Wedge Vehicle Barrier

Abstract

A wedge vehicle barrier having a frame with longitudinal finger troughs each of which has a bollard trough forward of a pivot point and a counterweight trough aft of the pivot point, an axle extending across the finger troughs and rotationally connected to the frame at the pivot point, a barrier with fingers each of which has a bollard section and a counterweight biasing the barrier to a deployed position. The bollard section is a flanged beam with a vertical web extending between a top flange and a bottom flange. The counterweight includes first plates mounted on opposite sides of the vertical web, the first plates each having a first forward section extending between the top flange and the bottom flange a first distance with the axle passing through the first forward section.

Description

TECHNICAL FIELD

[0001] This disclosure relates in general to the field of active vehicle barriers that can be raised from a road surface to block the passage of a vehicle, and more particularly, but not by way of limitation, to a vehicle barrier that is crash-rated, certified, or engineer-rated to meet a reference testing standard for stopping a vehicle, having of a designated minimum weight and impacting the barrier at or greater than a designated speed, within a certain distance of the barrier.BACKGROUND

[0002] This section provides background information to facilitate a better understanding of the various aspects of the disclosure and is not an admission of prior art.

[0003] Security barriers are often used at motor vehicle entrances to facilities and property. The security barriers provide a means to selectively allow entry of authorized vehicles. Typically, these barriers are temporarily deployed to stop vehicles prior to confirming that the occupants and / or contents are authorized for entry and retracted to allow vehicles to pass. These barriers are generally designed to withstand a ramming force from a motor vehicle when deployed.SUMMARY

[0004] An exemplary wedge vehicle barrier for use in a vehicle passage includes a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs laterally separated and extending longitudinally, the finger troughs each have a bollard trough extending forward from a pivot point and a counterweight trough aft of the pivot point, and an axle that extends laterally across the finger troughs and is rotationally connected to the frame at the pivot point, a barrier includes fingers aligned with the finger troughs, each of the fingers has a top surface, a bollard section with a forward terminal end, and the barrier is fixed to the axle between the bollard section and the counterweight and the counterweight biasing the barrier from a non-deployed position with the top surface generally co-planar with the top side to a deployed position with the bollard section extending above the top side. The bollard section may be a flanged beam with a vertical web extending between a top flange and a bottom flange and the flanged beam extending from the forward terminal end to an aft terminal end and the axle passing through the vertical web. The counterweight may include first plates mounted on opposite sides of the vertical web and extending aft of the bollard section, the first plates each having a first forward section extending between the top flange and the bottom flange a first distance with the axle passing through the first forward section.

[0005] Another exemplary wedge vehicle barrier for use in a vehicle passage includes a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs laterally separated and extending longitudinally, where the finger troughs each have a bollard trough extending forward from a pivot point and a counterweight trough aft of the pivot point, the counterweight trough includes a forward wall extending vertically upward from the bottom side, an axle extends laterally across the finger troughs and is rotationally connected to the frame at the pivot point, a barrier includes fingers aligned with the finger troughs, the fingers each having a top surface, a bollard section having a forward terminal end, and a counterweight, where the barrier is fixed to the axle between the bollard section and the counterweight and the counterweight biases the barrier from a non-deployed position with the top surface generally co-planar with the top side to a deployed position with the bollard section extending above the top side, the counterweight having a bottom face extending at an obtuse angle from a bottom surface of the bollard section and when in the deployed position the bottom face is in direct contact with the forward wall.

[0006] This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of claimed subject matter.BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The disclosure is best understood from the following detailed description when read with the accompanying figures. It is emphasized that, in accordance with standard practice in the industry, various features are not drawn to scale. In fact, the dimensions of various features may be arbitrarily increased or reduced for clarity of discussion. As will be understood by those skilled in the art with the benefit of this disclosure, elements and arrangements of the various figures can be used together and in configurations not specifically illustrated without departing from the scope of this disclosure.

[0008] FIG. 1 is a schematic view of an exemplary wedge vehicle barriers in a vehicle passage apparatus according to one or more aspects of the disclosure.

[0009] FIG. 2 is a top perspective view of an exemplary foundation frame of a wedge vehicle barrier.

[0010] FIG. 3 is a bottom perspective view an exemplary foundation frame of a wedge vehicle barrier.

[0011] FIG. 4 is a perspective view of an exemplary barrier for pivotal connection to a foundation frame.

[0012] FIG. 5 is a perspective view of an exemplary finger of a barrier having a bollard section and a counterweight.

[0013] FIG. 6 is a top view of an exemplary finger of a barrier having a bollard section and a counterweight.

[0014] FIG. 7 is a side view of an exemplary finger of a barrier having a bollard section and a counterweight.

[0015] FIG. 8 is a top schematic view of an exemplary vehicle barrier in a non-deployed position.

[0016] FIG. 9 is a view along the line IX-IX of FIG. 8.

[0017] FIG. 10 is a view along the line X-X of FIG. 8.

[0018] FIG. 11 is a front schematic view of an exemplary vehicle barrier in a deployed position.

[0019] FIG. 12 is a view along the line XII-XII of FIG. 11.

[0020] FIG. 13 is a view along the line XIII-XIII of FIG. 11.DETAILED DESCRIPTION

[0021] It is to be understood that the following disclosure provides many different embodiments, or examples, for implementing different features of various illustrative embodiments. Specific examples of components and arrangements are described below to simplify the disclosure. These are, of course, merely examples and are not intended to be limiting. For example, a figure may illustrate an exemplary embodiment with multiple features or combinations of features that are not required in one or more other embodiments and thus a figure may disclose one or more embodiments that have fewer features or a different combination of features than the illustrated embodiment. Embodiments may include some but not all the features illustrated in a figure and some embodiments may combine features illustrated in one figure with features illustrated in another figure. Therefore, combinations of features disclosed in the following detailed description may not be necessary to practice the teachings in the broadest sense and are instead merely to describe particularly representative examples. In addition, the disclosure may repeat reference numerals and / or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not itself dictate a relationship between the various embodiments and / or configurations discussed.

[0022] Vehicle barrier systems are used to protect premises and people from the unauthorized entry of vehicles. Anti-ram vehicle barriers systems or vehicle security barriers are configured to stop motor vehicles that crash into the barrier. Some barriers are designed to stop vehicles that are intentionally crashed into the barrier in an attempt to enter the protected area for nefarious purposes.

[0023] Some anti-ram vehicle barriers are crash tested to ensure compliance with and obtain certification from a recognized test standard. For example, the American Standard Test Method (ASTM F2656 and F3016), British Standard Institute (PAS 68) and the International Organization for Standardization (ISO) and International Works Agreement (IWA 14-1).

[0024] The U.S. State Department (DOS) published the certification standard SD-STD-02.01 (Test Method for Vehicle Crash Testing of Perimeter Barriers and Gates) in 1985. The test vehicle was specified as a medium-duty truck weighing 15,000 lb. (6800 kg) and the nominal velocities were 30 mph (50 km / h), 40 mph (65 km / h) and 50 mph (80 km / h). Penetration was measured from the pre-impact attack (front) side of the vehicle security barrier and classified into three categories of penetration rating. The standard was revised in 2003 with measuring the penetration from the asset or protected (rear) side of the barrier and the limitation of permissible vehicle penetration to one meter (the highest level of penetration rating).

