Patent Application
20100212227
The structural embodiments disclosed herein relate to high security overhead doors and physical security barriers for such overhead doors in the form of a crash barrier apparatus.
As background, it is acknowledged that blast resistant doors and windows currently exist and are used as part of structures defining interior and exterior environments. Some examples of intended use for blast resistant doors and windows include material storage rooms, laboratories, research facilities, nuclear power stations, ammunition depots, and military facilities.
The market currently provides for pedestrian doors, for example, which are ballistic, fire, or blast rated. However, the same protections do not extend to overhead doors which may be located within several feet of “rated and protected” pedestrian doors. These types of overhead doors, by design, are typically located at ground level and provide large vehicular entry or penetration points to the “envelope” of the building structure. At the present time, overhead door constructions do not exist that are rated for protection against ballistic penetration and blast impact. From a practical standpoint, the only possible way to make a ballistic or blast rated overhead door effective would be to K-Certify the door and, as a result, protect the overhead doors which are vulnerable from a vehicular attack. The U.S. military always requires DOS K-Rated and Certified barriers and there are no current or existing affordable solutions for protecting overhead door perimeter access points.
The typical overhead door types include roll-up, tilt-up, and sectional roll-up. Described briefly, a roll-up door is constructed from a “flexible” material or from a series of small interlocking panels that result in sufficient flexibility to roll up above the door opening on a large wheel device. A tilt-up door is a single panel that pivots out and up prior to being stowed. A sectional roll-up door is constructed of four or more sections (horizontal) that are hinged together and mounted on edge rollers. These edge rollers fit into tracks on each side of the opening such that the door is permitted to roll up and then back into its stowed position in the interior of the structure.
Although a wide variety of blast resistant doors and windows are currently offered by a number of manufacturers, very few physical security barriers are offered for overhead doors. One known construction for a blast-resistant overhead door uses heavy gauge steel cladding. The intent is to prevent access to the interior of the structure by way of the opening that is closed by the overhead door. The door may be defeated by a blast or could be defeated by driving a vehicle into the door.
The consideration of blast protection for an overhead door can be addressed at least in part by the construction of the door. While some of these measures may provide sufficient protection for a blast, the overall construction of the door and any associated physical security barriers, need to be able to withstand the crash force of an impacting vehicle. As already previewed, there is an entire body of ratings and specifications for crash tests and crash certifications for doors and thus for the physical security barriers used for such doors. A portion of the certification format is based on a specified vehicle having a design speed and weight. These values equate to a ramming force that the door and/or physical security barrier must withstand.
High security overhead door vehicular crash barriers function as critical infrastructure protection, act as explosives countermeasures, and blast mitigation and are important in securing entrances to buildings and building structures. Equipping an overhead door with a vehicular crash barrier structure would provide entrance security during elevated security alerts which may include high security inspection checkpoints and protecting buildings from planned destruction, such as the first World Trade Center terrorist attack. Traditional military-type automatic and manual barriers are utilized to provide perimeter protection and are designed for either first or second line defense, to establish explosion set-back points, and in some applications are used for access control. Unfortunately, most city structures, including older building designs and some new building designs, offer essentially no protection from a vehicle driving into the building through an opened or closed ground level overhead door. In city environments, explosion set-back points are impossible to establish. Simply consider the thousands of existing urban structures, the number of below ground parking lots and facilities, the design and construction of high rise offices and high rise buildings offering residential space, as well as the wide range of retail locations and warehouses. This variety of existing structures typically all have some type of ground level overhead door leading directly from the street or alley into the interior of the structure. The overhead door points of entry for such structures are often literally less than twenty (20) feet from the street. As a result, high security overhead door vehicular entrances should be engineered and utilized to minimize or eliminate vulnerabilities and risk. The physical security barrier in the form of a crash barrier apparatus, as disclosed herein, provides a novel and unobvious improvement to existing traditional overhead doors in terms of the overall security and protection strategies.
Each embodiment disclosed herein provides a physical security barrier that structurally interfaces and cooperates with an overhead door in a novel and unobvious manner.
