EP4083324B1 - Mobile vehicle lock for installation on a flat surface and method of installing this mobile vehicle lock on a hard surface - Google Patents
Mobile vehicle lock for installation on a flat surface and method of installing this mobile vehicle lock on a hard surface Download PDFInfo
- Publication number
- EP4083324B1 EP4083324B1 EP21205317.7A EP21205317A EP4083324B1 EP 4083324 B1 EP4083324 B1 EP 4083324B1 EP 21205317 A EP21205317 A EP 21205317A EP 4083324 B1 EP4083324 B1 EP 4083324B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- ground
- vehicle barrier
- vehicle lock
- support element
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Images
Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
- E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
- E01F13/12—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions for forcibly arresting or disabling vehicles, e.g. spiked mats
Definitions
- the invention relates to a mobile vehicle barrier for installation on a solid surface with the features of the preamble of claim 1.
- Mobile vehicle barriers are used to form a protective area against vehicles and thus serve to protect e.g. major events.
- Typical places of use are access roads to the event site, which are to be secured against unauthorized access for the duration of the event. Further fields of application arise due to the risk of terrorist attacks with vehicles in public spaces.
- Some vehicle locks also made of concrete or reinforced concrete, are already known in the prior art, for example from DE 10 2017 108 226 A1 or DE 20 2017 107 900 U1 .
- the blocking elements are connected to each other by steel cables or chains, but they can only stop vehicles insufficiently, since they act solely through their mass, but are pushed by heavier vehicles on impact.
- the US2012/0257925 shows the concept of a vehicle lock with two parts that slide against each other along a sliding plane that rises towards the rear are movable.
- the parts that can be moved relative to one another are to be arranged below ground level and the impact should occur on a rod element protruding from the upper part, which necessitates extensive civil engineering work and does not permit mobile use.
- the vehicle lock is not designed to tip backwards when unfolded and thus also to act against the vehicle floor from below.
- a vehicle lock of the type mentioned is in the unpublished patent application EP 3 904 600 described.
- an unpaved surface such as e.g. B. on sand or gravel
- the static and sliding friction between the lower part and the ground is sufficient to hold the lower part in an impacting vehicle so far that the lock can unfold and the vehicle is levered up when tipping over.
- the object of the invention is to improve a mobile vehicle lock of the aforementioned so that they can maintain their full blocking effect even when installed on a solid, level surface z. B. unfolded from asphalt.
- the invention proposes an improved mobile vehicle lock with the features of claim 1.
- the improvement of the present vehicle lock consists in the fact that at least one support element is arranged on an underside of the lower part and/or on a lower edge of the lower part pointing to the rear and has at least one indenter attached or formed at the end, which in particular has the shape of a conical tip is formed or contains a tip.
- a plurality of support elements are preferably arranged at a distance from one another along the rear lower edge of the lower part.
- the support elements penetrate the ground with their penetration body, which is in particular a metal tip, as soon as the vehicle barrier has unfolded or driven up.
- the spikes thus grip the ground and create a defined pivot point for the following tilting movement. This prevents the vehicle lock from slipping over the ground during this phase of movement.
- the improvement of the invention has the effect that the planned tilting movement of the unfolded vehicle lock also takes place on a solid, hard surface, so that the lock is levered under the vehicle.
- the support element is fastened to the lower part with an adjustment device, by means of which the distance between the penetration body and the contact plane of the lower part can be changed.
- the lower part If a vehicle collides with the vehicle lock, the lower part is accelerated by the impulse.
- the lower part is held back by the form-fitting contact with the ground by means of the tips, so that the impulse only affects the upper part and the vehicle lock can unfold.
- the tips are rammed into the ground.
- the subsequent tilting of the vehicle lock for heavy vehicles then takes place around the support elements rammed into the ground as a pivot point.
- the support elements are preferably attached between the back and underside of the lower part, ie along its rear lower edge, since that is where the expected pivot point of the tilting movement is located.
- a compressive prestress is applied during the erection.
- the support elements are adjusted beyond the mere contact of their ends or tips with the ground, until the mass of the vehicle lock acts on the tip in the region of its rear lower edge and is even raised very slightly in the process. The lifting need not be visible.
- the additional step ensures that part of the Vehicle lock supported directly on the at least one support element with a tip on the ground.
- the weight resulting from the mass of the vehicle barrier means that the tips of the support elements penetrate directly into the ground, or that corresponding compressive stresses are built up between the tip and the ground even in the initial state. If these are then increased again at the moment of a vehicle impact, the spikes themselves penetrate the asphalt surface and hold the lower part back at the installation site.
- an ejection device for ejecting blocking elements is arranged on or in the upper part. This can be, for example, so-called claw feet made of metal. After the vehicle impact, the locking elements are automatically distributed on the area beyond the vehicle lock and serve to destroy vehicle tires and, if necessary, to strengthen the form fit between the lower part of the vehicle lock and the ground.
- the ejection device has at least one claw foot depot in the form of a recess in the upper part and a covering flap that covers it and points downwards.
- the cover flap can be opened using a further pull element or can be completely removed from the upper part, with the pull element being connected to the lower part.
- the pulling element is tightened and tears the cover flap out of its initial position.
- the vehicle lock according to the invention essentially consists of a lower part and an upper part. They are positively connected to each other via a tension element.
- the lower and upper parts are preferably made of concrete, in particular reinforced concrete.
- the vehicle lock has a high mass, which in itself offers protection against light vehicles.
- the basic shape of the vehicle lock is roughly cuboid.
- the upper and lower parts preferably complement each other to form a uniform body with flush side surfaces. Such an external design is less functional. Rather, it serves to to offer a martial but largely neutral aesthetic appearance in public space.
- the functional peculiarity of the vehicle lock is that it changes its configuration due to the circumstances of the vehicle during the impact, which changes the center of gravity and finally tilts backwards by 90° in a targeted manner, whereby the impacting vehicle is lifted.
- the barrier is only partially tilted, ie by about 10° to 80°, resulting in a deliberate wedging under the front of the vehicle.
- the kinetic energy is dissipated obliquely towards the ground.
- the vehicle lock In the event of a vehicle collision, the vehicle lock is initially pushed open, i.e. the upper part is moved between the upper and lower part in the sliding plane formed between the upper and lower part.
- slip plane is used here for the contact surface between the upper and lower part. This surface can be two-dimensional, ie flat in the geometric sense. However, it can also be curved so that a convex top part rests against a concave bottom part or vice versa.
- the vehicle lock unfolds its full locking effect through the wedging effect of the L-shaped or Z-shaped geometry—viewed from the side—which is assumed by the unfolding.
- the vehicle lock can tip backwards about a rear edge of the lower part after it has been pushed completely open along the offset path provided and delimited in a form-fitting manner by a tension element.
- the rotational movement is only stopped by the fact that an upper rear edge of the pushed-on upper part hits the ground.
- the impacting motor vehicle is held up in the Z-geometry of the locked position, so it cannot simply be rolled over.
- the vehicle is lifted vertically by the additional rotation caused.
- the change in altitude converts part of the kinetic energy into potential energy, the so-called potential energy.
- the tilted vehicle lock can also become wedged under the vehicle underbody.
- the steering and driving effect of the raised front wheels is lost as soon as the vehicle is raised or a wheel gets on the sliding plane of the suspended vehicle lock.
- the lower and upper part should only be displaceable relative to one another over an offset distance of preferably 30% to 45% of the total length and must be positively connected to one another in the pushed-on position in order to prevent the upper part from sliding too far from the lower part and the unfolded configuration until the end of the deceleration of the vehicle.
- the form-fitting fixing of the two concrete parts to each other for the purpose of limiting the offset distance is carried out using one or more tension elements of a suitable length.
- the tension elements can be deformed in such a way that they can be accommodated in the sliding plane to save space.