[0025] In 2007, the SD-STD-02.01 was replaced with ASTM F2656-07. This new standard included the medium-duty truck and added three new test vehicle types, a small passenger car, pickup truck, and a heavy goods truck. ASTM F2656-07 maintained three predetermined impact velocities for each vehicle category and penetration is measured from the rear face of the barrier and classified into four categories of penetration rating. The penetration ratings include P1 for less than or equal to 1 m (3.3 ft.); P2 for 1.10 to 7 meters (3.31 to 23.0 ft.); P3 for 7.01 to 30 meters (23.1 to 98.4 ft.); and P4 for 30 meters (98 ft.) or greater. ASTM F2656 was revised in 2015 (ASTM F2656-15) to include two additional vehicle types, a full-sized sedan and a cab over / cab forward class 7 truck and it excluded the lowest penetration rating (P4). Vehicle categories include M-ratings: medium duty truck (15,000 lb.); C-rating: small passenger car (2,430 lb.); PU-rating: pickup truck (5,070 lb.); and H-ratings: heavy goods vehicle (65,000 lb.). As an example, an M-rating is an equivalent vehicle as a K-rating. An M50-P1 certified barrier has been tested by impacting a 15,000-lb. vehicle travelling perpendicular to the barrier at 50 mph and stopping the vehicle within 1 meter of the barrier.

[0026] ASTM F3016 establishes standards for anti-ram at low speeds. Whereas ASTM F2656 addresses greater speeds and different weight vehicles such as may be used in an intentional act, such as a terrorist attack, ASTM F3016 addresses standards for vehicle safety barriers to protect pedestrians and storefront property. Storefronts, bus stops, restaurant patios, sidewalks, propane tanks, and gasoline pumps are examples of protected areas particularly suited for F3016 type vehicle safety barriers. ASTM F3016 provides for a range of low impact speeds, 20 to 60 km / h (10 to 30 mph), with a 22,250 N (5,000 lb.) test vehicle. Penetration ratings are based on displacement of the barrier into the protected area or maximum intrusion of the vehicle impactor nose into the protected area. The speed ratings are S10 (20 km / h; 10 mph); S20 (35 km / h; 20 mph); and S30 (50 km / h; 30 mph) and penetration ratings are P1 (less than or equal to 0.30 m; 1 ft.) and P2(0.31 -1.22 m; 1 ft.). Penetration of greater than P2 is a failure.

[0027] In 2005, the British Standard Institute (BSI) published PAS 68:2005 Specification for Vehicle Barriers: Fixed Bollards. The standard was expanded within two years to include other types of barriers, such as gates and road blockers. The 2013 version, “Impact Test Specifications for Vehicle Security Barrier Systems,” rates vehicle barrier systems based on six types of test vehicles, including seven test speeds, and penetration is measured from the rear (protected side) face of the barrier. PAS 68 defines the vehicle type, penetration, dispersion of debris and records the angle of the vehicle's approach. The PAS 68 rating includes a five-to-seven-part classification code, the includes: Classification of Test / Gross Weight of Vehicle (kg) (Vehicle Class) / Impact Speed / Angle of Impact: Distance Leading Edge of Load Bay travels beyond the Original Position of Rear Face / Dispersion Distance of major debris weighing 25 kg or more from the barrier to establish stand-off distance. For example, a barrier (bollard) tested by impact by a 7500 kg day cab (“V”) at a ninety-degree angle traveling 80 km / h and resulting in penetration of 7.5 m with significant debris scattered up to 20.0 m away would be designated as V / 7500(N3) / 80 / 90:7.5 / 20.0. The dispersion distance may be used to determine a stand-off distance for example to mitigate damage from a vehicle born improvised explosive device.

[0028] The European Committee for Standardization (CEN), recognized across 34 European countries has produced a standard CWA 16221 that combines details of PAS 68 and PAS 69. PAS 69 provides guidance on the barrier's use and installation.

[0029] In 2013, the International Works Agreement (IWA) 14-1:2013 was published to provide an international specification for crash-testing. The system was developed by government agencies, military bodies and providing companies from the USA, UK, Germany, Norway, Oman, Singapore, and Syria. This standard includes a merging of vehicle impact test specifications of the British PAS 68 and the American ASTM F2656. This international standard assesses vehicle barrier performance based on nine types of test vehicles with up to seven test speeds. Penetration is measured from the front (attack side) face of the barrier. The IWA 14 classification code represents Vehicle Impact Test / Gross Weight of Vehicle (Vehicle Class) / Impact Speed / Angle of Impact / Penetration beyond the original position of the Front / Impact face.

[0030] Vehicle safety barriers may be designated or marketed as crash-rated, certified, or engineer-rated. Certified or crash-rated systems have been crash-tested and certified by an independent testing facility pursuant to a referenced testing standard, e.g., ASTM, PAS, IWA. Engineered or engineer-rated systems have been designed and computer-analyzed to meet a designation within a referenced standard but not crashed tested or certified.

[0031] Exemplary embodiments of an active vehicle barrier for use in a vehicle passage are disclosed. Embodiments may be crash-rated, certified, or engineer-rated. Certified or crash-rated systems have been crash-tested and certified by an independent testing facility pursuant to a referenced testing standard. Engineered or engineer-rated systems have been designed and computer-analyzed to meet a designation within a referenced standard but not crashed tested or certified.

[0032] Particular embodiments of the active vehicle barrier are crash tested and rated M50-P1 per ASTM F2656-20 test protocol and meet similar standards from different agencies and jurisdictions. In accordance with the test procedure for M50 condition designation, the impact speed must be 75.1 kph or above (47 mph or above] and the standard test truck's test weight, must be within 6800±140 kg [15,000±309 lb.]. Achieving the M50-P1 rating includes achieving similar ratings for smaller vehicle weights.

[0033] FIGS. 1-4 depict three mutual orthogonal directions X, Y, Z forming a three-dimensional frame of reference. A longitudinal axis X is generally parallel to a direction of vehicle travel on a vehicle passage and a lateral axis Y is transverse to the longitudinal axis. An X-Y plane is considered to be horizontal, and a vertical axis Z is orthogonal to the X-Y plane and parallel with gravity. The vehicle barrier is oriented with a front, or attack side, oriented toward the direction of travel of vehicles to be stopped by a deployed barrier.

[0034] Referring to FIG. 1, exemplary anti-ram wedge vehicle barriers, generally denoted by the numeral 10, are illustrated installed in a concrete foundation 12 in a vehicle passage 14. A vehicle 16 is shown travelling in a direction 18 parallel to the longitudinal axis X. The frame 20 of the vehicle barrier is set in the concrete foundation with the concrete foundation filling one or more cavities inside the perimeter of the frame. A barrier 22 having fingers 24 and a blocking beam 26 is pivotally connected to the frame and moveable between a deployed position with the fingers extending above the frame and concrete foundation and non-deployed position with the fingers and beams disposed in the frame. The top side of the frame is generally co-planar with the grade 15 of concrete foundation 12 and vehicle passage 14. When the barrier is in the non-deployed position the top surface of the barrier is generally co-planar with the grade and the top side of the foundation frame. For example, the barrier extends no more than about 0.5 inches above the grade of the vehicle passage.

[0035] FIGS. 2 and 3 are perspective views of an exemplary frame 20. Frame 20 has a top side 28, a bottom side 30, a front wall 32, and an aft wall 34. Top side 28 is generally planar and parallel to the X-Y horizontal plane. Front wall 32, aft wall 34, and sidewalls 36, 38 form a perimeter of the frame. The frame forms finger troughs 40 laterally separated and extending longitudinally. Finger troughs 40 are enclosed on all sides except for the top side. Each finger trough 40 includes a bollard trough 42 extending forward from a pivot point 44 and a counterweight trough 46 aft of pivot point 44. Pivot point 44 indicates the position an axle 70 (FIG. 4) extends laterally across the finger troughs and rotationally connects to the frame below top side 28. Axle 70 may rotationally connect to one or more of the finger troughs and sidewalls 36, 38.