A crash barrier apparatus for a structure opening that is closable with a movable door, the door being constructed and arranged with a security structure to close off the structure opening. The specific security structure of the referenced crash barrier apparatus includes, in one embodiment, a first support that is anchored to a first base surface, a second support that is anchored to a second base surface, and a beam received by the supports. In other embodiments, cable arrangements are used.
One object of the present disclosure is to describe an improved crash barrier apparatus.
For the purposes of promoting an understanding of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended, such alterations and further modifications in the illustrated device and its use, and such further applications of the principles of the disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the disclosure relates.
Referring to
Only a portion of a wall 23 of the structure is illustrated. Wall 23 defines structure opening 22. The inner surface 24 of wall 23 is illustrated and is facing inwardly into the interior of the structure. The opposite side surface 25 (exterior) is outwardly facing to the outside atmosphere or in other arrangements, the interior of an outer surrounding interior space. Opening 22 is constructed and arranged to permit the passage therethrough of vehicles from the exterior of the structure into the interior of the structure.
While crash barrier apparatus 20 is constructed and arranged as a modification to an existing overhead door 21, apparatus 20 can also be constructed and arranged for new construction. Either approach incorporates the same basic group of component parts and attachment hardware. As such, apparatus 20 has design versatility and is suitable for new construction or modifications. As illustrated, apparatus 20 includes a first support 28, a second support 29, a first upright 30, a second upright 31, and a crash beam 32. Beam engagement members in the form of adjustable brackets 33 and 34 are attached to the door 21 adjacent the door lower edge 21a. Brackets 33 and 34 are constructed and arranged for moving into engagement with crash beam 32 as the door 21 is raised.
The first support 28 is constructed and arranged to be attached to stationary base 38 and to wall 23 on one side of opening 22. The second support 29 is also constructed and arranged to be attached to the stationary base 38 and to wall 23 on another (opposite) side of opening 22. The stationary base 38 is typically a concrete floor, slab, or base flooring or foundation of some type, whether on the interior of the structure or on the exterior of the structure. The overall arrangement and construction of each support 28 and 29 is substantially the same except for the expected right side and left side differences of each feature that are not symmetrical relative to or about a centerline. As such, a more detailed explanation of the construction of one support will suffice as the detailed explanation of the construction of the other support.
More specifically, first support 28 includes a base panel 39, a bollard 40, and a frame assembly 41. The illustrated embodiment includes an enclosure 42 covering the frame assembly 41. The base panel 39 includes a horizontal portion 43 and a vertical portion 44. In this disclosed embodiment, each portion 43 and 44 is a substantially flat steel plate. These two portions 43 and 44 are positioned so as to define a substantially right angle inside corner. Portion 44 is positioned at one end of portion 43. Portions 43 and 44 can be constructed and arranged as separate component parts that are securely attached to each other or these two portions can be parts of a unitary member, i.e., the base panel. A further option is to integrally join these two portions together by welding.
The bollard 40 is constructed and arranged as a generally cylindrical post and is positioned as part of support 28 in a vertically-upright orientation. A lower portion of bollard 40 extends into base 38 and is anchored into base 38, typically by a concrete footing. A clearance hole 45 in portion 43 allows the bollard to extend above base 38, as is illustrated. Preferably each clearance hole 45 through portion 43 and each corresponding bollard 40 have a close dimensional fit. Bollard 40 is preferably concrete filled, but other constructions and materials are contemplated.
Portion 43 is securely anchored into base 38 and portion 44 is securely attached or anchored to wall 23. The frame assembly is securely attached to portion 43, to bollard 40, and to portion 44. The anchoring of portion 43 to base 38 is achieved by the use of threaded fasteners 49. When base 38 is concrete, these threaded fasteners are concrete anchors 49. The illustrated anchoring of portion 44 to wall 23 assumes that structure wall 23 is fabricated out of concrete or concrete blocks. One option or arrangement is to use threaded fasteners 50 with a back-up or reinforcing steel plate 51 positioned on the opposite (outer) side of wall 23 relative to and cooperating with portion 44. As previously explained, the construction of second support 29 is essentially the same as what has been described for first support 28.
