Patent Description:
Security barriers may be installed around buildings, walkways, and other locations to prevent intrusion of vehicles that may pose a threat. Potential threats may include vehicles such as trucks laden with bombs or suicide bombers intending to attack security checkpoints, vehicles traveling at high rates of speed with an intent to cause injury to people or damage to property, and other vehicles being directed to targets for terrorist purposes. Existing vehicle barriers can include retractable metal spikes installed in pavement, large concrete blocks or stones placed around buildings, concrete barriers lifted into place by a crane and placed beside roadways and venues, and metal posts bored into sidewalks and streets.

Document <CIT> describes a speed deterrent apparatus for road vehicles comprising an element mounted for movement between a first position substantially level with the road surface, and a second position e.g. raised above the road surface. Document <CIT> describes an apparatus with a blocking post configured to be deployed by a rotating rod activated by a flap tilted by a vehicle passing over it.

Existing barriers are inadequate to address today's terrorist threats and other security concerns. For example, at the <NUM> Bastille Day event in Nice, France, a terrorist drove a large truck for over a mile through a crowded boardwalk, killing <NUM> people during the celebrations. Further attacks have taken place more recently in London, England. There have been more recent attacks using an SUV and a van in London, England, and similar attacks have taken place in Sweden and Germany. There is an urgent need for simple, low maintenance, easily deployable, and noninvasive barriers that can prevent vehicular access to certain areas in order to deter or prevent these tragedies.

Most intrusion barriers that are currently available do not self-deploy and tend to be devices that are designed to withstand tremendous forces in order to stop a vehicle. They are typically built into a roadway, for example. Extensive site modifications are typically required, limiting where and when the barriers can be installed. They tend to be intrusive and expensive, and they cannot be placed in venues of interest rapidly for special events or security situations.

It would be advantageous to provide a vehicle barrier apparatus that can be self-deploying, capable of impeding a vehicle at front wheels, and also not require stored energy for deployment. In contrast to existing vehicle barriers, embodiments described herein do not require any stored energy to deploy. Instead, disclosed embodiments can use the force of a vehicle itself impinging on an apparatus and can transfer a portion of that force via the apparatus to trigger deployment. In some embodiments, several rotatably-connected plates and struts are used to convert the weight and/or forward momentum of the vehicle to deploy the deployable element rapidly in order to stop or impede the vehicle. No energy is required to be stored in the apparatus, making it much safer than stored-energy systems, dramatically reducing potential consequences of a potential mechanical failure or accidental activation to people building, installing, or servicing the barrier, or to others who may be close to the apparatus. Also, embodiments do not require large forces to be applied at the factory to "prime" the apparatus and are not subject to degradation of springs or other activation mechanisms, which can compromise performance over time.

The invention is provided by a barrier apparatus as defined in claim <NUM>.

The vehicle receiving member may be coupled to the base rotationally, translationally, or a combination of rotationally and translationally.

The vehicle receiving member can be a first vehicle receiving member, the apparatus further including a second vehicle receiving member rotatably coupled to the base and having proximal and distal ends, the proximal end of the second vehicle receiving member being coupled via a hinged coupler to the proximal end of the first vehicle receiving member, and the first vehicle receiving member being configured to receive the applied force at the proximal end thereof via the hinged coupler responsive to the vehicle's contacting the second vehicle receiving member.

The hinged coupler can be a hinge rod, and the base can define a vertical slot configured to accommodate a downward sliding of the hinge rod therein in response to the applied force.

The deployable element can be a first deployable element and the mechanical coupler can be a first mechanical coupler, and the apparatus further include a second deployable element rotatably coupled to the base and coupled to the second vehicle receiving member at a second mechanical coupler located closer to the distal end thereof than to the proximal end thereof. The second deployable element can be configured to receive a transfer force, from the second vehicle receiving member, via the second mechanical coupler, responsive to the second vehicle receiving member receiving the applied force from the vehicle at the proximal end thereof. The second deployable element can be configured to deploy from a stored orientation to a deployed orientation responsive to the transfer force. The first and second deployable elements can be configured to deploy with rotations about the base in mutually opposing rotational directions.

The apparatus can further include a triggering mechanism mechanically connected directly or indirectly to the vehicle receiving member. The triggering mechanism can be configured to permit deployment of the deployable element in response to the applied force from the vehicle and to prevent deployment of the deployable element in response to a force lesser in magnitude than the applied force from the vehicle. The triggering mechanism can include a shearing mechanism configured to be sheared responsive to the applied force from the vehicle.

In the stored orientation, in profile, the deployable element can fit within the base or within the vehicle receiving element.

The apparatus can be a first vehicle barrier apparatus, and the base can include one or more attachment features facilitating attachment of the base of the first vehicle barrier apparatus to one or more corresponding bases of one or more respective second vehicle barrier apparatuses. The invention is also provided by a method of impeding motion of a vehicle as defined in claim <NUM>. The invention is also provided by a method of manufacturing a vehicle barrier apparatus as defined in claim <NUM>.

<FIG> is a profile-view schematic diagram of an embodiment vehicle barrier apparatus <NUM>. The apparatus <NUM> is shown in a stored (undeployed) orientation and is a generalized embodiment intended to illustrate general features that apply to many of the embodiments described herein. A vehicle <NUM>, which is being used as a threat to a building, venue, or persons, for example, may move in a motion direction <NUM>, and the apparatus <NUM> may engage the wheel <NUM> or another portion of the vehicle <NUM> to stop or impede the motion of the vehicle. The configuration of the apparatus <NUM> is as follows.