[0036] Frame 20 has an aft section 48 extending longitudinally from aft wall 34 to a first position 50 forward of and adjacent to pivot point 44 and a forward section 52 extending from first position 50 to front wall 32. Sidewalls 36, 38 of the forward section are recessed relative the sidewalls 36, 38 of aft section 48 whereby a lateral width 48W of aft section 48 is greater than the lateral width 52W of forward section 52.

[0037] Frame 20 may include one or more forward cavities 54 formed for example between adjacent bollard troughs 42 that are open at the top side and bottom side for containing the concrete foundation. Frame 20 may include on or more aft cavities 56 in the aft section that are open at the top and the bottom sides for containing the concrete foundation. Frame 20 includes a chamber 58, for example in aft section 48, in which a motor can be located to rotate the barrier.

[0038] Illustrated frame 20 includes bars 60, such as reinforcement bars, connected to the aft wall, front wall, and the sidewalls for setting in the concrete foundation. The recessed sidewalls of the forward section facilitate installing two vehicle barriers side by side with the aft section almost in contact with each other thereby minimizing the open gap between the adjacent blocking beams while maintaining a sufficient concrete foundation.

[0039] FIG. 4 illustrates an exemplary barrier 22. With additional reference in particular to FIGS. 1-3 and 5-8, barrier 22 has fingers 24 that align with finger troughs 40. Each of the fingers 24 has a top surface 62, a bollard section 64 having a forward terminal end 66, and a counterweight 68. Bollard section 64 has a bottom surface 76 that is parallel to top surface 62.

[0040] Axle 70 is fixed to barrier 22 between bollard section 64 and counterweight 68 to rotate with the barrier. Axle 70 is rotationally coupled to the frame as discussed with reference to FIGS. 2 and 3. Counterweight 68 biases the barrier to the deployed position. According to some embodiments, a blocking beam 72, or member, extends laterally and is connected at the forward terminal ends 66. In the non-deployed position, blocking beam 72 is located inside a beam trough 41 extending adjacent to and parallel with front wall 32.

[0041] FIGS. 5-7 illustrate an exemplary finger 24 according to one or more aspects of the disclosure. As will be understood by those skilled in the art with benefit of this disclosure, finger 24 may utilize some or all of the illustrated features. In this embodiment, bollard section 64 is a flanged beam having a vertical web 78 extending between a top flange 80, with top surface 62, and a bottom flange 82, with bottom surface 76. Bollard section 64 extends from forward terminal end 66 to aft terminal end 84. A lateral hole 86 is formed through vertical web 78 adjacent to aft terminal end 84. Axle 70 is disposed in hole 86 and fixed to the finger.

[0042] In some embodiments, counterweight 68 has a bottom face 88, or front face, extending at an obtuse angle 98 away from bottom surface 76, e.g., bottom flange 82.

[0043] The illustrated counterweight 68 includes a mid-plate 90 that extends aft from aft terminal end 84 and is co-planar with vertical web 78. Counterweight 68 is symmetrical, and the counterweight plates are generally identified for brevity relative to one lateral side of the vertical web. First plates 92 are mounted on opposite sides of mid-plate 90 and extend aft of the bollard section. Each of first plates 92 has a first forward section 92A extending a first distance 92D forward of the aft terminal end between top flange 80 and bottom flange 82 to a terminal end 92C, where the axle (represented by hole 86) passes through first forward section 92A. A first pair of first plates may be in contact with mid-plate and the vertical web and a second pair of first plates may be positioned adjacent to the first set of first plates.

[0044] Counterweight 68 includes second plates 94 located outboard of first plates 92 relative to the vertical web and extending aft of the bollard section. Second plates 94 each have a second forward section 94A extending forward of the aft terminal end of the bollard section a second distance 94D between top flange 80 and bottom flange 82 to a terminal end 94C. Second distance 94D is different from first distance 92D and the axle passes through second forward section 94A. In the illustrated example, second distance 94D is greater than first distance 92D. Counterweight 68 may include two or more (one or more on each side) additional plates 96 located aft of the aft terminal end of the flanged beam. The illustrated additional plates do not extend between the top and bottom flanges.

[0045] FIG. 8 is a schematic top view of an exemplary vehicle barrier 10 in a non-deployed position with barrier 22 retraced into frame 20, which is installed in concrete foundation 12. Barrier 22 is pivotally connected to frame 20 by axle 70. Concrete foundation 12 is placed in forward cavities 54 and aft cavities 56. Counterweight troughs 46 and motor chamber 58 are shown covered at the top surface with a removable metal plate.

[0046] FIG. 9 is a view along the line IX-IX of FIG. 8. In the non-deployed position, top surface 62 of finger 24 is generally co-planar with top side 28 of frame 20. A linkage 100, e.g., hold-down bar, is attached to bollard section 64 of finger 24 proximate forward terminal end 66 and attached to frame 20 below top side 28, for example inside of bollard trough 42. Linkage 100 is illustrated as a steel rod and other types of linkage may be used. Linkage 100 provides tension when the deployed barrier is impacted by a vehicle to resist bending of bollard section 64.

[0047] Counterweight 68 is disposed in counterweight trough 46 below top side 28. Counterweight trough 46 has a forward wall 102 extending vertically upward from bottom side 30. Forward wall 102 is generally parallel to vertical axis Z in this embodiment.

[0048] FIG. 10 is a view along the line X-X of FIG. 8 illustrating an exemplary motor arrangement. A motor 104 is mounted below top side 28 in motor chamber 58. Motor 104 is operationally connected via arm 106 to axle 70 to rotate the barrier between the deployed and non-deployed position. With additional reference to FIG. 13, motor 104 and all linkages are positioned below top side 28 when the barrier is in both the non-deployed and deployed positions.

[0049] FIG. 11 is a schematic front view of an exemplary vehicle barrier 10 with barrier 22 in a deployed position. FIG. 12 is a view along the line XII-XII of FIG. 1 and FIG. 13 is a view along the line XIII-XIII of FIG. 12.

[0050] In the deployed position finger 24 is rotated via axle 70 so that bollard section 64 of finger 24 extends above top side 28 of frame 20 at an angle 108 that is less than 90-degrees. For example, and without limitation, angle 108 may be about 55-degrees. Blocking beam 72 may be positioned, for example, about thirty-six to forty-one inches above top side 28. The bottom end 110 of hold-down bar 100 is moveably positioned in a pocket 112 secured to the reinforced steel foundation frame, e.g., finger troughs.

[0051] Counterweight 68 is rotated downward into counterweight trough 46. Front face 88 of counterweight 68 is in direct contact with forward wall 102 of counterweight trough and front face 88 is generally parallel with forward wall 102. Angle 98 (FIG. 7) and the abutment of front face 88 against forward wall 102 positions bollard section 64 at the desired angle 108 relative to top side 28 and blocking beam 72 at the desired height. The abutment of front face 88 and forward wall 102 resists movement of barrier 22 when the barrier is struck by a vehicle and limits the penetration of the vehicle past the vehicle barrier. Counterweight 68 maintains barrier 22 in the deployed position.

[0052] FIG. 13 shows that motor 104 and the mechanical linkages to axle 70 remain below top side 28 when vehicle barrier 10 is in the deployed position.

[0053] An exemplary vehicle barrier for use in a vehicle passage includes a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs laterally separated and extending longitudinally, where each of the finger troughs has a bollard trough extending from a pivot point forward and a counterweight trough aft of the pivot point. An axle extends laterally across the finger troughs and is rotationally connected to the frame at the pivot point. A barrier has fingers aligned with the finger troughs. Each of the fingers has a top surface, a bollard section having a forward terminal end, and a counterweight biasing the barrier to a deployed position. The barrier is fixed to the axle between the bollard section and the counterweight and moveable between a non-deployed position with the top surface generally co-planar with the top side and the deployed position with the bollard section extending above the top side.