It is to be understood that the construction and arrangement of supports 28 and 29, as illustrated in
The referenced strength and rigidity of each structural arrangement, such as supports 28 and 29, is important since the interior portions of each are used to receive or capture a portion of a barrier component or structure, such as beam 32, in order to barricade opening 22 from complete ingress into the structure by a vehicle. In terms of the degree or extent of vehicle ingress into the interior space of the structure, the applicable specifications for barrier systems of this type are written to as to define not only the vehicle, the vehicle weight and speed, but also to define how far into the interior space a particular reference point on that vehicle is allowed to penetrate if the barrier system is going to meet the required specification. If the barrier system restricts vehicle ingress to a point that is within the specified distance or limit, then the barrier system meets the specification for that particular vehicle, vehicle weight and speed.
Since the overhead door provides very little resistance to a high-weight vehicle (typically a truck) traveling at 30-50 miles per hour toward the opening 22, the beam 32, in cooperation with the first and second supports 28 and 29, is expected to provide virtually all of the barrier resistance. As the front of the vehicle pushes through door 21 or at least pushes door 21 into beam 32, the beam 32 begins to deflect under the load. As the beam 32 deflect, its free ends 32a and 32b begin to try and pull away or pull free from the captured state within the first and second supports 28 and 29, respectively. This places a load on each support and there is a load on the anchoring of each support 28 and 29 into the ground, floor, or base. The stronger each support and the stronger the capture of the beam ends by each support, the greater the resistance of the barrier beam 32. These aspects are important to the overall strength, since there are numerous options for strengthening or reinforcing the beam, including other barrier configurations such as those using cable arrangements, as disclosed herein.
With continued reference to
First upright 30 is securely attached to first support 28 and to a portion of the overhead door framework. Second upright 31 is securely attached to second support 29 and to another portion of the overhead door framework. Each upright 30 and 31 has the shape of a U-shaped channel with the opening side of each channel facing laterally inwardly toward each other, though on opposite sides of opening 22. Positioned within each upright 30 and 31 is a generally horizontal abutment block 58 and 59, respectively, that is constructed and arranged and positioned so as to receive a corresponding end 32a and 32b of beam 32. Beam end 32a fits within upright channel 30 and initially rests on block 58. Beam end 32b fits within upright channel 31 and initially rests on block 59. This initial positioning of beam 32 places the beam in a generally horizontal orientation closely adjacent to the inner surface of door 21 and extending completely across opening 22.
Each upright channel 30 and 31 is a thick-walled member with a channel depth of several inches so as to capture a significant portion of each beam end 32a and 32b. In this way, the upright channels 30 and 31 are not expected to bend or deflect to any degree or extent that might permit either end of beam 32 to become dislodged, at least not until the vehicle is essentially stopped. The upright channels 30 and 31 are not expected to fail by fracture or breakage and part of the upright channel strength is based in part on the strength and rigidity of the first and second supports 28 and 29.
When it is intended to raise the overhead door 21 so as to permit access to the interior of the structure under normal conditions, the beam 32 must be lifted out of the way or otherwise removed. In the exemplary embodiment of
The adjustable nature of each bracket 33 and 34 allows the channel depth to be set to be larger than the thickness or depth of beam 32. The construction of each bracket 33 and 34 includes a rear L-bracket 63 and a front L-bracket 64. Rear L-bracket 63 is securely bolted directly to the door 21. The front L-bracket 64 is bolted to the rear L-bracket 63 with a slotted receiving hole for the described adjustability and depth.
Each bracket 33 and 34 is open at its top and this open end is deep enough to receive beam 32 as the door is raised. The interior bottom surface or base of each bracket is horizontally aligned with the other. The bottom surface or base of each bracket 33 and 34 contacts the lower surface of beam 32 at generally the same time, causing the beam to be received in the brackets and to move upwardly as the door 21 is raised. The ends of the beam 32 continue to travel in the channels of the corresponding uprights 30 and 31. When the door 21 is fully raised, such that the opening 22 is fully opened, the door motion is stopped and in this condition the brackets 33 and 34 are located adjacent the upper edge of the opening. As is well known in the art of overhead doors, optical switches, proximity switches, and trip levers can be used to control and stop the movement of the door. The beam 32 remains received in the brackets and retained adjacent that upper edge until the door 21 is lowered. In this way the beam 32 is automatically moved out of a blocking, security configuration across opening 22 when it is intended to raise the door 21 for authorized access into the structure or building.