- the tension elements are preferably accommodated in recesses in the upper or lower part, which open towards the sliding plane. This means that they are not visible when the blocking element is set up in the initial state and are protected from the weather and dirt.
- Chains, steel cables or high-strength plastic cables can be used as traction elements.
- the tension members are preferably attached to anchor members such as eyebolts which are recessed into the recesses. It is also possible to pull z. B. in the form of a chain with the reinforcement and cast into the concrete body of the lower and / or upper part.
- a defined mass ratio between the lower and upper part and a precisely defined angle of inclination between the two main components makes it possible to slide the vehicle lock open, even if the lower part is not anchored to the ground and only low frictional forces should act in the contact plane between the ground and the lower part.
- the lower part must be heavier than the upper part.
- this is achieved through the geometric design in the form of the correct volume ratio, on the other hand, the mass ratio is also achieved through the use of different types of concrete improved.
- the lower part should therefore preferably be made of heavy concrete with a density of 2.7 to 5.3 g/cm 3 and the upper part of normal concrete with a density of 2.4 to 2.6 g/cm 3 . With such a choice of material, the mass of the lower part can be almost twice as large as that of the upper part with approximately the same volume of the two parts.
- the mass of the lower part should be at least 1.25 times the mass of the upper part and preferably at least 50% heavier.
- the angle of inclination of the sliding plane between the upper and lower part affects the height of the vehicle lock in its unfolded locked position, as well as the length of the horizontal lever wedged under the vehicle.
- the sliding plane, which rises in the direction of impact, is preferably aligned at an angle of 20°-40° to the contact plane of the lower part.
- At least one of the two concrete bodies is coated on an outer surface, preferably on all outer surfaces, with polyurea or polyurethane (PUR) thick coatings with a thickness of 300 ⁇ m to 4 mm or a similar suitable material.
- PUR polyurea or polyurethane
- the PUR layer serves to protect against splintering.
- the extremely tear-resistant PUR layer is intended to hold the concrete splinters together on the inside and in this way limit or prevent any danger to passers-by in the vicinity as much as possible.
- the PUR layer increases friction The ground is clear and the vehicle is braked to a standstill more quickly. Furthermore, the PUR layer protects the relatively sensitive concrete surface against spalling and surface damage when setting up and dismantling the mobile vehicle barrier at different locations.
- a splinter protection can be supplemented by the use of metal and/or plastic fibers in the reinforced concrete.
- the fibers hold the concrete splinters together after the possible concrete failure. As a result, significantly fewer small splinters form and the danger to passers-by in the vicinity is further reduced.
- a further advantageous embodiment of the vehicle lock according to the invention provides for minimizing the friction between the lower and upper parts in a targeted manner. Therefore, there is no PU layer between the two components. Instead, the coefficient of friction in the sliding plane should be as low as possible. This is achieved by e.g. B at least one of the two parts is provided with a sliding element such as a sliding plate or sliding rail made of steel or plastic on the side facing the sliding plane.
- One or two form-fitting guide elements in the sliding plane preferably prevent a lateral displacement of the upper and lower part in the closed and in the open state and during the pushing open of the shut-off element.
- the guide elements are preferably formed by a raised web on the sliding plane on one part and a compatible groove in the sliding plane on the other part.
- Guide elements are useful configurations, in particular because of the use of a flexible tension element such as a chain provided according to the invention, so that a certain direction of the relative movement between the upper and lower part can be enforced.
- figure 1 shows a mobile vehicle barrier 100 according to a first embodiment of the invention in the closed initial state, ie as the vehicle barrier 100 presents itself after installation in public space. It consists essentially of a lower part 10 and an upper part 20, which are each made of reinforced concrete and complement each other to form an approximately cuboid overall body. A front side 11 of the bottom part 10 and a front side 21 of the top part 20 are oriented towards the expected impact direction of a vehicle, which is indicated by the block arrow, whereas a back side 19 faces a protection zone.
- the lower part 10 is not flat on its underside, but has a front lower edge 13 and a rear lower edge 15. Between the lower edges 13, 15 a contact plane is formed.
- the upper part 20 is in the in figure 1 illustrated embodiment formed on its top 25 with a trough 24, which is permanently stationed in one place vehicle locks 100 z. B. allows a planting. In the case of temporary installation, plant or decorative boxes can be accommodated.
- More eyebolts 36 on the top serve primarily to be able to place the upper part 20 on the lower part 10 or to be able to remove it from it, so that the parts 10, 20 can be transported or stored separately.
- a removable transport lock between the upper and lower part 10, 20 in the form of a bolt or a screw connection is also possible, so that the entire vehicle lock 100 can be lifted using the eyebolts 36 on the top.
- FIG. 1 The perspective view of the page in figure 1 shows that both parts 10, 20 are wedge-shaped and lie on one another on a sliding plane, which is formed by contact surfaces 12, 22. A something about that Boundary edge 18 rising up from contact surface 12 on the lower part 10 fixes the upper part 20 in a form-fitting manner, so that it cannot slip off the lower part 10 .
- the suspended or unfolded locking position is in figure 2 from the same point of view as in figure 1 shown.
- the base 10 has remained in position.
- the upper part 20 is pushed up relative thereto in the sliding plane between the contact surfaces 12, 22.
- a pointed rear edge 25 of the upper part 20 also protrudes far beyond the lower part 10 .
- a look at the contact surface 12 of the lower part 10 shows that a recess 16 is provided in it, in which a chain 30 is accommodated as a tension element, which connects the lower and upper parts 10, 20 with one another in a form-fitting manner.
- two parallel webs 17 are formed on the contact surface 12 as guide elements.
- the postponed or unfolded blocking position is again in a slightly different form figure 3 shown.
- the upper part 20 is shown cut in the middle, so that a recess 26 in the upper part 20 becomes visible, which, together with the recess 16 of the lower part 10, accommodates the chain 30 serving as a pulling element.
- the chain 30 is attached to an anchor element 32 in the form of an eyebolt in the upper part 20 and in the lower part 10 to another anchor element, which is not visible here.
- the tension element 30 is tightened, that is, in this position the maximum possible offset distance between the lower part 10 and the upper part 20, which is determined by the length of the tension element 30, is reached.
- FIG 4 shows the unfolded vehicle barrier 100 in perspective with a view diagonally from below.
- a plurality of support elements 14 are used which are spread apart from the lower edge 15 and which each have a tip 14.1 at their end as an indenter.
- the support elements 14 are on the one hand spread out from the lower part 10 pointing obliquely downwards, seen in a lateral sectional view.
- they are not all parallel to each other like the teeth of a comb aligned, but are also seen in the floor plan alternately spread out laterally to one and the other side. This increases the probability that, when a vehicle impacts, a plurality of spikes 14.1 will interlock with the ground in a form-fitting manner, regardless of its impact angle.
- the bottom edges 13, 15 are each divided into several sections by two recesses.
- the recesses allow a forklift to reach under the base 10 in order to move the mobile vehicle barrier 100.
- FIG 9 shows a detail in the area of the rear lower edge 15 in section.
- the support elements 14 each have a threaded section 14.2 at their rear upper end. This is accommodated in a threaded sleeve 14.3, which is inserted into recesses in the concrete body of the lower part 10. At their lower end, the support elements 14 end in a tip 14.1. So that the support elements 14 do not penetrate too far into soft ground, the region of the tip 14.1 is closed off with a ring of spacer elements 14.4.
- figure 5 12 is a sectional view of the mobile vehicle barrier 100 in the initial closed state. From this, in particular, the position of the eyebolts 31, 32 in the recesses 16, 26 and the accommodation of the tension element 30, which is not tightened and lies loosely therein, becomes clear.
- the upper part 20 rests on the lower part 10 and is prevented from sliding off by the limiting edge 18 .