[0054] The foundation frame may have an aft section extending from the aft wall to a first position forward of and adjacent to the pivot point, and a forward section extending from the first position to the front wall, where a lateral width of the aft section is greater than a lateral width of the forward section. Each trough may be enclosed on all sides except at the top side of the frame.

[0055] A lateral width of the bollard trough may be less than the lateral width of the counterweight trough. The counterweight trough may have a forward wall extending upward from the bottom side and the counterweight has a bottom face extending at an obtuse angle from a bottom surface of the bollard section, where in the deployed position the bottom face is in direct contact with the forward wall. The forward wall may be parallel with the vertical axis.

[0056] In an example the bollard section has a flanged beam with a vertical web extending between a top flange and a bottom flange, the flanged beam extending from the forward terminal end to an aft terminal end and the axle extends through the web forward of the aft end.

[0057] The counterweight may have a plurality of metal plates. The counterweight may have a mid-plate extending from the aft terminal end co-planar with the vertical web, first plates on opposite sides of and in contact with the mid-plate, the first plates each having a first forward section extending between the top flange and the bottom flange a first distance, where the axle passes through the first forward section. The counterweight may further include second plates located outboard of the first plates relative to the mid-plate, the second plates each having a second forward section extending between the top flange and the bottom flange a second distance different from the first distance and the axle passes through the second forward section.

[0058] Although relative terms such as “outer,”“inner,”“upper,”“lower,” and similar terms have been used herein to describe a spatial relationship of one element to another, it is understood that these terms are intended to encompass different orientations of the various elements and components in addition to the orientation depicted in the figures. Furthermore, as used herein, the terms “connect,”“connection,”“connected,”“in connection with,” and “connecting” may be used to mean in direct connection with or in connection with via one or more elements. Similarly, the terms “couple,”“coupling,” and “coupled” may be used to mean directly coupled or coupled via one or more elements. The terms “substantially,”“approximately,”“generally,” and “about” are defined as largely but not necessarily wholly what is specified (and includes what is specified; e.g., substantially 90 degrees includes 90 degrees and substantially parallel includes parallel), as understood by a person of ordinary skill in the art. The extent to which the description may vary will depend on how great a change can be instituted and still have a person of ordinary skill in the art recognized the modified feature as still having the required characteristics and capabilities of the unmodified feature.

[0059] The foregoing outlines features of several embodiments so that those skilled in the art may better understand the aspects of the disclosure. Those skilled in the art should appreciate that they may readily use the disclosure as a basis for designing or modifying other processes and structures for carrying out the same purposes and / or achieving the same advantages of the embodiments introduced herein. Those skilled in the art should also realize that such equivalent constructions do not depart from the spirit and scope of the disclosure and that they may make various changes, substitutions, and alterations herein without departing from the spirit and scope of the disclosure. The scope of the invention should be determined only by the language of the claims that follow. The term “comprising” within the claims is intended to mean “including at least” such that the recited listing of elements in a claim are an open group. The terms “a,”“an” and other singular terms are intended to include the plural forms thereof unless specifically excluded.

Examples

Embodiment Construction

[0021]It is to be understood that the following disclosure provides many different embodiments, or examples, for implementing different features of various illustrative embodiments. Specific examples of components and arrangements are described below to simplify the disclosure. These are, of course, merely examples and are not intended to be limiting. For example, a figure may illustrate an exemplary embodiment with multiple features or combinations of features that are not required in one or more other embodiments and thus a figure may disclose one or more embodiments that have fewer features or a different combination of features than the illustrated embodiment. Embodiments may include some but not all the features illustrated in a figure and some embodiments may combine features illustrated in one figure with features illustrated in another figure. Therefore, combinations of features disclosed in the following detailed description may not be necessary to practice the teachings in...

TECHNICAL FIELD

[0001] This disclosure relates in general to the field of active vehicle barriers that can be raised from a road surface to block the passage of a vehicle, and more particularly, but not by way of limitation, to a vehicle barrier that is crash-rated, certified, or engineer-rated to meet a reference testing standard for stopping a vehicle, having of a designated minimum weight and impacting the barrier at or greater than a designated speed, within a certain distance of the barrier.BACKGROUND

[0002] This section provides background information to facilitate a better understanding of the various aspects of the disclosure and is not an admission of prior art.

[0003] Security barriers are often used at motor vehicle entrances to facilities and property. The security barriers provide a means to selectively allow entry of authorized vehicles. Typically, these barriers are temporarily deployed to stop vehicles prior to confirming that the occupants and / or contents are authorized for entry and retracted to allow vehicles to pass. These barriers are generally designed to withstand a ramming force from a motor vehicle when deployed.SUMMARY

[0004] An exemplary wedge vehicle barrier for use in a vehicle passage includes a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs laterally separated and extending longitudinally, the finger troughs each have a bollard trough extending forward from a pivot point and a counterweight trough aft of the pivot point, and an axle that extends laterally across the finger troughs and is rotationally connected to the frame at the pivot point, a barrier includes fingers aligned with the finger troughs, each of the fingers has a top surface, a bollard section with a forward terminal end, and the barrier is fixed to the axle between the bollard section and the counterweight and the counterweight biasing the barrier from a non-deployed position with the top surface generally co-planar with the top side to a deployed position with the bollard section extending above the top side. The bollard section may be a flanged beam with a vertical web extending between a top flange and a bottom flange and the flanged beam extending from the forward terminal end to an aft terminal end and the axle passing through the vertical web. The counterweight may include first plates mounted on opposite sides of the vertical web and extending aft of the bollard section, the first plates each having a first forward section extending between the top flange and the bottom flange a first distance with the axle passing through the first forward section.

[0005] Another exemplary wedge vehicle barrier for use in a vehicle passage includes a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs laterally separated and extending longitudinally, where the finger troughs each have a bollard trough extending forward from a pivot point and a counterweight trough aft of the pivot point, the counterweight trough includes a forward wall extending vertically upward from the bottom side, an axle extends laterally across the finger troughs and is rotationally connected to the frame at the pivot point, a barrier includes fingers aligned with the finger troughs, the fingers each having a top surface, a bollard section having a forward terminal end, and a counterweight, where the barrier is fixed to the axle between the bollard section and the counterweight and the counterweight biases the barrier from a non-deployed position with the top surface generally co-planar with the top side to a deployed position with the bollard section extending above the top side, the counterweight having a bottom face extending at an obtuse angle from a bottom surface of the bollard section and when in the deployed position the bottom face is in direct contact with the forward wall.

[0006] This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of claimed subject matter.BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The disclosure is best understood from the following detailed description when read with the accompanying figures. It is emphasized that, in accordance with standard practice in the industry, various features are not drawn to scale. In fact, the dimensions of various features may be arbitrarily increased or reduced for clarity of discussion. As will be understood by those skilled in the art with the benefit of this disclosure, elements and arrangements of the various figures can be used together and in configurations not specifically illustrated without departing from the scope of this disclosure.

[0008] FIG. 1 is a schematic view of an exemplary wedge vehicle barriers in a vehicle passage apparatus according to one or more aspects of the disclosure.

[0009] FIG. 2 is a top perspective view of an exemplary foundation frame of a wedge vehicle barrier.

[0010] FIG. 3 is a bottom perspective view an exemplary foundation frame of a wedge vehicle barrier.

[0011] FIG. 4 is a perspective view of an exemplary barrier for pivotal connection to a foundation frame.

