This section provides background information to facilitate a better understanding of the various aspects of the disclosure. It should be understood that the statements in this section of this document are to be read in this light, and not as admissions of prior art.
Vehicle barrier systems are utilized to guard against access to protected areas. In particular, the systems are provided to stop motor vehicles, such as trucks, from being intentionally driven into certain areas for nefarious purposes. At least one agency of the United States Government has provided standards to certify barriers for use.
An exemplary barrier for use with a gate assembly to close a gate passage includes a quadrilateral frame comprising top and bottom horizontal members and first and second vertical members, a horizontal gate beam extending longitudinally from a buttress end to a latch end, the gate beam constructed of a W-beam having a web oriented horizontally and extending laterally between first and second flanges, a first stop connected to the buttress end and extending perpendicular to the first and second flanges and outside of the first and second flanges relative to the web, a first latch connected to the latch end, the first latch forming a hook comprising a shank extending longitudinally from the latch end, a point located opposite the shank, a gap between the point and the shank, and an opening between the point and the latch end, and the gate beam connected to the frame between the top and bottom horizontal members.
a W-beam extending longitudinally from a buttress end to a latch end and a web oriented, in use, horizontally and extending laterally between first and second flanges, a first stop connected to the buttress end with a first lateral portion extending perpendicular to the first and second flanges and extending outside of the first and second flanges relative to the web, and a first latch connected to the latch end, the first latch forming a first hook comprising a first shank extending longitudinally from the latch end, a point located opposite the first shank, a gap between the point and the first shank, and an opening between the point and the latch end.
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.
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.
It is to be understood that the following disclosure provides many different embodiments, or examples, for implementing different features of various 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. 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 in itself dictate a relationship between the various embodiments and/or configurations discussed.
In the closed position, crash gate assembly 10 is an anti-ram crash barrier configured to stop the penetration of a motor vehicle 22 that crashes into barrier 12. Barrier 12 should fully stop an impacting vehicle within a desired penetration distance. United States federal agencies (e.g., the U.S. Department of Defense (DOD) and the Department of State (DOS)) have developed test standards using crash tests to quantify, verify, and certify barrier performance. Such test methods were initially published by the U.S. Dept. of State in 1985 as SD-STD-02.01, which was revised in 2003 as SD-STD-02.01 Revision A, and which was replaced in 2009 with ASTM F2656-07 (Standard Test Method for Vehicle Crash Testing of Perimeter Barriers). Embodiments of the disclosed crash gate assembly 10 are configured to be crash-rated by certifying agencies such as DOD, DOS, ASTM and British Standards (BSI) and/or engineered to meet certifying agency standards. Vehicle barriers are tested by crashing a motor vehicle from a perpendicular direction into the barrier. The vehicle barrier is rated based on the test vehicles weight, the speed of impact, and the penetration of the vehicle (e.g., the cargo bed) beyond the pre-impact inside edge of the barrier. For example, a “K” or “M” designates a medium duty vehicle with a gross weight of 15,000 pounds (6810 kg). The speed ratings include K4/M30 for traveling at 28.0 to 37.9 miles per hour (mph), K8/M40 traveling at 38.0 to 46.9 mph, and K12/M50 traveling at 47.0 mph and above. The penetration ratings include P1 for less than or equal to 1 meter (3.3 ft.), P2 for 1.10 to 7 m (3.31 to 23.0 ft.), P3 for 7.01 to 30 m (23.1 to 98.4 ft.), and P4 for 30 m (98 ft.) or greater. For example, an M50-P1 crash barrier is designed to stop a medium duty truck traveling 50 mph with a penetration distance of 3.3 feet or less. Exemplary embodiments are configured to meet M50 ratings with a penetration rating of P3 or greater.
In
Buttress and latch post assemblies 14, 16 are each set-in concrete foundations 28 that extend below grade level 30. Roadway 20, which is blocked by closed barrier 12, extends a length 32 between the buttress and latch post assemblies. In the non-limiting examples illustrated in
In an exemplary embodiment, gate frame 40 includes a panel 48 shown in isolation in
A latch 60 is connected at latch end 38 of gate beam 34 and includes a first latch member 62 to operationally connect with a second latch member 64 at latch post assembly 16 (see, e.g.,
Each latch 60 may include a tongue that is positioned on the web between the first and the second flanges. For example, the top latch having a tongue located on the top side of the web and the bottom latch having a tongue located on the bottom side of the web.
Referring back to
Latch posts 76 are connected to one another, for example, at the top ends with a cap plate 80 and proximate the bottom ends by a base plate 82 and a gusset plate 84. A longitudinal leg 86 extends outward from the bottom of each latch post 76 in a direction parallel to barrier 12 (see, e.g.,
A pair of vertically spaced apart stops 98 are located on the opposite side of buttress posts 92 from the roadway for disposing stop plates 58 on gate beam 34 when barrier 12 is in the closed position, see e.g.,
Buttress posts 92 are connected to one another for example at the top ends with a cap plate 80 and proximate the bottom ends by a base plate 82 and gusset plate 84. A longitudinal leg 86 extends horizontally outward from the bottom of each buttress post 92 in a direction parallel to barrier 12 (see, e.g.,
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.
This application is a continuation of application Ser. No. 16/951,733, filed on Nov. 18, 2020, now U.S. Pat. No. 11,428,508, which is a continuation of application Ser. No. 16/250,489, filed on Jan. 17, 2019, now U.S. Pat. No. 10,883,801, which is a division of application Ser. No. 15/172,141, filed on Jun. 2, 2016, now U.S. Pat. No. 10,227,742, which is a non-provisional of application No. 62/171,948, filed on Jun. 5, 2015.
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Parent | 15172141 | Jun 2016 | US |
Child | 16250489 | US |
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Parent | 16951733 | Nov 2020 | US |
Child | 17898490 | US | |
Parent | 16250489 | Jan 2019 | US |
Child | 16951733 | US |