- the lower part 10 rests on a base 1 . It rests directly on it with its front lower edge 13 . However, it is slightly lifted off the base 1 at its rear lower edge 15 . Instead, the lower part 10 rests in the area of the rear lower edge 15 on the tips of 14.1 Supporting elements 14. After the vehicle barrier 100 had been placed on the base 1, this was achieved by turning the threaded bolts of the support elements 14 not only until they came into contact with the base 1, but also outwards with about three additional turns beyond this point were advanced.
- the mass of the vehicle barrier 100 causes high compressive stresses within the support elements 14 and specifically in the contact area between the tip 14.1 and the base 1, so that the subsequent penetration of the tips 14.1 into the base 1 is facilitated.
- An ejection device 40 for clawed feet is integrated in the upper part 20 . This opens towards the slip plane G.
- figure 6 shows the partially deployed vehicle barrier 100.
- the upper part 20 is shifted backwards and upwards along the sliding plane G, whereby it always maintains contact with the lower part 10 due to its own mass and because of the coupling via the tension element 30.
- the tension element 30 is not yet fully tightened.
- the ejection device 40 is still closed.
- Another pulling element in the form of a wire rope 44 is anchored in the lower part 10 and at the same time connected to a cover flap 42 pointing downwards on the ejection device 40 .
- figure 7 shows the fully deployed vehicle lock 100.
- the upper part 20 is maximally shifted backwards and upwards along the sliding plane G.
- the tension element 30 is now completely tightened and limits the offset distance V that the upper part 20 can cover relative to the lower part 10.
- the cover flap 42 was torn off by means of the wire rope 44, as a result of which the claw foot depot 41 was opened.
- the clawed feet 43 fall out backwards and lie down on the ground.
- the vehicle lock 100 is shown in a side view in two superimposed states, namely once in the starting position and once shortly after the beginning of the tilting movement. It becomes clear that the tips of the Supporting elements 14 do not yet penetrate into the substrate 1 in the initial state. However, as soon as the tilting movement begins after a vehicle collision, the tips 14.1 soon form the lowest point, so that the weight of the vehicle driving onto the vehicle barrier 100 and the vehicle barrier itself cause the spike elements 14 to penetrate into the substrate 1.
- the function of the vehicle lock 100 according to the invention is based on the Figures 10 to 12 illustrated sequence of movements explained; the figures each show a vehicle barrier 100 with a vehicle 2 in a side view.
- the vehicle 2 is located directly in front of the vehicle barrier 100 set up on a level surface 1. This is still in its initial state, ie the lower part 10 and upper part 20 are in the sliding plane G completely together and visually form a single body.
- the area to be protected is located on the rear side 19 facing away from the vehicle 2 .
- vehicle 2 has already entered vehicle barrier 100 with its front area.
- the upper part 20 is initially displaced in the direction of the arrow along the sliding plane G in relation to the lower part 10, with the rear edge 25 being pushed out.
- the momentum of the impacting vehicle 2 also initiates a tilting movement, in particular after the maximum displacement distance limited by the tension element has been reached, which is indicated by the further arrow on the right, the pivot point being formed by the rear lower edge 15.
- the vehicle lock 100 tilts backwards around the lower edge 15 until the edge 25 of the upper part 20 hits the ground 1, as shown in FIG figure 12 shown.
- the vehicle barrier 100 now rests on the base 1 with the edge 25 and the lower edge 15 at the same time.
- the support elements 14 have drilled into the ground 1 with their tips.
- An advantageous aspect of the invention is that the vehicle lock 100 is dimensioned such that the Z configuration of the locked position results in the original front side 11 of the base 10 being pressed into the vehicle floor from below and the vehicle 2 being lifted. This means that heavy vehicles whose mass is greater than the mass of the two-part vehicle lock can also be stopped.
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
- Lock And Its Accessories (AREA)
Description
Die Erfindung betrifft eine mobile Fahrzeugsperre zur Aufstellung auf einem befestigten Untergrund mit den Merkmalen des Oberbegriffs des Anspruchs 1.The invention relates to a mobile vehicle barrier for installation on a solid surface with the features of the preamble of
Mobile Fahrzeugsperren werden zur Bildung eines Schutzbereiches gegenüber Fahrzeugen eingesetzt und dienen so dem Schutz z.B. von Großveranstaltungen. Typische Einsatzstellen sind Zufahrtsstraßen zum Veranstaltungsgelände, die für den Zeitraum der Veranstaltung gegen unbefugtes Befahren gesichert werden sollen. Weitere Anwendungsfelder ergeben sich aufgrund der Gefahr terroristischer Anschläge mit Fahrzeugen im öffentlichen Raum.Mobile vehicle barriers are used to form a protective area against vehicles and thus serve to protect e.g. major events. Typical places of use are access roads to the event site, which are to be secured against unauthorized access for the duration of the event. Further fields of application arise due to the risk of terrorist attacks with vehicles in public spaces.
Im Stand der Technik sind bereits einige Fahrzeugsperren, auch aus Beton, bzw. Stahlbeton bekannt, zum Beispiel aus der
Andere Sperren werden zur Verstärkung im Straßenboden verankert, wie bei
Die
Eine Fahrzeugsperre der eingangs genannten Art ist in der nicht vorveröffentlichten Patentanmeldung
Es hat sich gezeigt, dass bei einem befestigten Untergrund wie Asphalt oder Pflaster, insbesondere Natursteinpflaster, der Reibungskoeffizient zwischen Unterteil und Untergrund zu klein ist. Der durch das Fahrzeug auf die Fahrzeugsperre wirkende Impuls führt dann mitunter dazu, dass die Fahrzeugsperre insgesamt auf dem Untergrund versetzt wird, ohne dass die Entfaltung ausreichend weit und früh genug erfolgt, um das Aushebeln des Fahrzeugs zu bewirken.It has been shown that in the case of a paved surface such as asphalt or pavement, in particular natural stone pavement, the coefficient of friction between the lower part and the surface is too small. The impulse acting on the vehicle lock by the vehicle then sometimes leads to the vehicle lock being displaced overall on the ground without the deployment taking place far enough and early enough to cause the vehicle to be levered out.
Die Aufgabe der Erfindung besteht darin, eine mobile Fahrzeugsperre der eingangs genannten so zu verbessern, dass sie ihre volle Sperrwirkung auch bei einer Aufstellung auf einem befestigten, ebenen Untergrund z. B. aus Asphalt entfaltet.The object of the invention is to improve a mobile vehicle lock of the aforementioned so that they can maintain their full blocking effect even when installed on a solid, level surface z. B. unfolded from asphalt.
Hierfür schlägt die Erfindung eine verbesserte mobile Fahrzeugsperre mit den Merkmalen des Anspruchs 1 vor.For this purpose, the invention proposes an improved mobile vehicle lock with the features of
Die Verbesserung der vorliegenden Fahrzeugsperre besteht darin, dass an einer Unterseite des Unterteils und/oder an einer zur Rückseite weisenden Unterkante des Unterteils wenigstens ein auf eine Aufstandsebene des Unterteils gerichtetes Stützelement mit wenigstens einem endseitig angebrachten oder angeformten Eindringkörper angeordnet ist, der insbesondere als kegelförmige Spitze ausgebildet ist oder eine Spitze enthält.The improvement of the present vehicle lock consists in the fact that at least one support element is arranged on an underside of the lower part and/or on a lower edge of the lower part pointing to the rear and has at least one indenter attached or formed at the end, which in particular has the shape of a conical tip is formed or contains a tip.
Vorzugsweise sind entlang der hinteren unteren Kante des Unterteils mehrere Stützelemente mit Abstand zueinander angeordnet.A plurality of support elements are preferably arranged at a distance from one another along the rear lower edge of the lower part.