The apparatus <NUM> includes a base <NUM>, to which other portions of the apparatus may be secured. In some embodiments, the base <NUM> includes a bottom plate-like structure that lies on the ground, with sidewalls that can also be plate-like and that can be used to secure other portions of the apparatus <NUM>. However, in some embodiments, the base can be formed from two or more bars, such as metal bars, for example, or take other forms.

The apparatus <NUM> also includes a vehicle receiving member <NUM>, which has a proximal end <NUM> and a distal end <NUM>. The apparatus <NUM> is configured principally to be a unidirectional vehicle barrier apparatus and is designed primarily to impede motion of the vehicle <NUM> when the vehicle <NUM> is incident at the proximal end <NUM> of the vehicle receiving member <NUM>. Other embodiments described herein, such as those described in connection with <FIG>, are bidirectional and are configured to impede motion of the vehicle <NUM> whether the vehicle impinges on the device from the proximal end or from the distal end of the vehicle receiving member. Moreover, certain embodiments, such as those described in connection with <FIG>, even while being unidirectional, include a second vehicle receiving member that can act as a ramp for the vehicle wheel <NUM> and can assist the vehicle receiving member <NUM> to receive applied force from the vehicle, which can be used for deployment of the apparatus, as will be described hereinafter.

The vehicle receiving member <NUM> is coupled to the base <NUM> by means of a coupling <NUM>. In some embodiments, such as those described in connection with <FIG> and <FIG>, the coupling <NUM> is a rotational coupling, such that the vehicle receiving member <NUM> is fixed translationally with respect to the base <NUM> at the coupling, yet can rotate with respect to the base <NUM> about the coupling. However, in other embodiments, such as the embodiment of <FIG>, the coupling <NUM> is not a rotational coupling, but instead a translational coupling providing only translation of the vehicle receiving member with respect to the base. In yet other embodiments, a coupling may provide for a combination of translation and rotation with respect to the base. For example, in the embodiment described hereinafter in connection with <FIG>, the coupling <NUM> is a slide rod, and the vehicle receiving member is configured to slide with respect to the base in order to provide a transfer force <NUM> for deployment. Thus, the coupling in <FIG> is primarily a translational coupling between the vehicle receiving member and the base. As used herein, a coupling between a vehicle receiving member and a base may be considered a "rotational" coupling if it permits any degree of rotation of the vehicle receiving element with respect to the base, about the coupling, wherein the degree of rotation functions to facilitate a deployment of the apparatus. Moreover, in view of the description herein, persons of ordinary skill in the mechanical arts will understand that the coupling <NUM> can be of other types, in various positions on the apparatus, that will permit the vehicle receiving member <NUM> to provide a transfer force to a deployable element in response to the vehicle receiving member <NUM> receiving an applied force <NUM> from the vehicle <NUM>.

The apparatus <NUM> further includes a deployable element <NUM> that is rotatably coupled to the base <NUM>. The deployable element <NUM> is also coupled to the vehicle receiving member <NUM> at a slide rod mechanical coupler <NUM>. The slide rod mechanical coupler <NUM> is located closer to the distal end <NUM> of the vehicle receiving member <NUM> than to the proximal end. The deployable element <NUM> is configured to receive the transfer force <NUM>, from the vehicle receiving member <NUM>, via the slide rod mechanical coupler <NUM>, responsive to the vehicle receiving member <NUM> receiving the applied force <NUM> from the vehicle at the proximal end <NUM> thereof. The deployable element <NUM> is configured to deploy from a stored orientation, as illustrated in <FIG>, to a deployed orientation (not illustrated in <FIG>) responsive to the transfer force <NUM>. Deployed orientations of the apparatus <NUM> and similar embodiments will be understood more fully by reference to <FIG> and <FIG>, for example.

In the embodiments, such as those described in connection with <FIG>, the slide rod mechanical coupler <NUM> is a slide rod that extends from the deployable element <NUM> through a slot in the vehicle receiving member <NUM>. The slide rod mechanical coupler <NUM> allows the deployable element <NUM> to receive the transfer force <NUM> from the vehicle receiving member <NUM>, such that the deployable element <NUM> can deploy a with a deployment motion <NUM> responsive to the vehicle receiving member <NUM> receiving the applied force <NUM> from the vehicle <NUM>. The deployable element <NUM> is rotatably coupled to the base <NUM> via a rotatable coupling <NUM>. The rotatable coupling <NUM> may be, for example, a pivot axle that extends through both the deployable element <NUM> and the base <NUM>, for example.

It should be understood that the applied force <NUM> from the vehicle can have various directional components, depending on the speed of the vehicle <NUM>, the trajectory, the size of the tire, the height of the proximal end <NUM> above the ground, and various other factors. Nonetheless, it should be understood that the applied force <NUM> has a tendency either to push the vehicle receiving member from the proximal end toward the direction of the distal end, or to force the proximal end <NUM> down toward the ground and toward the base <NUM>. In embodiments wherein the coupling <NUM> is a rotational coupling, such as a pivot pin through the vehicle receiving member <NUM> and through the base <NUM>, the net result of the applied force <NUM> from the vehicle will be to push the proximal end <NUM> down toward the base <NUM> and toward the ground, resulting in the distal end <NUM> moving upward (generally away from the base <NUM> and away from the ground on which the base <NUM> rests). On the other hand, in other embodiments, such as that illustrated in <FIG>, wherein the coupling <NUM> is not a rotational coupling, the net result of the applied force <NUM> from the vehicle can initially be to cause the vehicle receiving member <NUM> to slide with respect to the base <NUM>.