[0012] FIG. 5 is a perspective view of an exemplary finger of a barrier having a bollard section and a counterweight.

[0013] FIG. 6 is a top view of an exemplary finger of a barrier having a bollard section and a counterweight.

[0014] FIG. 7 is a side view of an exemplary finger of a barrier having a bollard section and a counterweight.

[0015] FIG. 8 is a top schematic view of an exemplary vehicle barrier in a non-deployed position.

[0016] FIG. 9 is a view along the line IX-IX of FIG. 8.

[0017] FIG. 10 is a view along the line X-X of FIG. 8.

[0018] FIG. 11 is a front schematic view of an exemplary vehicle barrier in a deployed position.

[0019] FIG. 12 is a view along the line XII-XII of FIG. 11.

[0020] FIG. 13 is a view along the line XIII-XIII of FIG. 11.DETAILED DESCRIPTION

[0021] It is to be understood that the following disclosure provides many different embodiments, or examples, for implementing different features of various illustrative embodiments. Specific examples of components and arrangements are described below to simplify the disclosure. These are, of course, merely examples and are not intended to be limiting. For example, a figure may illustrate an exemplary embodiment with multiple features or combinations of features that are not required in one or more other embodiments and thus a figure may disclose one or more embodiments that have fewer features or a different combination of features than the illustrated embodiment. Embodiments may include some but not all the features illustrated in a figure and some embodiments may combine features illustrated in one figure with features illustrated in another figure. Therefore, combinations of features disclosed in the following detailed description may not be necessary to practice the teachings in the broadest sense and are instead merely to describe particularly representative examples. In addition, the disclosure may repeat reference numerals and / or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not itself dictate a relationship between the various embodiments and / or configurations discussed.

[0022] Vehicle barrier systems are used to protect premises and people from the unauthorized entry of vehicles. Anti-ram vehicle barriers systems or vehicle security barriers are configured to stop motor vehicles that crash into the barrier. Some barriers are designed to stop vehicles that are intentionally crashed into the barrier in an attempt to enter the protected area for nefarious purposes.

[0023] Some anti-ram vehicle barriers are crash tested to ensure compliance with and obtain certification from a recognized test standard. For example, the American Standard Test Method (ASTM F2656 and F3016), British Standard Institute (PAS 68) and the International Organization for Standardization (ISO) and International Works Agreement (IWA 14-1).

[0024] The U.S. State Department (DOS) published the certification standard SD-STD-02.01 (Test Method for Vehicle Crash Testing of Perimeter Barriers and Gates) in 1985. The test vehicle was specified as a medium-duty truck weighing 15,000 lb. (6800 kg) and the nominal velocities were 30 mph (50 km / h), 40 mph (65 km / h) and 50 mph (80 km / h). Penetration was measured from the pre-impact attack (front) side of the vehicle security barrier and classified into three categories of penetration rating. The standard was revised in 2003 with measuring the penetration from the asset or protected (rear) side of the barrier and the limitation of permissible vehicle penetration to one meter (the highest level of penetration rating).

[0025] In 2007, the SD-STD-02.01 was replaced with ASTM F2656-07. This new standard included the medium-duty truck and added three new test vehicle types, a small passenger car, pickup truck, and a heavy goods truck. ASTM F2656-07 maintained three predetermined impact velocities for each vehicle category and penetration is measured from the rear face of the barrier and classified into four categories of penetration rating. The penetration ratings include P1 for less than or equal to 1 m (3.3 ft.); P2 for 1.10 to 7 meters (3.31 to 23.0 ft.); P3 for 7.01 to 30 meters (23.1 to 98.4 ft.); and P4 for 30 meters (98 ft.) or greater. ASTM F2656 was revised in 2015 (ASTM F2656-15) to include two additional vehicle types, a full-sized sedan and a cab over / cab forward class 7 truck and it excluded the lowest penetration rating (P4). Vehicle categories include M-ratings: medium duty truck (15,000 lb.); C-rating: small passenger car (2,430 lb.); PU-rating: pickup truck (5,070 lb.); and H-ratings: heavy goods vehicle (65,000 lb.). As an example, an M-rating is an equivalent vehicle as a K-rating. An M50-P1 certified barrier has been tested by impacting a 15,000-lb. vehicle travelling perpendicular to the barrier at 50 mph and stopping the vehicle within 1 meter of the barrier.

[0026] ASTM F3016 establishes standards for anti-ram at low speeds. Whereas ASTM F2656 addresses greater speeds and different weight vehicles such as may be used in an intentional act, such as a terrorist attack, ASTM F3016 addresses standards for vehicle safety barriers to protect pedestrians and storefront property. Storefronts, bus stops, restaurant patios, sidewalks, propane tanks, and gasoline pumps are examples of protected areas particularly suited for F3016 type vehicle safety barriers. ASTM F3016 provides for a range of low impact speeds, 20 to 60 km / h (10 to 30 mph), with a 22,250 N (5,000 lb.) test vehicle. Penetration ratings are based on displacement of the barrier into the protected area or maximum intrusion of the vehicle impactor nose into the protected area. The speed ratings are S10 (20 km / h; 10 mph); S20 (35 km / h; 20 mph); and S30 (50 km / h; 30 mph) and penetration ratings are P1 (less than or equal to 0.30 m; 1 ft.) and P2(0.31 -1.22 m; 1 ft.). Penetration of greater than P2 is a failure.

[0027] In 2005, the British Standard Institute (BSI) published PAS 68:2005 Specification for Vehicle Barriers: Fixed Bollards. The standard was expanded within two years to include other types of barriers, such as gates and road blockers. The 2013 version, “Impact Test Specifications for Vehicle Security Barrier Systems,” rates vehicle barrier systems based on six types of test vehicles, including seven test speeds, and penetration is measured from the rear (protected side) face of the barrier. PAS 68 defines the vehicle type, penetration, dispersion of debris and records the angle of the vehicle's approach. The PAS 68 rating includes a five-to-seven-part classification code, the includes: Classification of Test / Gross Weight of Vehicle (kg) (Vehicle Class) / Impact Speed / Angle of Impact: Distance Leading Edge of Load Bay travels beyond the Original Position of Rear Face / Dispersion Distance of major debris weighing 25 kg or more from the barrier to establish stand-off distance. For example, a barrier (bollard) tested by impact by a 7500 kg day cab (“V”) at a ninety-degree angle traveling 80 km / h and resulting in penetration of 7.5 m with significant debris scattered up to 20.0 m away would be designated as V / 7500(N3) / 80 / 90:7.5 / 20.0. The dispersion distance may be used to determine a stand-off distance for example to mitigate damage from a vehicle born improvised explosive device.

[0028] The European Committee for Standardization (CEN), recognized across 34 European countries has produced a standard CWA 16221 that combines details of PAS 68 and PAS 69. PAS 69 provides guidance on the barrier's use and installation.

[0029] In 2013, the International Works Agreement (IWA) 14-1:2013 was published to provide an international specification for crash-testing. The system was developed by government agencies, military bodies and providing companies from the USA, UK, Germany, Norway, Oman, Singapore, and Syria. This standard includes a merging of vehicle impact test specifications of the British PAS 68 and the American ASTM F2656. This international standard assesses vehicle barrier performance based on nine types of test vehicles with up to seven test speeds. Penetration is measured from the front (attack side) face of the barrier. The IWA 14 classification code represents Vehicle Impact Test / Gross Weight of Vehicle (Vehicle Class) / Impact Speed / Angle of Impact / Penetration beyond the original position of the Front / Impact face.