Bei einem unbefestigten Untergrund dringen die Stützelemente mit ihrem Eindringkörper, wobei es sich insbesondere um eine Metallspitze handelt, in den Untergrund ein, sobald sich die Fahrzeugsperre entfaltet hat bzw. aufgefahren ist. Damit greifen die Spitzen in den Untergrund ein, und es wird durch sie ein definierter Drehpunkt für die folgende Kippbewegung geschaffen. Dadurch wird verhindert, dass die Fahrzeugsperre in dieser Bewegungsphase über den Untergrund rutscht. Die Verbesserung der Erfindung bewirkt, dass auch bei einem befestigten, harten Untergrund die vorgesehen Kippbewegung der entfalteten Fahrzeugsperre erfolgt, so dass die Sperre unter das Fahrzeug gehebelt wird.In the case of unpaved ground, the support elements penetrate the ground with their penetration body, which is in particular a metal tip, as soon as the vehicle barrier has unfolded or driven up. The spikes thus grip the ground and create a defined pivot point for the following tilting movement. This prevents the vehicle lock from slipping over the ground during this phase of movement. The improvement of the invention has the effect that the planned tilting movement of the unfolded vehicle lock also takes place on a solid, hard surface, so that the lock is levered under the vehicle.
Erfindungsgemäß ist das Stützelement mit einer Verstellvorrichtung an dem Unterteil befestigt, durch welche der Abstand des Eindringkörpers zur Aufstandsebene des Unterteils veränderbar ist.According to the invention, the support element is fastened to the lower part with an adjustment device, by means of which the distance between the penetration body and the contact plane of the lower part can be changed.
Vorzugsweise ist das Stützelement zumindest teilweise als Gewindebolzen ausgebildet und im Unterteil ist eine kompatible Gewindeaufnahme angeordnet. Die Verstellvorrichtung ist damit durch eine einfach realisierbare Schraubverbindung gebildet. Der Eindringkörper ist bevorzugt dadurch gebildet, dass der Gewindebolzen kegelförmig angeschliffen ist und so eine Spitze ausbildet. Mit der Verstellvorrichtung ist es möglich, das Aufstellen der mobilen Fahrzeugsperre nach der Erfindung auf einem befestigten Untergrund in folgender Weise durchzuführen:
- Zunächst werden alle vorhandenen Stützelemente in eine Ausgangsstellung gebracht, wobei die Spitze jeweils an das Unterteil angenähert und damit zugleich von einer Aufstandsebene des Unterteils wegbewegt wird. Bei einer Verstellung über ein Gewinde werden die Stützelemente dafür ein Stück in das Unterteil eingedreht.
- Dann wird die Fahrzeugsperre mit ihrem Unterteil auf dem Untergrund aufgesetzt.
- Zum Schluss werden alle Stützelemente erneut verstellt, und zwar so weit, dass zumindest der Eindringkörper wie insbesondere die Spitze des jeweiligen Stützelements Kontakt mit dem Untergrund hat und sich darauf abstützt. Bei Stützelementen mit Gewinde werden die Stützelemente in diesem Verfahrensschritt also wieder herausgedreht.
- First, all existing support elements are brought into an initial position, with the tip being brought closer to the lower part and thus at the same time being moved away from a contact plane of the lower part. When adjusting via a thread, the support elements are screwed a little into the lower part.
- Then the vehicle lock is placed with its lower part on the ground.
- Finally, all the support elements are adjusted again, to the extent that at least the indenter, in particular the tip of the respective support element, is in contact with the ground and is supported on it. In the case of support elements with a thread, the support elements are unscrewed again in this process step.
Kommt es nun zu einem Anprall eines Fahrzeugs auf die Fahrzeugsperre, wird das Unterteil durch den Impuls beschleunigt. Durch die formschlüssige Kontaktierung des Untergrunds mittels der Spitzen wird das Unterteil zurückgehalten, so dass der Impuls nur noch auf das Oberteil wirkt und sich die Fahrzeugsperre entfalten kann. Die Spitzen werden dabei in den Untergrund gerammt. Das anschließende Kippen der Fahrzeugsperre bei schweren Fahrzeugen erfolgt dann um die in den Untergrund eingerammten Stützelemente als Drehpunkt.If a vehicle collides with the vehicle lock, the lower part is accelerated by the impulse. The lower part is held back by the form-fitting contact with the ground by means of the tips, so that the impulse only affects the upper part and the vehicle lock can unfold. The tips are rammed into the ground. The subsequent tilting of the vehicle lock for heavy vehicles then takes place around the support elements rammed into the ground as a pivot point.
Die Anbringung der Stützelemente erfolgt bevorzugt zwischen Rückseite und Unterseite des Unterteils, also entlang dessen rückwärtiger Unterkante, da dort der voraussichtliche Drehpunkt der Kippbewegung liegt.The support elements are preferably attached between the back and underside of the lower part, ie along its rear lower edge, since that is where the expected pivot point of the tilting movement is located.
Besonders vorteilhaft ist es, wenn beim Aufstellen zusätzlich zu den oben genannten Verfahrensschritten noch eine Druck-Vorspannung aufgebracht wird. Dazu werden die Stützelemente über den bloßen Kontakt ihrer Enden bzw. Spitzen mit dem Untergrund hinaus verstellt, bis die Fahrzeugsperre im Bereich ihrer rückwärtigen unteren Kante mit ihrer Masse auf die Spitze wirkt und dabei sogar sehr leicht angehoben wird. Das Anheben braucht nicht sichtbar zu sein. Mit dem zusätzlichen Schritt wird erreicht, dass sich ein Teil der Fahrzeugsperre direkt über das wenigstens eine Stützelement mit Spitze am Untergrund abstützt. Die aus der Masse der Fahrzeugsperre resultierende Gewichtskraft führt dazu, dass die Spitzen der Stützelemente direkt in den Untergrund eindringen, oder dass entsprechende Druckspannungen zwischen der Spitze und dem Untergrund schon im Ausgangszustand aufgebaut werden. Werden diese dann im Moment des Anpralls eines Fahrzeugs nochmals erhöht, dringen die Spitzen selbst in einen asphaltierten Untergrund ein und halten das Unterteil am Aufstellort zurück.It is particularly advantageous if, in addition to the above-mentioned method steps, a compressive prestress is applied during the erection. For this purpose, the support elements are adjusted beyond the mere contact of their ends or tips with the ground, until the mass of the vehicle lock acts on the tip in the region of its rear lower edge and is even raised very slightly in the process. The lifting need not be visible. The additional step ensures that part of the Vehicle lock supported directly on the at least one support element with a tip on the ground. The weight resulting from the mass of the vehicle barrier means that the tips of the support elements penetrate directly into the ground, or that corresponding compressive stresses are built up between the tip and the ground even in the initial state. If these are then increased again at the moment of a vehicle impact, the spikes themselves penetrate the asphalt surface and hold the lower part back at the installation site.
Eine vorteilhafte Ausführungsform sieht vor, dass am oder im Oberteil eine Ausstoßeinrichtung zum Ausstoßen von Sperrelementen angeordnet ist. Dabei kann es sich beispielsweise um sogenannte Krallenfüße aus Metall handeln. Die Sperrelemente werden nach dem Fahrzeugaufprall automatisch auf der Fläche jenseits der Fahrzeugsperre verteilt und dienen dazu, Fahrzeugreifen zu zerstören und ggf. den Formschluss zwischen dem Unterteil der Fahrzeugsperre und dem Untergrund zu verstärken.An advantageous embodiment provides that an ejection device for ejecting blocking elements is arranged on or in the upper part. This can be, for example, so-called claw feet made of metal. After the vehicle impact, the locking elements are automatically distributed on the area beyond the vehicle lock and serve to destroy vehicle tires and, if necessary, to strengthen the form fit between the lower part of the vehicle lock and the ground.