It should be understood that "vehicle receiving member," as used herein, denotes a mechanical member that is configured with respect to the apparatus <NUM> and base <NUM> in order to allow the vehicle <NUM> to impinge thereon and to apply the force <NUM> from the vehicle. It should be understood that in some embodiments, such as the embodiment of <FIG>, the first point of contact of the vehicle <NUM> with the apparatus <NUM> is at the proximal end <NUM> of the vehicle receiving member <NUM>. In other embodiments, such as that illustrated in <FIG>, the proximal end <NUM> of the vehicle receiving member <NUM> may initially receive applied force <NUM> from the vehicle <NUM> indirectly, via the vehicle <NUM> initially pressing down on or striking a second vehicle receiving member that forms a ramp and is hingedly coupled with the first vehicle receiving member <NUM>.

In some embodiments, the vehicle receiving number <NUM> is a plate-like structure with one or more slits that accommodate the deployable element <NUM> to be stored therein in the undeployed orientation, as illustrated in <FIG>. In the stored, undeployed orientation, as can be seen in the profile view of <FIG>, the deployable element <NUM> sits within the vehicle receiving element <NUM> in the profile. In alternative embodiments, the deployable element <NUM> may fit within the base <NUM>. While it is not required for the deployable element <NUM> to fit inside the apparatus <NUM> completely in the stored orientation, such an arrangement is advantageous because it allows for the possibility for people or objects to pass over the apparatus <NUM>, without interference from the deployable element <NUM>, when the apparatus <NUM> is in the stored orientation. Only a vehicle or other very heavy object may be able to apply sufficient force to the apparatus <NUM> to deploy the deployable element.

In some embodiments, such as described in connection with <FIG>, shear mechanisms, such as shear bolts or shear pins, may be used to enable the apparatus to avoid deploying when persons or objects apply forces lesser in magnitude than the applied force <NUM> from the vehicle. Such shear mechanisms, or other triggering mechanisms that are configured to permit deployment of the deployable elements in response to the applied force from the vehicle and to prevent deployment in response to lesser forces, may provide significant advantages when deployed in venues where many people are expected to walk, for example, or where it is otherwise desirable to allow safe passage of light objects over the vehicle barrier apparatus <NUM>.

It should be noted that the vehicle receiving member <NUM> may take other forms other than the plate-like form with slits, as described hereinabove. For example, in some embodiments, the vehicle receiving member may include a series of connected rods or slats, for example. Thus, it should be understood that embodiments shown and described in the application in the present application should not be considered limiting with respect to the form of the vehicle receiving member in the claims.

Many other variations in form and structure of the components described in connection with <FIG> are possible and will become apparent to those of ordinary skill in the relevant art in reference to other drawings and other portions of this description. With many of today's vehicles being front-wheel drive, it will be advantageous to impede motion of the threatening vehicle by stopping, impeding, deflecting, or damaging the power-driving front wheels of the vehicle. An advantage of the apparatus <NUM> and other embodiments described herein over much of the prior art is that front wheels of a vehicle can be engaged and damaged by deployment of the embodiments to impede vehicle motion, in addition to engaging rear wheels of the vehicle and even the car's chassis in some cases.

<FIG> is a profile-view drawing illustration of an alternative embodiment vehicle barrier apparatus <NUM>, which is shown in the stored (undeployed) orientation. <FIG> illustrates various optional features that can be incorporated in many of the embodiments described herein. The apparatus <NUM> includes, in addition to the base <NUM> and deployable element <NUM>, a vehicle receiving member <NUM>.

At a proximal end <NUM> of the vehicle receiving member <NUM>, the member <NUM> has an arched portion <NUM>. The arched portion <NUM> assists the vehicle receiving member <NUM> in receiving impact force from the wheel <NUM> and in converting the force appropriately to the transfer force <NUM> that is illustrated in <FIG>. In particular, the vehicle receiving member <NUM> is rotationally coupled to the base <NUM> via a rotational coupling <NUM> thus, as the vehicle receiving member <NUM> receives applied force from the wheel <NUM> (applied force not illustrated in <FIG>, but is illustrated in <FIG>), the vehicle receiving member <NUM> is urged to rotate about the rotational coupling <NUM>, including a generally downward motion <NUM> of the proximal end <NUM> toward the base <NUM> and the ground, and with a generally upward motion <NUM> of the distal end <NUM>, generally upward and away from the ground and from the base <NUM>.

If the wheel <NUM> is moving sufficiently rapidly toward the apparatus <NUM>, much of the applied force from the vehicle may have a tendency to push horizontally against the vehicle receiving member <NUM>. The arched portion <NUM> can assist the vehicle receiving member <NUM> to convert force from the wheel <NUM> into the downward motion <NUM> (and also the upward motion <NUM>) instead of having such a strong tendency to simply push or translate the vehicle barrier apparatus <NUM>.

