade 9 and the second lateral blade 11, which allows the desired flexibility to be given to the rail 200.

[0030] According to the possibility illustrated on the figure 3 The spacers 5 have a first bearing surface 6 against the first lateral blade 9 or the second lateral blade 11, configured to generate a slight convex curvature on the blade 9, 11 in contact with it. As illustrated here, the first bearing surface 6 provides a slight convex curvature thanks to a slightly concave surface.

[0031] The second bearing surface 7 of the cross braces rests on the central blade 8 intended to remain flat; the second bearing surface 7 is devoid of any means of curving the blade 8.

[0032] A variant implementation of the bracing system is illustrated in the figure 4This bracing system includes a spacer 5 made of elastomeric material, extending longitudinally between the two adjacent blades 4, over the entire length of the blades 4. According to another possibility not illustrated, the spacer 5 extends over at least 50% of the length of the blades 4.

[0033] According to an arrangement not illustrated, the rail 200 comprises a plurality of 4 substantially flat blades, kept spaced apart, substantially opposite each other and each extending in a respective plane of extension, the planes being parallel to each other.

[0034] Thus, the rail according to the invention comprises lightweight and flexible blades, giving the rail significant flexibility in a plane perpendicular to the blades' extension planes, while remaining very rigid in the extension plane, so as to prevent oscillations during the opening / closing of the rail. This ability to deform elastically in a plane can be enhanced by spacers or other inflection pieces complementary to the spacers, configured to introduce concave inflection points on the blades. When subjected to an impact, the rail thus obtained can be deformed through an angle of 90° and then return to its initial closed position without damage to the blades.

Claims

1. Arm (200) for an automatic barrier (100) for controlling the traffic of vehicles, especially on traffic lanes or sites with controlled access, the arm (200) comprising a plurality of slats (4) substantially flat, maintained spaced apart, substantially opposite each other and each extending in a respective plane of extension, the planes of extension being substantially parallel to each other, the slats (4) being configured so as to permit elastic deformation of the arm (200) in a plane perpendicular to the planes of extension, between a closed position wherein the arm (200) prohibits traffic and a deformed position (D) wherein at least a portion of the arm (200) is oblique with respect to the direction of traffic, characterized by the arm comprising a spacer system, configured to attach in pairs all of the adjacent slats (4) of the plurality of slats (4), keeping them spaced apart and substantially facing each other, and the spacer system comprising spacers (5) inserted between the adjacent slats (4) and spaced along the arm (200).

2. Arm (200) according to claim 1, wherein the spacer system comprises at least one spacer (5) extending longitudinally between two adjacent slats (4).

3. Arm (200) according to any one of claims 1 to 2, wherein the at least one spacer (5) comprises at least one first bearing surface (6) in contact with a slat, and an opposite second bearing surface (7) in contact with an adjacent slat (4), the first bearing surface (6) being configured to generate at least one curvature convex to the slat (4) in contact with the first bearing surface (6).

4. Arm (200) according to claim 3, wherein the second bearing surface (7) is configured to generate at least one convex curvature of the adjacent slat (4) bearing on the second bearing surface (6).

5. Arm (200) according to any one of claims 1 to 3, wherein the plurality of slats (4) is comprised only of a central slat (8), a first lateral slat (9) and a second lateral slat (11), adjacent to the central slat (8), the arm (200) comprising at least two spacers on either side of the central slat (8).

6. Arm (200) according to the preceding claim combined with claim 3, wherein the at least two spacers have the first bearing surface (6) in contact with the first lateral slat (9) and the second lateral slat (11) respectively.

7. Arm (200) according to any one of the preceding claims, wherein the plurality of slats (4) comprises a fibrous material.

8. Automatic barrier (100) for controlling vehicle traffic, in particular on traffic lanes or sites with controlled access, the automatic barrier (100) comprising: - a support device (1) configured to attach the automatic barrier (100) to the ground, - an arm (200) according to any one of claims 1 to 7, the arm (200) being mounted movable on the support device (1) between a closed position wherein the arm (200) prohibits traffic and an open position wherein the arm (200) permits traffic, - an actuation system (2) configured to actuate the movement of arm (200) between its closed position and its open position.

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