Die Ausstoßeinrichtung weist dazu wenigstens ein Krallenfußdepot in Form einer Ausnehmung im Oberteil sowie eine dieses abdeckende, nach unten weisende Abdeckklappe auf. Die Abdeckklappe ist über ein weiteres Zugelement aufklappbar oder ganz vom Oberteil entfernbar, wobei das Zugelement mit dem Unterteil verbunden ist. Beim Entfalten der Fahrzeugsperre wird das Zugelement gestrafft und reißt die Abdeckklappe aus ihrer Ausgangslage heraus.For this purpose, the ejection device has at least one claw foot depot in the form of a recess in the upper part and a covering flap that covers it and points downwards. The cover flap can be opened using a further pull element or can be completely removed from the upper part, with the pull element being connected to the lower part. When the vehicle lock is deployed, the pulling element is tightened and tears the cover flap out of its initial position.
Im Übrigen besteht die erfindungsgemäße Fahrzeugsperre im Wesentlichen aus einem Unterteil und einem Oberteil. Sie sind über ein Zugelement formschlüssig miteinander verbunden. Unter- und Oberteil bestehen vorzugsweise aus Beton, insbesondere Stahlbeton. Dadurch besitzt die Fahrzeugsperre eine hohe Masse, die schon als solche einen Schutz gegenüber leichten Fahrzeugen bietet. Im geschlossenen Zustand ist die Grundform der Fahrzeugsperre in etwa quaderförmig. Ober- und Unterteil ergänzen sich vorzugsweise zu einem einheitlichen Körper mit bündigen Seitenflächen. Eine solche äußere Gestaltung ist weniger funktional bedingt. Sie dient vielmehr dazu, eine wenig martialische, sondern weitgehend neutrale ästhetische Erscheinung im öffentlichen Raum zu bieten.Otherwise, the vehicle lock according to the invention essentially consists of a lower part and an upper part. They are positively connected to each other via a tension element. The lower and upper parts are preferably made of concrete, in particular reinforced concrete. As a result, the vehicle lock has a high mass, which in itself offers protection against light vehicles. When closed, the basic shape of the vehicle lock is roughly cuboid. The upper and lower parts preferably complement each other to form a uniform body with flush side surfaces. Such an external design is less functional. Rather, it serves to to offer a martial but largely neutral aesthetic appearance in public space.
Die funktionale Besonderheit der Fahrzeugsperre besteht darin, dass sie durch die Gegebenheiten des Fahrzeuges beim Anprall ihre Konfiguration ändert, wodurch sich der Schwerpunkt ändert und sie schließlich gezielt um 90° nach hinten abkippt, wodurch das anprallende Fahrzeug angehoben wird. Je nach den Gegebenheiten des anprallenden Fahrzeuges wird die Sperre nur teilweise gekippt, also um etwas 10° bis 80°, wodurch sich ein gewolltes Verkeilen unter der Vorderseite das Fahrzeuges ergibt. Dadurch wird die kinetische Energie schräg in Richtung des Bodens abgeleitet.The functional peculiarity of the vehicle lock is that it changes its configuration due to the circumstances of the vehicle during the impact, which changes the center of gravity and finally tilts backwards by 90° in a targeted manner, whereby the impacting vehicle is lifted. Depending on the circumstances of the impacting vehicle, the barrier is only partially tilted, ie by about 10° to 80°, resulting in a deliberate wedging under the front of the vehicle. As a result, the kinetic energy is dissipated obliquely towards the ground.
Im Falle eines Aufpralls eines Fahrzeugs wird die Fahrzeugsperre zunächst aufgeschoben, d.h. das Oberteil wird in der zwischen Ober- und Unterteil ausgebildeten Gleitebene zwischen Ober- und Unterteil verschoben.In the event of a vehicle collision, the vehicle lock is initially pushed open, i.e. the upper part is moved between the upper and lower part in the sliding plane formed between the upper and lower part.
Der Begriff Gleitebene wird hier für die Kontaktfläche zwischen Ober- und Unterteil verwandt. Diese Fläche kann zweidimensional, also im geometrischen Sinn eben sein. Sie kann aber auch gekrümmt sein, so dass ein konvexes Oberteil an einem konkaven Unterteil anliegt oder umgekehrt.The term slip plane is used here for the contact surface between the upper and lower part. This surface can be two-dimensional, ie flat in the geometric sense. However, it can also be curved so that a convex top part rests against a concave bottom part or vice versa.
Da die Gleitebene oder die gekrümmte Gleitfläche jeweils nach hinten oben ansteigt, wird das Oberteil zugleich in Aufprallrichtung nach vorn und dabei zudem in dem durch die Gleitebene definierten Winkel bzw. entlang des durch die Gleitfläche vorgegebenen Bogens nach oben verschoben. Im offenen Zustand entfaltet die Fahrzeugsperre ihre volle Sperrwirkung durch die verkeilende Wirkung der - in Seitenansicht gesehen - L-förmigen oder Z-förmigen Geometrie, welche durch die Auffaltung eingenommen wird.Since the sliding plane or the curved sliding surface rises backwards and upwards, the upper part is simultaneously pushed forwards in the direction of impact and also upwards at the angle defined by the sliding plane or along the arc defined by the sliding surface. In the open state, the vehicle lock unfolds its full locking effect through the wedging effect of the L-shaped or Z-shaped geometry—viewed from the side—which is assumed by the unfolding.
Die kinetische Energie des Kraftfahrzeugs wird durch mehrere Effekte reduziert:
- Sie wird durch Reibung zwischen der Fahrzeugsperre und dem Untergrund reduziert.
- Die Verzögerungskräfte werden durch die Geometrie im aufgefalteten Zustand und deren verkeilende Wirkung ebenfalls stark erhöht.
- Außerdem wird ein Anteil der kinetischen Energie durch die vertikale Verlagerung wenigstens eines der beiden Hauptelemente der Fahrzeugsperre und das Anheben des Fahrzeugs in potenzielle Energie umgewandelt.
- Weiterhin treten beim Anprall auf die Fahrzeugsperre, die eine hohe Masse besitzt, Deformationen an dem Kraftfahrzeug auf, wodurch ein zusätzlicher Teil der kinetischen Energie absorbiert wird.
- It is reduced by friction between the vehicle barrier and the ground.
- The deceleration forces are also greatly increased by the geometry in the unfolded state and its wedging effect.
- In addition, a proportion of the kinetic energy is converted into potential energy by the vertical displacement of at least one of the two main elements of the vehicle lock and the lifting of the vehicle.
- Furthermore, when the vehicle lock, which has a high mass, is impacted, deformations of the motor vehicle occur, as a result of which an additional part of the kinetic energy is absorbed.
Besonders vorteilhaft ist, dass die Fahrzeugsperre nach dem vollständigen Aufschieben entlang der vorgesehenen und formschlüssig durch ein Zugelement begrenzten Versatzstrecke um eine rückwärtige Kante des Unterteils nach hinten abkippen kann. Die Rotationsbewegung wird erst dadurch gestoppt, dass eine obere rückwärtige Kante des aufgeschobenen Oberteils auf dem Untergrund aufschlägt.It is particularly advantageous that the vehicle lock can tip backwards about a rear edge of the lower part after it has been pushed completely open along the offset path provided and delimited in a form-fitting manner by a tension element. The rotational movement is only stopped by the fact that an upper rear edge of the pushed-on upper part hits the ground.
Das anprallende Kraftfahrzeug wird in der Z-Geometrie der Sperrstellung aufgehalten, kann also nicht einfach überrollt werden. Das Fahrzeug wird durch die zusätzlich verursachte Rotation vertikal angehoben. Dabei wird durch die Höhenänderung ein Teil der kinetischen Energie in potenzielle Energie, die sogenannte Lageenergie, umgewandelt. Die abgekippte Fahrzeugsperre kann sich auch unter dem Fahrzeugunterboden verkeilen. Die Lenk- und Antriebswirkung der angehobenen Vorderräder geht verloren, sobald das Fahrzeug angehoben wird, oder ein Rad auf die Gleitebene an der aufgeschobenen Fahrzeugsperre gerät.The impacting motor vehicle is held up in the Z-geometry of the locked position, so it cannot simply be rolled over. The vehicle is lifted vertically by the additional rotation caused. The change in altitude converts part of the kinetic energy into potential energy, the so-called potential energy. The tilted vehicle lock can also become wedged under the vehicle underbody. The steering and driving effect of the raised front wheels is lost as soon as the vehicle is raised or a wheel gets on the sliding plane of the suspended vehicle lock.