<FIG> also illustrates one way in which a triggering mechanism can be mechanically connected, directly or indirectly, to the vehicle receiving member. In general, a triggering mechanism may be configured to permit deployment of the deployable element in response to the applied force from the vehicle and to prevent deployment of the deployable element in response to a force lesser in magnitude than the applied force from the vehicle. Some of these triggering mechanisms are shearing mechanisms that are configured to be sheared responsive to the applied force from the vehicle. A shearing mechanism may include a shear pin or shear bolt, or a combination of two or more of these items, for example.

<FIG> illustrates two potential locations for shear mechanisms. A shear mechanism <NUM> is illustrated in a moderately central portion of the vehicle barrier apparatus <NUM>. The shear mechanism <NUM> secures the deployable element <NUM> to the vehicle receiving member <NUM>, or to the base <NUM>, or to both. The shear mechanism <NUM> has a tendency to keep these components fixed with respect to each other, such that any applied force, exerted on the vehicle receiving member <NUM>, that is lesser in magnitude than the applied force from a vehicle cannot cause the vehicle barrier apparatus <NUM> to be deploy (i.e., cause the deployable element <NUM> to move to the deployed orientation), because any applied force is not sufficient for the vehicle receiving member <NUM> to create enough transfer force to be exerted on the deployable element <NUM> to break the shear mechanism <NUM>. However, when the vehicle <NUM> impinges on the arched portion <NUM> of the proximal end <NUM> of the vehicle receiving number <NUM>, the applied force is sufficient to break the shear mechanism <NUM>, resulting in the upward motion <NUM> of the vehicle receiving member <NUM> and the deployment.

In an alternative example, a shear mechanism <NUM> is illustrated between the proximal end <NUM> and the rotational coupling <NUM> of the vehicle receiving member <NUM>. The shear mechanism <NUM> extends through the vehicle receiving member <NUM> and the base <NUM>, securing them together and preventing rotation about the rotational coupling <NUM>, thus preventing deployment of the deployable element <NUM>, until the vehicle receiving element <NUM> receives an applied force of the magnitude expected from the vehicle <NUM>. Persons of ordinary skill in the art in the mechanical arts will readily understand that shear pins, shear bolts, or other shear mechanisms may be applied at various other locations in various embodiments apparatuses described herein to obtain the noted advantages. These persons will readily understand how shear mechanisms are to be selected based on their specifications and on the specific geometry of the vehicle barrier apparatus and types of vehicle threats to be protected against.

In other embodiments, a triggering mechanism may be a different type of mechanism, such as a latch that prevents rotation of the vehicle receiving member <NUM> until a force sensor (e.g., located at the proximal end <NUM>), indicates a high enough value representative of a vehicle threat and causes the latch to be to release the vehicle receiving member <NUM> electromechanical. Further alternatively, the triggering mechanism may include a latch remotely actuated by wired or wireless electrical circuit.

<FIG> is a profile-view illustration of an alternative vehicle barrier apparatus <NUM>, shown in a stored (undeployed) orientation. In the apparatus <NUM>, a coupling <NUM> between the between a vehicle receiving member <NUM> and a base <NUM> is primarily a translational slide coupling. This is as opposed to the rotational coupling <NUM> in <FIG>, which is purely a rotational coupling. However, as will be described in following, the coupling <NUM> allows for some rotation of the vehicle receiving member <NUM>, with respect to the base, about the rotational coupling <NUM>, which functions to facilitate deployment of the deployable element of the apparatus <NUM>. Accordingly, consistent with usage of "rotational" coupling herein, the coupling <NUM> may be considered a rotational coupling. Instead, the coupling <NUM> is a slide rod extending from the vehicle receiving member <NUM> through a slot <NUM> in the base <NUM>. Upon receiving applied force from a vehicle <NUM>, the vehicle receiving member <NUM> can pivot about the base, but the position of its pivot with respect to the base is not confined and defined exactly, as it is by the rotational coupling <NUM> in <FIG>.

Applied force from the vehicle has a principal tendency to push the vehicle receiving member <NUM> in the direction of the distal end <NUM>. The vehicle receiving member <NUM> is enabled to slide left with respect to the base <NUM>, with the slide rod <NUM> sliding left with a sliding motion <NUM>, as illustrated, through the slot <NUM> in the base <NUM>. The base <NUM> includes a ramp portion <NUM> adjacent to the distal end <NUM> of the vehicle receiving member <NUM>. As the vehicle receiving member <NUM> slides left with the sliding motion <NUM>, the vehicle receiving member <NUM> the distal end <NUM> of the vehicle receiving member <NUM> slides up the ramp portion <NUM> of the base <NUM>. This forces the distal end <NUM> upward. The sliding of the distal end <NUM> of the vehicle receiving member <NUM> up the ramp portion <NUM> of the base <NUM> causes some rotation of the vehicle receiving member <NUM> with respect to the base <NUM> about the mechanical coupler <NUM>, which facilitates deployment of the deployable element <NUM> because a slot in the distal end <NUM> forces up the deployable element as the slot rises. Thus, the slide rod mechanical coupler <NUM> is still a "rotational" coupler as the term is used herein.