When the door is to be closed over the opening 22, this action starts by energizing the drive motor, coil, or similar mechanism for lowering the door 21. As the door moves downwardly, the two brackets 33 and 34 move and, simply by gravity, the beam 32 is lowered, following and resting in the two brackets. This action continues with the ends of the beam being received in the upright channels 30 and 31, until the corresponding abutment blocks 58 and 59 are contacted by the ends. This action reseats and repositions the beam into a security barrier configuration. The door 21 continues to lower until the lower sensor is tripped, stopping the movement of the door with lower edge 21a positioned against or closely adjacent the base 38.
Referring now to
While brackets 70 function relative to beam 77 in substantially the same way as brackets 33 and 34 function relative to the beam 32, the hinge construction results in a slightly different beam capture or receipt effect when the door is fully raised. As the door moves into a horizontal stowed position overhead, the bracket 70 pivots, as is illustrated in
If the raised door is stowed in a generally horizontal orientation, then the planar surface that constitutes the bracket-to-door interface turns from a vertical orientation to a horizontal orientation. Accordingly, brackets 33 and 34 are preferably used when the overhead door is coiled such that the base surface of each bracket channel stays in a generally horizontal orientation when the door is stowed overhead in a generally horizontal orientation. As the door is lowered, the beam 77 should follow the brackets 70, especially when the beam begins its downward vertical travel. Any required horizontal travel from the stowed position is assisted by lip 78 on the front edge of front portion 72.
Referring now to
In
The end of each beam 86 and 87 is received in a support structure and for the following description, beam 86 is used, noting that the description for beam 87 is essentially the same except for the left versus right differences. Beam 86 has a generally square lateral section and a securely welded arresting plate 95 forming a L-configuration at the end of the beam. As viewed from the interior of the structure, the right end 96 of beam 86 is received by support structure 97. The left end 98 of beam 86 is received by support structure 99. Support structure 97 includes a channel 100 having defined length, width (depth) and height dimensions. The length dimension extends in the direction of the beam length. The width dimension extends in a direction generally perpendicular to the door and is wider than the width dimension of the beam. The height of the channel 100 is generally parallel to the surface of the door and is higher than the height of the beam. The arresting plate 95 extends away from the door and overlaps front wall 101 that helps to define channel 100.
Support structure 99 is configured similar to support structure 97 relative to the capture of beam end 98 in channel 104. Channel 104 is sized and shaped essentially the same as channel 100 and the right and left beam ends 96 and 98 are virtually the same, including the arrangement and use of arresting plates 95. However, overall support structure 97 and support structure 99 are different. Support structure 97 is a “single” and support structure 99 is a “double”. As illustrated in
When the door is raised, the beam 86 is pulled upwardly, extracting the ends 96 and 98 out of support structures 97 and 99, respectively. The beam 86 remains securely attached to the door, regardless of the style of door and regardless of the stowing arrangement and location. The position of the beams 86 and 87 when the doors are raised is illustrated in broken line form in
Referring now to
With reference to
With reference to
Support structure 124, as illustrated in
The support structure 124 includes an interior bollard 127 with a secure and rigid footing 128. An exterior bollard 129 cooperates with and is anchored by footing 130. There are two generally cylindrical struts 131 and each strut extends through wall 121 and is rigidly connected at one end to bollard 127 and at the opposite end to bollard 129. Each strut 131 has a generally horizontal orientation. One addition for the operation and functioning of apparatus 120 is the plurality of posts 125 and the use of cables 126.
As illustrated as part of apparatus 120, the beam of earlier embodiments is replaced with cables 126. These cables 126 are securely attached directly to the inner surface of door 123. Various threaded fasteners, clips, and/or cable clamps or ties are suitable for this attachment. Each end of each cable 126 is formed into a closed loop 136 and, in the initial or unloaded condition, each loop 136 is aligned with, but still spaced-part from, the free end of its corresponding post 125, as illustrated. The cables 126 are fabricated out of stranded wire rope as one option or out of a composite/synthetic material as another option.