Das Unter- und das Oberteil sollten nur über eine Versatzstrecke von vorzugsweise 30% bis 45% der Gesamtlänge relativ zueinander verschiebbar sein und müssen in der aufgeschobenen Position formschlüssig miteinander verbunden sein, um ein zu weites Abgleiten des Oberteils vom Unterteil zu verhindern und die aufgefaltete Konfiguration bis zum Ende der Verzögerung des Fahrzeugs zu erhalten.The lower and upper part should only be displaceable relative to one another over an offset distance of preferably 30% to 45% of the total length and must be positively connected to one another in the pushed-on position in order to prevent the upper part from sliding too far from the lower part and the unfolded configuration until the end of the deceleration of the vehicle.
Vorteilhaft für die Kopplung der beiden Hauptelemente ist es, wenn diese beide jeweils aus Stahlbeton bestehen, denn dadurch ist eine direkte, zugfeste Verbindung der Zugelemente mit der Bewehrung möglich. Die hohen, beim Auffalten der Fahrzeugsperre auf das Zugelement wirkenden Kräfte können gut über die Bewehrung in die beiden Betonteile eingeleitet und auf die Gesamtmasse verteilt werden.It is advantageous for the coupling of the two main elements if they are both made of reinforced concrete, because this enables a direct, high-tensile connection of the tension elements with the reinforcement. The high forces acting on the tension element when the vehicle barrier is unfolded can be introduced well into the two concrete parts via the reinforcement and distributed over the total mass.
Die formschlüssige Festlegung der beiden Betonteile zueinander zum Zwecke der Begrenzung der Versatzstrecke erfolgt über ein oder mehrere Zugelemente passender Länge. Die Zugelemente sind so verformbar, dass sie platzsparend in der Gleitebene untergebracht werden können. Die Zugelemente werden bevorzugt in Ausnehmungen im Ober- bzw. Unterteil untergebracht, welche sich zu der Gleitebene hin öffnen. Damit sind sie bei dem aufgestellten Sperrelement im Ausgangszustand nicht sichtbar und vor Witterung und Verschmutzung geschützt.The form-fitting fixing of the two concrete parts to each other for the purpose of limiting the offset distance is carried out using one or more tension elements of a suitable length. The tension elements can be deformed in such a way that they can be accommodated in the sliding plane to save space. The tension elements are preferably accommodated in recesses in the upper or lower part, which open towards the sliding plane. This means that they are not visible when the blocking element is set up in the initial state and are protected from the weather and dirt.
Als Zugelemente können Ketten, Stahlseile oder hochfeste Kunststoffseile verwendet werden.Chains, steel cables or high-strength plastic cables can be used as traction elements.
Die Zugelemente werden vorzugsweise an Ankerelementen wie z.B. Ringschrauben befestigt, die in den Ausnehmungen vertieft angebracht sind. Möglich ist auch das Zugelement z. B. in Form einer Kette mit der Bewehrung zu verbinden und in den Betonkörper von Unter- und/oder Oberteil einzugießen.The tension members are preferably attached to anchor members such as eyebolts which are recessed into the recesses. It is also possible to pull z. B. in the form of a chain with the reinforcement and cast into the concrete body of the lower and / or upper part.
Durch ein definiertes Masseverhältnis zwischen Unter- und Oberteil und einen genau definierten Neigungswinkel zwischen den beiden Hauptkomponenten ist ein Aufschieben der Fahrzeugsperre möglich, auch wenn das Unterteil nicht am Untergrund verankert ist und nur geringe Reibungskräfte in der Kontaktebene zwischen Untergrund und Unterteil wirken sollten.A defined mass ratio between the lower and upper part and a precisely defined angle of inclination between the two main components makes it possible to slide the vehicle lock open, even if the lower part is not anchored to the ground and only low frictional forces should act in the contact plane between the ground and the lower part.
Für eine effektive Sperrwirkung muss in diesem Fall das Unterteil schwerer als das Oberteil sein. Dies wird einerseits durch die geometrische Gestaltung in Form des richtigen Volumenverhältnisses erreicht, andererseits wird das Masseverhältnis zusätzlich durch den Einsatz unterschiedlicher Betonarten verbessert. Das Unterteil soll daher vorzugsweise aus Schwerbeton mit einer Dichte von 2,7 bis 5,3 g/cm3 gefertigt werden und das Oberteil aus Normalbeton mit einer Dichte von 2,4 bis 2,6 g/cm3. Durch eine solche Materialwahl kann bei etwa gleichem Volumen der beiden Teile die Masse des Unterteils nahezu doppelt so groß sein wie die dies Oberteils.In this case, for an effective blocking effect, the lower part must be heavier than the upper part. On the one hand, this is achieved through the geometric design in the form of the correct volume ratio, on the other hand, the mass ratio is also achieved through the use of different types of concrete improved. The lower part should therefore preferably be made of heavy concrete with a density of 2.7 to 5.3 g/cm 3 and the upper part of normal concrete with a density of 2.4 to 2.6 g/cm 3 . With such a choice of material, the mass of the lower part can be almost twice as large as that of the upper part with approximately the same volume of the two parts.
Die Masse des Unterteils sollte mindestens das 1,25fache der Masse des Oberteils betragen und vorzugsweise um mind. 50% schwerer sein.The mass of the lower part should be at least 1.25 times the mass of the upper part and preferably at least 50% heavier.
Durch unterschiedliche Massen ergeben sich bei einem Anprall eines Körpers unterschiedliche Beschleunigungen von Unter- und Oberteil, selbst wenn die Kräfte zwischen dem Unterteil und dem Untergrund völlig außer Betracht gelassen würden. Im Sinne des Impulserhaltungsgesetzes führt der Stoß des anprallenden Körpers auf die Fahrzeugsperre nämlich dazu, dass das leichtere Oberteil auf eine größere Endgeschwindigkeit beschleunigt wird als das schwerere Unterteil. Dementsprechend ergibt sich eine Relativgeschwindigkeit zwischen Unter- und Oberteil, welche zur gewünschten Auffaltung der Fahrzeugsperre führt.Different masses result in different accelerations of the upper and lower part in the event of a body impact, even if the forces between the lower part and the ground were completely ignored. In terms of the law of conservation of momentum, the impact of the impacting body on the vehicle lock results in the lighter upper part being accelerated to a greater final speed than the heavier lower part. Accordingly, there is a relative speed between the lower and upper parts, which leads to the desired unfolding of the vehicle lock.
Der Neigungswinkel der Gleitebene zwischen Ober- und Unterteil beeinflusst die Höhe der Fahrzeugsperre in ihrer aufgefalteten Sperrstellung, sowie die Länge des horizontalen Hebels, der sich unter dem Kraftfahrzeug verkeilt. Vorzugsweise ist die in Anprallrichtung ansteigende Gleitebene in einem Winkel von 20° - 40° zur Aufstandsebene des Unterteils ausgerichtet.The angle of inclination of the sliding plane between the upper and lower part affects the height of the vehicle lock in its unfolded locked position, as well as the length of the horizontal lever wedged under the vehicle. The sliding plane, which rises in the direction of impact, is preferably aligned at an angle of 20°-40° to the contact plane of the lower part.