Furthermore, the slide rod mechanical coupler <NUM> that couples the deployable element <NUM> to the vehicle receiving member <NUM>, in this embodiment, is a slide rod that extends from the deployable element <NUM> through a slot <NUM> defined within the vehicle receiving member <NUM>. The generally upward motion of the distal end <NUM> of the vehicle receiving member <NUM>, thus, has a tendency to pull up the mechanical coupler <NUM> (slide rod), which forces the deployable element <NUM> upward, causing it to rotate counterclockwise about the rotational coupling <NUM> of the deployable element to the base <NUM>, deploying the deployable element <NUM>. The proximal end <NUM> of the vehicle receiving member <NUM> includes an arched portion <NUM>, which is arched upward, thus assisting the vehicle receiving member <NUM> in absorbing the impact and applied force from the vehicle wheel <NUM> (not illustrated in <FIG>.

<FIG> is a perspective-view illustration of an embodiment vehicle barrier apparatus <NUM>. The apparatus <NUM> is unidirectional, in that it is principally configured to inhibit motion of a vehicle traveling in one direction, namely the direction <NUM>. The vehicle of barrier apparatus <NUM> is illustrated in a stored (undeployed) orientation, but <FIG>, described hereinafter, illustrates the same vehicle barrier apparatus <NUM> in a deployed orientation.

The apparatus <NUM> includes two vehicle receiving members, a first vehicle receiving member 409a and a second vehicle receiving member 409b. The members 409a and 409b are coupled together via a hinged coupler <NUM>. In this embodiment, the hinged coupler <NUM> is a hinge rod extending through the vehicle receiving members 409a and 409b. However, it should be understood that in other embodiments, the hinge coupler <NUM> can take other forms, such as a flexture.

The second vehicle receiving member 409b serves as a ramp for the vehicle wheel <NUM>. Through the hinged coupler <NUM>, the second member 409b transfers the applied force from the vehicle wheel to the first vehicle receiving member 409a, even when the vehicle wheel <NUM> is only contacting the second vehicle receiving member 409b. This arrangement is advantageous because it provides a smooth surface for people and objects that are not threatening to move smoothly over the apparatus <NUM> when the apparatus is not deployed. This arrangement with two vehicle receiving members further has the advantage of transferring force that can be applied to deployment potentially earlier, ensuring that the apparatus <NUM> is deployed prior to the front wheel <NUM> of the vehicle impinging on the first vehicle receiving member 409a.

The first vehicle receiving member 409a is coupled, rotatably in this case, to a base <NUM> and has proximal and distal ends 115a and 117a, respectively. Similarly, the coupling is via a rotatable coupling <NUM>, in this case a pivot pin through the vehicle receiving member 409a and the base <NUM>. The second vehicle receiving member 409b is also rotatably coupled to the base, via a rotatable coupling <NUM> (in this embodiment, a pivot axle through the member 409b and the base <NUM>).

It should be noted that the rotational coupling <NUM> for the member 409a is located more or less centrally to the first member 409a. In contrast, the rotatable coupling <NUM> for the second member 409b is much closer to a distal end 117b of the second vehicle receiving member 409b. The second vehicle receiving member 409b also has a proximal end 115b, and the proximal ends 115a and 115b of the first and second members 409a and 409b, respectively, are hingedly coupled via the hinge coupler <NUM>. Thus, the apparatus <NUM> is configured such that the wheel <NUM>, traveling in the direction <NUM>, will first impinge on the apparatus at the distal end 117b of the second member 409b, which serves as a ramp.

The apparatus <NUM> also includes a deployable element <NUM>. As can be viewed more readily in the deployed orientation of <FIG>, the deployable element <NUM> includes two struts. In other embodiments, a deployable element may include only a single strut, or may include any number of struts, or a single rectangular plate, that rises rotatably rises from the first vehicle receiving member 409a, for example. It should be understood that the deployable element, in various embodiments consistent with the description herein and with the claims, may include a wide variety of configurations that are not explicitly enumerated but will recognized by those skill in the relevant arts in view of this specification.

The deployable element <NUM> is rotatably coupled to the base <NUM> at a rotatable coupling <NUM> (in this embodiment, a pivot axle through the base <NUM> and the deployable element <NUM>. The deployable element <NUM> is also coupled to the first vehicle receiving member 409a at a slide rod mechanical coupler <NUM> (in this embodiment, a slide rod extending from the deployable element <NUM> through a slot <NUM> defined within the first vehicle receiving member 409a. It should be noted that the slide rod mechanical coupler <NUM> is located closer to the distal end 117a of the first vehicle receiving member 409a than to the proximal end 115a thereof.

The deployable element <NUM> is configured to receive a transfer force, from the vehicle receiving member 409a, via the slide rod mechanical coupler <NUM>, responsive to the first vehicle receiving member 409a receiving an applied force from the vehicle at the proximal end 115a of the first vehicle receiving member 409a.

The applied force <NUM> from the vehicle wheel <NUM>, which is illustrated in <FIG>, is first applied directly to the vehicle receiving member 409b. Nonetheless, the first vehicle receiving member 409a also receives the applied force <NUM> at this initial stage via the hinge coupler <NUM> that couples the two vehicle receiving members 409a and 409b together. Then, at a later stage, as the wheel <NUM> continues up to traverse the second vehicle receiving member 409b, the wheel <NUM> may eventually cross the hinge coupler <NUM> and impinge directly on the proximal end 115a of the first vehicle receiving member 409a. The first vehicle receiving member 409a is, thus, configured to receive the applied force <NUM> illustrated in <FIG> at the proximal end 115a of the vehicle receiving member first vehicle receiving member 409a via the hinge coupler hinge rod <NUM>, responsive to the vehicle <NUM> contacting the second vehicle receiving member 409b.