[0030] Vehicle safety barriers may be designated or marketed as crash-rated, certified, or engineer-rated. Certified or crash-rated systems have been crash-tested and certified by an independent testing facility pursuant to a referenced testing standard, e.g., ASTM, PAS, IWA. Engineered or engineer-rated systems have been designed and computer-analyzed to meet a designation within a referenced standard but not crashed tested or certified.

[0031] Exemplary embodiments of an active vehicle barrier for use in a vehicle passage are disclosed. Embodiments may be crash-rated, certified, or engineer-rated. Certified or crash-rated systems have been crash-tested and certified by an independent testing facility pursuant to a referenced testing standard. Engineered or engineer-rated systems have been designed and computer-analyzed to meet a designation within a referenced standard but not crashed tested or certified.

[0032] Particular embodiments of the active vehicle barrier are crash tested and rated M50-P1 per ASTM F2656-20 test protocol and meet similar standards from different agencies and jurisdictions. In accordance with the test procedure for M50 condition designation, the impact speed must be 75.1 kph or above (47 mph or above] and the standard test truck's test weight, must be within 6800±140 kg [15,000±309 lb.]. Achieving the M50-P1 rating includes achieving similar ratings for smaller vehicle weights.

[0033] FIGS. 1-4 depict three mutual orthogonal directions X, Y, Z forming a three-dimensional frame of reference. A longitudinal axis X is generally parallel to a direction of vehicle travel on a vehicle passage and a lateral axis Y is transverse to the longitudinal axis. An X-Y plane is considered to be horizontal, and a vertical axis Z is orthogonal to the X-Y plane and parallel with gravity. The vehicle barrier is oriented with a front, or attack side, oriented toward the direction of travel of vehicles to be stopped by a deployed barrier.

[0034] Referring to FIG. 1, exemplary anti-ram wedge vehicle barriers, generally denoted by the numeral 10, are illustrated installed in a concrete foundation 12 in a vehicle passage 14. A vehicle 16 is shown travelling in a direction 18 parallel to the longitudinal axis X. The frame 20 of the vehicle barrier is set in the concrete foundation with the concrete foundation filling one or more cavities inside the perimeter of the frame. A barrier 22 having fingers 24 and a blocking beam 26 is pivotally connected to the frame and moveable between a deployed position with the fingers extending above the frame and concrete foundation and non-deployed position with the fingers and beams disposed in the frame. The top side of the frame is generally co-planar with the grade 15 of concrete foundation 12 and vehicle passage 14. When the barrier is in the non-deployed position the top surface of the barrier is generally co-planar with the grade and the top side of the foundation frame. For example, the barrier extends no more than about 0.5 inches above the grade of the vehicle passage.

[0035] FIGS. 2 and 3 are perspective views of an exemplary frame 20. Frame 20 has a top side 28, a bottom side 30, a front wall 32, and an aft wall 34. Top side 28 is generally planar and parallel to the X-Y horizontal plane. Front wall 32, aft wall 34, and sidewalls 36, 38 form a perimeter of the frame. The frame forms finger troughs 40 laterally separated and extending longitudinally. Finger troughs 40 are enclosed on all sides except for the top side. Each finger trough 40 includes a bollard trough 42 extending forward from a pivot point 44 and a counterweight trough 46 aft of pivot point 44. Pivot point 44 indicates the position an axle 70 (FIG. 4) extends laterally across the finger troughs and rotationally connects to the frame below top side 28. Axle 70 may rotationally connect to one or more of the finger troughs and sidewalls 36, 38.

[0036] Frame 20 has an aft section 48 extending longitudinally from aft wall 34 to a first position 50 forward of and adjacent to pivot point 44 and a forward section 52 extending from first position 50 to front wall 32. Sidewalls 36, 38 of the forward section are recessed relative the sidewalls 36, 38 of aft section 48 whereby a lateral width 48W of aft section 48 is greater than the lateral width 52W of forward section 52.

[0037] Frame 20 may include one or more forward cavities 54 formed for example between adjacent bollard troughs 42 that are open at the top side and bottom side for containing the concrete foundation. Frame 20 may include on or more aft cavities 56 in the aft section that are open at the top and the bottom sides for containing the concrete foundation. Frame 20 includes a chamber 58, for example in aft section 48, in which a motor can be located to rotate the barrier.

[0038] Illustrated frame 20 includes bars 60, such as reinforcement bars, connected to the aft wall, front wall, and the sidewalls for setting in the concrete foundation. The recessed sidewalls of the forward section facilitate installing two vehicle barriers side by side with the aft section almost in contact with each other thereby minimizing the open gap between the adjacent blocking beams while maintaining a sufficient concrete foundation.

[0039] FIG. 4 illustrates an exemplary barrier 22. With additional reference in particular to FIGS. 1-3 and 5-8, barrier 22 has fingers 24 that align with finger troughs 40. Each of the fingers 24 has a top surface 62, a bollard section 64 having a forward terminal end 66, and a counterweight 68. Bollard section 64 has a bottom surface 76 that is parallel to top surface 62.

[0040] Axle 70 is fixed to barrier 22 between bollard section 64 and counterweight 68 to rotate with the barrier. Axle 70 is rotationally coupled to the frame as discussed with reference to FIGS. 2 and 3. Counterweight 68 biases the barrier to the deployed position. According to some embodiments, a blocking beam 72, or member, extends laterally and is connected at the forward terminal ends 66. In the non-deployed position, blocking beam 72 is located inside a beam trough 41 extending adjacent to and parallel with front wall 32.

[0041] FIGS. 5-7 illustrate an exemplary finger 24 according to one or more aspects of the disclosure. As will be understood by those skilled in the art with benefit of this disclosure, finger 24 may utilize some or all of the illustrated features. In this embodiment, bollard section 64 is a flanged beam having a vertical web 78 extending between a top flange 80, with top surface 62, and a bottom flange 82, with bottom surface 76. Bollard section 64 extends from forward terminal end 66 to aft terminal end 84. A lateral hole 86 is formed through vertical web 78 adjacent to aft terminal end 84. Axle 70 is disposed in hole 86 and fixed to the finger.

[0042] In some embodiments, counterweight 68 has a bottom face 88, or front face, extending at an obtuse angle 98 away from bottom surface 76, e.g., bottom flange 82.

[0043] The illustrated counterweight 68 includes a mid-plate 90 that extends aft from aft terminal end 84 and is co-planar with vertical web 78. Counterweight 68 is symmetrical, and the counterweight plates are generally identified for brevity relative to one lateral side of the vertical web. First plates 92 are mounted on opposite sides of mid-plate 90 and extend aft of the bollard section. Each of first plates 92 has a first forward section 92A extending a first distance 92D forward of the aft terminal end between top flange 80 and bottom flange 82 to a terminal end 92C, where the axle (represented by hole 86) passes through first forward section 92A. A first pair of first plates may be in contact with mid-plate and the vertical web and a second pair of first plates may be positioned adjacent to the first set of first plates.

[0044] Counterweight 68 includes second plates 94 located outboard of first plates 92 relative to the vertical web and extending aft of the bollard section. Second plates 94 each have a second forward section 94A extending forward of the aft terminal end of the bollard section a second distance 94D between top flange 80 and bottom flange 82 to a terminal end 94C. Second distance 94D is different from first distance 92D and the axle passes through second forward section 94A. In the illustrated example, second distance 94D is greater than first distance 92D. Counterweight 68 may include two or more (one or more on each side) additional plates 96 located aft of the aft terminal end of the flanged beam. The illustrated additional plates do not extend between the top and bottom flanges.