Im geschlossenen Zustand der Fahrzeugsperre ist wenigstens einer der beiden Betonkörper an einer Außenfläche, vorzugsweise an allen Außenflächen, mit Polyurea oder Polyurethan (PUR) Dickbeschichtungen mit einer Dicke von 300µm bis 4mm oder einem ähnlichen geeigneten Material beschichtet.When the vehicle barrier is closed, at least one of the two concrete bodies is coated on an outer surface, preferably on all outer surfaces, with polyurea or polyurethane (PUR) thick coatings with a thickness of 300 μm to 4 mm or a similar suitable material.
Die PUR-Schicht dient einerseits dem Splitterschutz. Die sehr reißfeste PUR-Schicht soll die Betonsplitter im Inneren zusammenhalten und auf diese Weise eine Gefährdung von Passanten in der Nähe so weit wie möglich einschränken bzw. verhindern. Andererseits erhöht die PUR-Schicht die Reibung zum Untergrund deutlich und somit wird das Fahrzeug schneller zum Stillstand heruntergebremst. Des Weiteren schützt die PUR-Schicht die verhältnismäßig empfindliche Betonoberfläche gegen Abplatzungen und Oberflächenschäden beim Auf- und Abbauen der mobilen Fahrzeugsperre an unterschiedlichen Orten.On the one hand, the PUR layer serves to protect against splintering. The extremely tear-resistant PUR layer is intended to hold the concrete splinters together on the inside and in this way limit or prevent any danger to passers-by in the vicinity as much as possible. On the other hand, the PUR layer increases friction The ground is clear and the vehicle is braked to a standstill more quickly. Furthermore, the PUR layer protects the relatively sensitive concrete surface against spalling and surface damage when setting up and dismantling the mobile vehicle barrier at different locations.
Ein Splitterschutz kann durch den Einsatz von Metall- und/oder Kunststofffasern im Stahlbeton ergänzt werden. Die Fasern halten die Betonsplitter nach dem möglichen Betonbruch zusammen. Somit bilden sich deutlich weniger kleine Splitter und die Gefährdung für Passanten in der Nähe wird weiter reduziert.A splinter protection can be supplemented by the use of metal and/or plastic fibers in the reinforced concrete. The fibers hold the concrete splinters together after the possible concrete failure. As a result, significantly fewer small splinters form and the danger to passers-by in the vicinity is further reduced.
Eine weitere vorteilhafte Ausgestaltung der Fahrzeugsperre nach der Erfindung sieht vor, die Reibung zwischen Unter- und Oberteil gezielt zu minimieren. Daher wird zwischen den beiden Komponenten auf eine PU-Schicht verzichtet. Stattdessen soll in der Gleitebene der Reibungskoeffizient so gering wie möglich sein. Dies wird erreicht, indem z. B eine wenigstens eines der beiden Teile an der zur Gleitebene gewandten Seite mit einem Gleitelement wie einer Gleitplatte oder Gleitschiene aus Stahl oder Kunststoff versehen ist.A further advantageous embodiment of the vehicle lock according to the invention provides for minimizing the friction between the lower and upper parts in a targeted manner. Therefore, there is no PU layer between the two components. Instead, the coefficient of friction in the sliding plane should be as low as possible. This is achieved by e.g. B at least one of the two parts is provided with a sliding element such as a sliding plate or sliding rail made of steel or plastic on the side facing the sliding plane.
Bevorzugt verhindern ein oder zwei formschlüssige Führungselemente in der Gleitebene einen seitlichen Versatz des Ober- und Unterteils im geschlossenen und im geöffneten Zustand sowie während des Aufschiebens des Absperrelementes. Die Führungselemente sind bevorzugt durch einen erhabenen Steg auf der Gleitebene an dem einen Teil und eine kompatible Nut in der Gleitebene an dem jeweils anderen Teil gebildet. Führungselemente sind insbesondere wegen der nach der Erfindung vorgesehenen Verwendung eines flexiblen Zugelements wie einer Kette sinnvolle Ausgestaltungen, damit eine bestimmte Richtung der Relativbewegung zwischen Ober- und Unterteil erzwungen werden kann.One or two form-fitting guide elements in the sliding plane preferably prevent a lateral displacement of the upper and lower part in the closed and in the open state and during the pushing open of the shut-off element. The guide elements are preferably formed by a raised web on the sliding plane on one part and a compatible groove in the sliding plane on the other part. Guide elements are useful configurations, in particular because of the use of a flexible tension element such as a chain provided according to the invention, so that a certain direction of the relative movement between the upper and lower part can be enforced.
In einer bevorzugten Ausstattung betragen die Gesamtabmaße der Fahrzeugsperre im geschlossenen Zustand im Wesentlichen in der Breite 1600 mm und in der Höhe 850 mm, bei einer Tiefe von 1000 mm. Dadurch ergeben sich folgende Massen:
- Unterteil: 2.650 kg
- Oberteil: 1.050 kg
- Zugelement, z. B. Kette, und Zubehör: 20 kg
- Gesamtmasse: 3.720 kg
- Lower part: 2,650 kg
- Upper part: 1,050 kg
- tension element, e.g. B. Chain, and accessories: 20 kg
- Total mass: 3,720 kg
Ausführungsbeispiele der Erfindung werden nachfolgend unter Bezug auf die Zeichnungen erläutert. Es zeigen:
- Fig. 1
- eine Fahrzeugsperre im geschlossenen Zustand in perspektivischer Ansicht von vorn;
- Fig. 2
- die Fahrzeugsperre im aufgeschobenen Zustand in perspektivischer Ansicht von vorn;
- Fig. 3
- die Fahrzeugsperre im aufgeschobenen Zustand in teilweise geschnittener perspektivischer Ansicht von vorn;
- Fig. 4
- die aufgefaltete Fahrzeugsperre perspektivisch mit Blick von schräg unten;
- Fig. 5
- die geschlossene Fahrzeugsperre in Schnittdarstellung;
- Fig. 7
- die teilweise aufgeschobene Fahrzeugsperre in Schnittdarstellung;
- Fig. 7
- die vollständig aufgeschobene Fahrzeugsperre in Schnittdarstellung;
- Fig. 8
- die Fahrzeugsperre in zwei überlagert gezeigten Stadien, jeweils in seitlicher Ansicht;
- Fig. 9
- ein Detail im Bereich der rückwärtigen Unterkante im Schnitt;
- Fig. 10 - 12
- die Fahrzeugsperre beim Anprall eines Fahrzeugrads in verschiedenen Bewegungsstadien, jeweils in seitlicher Ansicht;
- 1
- a vehicle lock in the closed state in a perspective view from the front;
- 2
- the vehicle lock in the open state in a perspective view from the front;
- 3
- the vehicle lock in the open state in a partially sectioned perspective view from the front;
- 4
- the unfolded vehicle barrier in perspective with a view diagonally from below;
- figure 5
- the closed vehicle lock in sectional view;
- 7
- the partially suspended vehicle lock in a sectional view;
- 7
- the fully deferred vehicle lock in sectional view;
- 8
- the vehicle lock in two stages shown superimposed, each in a side view;
- 9
- a detail in the area of the rear lower edge in section;
- Figures 10 - 12
- the vehicle lock upon impact of a vehicle wheel in different stages of movement, each in a side view;
Das Unterteil 10 ist an seiner Unterseite nicht eben, sondern besitzt eine vordere Unterkante 13 und eine rückwärtige Unterkante 15. Zwischen den Unterkanten 13, 15 wird eine Aufstandsebene ausgebildet.The
Das Oberteil 20 ist bei dem in
Weitere Ringschrauben 36 an der Oberseite dienen vor allem dazu, das Oberteil 20 auf das Unterteil 10 aufsetzen zu können bzw. es davon abnehmen zu können, so dass die Teile 10, 20 gesondert transportierbar oder einlagerbar sind. Eine entnehmbare Transportsicherung zwischen Ober- und Unterteil 10, 20 in Form eines Bolzens oder einer Verschraubung ist ebenso möglich, so dass die gesamte Fahrzeugsperre 100 über die Ringschrauben 36 an der Oberseite angehoben werden kann.