As the vehicle receiving members experience the applied force either directly or indirectly, the hinge rod coupler <NUM> is forced downward, further into the base and toward the ground, through a vertical slot <NUM> defined within the base <NUM>. The vertical slot <NUM> is configured to accommodate a downward sliding of the hinge rod <NUM> therein in response to the applied force <NUM> illustrated in <FIG>. As this occurs, the first vehicle receiving member 409a rotates with respect to the fixed pivot pin rotational coupling <NUM>, causing an upward motion of the distal end 117a of the first vehicle receiving member 409a. In this manner, the slide rod <NUM> is forced to move upward and through the slot <NUM> toward the left of the slot <NUM>, such that the deployable element <NUM> rotates counterclockwise, about the rotatable coupling <NUM>, into the deployed orientation illustrated in <FIG>.

In this embodiment, the upward force of the slot <NUM> on the mechanical coupler slide rod <NUM> is a transfer force. This transfer force <NUM> causes the deployable element <NUM> to deploy from the stored orientation to the deployed orientation shown in <FIG> responsive to the transfer force <NUM>, with a deployment motion <NUM> of the deployable element <NUM> that is illustrated in <FIG>. The motion <NUM> of the deployable element <NUM> is part of an overall counterclockwise rotation of the deployable element <NUM> about the rotatable coupling <NUM> during deployment.

<FIG>, in addition to the features noted above hereinabove, further illustrates that the struts of the deployable element <NUM> include spikes <NUM> at the vehicle engagement ends thereof. The spikes <NUM> facilitate disabling and impeding motion of the vehicle <NUM> by puncturing the wheel <NUM> or by engaging an underside chassis portion of the vehicle <NUM>, for example. <FIG> also illustrates the downward motion <NUM> of the proximal end 115a of the first vehicle receiving member 409a and the upward motion <NUM> of the distal end 117a of the first vehicle receiving member 409a, both motions being resulting from the rotation of the first vehicle receiving member 409a about the rotatable coupling pivot pin <NUM>. It will be understood that the upward motion <NUM>, which is motion of the distal end 117a of the first vehicle receiving member 409a upward and away from the base <NUM> and from the ground on which the base sits. It is this upward motion <NUM> that mechanically forces the deployable element <NUM> from the stored orientation illustrated in <FIG> to the deployed orientation illustrated in <FIG>, with the mechanical coupler <NUM> forced to slide from one side of the slot <NUM> to the other side of the slot <NUM>, which can be visualized by comparing a position of the mechanical coupler slide rod <NUM> in the slot <NUM> in <FIG> and the position in <FIG>.

It will be understood from the description hereinabove that, because of the hinged coupler <NUM>, which is a hinge rod in the apparatus <NUM>, applied forces from the vehicle acting on one of the vehicle receiving members 409a, 409b also act on the other vehicle receiving member 409a, 409b. In particular, applied force from the vehicle on most portions of the second vehicle receiving member 409b also acts on the proximal end 115a of the second of the first vehicle receiving member 409a via the hinge coupler <NUM>.

<FIG> is a profile-view illustration of a vehicle barrier apparatus <NUM>. The apparatus <NUM> is bidirectional, meaning that it is configured to impede motion of a vehicle traveling in either of two different opposing directions, generally either from the right to the left of <FIG>, or from the left to the right of <FIG>, for example. <FIG> shows the apparatus <NUM> in a stored (undeployed) orientation, while <FIG> illustrates the same vehicle barrier apparatus <NUM> in a partially deployed orientation. The apparatus <NUM> may be considered a variation of the apparatus <NUM> illustrated in <FIG>. Many of the features are the same, but there are modifications that permit the second vehicle receiving member to transfer force to a second deployable element.

The apparatus <NUM> includes a base <NUM>, a first vehicle receiving member 409a, and a second vehicle receiving member <NUM>. The first vehicle receiving member 409a includes many features that are the same as features illustrated in <FIG>. Where reference numbers are the same, it should be understood that the features are the same.

In particular, the relationship of the first vehicle receiving member 409a to the base <NUM> is the same as that described in <FIG>. The relationship of the two vehicle receiving members 409a and <NUM> in <FIG> is also similar to the relationship between the members 409a and 409b in <FIG>. However, in addition to what was illustrated in <FIG>, in the apparatus <NUM>, the vehicle receiving members form a slot <NUM> that allows the hinged coupler <NUM> to shift slightly within the slot <NUM>. The members 409a and <NUM> can slide horizontally slightly with respect to each other as they are pushed down into the vertical slot <NUM>. Differing from the apparatus <NUM> of <FIG>, the apparatus <NUM> includes, with the second vehicle receiving member <NUM>, a second rotatable coupling pivot pin <NUM>. Thus, the hinged coupler <NUM>, as it is pushed down into the vertical slot <NUM>, causes both the first and second vehicle receiving members 409a and <NUM> to rotate about their respective rotatable couplings <NUM>, causing upward motion of both distal ends 117a and 117b of the members 409a and <NUM>, respectively.