[0045] FIG. 8 is a schematic top view of an exemplary vehicle barrier 10 in a non-deployed position with barrier 22 retraced into frame 20, which is installed in concrete foundation 12. Barrier 22 is pivotally connected to frame 20 by axle 70. Concrete foundation 12 is placed in forward cavities 54 and aft cavities 56. Counterweight troughs 46 and motor chamber 58 are shown covered at the top surface with a removable metal plate.

[0046] FIG. 9 is a view along the line IX-IX of FIG. 8. In the non-deployed position, top surface 62 of finger 24 is generally co-planar with top side 28 of frame 20. A linkage 100, e.g., hold-down bar, is attached to bollard section 64 of finger 24 proximate forward terminal end 66 and attached to frame 20 below top side 28, for example inside of bollard trough 42. Linkage 100 is illustrated as a steel rod and other types of linkage may be used. Linkage 100 provides tension when the deployed barrier is impacted by a vehicle to resist bending of bollard section 64.

[0047] Counterweight 68 is disposed in counterweight trough 46 below top side 28. Counterweight trough 46 has a forward wall 102 extending vertically upward from bottom side 30. Forward wall 102 is generally parallel to vertical axis Z in this embodiment.

[0048] FIG. 10 is a view along the line X-X of FIG. 8 illustrating an exemplary motor arrangement. A motor 104 is mounted below top side 28 in motor chamber 58. Motor 104 is operationally connected via arm 106 to axle 70 to rotate the barrier between the deployed and non-deployed position. With additional reference to FIG. 13, motor 104 and all linkages are positioned below top side 28 when the barrier is in both the non-deployed and deployed positions.

[0049] FIG. 11 is a schematic front view of an exemplary vehicle barrier 10 with barrier 22 in a deployed position. FIG. 12 is a view along the line XII-XII of FIG. 1 and FIG. 13 is a view along the line XIII-XIII of FIG. 12.

[0050] In the deployed position finger 24 is rotated via axle 70 so that bollard section 64 of finger 24 extends above top side 28 of frame 20 at an angle 108 that is less than 90-degrees. For example, and without limitation, angle 108 may be about 55-degrees. Blocking beam 72 may be positioned, for example, about thirty-six to forty-one inches above top side 28. The bottom end 110 of hold-down bar 100 is moveably positioned in a pocket 112 secured to the reinforced steel foundation frame, e.g., finger troughs.

[0051] Counterweight 68 is rotated downward into counterweight trough 46. Front face 88 of counterweight 68 is in direct contact with forward wall 102 of counterweight trough and front face 88 is generally parallel with forward wall 102. Angle 98 (FIG. 7) and the abutment of front face 88 against forward wall 102 positions bollard section 64 at the desired angle 108 relative to top side 28 and blocking beam 72 at the desired height. The abutment of front face 88 and forward wall 102 resists movement of barrier 22 when the barrier is struck by a vehicle and limits the penetration of the vehicle past the vehicle barrier. Counterweight 68 maintains barrier 22 in the deployed position.

[0052] FIG. 13 shows that motor 104 and the mechanical linkages to axle 70 remain below top side 28 when vehicle barrier 10 is in the deployed position.

[0053] An exemplary vehicle barrier for use in a vehicle passage includes a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs laterally separated and extending longitudinally, where each of the finger troughs has a bollard trough extending from a pivot point forward and a counterweight trough aft of the pivot point. An axle extends laterally across the finger troughs and is rotationally connected to the frame at the pivot point. A barrier has fingers aligned with the finger troughs. Each of the fingers has a top surface, a bollard section having a forward terminal end, and a counterweight biasing the barrier to a deployed position. The barrier is fixed to the axle between the bollard section and the counterweight and moveable between a non-deployed position with the top surface generally co-planar with the top side and the deployed position with the bollard section extending above the top side.

[0054] The foundation frame may have an aft section extending from the aft wall to a first position forward of and adjacent to the pivot point, and a forward section extending from the first position to the front wall, where a lateral width of the aft section is greater than a lateral width of the forward section. Each trough may be enclosed on all sides except at the top side of the frame.

[0055] A lateral width of the bollard trough may be less than the lateral width of the counterweight trough. The counterweight trough may have a forward wall extending upward from the bottom side and the counterweight has a bottom face extending at an obtuse angle from a bottom surface of the bollard section, where in the deployed position the bottom face is in direct contact with the forward wall. The forward wall may be parallel with the vertical axis.

[0056] In an example the bollard section has a flanged beam with a vertical web extending between a top flange and a bottom flange, the flanged beam extending from the forward terminal end to an aft terminal end and the axle extends through the web forward of the aft end.

[0057] The counterweight may have a plurality of metal plates. The counterweight may have a mid-plate extending from the aft terminal end co-planar with the vertical web, first plates on opposite sides of and in contact with the mid-plate, the first plates each having a first forward section extending between the top flange and the bottom flange a first distance, where the axle passes through the first forward section. The counterweight may further include second plates located outboard of the first plates relative to the mid-plate, the second plates each having a second forward section extending between the top flange and the bottom flange a second distance different from the first distance and the axle passes through the second forward section.

[0058] Although relative terms such as “outer,”“inner,”“upper,”“lower,” and similar terms have been used herein to describe a spatial relationship of one element to another, it is understood that these terms are intended to encompass different orientations of the various elements and components in addition to the orientation depicted in the figures. Furthermore, as used herein, the terms “connect,”“connection,”“connected,”“in connection with,” and “connecting” may be used to mean in direct connection with or in connection with via one or more elements. Similarly, the terms “couple,”“coupling,” and “coupled” may be used to mean directly coupled or coupled via one or more elements. The terms “substantially,”“approximately,”“generally,” and “about” are defined as largely but not necessarily wholly what is specified (and includes what is specified; e.g., substantially 90 degrees includes 90 degrees and substantially parallel includes parallel), as understood by a person of ordinary skill in the art. The extent to which the description may vary will depend on how great a change can be instituted and still have a person of ordinary skill in the art recognized the modified feature as still having the required characteristics and capabilities of the unmodified feature.

[0059] The foregoing outlines features of several embodiments so that those skilled in the art may better understand the aspects of the disclosure. Those skilled in the art should appreciate that they may readily use the disclosure as a basis for designing or modifying other processes and structures for carrying out the same purposes and / or achieving the same advantages of the embodiments introduced herein. Those skilled in the art should also realize that such equivalent constructions do not depart from the spirit and scope of the disclosure and that they may make various changes, substitutions, and alterations herein without departing from the spirit and scope of the disclosure. The scope of the invention should be determined only by the language of the claims that follow. The term “comprising” within the claims is intended to mean “including at least” such that the recited listing of elements in a claim are an open group. The terms “a,”“an” and other singular terms are intended to include the plural forms thereof unless specifically excluded.

Examples

Embodiment Construction

[0021]It is to be understood that the following disclosure provides many different embodiments, or examples, for implementing different features of various illustrative embodiments. Specific examples of components and arrangements are described below to simplify the disclosure. These are, of course, merely examples and are not intended to be limiting. For example, a figure may illustrate an exemplary embodiment with multiple features or combinations of features that are not required in one or more other embodiments and thus a figure may disclose one or more embodiments that have fewer features or a different combination of features than the illustrated embodiment. Embodiments may include some but not all the features illustrated in a figure and some embodiments may combine features illustrated in one figure with features illustrated in another figure. Therefore, combinations of features disclosed in the following detailed description may not be necessary to practice the teachings in...