When a vehicle attempts to break through the closed door in order to try and gain access into the structure by way of opening 122, the door initially deflects and this initial deflection introduces some degree of bow into the cables. This action then pulls the loops 136 onto the corresponding posts 125, thereby securing the ends of the cables to stationary support structures. This then tensions the cables to limit the further advance of the vehicle. One alternative embodiment (see
Another embodiment based on the
A further option is to provide a series of three cables 126 for each panel of the overhead door 123. Regardless of the number of cables 126 and the number of posts 125, there is preferably a one-to-one correspondence. Even if every loop end is not hooked onto its corresponding and cooperating post, those that are hooked on, due to impact of a vehicle, allows the apparatus to function in its intended manner. The non-engaged cable loops would simply remain as initially configured. In the
Referring now to
In this regard, multiple continuous loop cable and post combinations can be added by increasing the axial height of the interior and exterior bollards 142 and 138. Whether increasing the height and the numbers for a second cable arrangement or for a larger number of cable arrangements, the embodiments of
Referring now to
As for the manner of connecting or arranging the beam 151 and cable 152 combination to the door 123, essentially all of the options previously illustrated and disclosed can be used. The beam 151 can be directly attached to the surface of the door as one option. As another option, adjustable brackets, similar to those of
With continued reference to
The exterior of the structure includes an exterior bollard and a cooperating concrete footing, similar to what has been described and illustrated for the other embodiments. The exterior bollard and footing are not shown in
With continued reference to
Referring now to
As for the further variation represented by
Referring now to
The angled or inclined orientation of portion 191 results in an angled initial movement of the cable loops 192 and thus of beam 184. Accordingly, the cabinet 197 (in broken line form) is notched or slotted at location 198 with an angled clearance shape that both receives the end 199 of beam 184, but also helps guide the lifting motion of beam 184 out of its captured position as the door 196 is raised.
Referring now to
The upright portions 211 and 212 of the corresponding support structures 207 and 208, respectively, are constructed and arranged with a pair of spaced-apart posts 213 with an upper clearance slot 214. Pivot pin 215 extends through each post 213 and the received end of the corresponding beam section. This construction allows each beam section 203a and 203b to pivot upwardly and outwardly so as to not block any portion of the opening 206 when the door 204 is raised.
The connection of ends 216 and 217 of the beam sections 203a and 203b, respectively, is at the approximate midpoint or centerline of the opening so that the pivoting and lifting action of beach section performs in essentially the identical manner. Lift pins 218 are securely anchored into door 204 and perform the task of pivoting and lifting the two beam sections. Pins positioned closer to the center of the door will act first. However, as the beam sections 203a and 203b pivot, they move outwardly away from the center of the door 204 and opening 206. Pins positioned farther out toward the edge of the opening can then take over on the pivoting and lifting task. As the moment arm of the beam section in the direction of the opening becomes shorter, the counterweight has a more significant effect or contribution in easing the lifting action of the corresponding beam section. With the door in the raised position, and the opening exposed, the beam sections are lifted out of a blocking orientation, having been raised to a location that is just short of vertical. The beam sections are held in this position by the lowermost and outermost pins 218. As the door is lowered and the pins 218 move in a downward direction, the beam sections are acted on by gravity and follow the door, until returning to their blocking orientation extending across the closed door.
In terms of the overall strength of beam 203, the direction of vehicle impact is most likely going to be generally perpendicular to the surface of the door. The transmitted impact force against beam 203 is thus generally horizontal. That is the direction to be reinforced with regard to the connection of the two beam sections at the midpoint of the door. Beam section movement that begins in the vertical direction (i.e., the pivoting and lifting movement) can be essentially unrestrained. The corresponding structure for this center joint connecting together the inner ends of each beam section is illustrated in
While the preferred embodiment of the invention has been illustrated and described in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that all changes and modifications that come within the spirit of the invention are desired to be protected.