Further, as illustrated more fully in <FIG>, the apparatus <NUM> includes two deployable elements <NUM>, each stored within a profile of the respective vehicle receiving members 409a, <NUM> when undeployed, as illustrated in <FIG>. The second deployable element <NUM>, which is on the right side of <FIG>, is rotatably coupled to the base via a rotatable coupling pivot axle <NUM> through the base <NUM> and the deployable elements <NUM>. The right side of <FIG> also includes a slide rod mechanical coupler <NUM>, namely a slide rod extending from the deployable element <NUM> through a slot <NUM> defined within the second member <NUM>, just as for the left side of <FIG>. Thus, the right side of <FIG> is enabled to operate in a similar way as the left side of <FIG> and of <FIG>, such that both deployable elements <NUM> can be deployed when the proximal ends 115a, 115b (or either of them) receives the applied force <NUM> from the vehicle wheel <NUM>.

Thus, the deployable element <NUM> on the left is a first deployable element, while the deployable element <NUM> on the right is a second deployable element. The left and right slide rod mechanical couplers <NUM> are first and second mechanical couplers, respectively, and the second mechanical coupler <NUM> on the right is located closer to the distal end 117b of the second vehicle receiving member <NUM> then to the proximal end 115b of the second member <NUM>. The second deployable element <NUM> on the right is configured to receive an upward transfer force <NUM>, exerted by the slot <NUM> on the mechanical coupler slide rod <NUM> (the second deployable element thus receiving the transfer force <NUM> from the second vehicle receiving member <NUM> via the second mechanical coupler <NUM>, thus forcing the second deployable element <NUM> on the right of <FIG> to deploy upward.

It should be understood that the transfer force being received is responsive to the second vehicle receiving member <NUM> receiving the applied force <NUM> from the vehicle <NUM> (or wheel <NUM> thereof) at the proximal end 115b of the second vehicle receiving member <NUM>. The second vehicle receiving member <NUM> receives the applied force <NUM> at the proximal end 115b thereof either directly, via the wheel <NUM> impinging on the proximal end 115b, or indirectly, by means of the hinged coupler <NUM> and the proximal ends 115a, 115b being coupled together, when the wheel <NUM> impinges upon the proximal end 115a of the first vehicle receiving member 409a. The second deployable element <NUM>, at the right of <FIG>, is, thus, configured to deploy from the stored orientation illustrated in <FIG> to the deployed orientation illustrated in <FIG> responsive to the second responsive to the transfer force <NUM> at the right of <FIG>, which may be considered a second transfer force, with the first transfer force <NUM> being illustrated at the left of <FIG>.

In the embodiment of <FIG>, the first and second deployable elements <NUM> are configured to deploy with rotations about the base, particularly about the rotatable couplings <NUM> through the base <NUM>, in mutually opposing rotational directions 708a and 708b. The rotational deployment direction 708a is counterclockwise about the pivot axel <NUM> on the left of <FIG>, while the rotational deployment direction 708b is clockwise about the pivot axel <NUM> on the right of <FIG>. Accordingly, the deployable element <NUM> on the right of <FIG> inhibits motion of the wheel <NUM> or vehicle <NUM> incident from the left of <FIG>, while the deployable element <NUM> at the left of <FIG> inhibits motion of the wheel <NUM> or vehicle <NUM> traveling from the right of <FIG> toward the left, when the apparatus is in its deployed orientation.

It will be understood that the slide rods <NUM>, the hinged coupler <NUM>, and the rotatable couplings <NUM>, as well as other components, may be coated with a low-friction coating to promote sliding of the rod within the slot with low friction, and preventing corrosion of the contacting parts. A low-friction coating can include a Teflon or another low-friction, rigid coating. A low-friction coating can also include a grease or another lubricant coatings.

<FIG> is a flow diagram illustrating a procedure <NUM> for impeding motion of a vehicle. At <NUM>, an applied force is transferred, where the applied force is imparted by a vehicle at a proximal end of a vehicle receiving member rotatably coupled to a base. The applied force is transferred to a deployable element rotatably coupled to the base as a transfer force from the vehicle receiving member, and transferring of the applied force as the transfer force occurs via a slide rod mechanical coupler extending from the deployable element and into a slot defined by the vehicle receiving member and sliding within the slot as the vehicle receiving member applies the transfer force to the deployable element, the slide rod mechanical coupler rotatably coupling the deployable element to the vehicle receiving member at a location that is closer to a distal end of the vehicle receiving member than to the proximal end.

At <NUM>, the deployable element is deployed from a stored orientation to a deployed orientation responsive to the transfer force.

<FIG> is a procedure is a flow diagram illustrating a procedure <NUM> for manufacturing a vehicle barrier apparatus. At <NUM>, a vehicle receiving member is assembled into an assembled arrangement with a base. The vehicle receiving member, in the assembled arrangement, has proximal and distal ends and rotatably is rotatably coupled to the base at a location between the proximal and distal ends.

At <NUM>, a deployable element is assembled with the base, where the deployable element, in an assembled arrangement, is rotatably coupled to the base and is arranged to receive a transfer force. The transfer force is received from the vehicle receiving member, via a slide rod mechanical coupler that couples the deployable element to the vehicle receiving member at a location closer to the distal and then to the proximal and, responsive to the vehicle receiving member receiving an applied force from the vehicle at the proximal end. The deployable element is further arranged to deploy from a stored orientation to a deployed orientation responsive to the transfer force, the slide rod mechanical coupler extending from the deployable element and into a slot defined by the vehicle receiving member, the slide rod mechanical coupler configured to slide within the slot as the vehicle receiving member applies the transfer force to the deployable element.