Claims

1. A wedge vehicle barrier for use in a vehicle passage, where three mutually orthogonal directions X, Y, and Z, form a three-dimensional frame of reference, with a longitudinal axis X generally parallel to a direction of vehicle travel on the vehicle passage, a lateral axis Y that is transverse to the longitudinal axis, an X-Y plane considered to be horizontal, and a vertical axis Z that is orthogonal to the X-Y plane, the wedge vehicle barrier comprising:a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs extending longitudinally, the finger troughs each comprising a bollard trough extending forward from a pivot point and a counterweight trough aft of the pivot point;an axle extending across the finger troughs and rotationally connected to the frame at the pivot point;a barrier comprising fingers aligned with the finger troughs, the fingers each comprising a top surface, a bollard section having a forward terminal end, and a counterweight, the barrier fixed to the axle between the bollard section and the counterweight and the counterweight biasing the barrier from a non-deployed position with the top surface generally co-planar with the top side to a deployed position with the bollard section extending above the top side;a blocking member connected at the forward terminal ends;one or more of the fingers comprising a linkage attached adjacent to the forward terminal end and attached to the frame below the top side;wherein the bollard section comprises a flanged beam having a vertical web extending between a top flange and a bottom flange, the flanged beam extending from the forward terminal end to an aft terminal end and the axle passing through the vertical web; andwherein the counterweight comprises first plates mounted on opposite sides of the vertical web, the first plates each having a first forward section extending forward of the aft terminal end between the top flange and the bottom flange a first distance with the axle passing through the first forward section.

2. The wedge vehicle barrier of claim 1, wherein the counterweight further comprises a mid-plate co-planar with the vertical web and extending aft from the aft terminal end between the first plates.

3. The wedge vehicle barrier of claim 1, wherein the counterweight further comprises second plates aft of the aft terminal end and outboard of the first plates relative to the vertical web, the second plates each having a second forward section extending forward of the aft terminal end between the top flange and the bottom flange a second distance different from the first distance.

4. The wedge vehicle barrier of claim 3, wherein the counterweight further comprises two or more additional plates located aft of the aft terminal end of the flanged beam.

5. The wedge vehicle barrier of claim 1, wherein the counterweight further comprises:a mid-plate co-planar with the vertical web and extending aft from the aft terminal end; andsecond plates aft of the aft terminal end and outboard of the first plates relative to the vertical web, the second plates each having a second forward section extending forward of the aft terminal end between the top flange and the bottom flange a second distance different from the first distance.

6. The wedge vehicle barrier of claim 5, wherein the second distance is greater than the first distance.

7. The wedge vehicle barrier of claim 1, wherein:the counterweight trough comprises a forward wall extending upward from the bottom side; andthe counterweight has a bottom face extending at an obtuse angle from a bottom surface of the bollard section, where the bottom face is in direct contact with the forward wall when the barrier is in the deployed position.

8. The wedge vehicle barrier of claim 7, wherein the counterweight further comprises second plates aft of the aft terminal end and outboard of the first plates relative to the vertical web, the second plates each having a second forward section extending forward of the aft terminal end between the top flange and the bottom flange a second distance different from the first distance.

9. The wedge vehicle barrier of claim 7, wherein the counterweight further comprises:a mid-plate co-planar with the vertical web and extending aft from the aft terminal end; andsecond plates aft of the aft terminal end and outboard of the first plates relative to the vertical web, the second plates each having a second forward section extending forward of the aft terminal end between the top flange and the bottom flange a second distance different from the first distance.

10. A wedge vehicle barrier for use in a vehicle passage, where three mutually orthogonal directions X, Y, and Z, form a three-dimensional frame of reference, with a longitudinal axis X generally parallel to a direction of vehicle travel on the vehicle passage, a lateral axis Y that is transverse to the longitudinal axis, an X-Y plane considered to be horizontal, and a vertical axis Z that is orthogonal to the X-Y plane, the wedge vehicle barrier comprising:a frame having a top side, a bottom side, a front wall and an aft wall extending laterally, and finger troughs extending longitudinally, the finger troughs each comprising a bollard trough extending forward from a pivot point and a counterweight trough aft of the pivot point;an axle extending across the finger troughs and rotationally connected to the frame at the pivot point;a barrier comprising fingers aligned with the finger troughs, the fingers each comprising a top surface, a bollard section having a forward terminal end, and a counterweight, wherein the barrier is fixed to the axle between the bollard section and the counterweight, and the counterweight biases the barrier from a non-deployed position with the top surface generally co-planar with the top side to a deployed position with the bollard section extending above the top side;a blocking member connected at the forward terminal ends;one or more of the fingers comprising a linkage attached adjacent to the forward terminal end and attached to the frame below the top side;an aft cavity formed aft of the axle and open at the top side and the bottom side; anda forward cavity formed between an adjacent pair of bollard troughs and open at the top side and the bottom side;wherein the counterweight trough comprises a forward wall extending upward from the bottom side; andwherein the counterweight has a bottom face extending at an obtuse angle from a bottom surface of the bollard section, where the bottom face is in direct contact with the forward wall when the barrier is in the deployed position.

11. The wedge vehicle barrier of claim 10, further comprising a motor connected to the barrier to move the barrier between the deployed position and the non-deployed position, the motor located below the top side when the barrier is in the deployed position and the non-deployed position.

12. The wedge vehicle barrier of claim 10, wherein the forward wall of the counterweight trough is parallel to the vertical axis and the bottom face of the counterweight is parallel to the forward wall when the barrier is in the deployed position.

13. The wedge vehicle barrier of claim 10, wherein the counterweight comprises a plurality of metal plates.

14. The wedge vehicle barrier of claim 10, wherein:the bollard section comprises a flanged beam having a vertical web extending between a top flange and a bottom flange, the flanged beam extending from the forward terminal end to an aft terminal end and the axle extends through the vertical web; andthe counterweight comprises first plates mounted on opposite sides of the vertical web aft of the aft terminal end, the first plates each having a first forward section extending forward of the aft terminal end between the top flange and the bottom flange a first distance with the axle passing through the first forward section.

15. The wedge vehicle barrier of claim 14, wherein the counterweight further comprises second plates aft of the aft terminal end and outboard of the first plates relative to the vertical web, the second plates each having a second forward section extending forward of the aft terminal end between the top flange and the bottom flange a second distance different from the first distance.

16. The wedge vehicle barrier of claim 10, wherein:the bollard section comprises a flanged beam having a vertical web extending between a top flange and a bottom flange, the flanged beam extending from the forward terminal end to an aft terminal end and the axle passing through the vertical web;a mid-plate co-planar with the vertical web and extending aft from the aft terminal end;first plates on opposite sides of and in contact with the mid-plate, the first plates each having a first forward section extending forward of the aft terminal end between the top flange and the bottom flange a first distance, wherein the axle passes through the first forward section; andsecond plates aft of the aft terminal end and outboard of the first plates relative to the vertical web, the second plates each having a second forward section extending forward of the aft terminal end between the top flange and the bottom flange a second distance different from the first distance.

17. The wedge vehicle barrier of claim 10, wherein the frame is installed in a concrete foundation in the vehicle passage with a grade of the vehicle passage and the concrete foundation is generally co-planar with the top side and the aft cavity and the forward cavity are filled with the concrete foundation.

18. The wedge vehicle barrier of claim 17, wherein the forward wall of the counterweight trough is parallel to the vertical axis and the bottom face of the counterweight is parallel to the forward wall when the barrier is in the deployed position.

19. The wedge vehicle barrier of claim 17, wherein:the bollard section comprises a flanged beam having a vertical web extending between a top flange and a bottom flange, the flanged beam extending from the forward terminal end to an aft terminal end and the axle passing through the vertical web; andthe counterweight comprises a plurality of metal plates aft of the axle.

20. The wedge vehicle barrier of claim 19, wherein the forward wall of the counterweight trough is parallel to the vertical axis and the bottom face of the counterweight is parallel to the forward wall when the barrier is in the deployed position.

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