<FIG> is a plan-view diagram of an apparatus <NUM> that has interlocking elements <NUM>. In particular, the apparatus <NUM> has a base <NUM> that has the interlocking elements <NUM> protruding therefrom. The interlocking elements <NUM> are configured to interlock with another apparatus <NUM>, such that the two bases <NUM> can be held fixedly with respect to each other. In this manner, multiple vehicle barrier apparatuses can be attached to each other to create a wider overall barrier where needed for a particular venue to ensure that no vehicle can pass thereby. The interlocking elements <NUM> may be dovetail elements, for example. However, they may be of many other types, such as hook and eye latches, straps or cables with attachment loops, etc..

<FIG> is a plan-view diagram of an apparatus <NUM> that has a base <NUM> that is configured to attach with another base <NUM> of another apparatus <NUM> via rods <NUM>. In particular, the apparatus <NUM> has rod accommodation features <NUM> that permit the rods <NUM> to secure the two bases <NUM> together. In this manner, multiple vehicle barrier apparatuses can be attached to each other to create a wider overall barrier. The rod accommodation features may be holes, shafts, U-shaped clamps, or any other features that enable the rods to secure one vehicle barrier apparatus together with one or more other vehicle barrier apparatuses.

<FIG> is a cross-sectional view diagram of the apparatus <NUM> of <FIG> that is modified in its placement below a ground surface. The ground <NUM> may include a roadway, a sidewalk, a dirt area, etc. An indentation or depression in the ground <NUM> is formed to accommodate the apparatus <NUM>. Optionally, anchors <NUM> may be applied to anchor the base of the apparatus <NUM> to the surface below it. Such anchors <NUM> can be used in this embodiment, or in any other embodiments, to secure, either temporarily or permanently, an embodiment apparatus to a surface below the base.

<FIG> is a profile-view diagram of a vehicle barrier apparatus <NUM> that is similar to the vehicle barrier apparatus <NUM> of <FIG>, but is modified to include a locking mechanism <NUM>. The locking mechanism is configured to prevent the apparatus from deploying. This can permit, for example, any vehicle to pass over the apparatus safely in case such an arrangement is needed. In addition, the locking mechanisms <NUM> can be used to transport the apparatus <NUM> safely or can be used during setup, such that no accident can cause the apparatus <NUM> to deploy.

In some embodiments, the locking mechanism <NUM> can be manually controlled, such as by a person inserting a locking pin into a hole that extends between the vehicle receiving member and the base, or by removing such a locking pin. In another embodiment, the locking mechanism <NUM> includes an electromechanical actuator and a receiver that receives a wireless signal <NUM> that controls whether the locking mechanism <NUM> is applied or disabled.

In yet another embodiment, the electro-mechanically controlled locking mechanism <NUM> can be controlled via a wire signal <NUM> from a remote controller <NUM>. In this manner, and operator or police officer at a checkpoint, for example, may control the locking mechanism <NUM> via a wireless signal or a wired signal to enable the locking mechanism <NUM> to prevent deployment, or to disable the locking mechanism <NUM>, allowing the apparatus <NUM> to deploy when impinged upon by a vehicle threat.

It should be understood that many other variations and elements can be applied to the embodiments herein without departing from the scope of the invention. For example, one or more edges of a deployable element may be serrated in order to inflict maximum damage on a threatening vehicle. In another example, vehicle barrier apparatuses may be marked to be highly visible, such that they are not trip hazards for people, or such that vehicles that are not threats can avoid them. In one example, the marking can include highly reflective tape or paint. Furthermore, the barriers can be configured to be locked mechanically or electrically so that any vehicle can pass over the vehicle barrier apparatus without deploying it. In some embodiments, deployment can be initiated manually with a mechanical key or tool, such that the apparatus remains deployed.

It should further be understood that the procedures <NUM> and <NUM> in <FIG>, respectively, may be modified to include any of the features described herein in respect to any of the embodiments. For example, the procedure <NUM> for impeding motion of a vehicle may include using, implementing, or deploying any of the mechanical features or embodiments described herein with respect to any of the embodiments. Moreover, the procedure <NUM> for manufacturing a vehicle barrier apparatus may include assembling any of the mechanical features shown or described in the application.

Claim 1:
A vehicle barrier apparatus comprising:
a base (<NUM>, <NUM>, <NUM>, <NUM>);
a vehicle receiving member (<NUM>, <NUM>, <NUM>, 409a, 409b, <NUM>) coupled (<NUM>, <NUM>, <NUM>) to the base and having proximal (<NUM>, <NUM>, 115a, 115b) and distal (<NUM>, 117a, 117b) ends; and
a deployable element (<NUM>, <NUM>, <NUM>) rotatably coupled to the base and coupled to the vehicle receiving member at a slide rod mechanical coupler (<NUM>, <NUM>) extending from the deployable element and into a slot (<NUM>, <NUM>) defined by the vehicle receiving member, the slide rod mechanical coupler located closer to the distal end than to the proximal end, the deployable element configured to receive a transfer force (<NUM>), from the vehicle receiving member, via the slide rod mechanical coupler, responsive to the vehicle receiving member receiving an applied force (<NUM>) from a vehicle (<NUM>) at the proximal end, the deployable element configured to deploy from a stored orientation to a deployed orientation responsive to the transfer force, and_the slide rod mechanical coupler configured to slide within the slot as the vehicle receiving member applies the transfer force to the deployable element.