Der perspektivische Blick auf die Seite in
Die aufgeschobene bzw. entfaltete Sperrstellung ist in
Die aufgeschobene oder entfaltete Sperrstellung ist nochmals in einer leicht veränderten Form in
Die Unterkanten 13, 15 sind jeweils durch zwei Ausnehmungen in mehrere Abschnitte geteilt. Die Ausnehmungen ermöglichen, mit einem Gabelstapler unter das Unterteil 10 zu greifen, um die mobile Fahrzeugsperre 100 zu versetzen.The bottom edges 13, 15 are each divided into several sections by two recesses. The recesses allow a forklift to reach under the base 10 in order to move the
Ein weiteres erwähnenswertes Detail ist eine Einkerbung 28 am unteren vorderen Rand des Oberteils 20, die als Gegenstück zu der Begrenzungskante 18 des Unterteils 10 ausgebildet ist.Another detail worth mentioning is a
Das Unterteil 10 liegt auf einem Untergrund 1 auf. Dabei liegt es mit seiner vorderen Unterkante 13 direkt darauf auf. Bei seiner rückwärtigen Unterkante 15 ist es jedoch leicht vom Untergrund 1 abgehoben. Stattdessen ruht das Unterteil 10 im Bereich der rückwärtigen Unterkante 15 auf den Spitzen 14.1 der Stützelemente 14. Dies wurde nach dem Aufsetzen der Fahrzeugsperre 100 auf den Untergrund 1 dadurch bewirkt, dass die Gewindebolzen der Stütz-elemente 14 nicht nur bis zum Kontakt mit dem Untergrund 1 gedreht wurden, sondern mit etwa drei zusätzlichen Umdrehungen über diesen Punkt hinaus nach außen vorgeschoben wurden.The
Die Masse der Fahrzeugsperre 100 ruft also schon im Ausgangszustand hohe Druckspannungen innerhalb der Stützelemente 14 und speziell in der Kontaktfläche zwischen Spitze 14.1 und Untergrund 1 hervor, so dass das spätere Eindringen der Spitzen 14.1 in den Untergrund 1 erleichtert wird.Even in the initial state, the mass of the
Eine Ausstoßeinrichtung 40 für Krallenfüße ist im Oberteil 20 integriert. Diese öffnet sich zur Gleitebene G hin.An
In
Die Funktion der erfindungsgemäßen Fahrzeugsperre 100 wird nachfolgend anhand der in den
In
In
Die Fahrzeugsperre 100 kippt um die Unterkante 15 nach hinten, bis die Kante 25 des Oberteils 20 auf dem Untergrund 1 einschlägt, wie in
Ein vorteilhafter Aspekt der Erfindung ist, dass die Fahrzeugsperre 100 so dimensioniert ist, dass die Z-Konfiguration der Sperrstellung dazu führt, dass sich die ursprüngliche Vorderseite 11 des Unterteils 10 von unten in den Fahrzeugboden drückt und das Fahrzeug 2 angehoben wird. Damit können auch schwere Fahrzeuge aufgehalten werden, deren Masse größer ist als die Masse der zweiteiligen Fahrzeugsperre.An advantageous aspect of the invention is that the
Claims (12)
- Mobile vehicle barrier (100) for setting up on flat ground (1), wherein:- between a lower part (10) and an upper part (20) a sliding plane (G) rising from a vehicle impact side to a rear side (19) or a curved sliding surface is provided which is formed between adjacent contact surfaces (12, 22) and/or sliding elements on the upper and lower part (10, 20), wherein the upper part (20) is displaceable in relation to the lower part (10);- an offset section (V) of the upper part (20) in relation to the lower part (10), said offset section extending in the sliding plane (G) or the sliding surface, is delimited by an interlocking connection of the lower part (10) and upper part (20), and- the lower part (10) and the upper part (20) are connected in an interlocking manner to each other via at least one deformable traction element (30) which extends beyond the sliding plane (G) or the sliding surface,characterized- in that at least one support element (14) which is directed onto a contact plane of the lower part (10) and has at least one penetration body attached or integrally formed on the end side is arranged on a lower side and/or on a rear side (19) and/or on an lower edge (15) of the lower part (10), and- in that the support element (14) is fastened to the lower part (10) by an adjustment device by which the distance of the penetration body from the contact plane of the lower part (10) can be changed.
- Vehicle barrier (100) according to Claim 1, characterized in that the support element (14) is designed in the form of a bolt and is adjustable along a linear axis.
- Vehicle barrier (100) according to Claim 2, characterized in that the support element (14) is designed at one end as a threaded bolt (14.2), and in that a threaded receptacle (14.3) is arranged in the lower part (10).
- Vehicle barrier (100) according to one of the preceding claims, characterized in that the penetration body has a point (14.1).
- Vehicle barrier (100) according to one of the preceding claims, characterized in that a plurality of support elements (14) are arranged at a distance from one another along the rear lower edge (15) of the lower part (10).
- Vehicle barrier (100) according to one of the preceding claims, characterized- in that the traction element (30) is fastened to the upper and lower part (10, 20) in each case by means of at least one anchor element (31, 32), and- in that the anchor elements (31, 32) and the traction element (30) are received and therefore anchored in recesses (16, 26) in the lower part (10) and/or in the upper part (20), said recesses opening to the sliding plane (G) or the sliding surface.
- Vehicle barrier (100) according to Claim 6, characterized in that the traction element (30) is a chain or a steel cable.
- Vehicle barrier (100) according to one of the preceding claims, characterized in that an ejection device (40) for ejecting locking elements is arranged on or in the upper part (20).
- Vehicle barrier (100) according to Claim 8, characterized in that the ejection device (40) has at least one downwardly facing cover flap (42) which covers a claw foot store (41) and which can be opened or can be removed via a further traction element, the traction element being connected to the lower part (10).
- Method for setting up a mobile barrier (100) according to at least one of the preceding claims on hard ground (1), comprising at least the following steps:- guiding the penetrating body of the at least one support element (14) back into a starting position in the vicinity of the lower part (10);- placing the vehicle barrier (100) onto the ground (1) ;- moving the at least one support element (14) forwards until contact of the penetration body with the ground (1) is made.
- Method according to Claim 10, characterized in that after contact of the penetration body with the ground (1) is made, the support element (14) is moved further forwards until the vehicle barrier (100) is partially lifted from the ground (1) and rests on the ends of the penetration bodies.
- Method according to Claim 10, characterized in that the support element (14), after contact of its penetration body with the ground (1) is made, is moved further forwards until the penetration body has at least partially penetrated the ground (1).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020111581.4A DE102020111581A1 (en) | 2020-04-28 | 2020-04-28 | Mobile vehicle lock |
EP21171012.4A EP3904600B1 (en) | 2020-04-28 | 2021-04-28 | Mobile vehicle lock for installation on a flat surface |
Publications (3)
Publication Number | Publication Date |
---|---|
EP4083324A1 EP4083324A1 (en) | 2022-11-02 |
EP4083324B1 true EP4083324B1 (en) | 2023-07-19 |
EP4083324C0 EP4083324C0 (en) | 2023-07-19 |
Family
ID=75728754
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP21171012.4A Active EP3904600B1 (en) | 2020-04-28 | 2021-04-28 | Mobile vehicle lock for installation on a flat surface |
EP21205317.7A Active EP4083324B1 (en) | 2020-04-28 | 2021-10-28 | Mobile vehicle lock for installation on a flat surface and method of installing this mobile vehicle lock on a hard surface |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP21171012.4A Active EP3904600B1 (en) | 2020-04-28 | 2021-04-28 | Mobile vehicle lock for installation on a flat surface |
Country Status (2)
Country | Link |
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EP (2) | EP3904600B1 (en) |
DE (1) | DE102020111581A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102020111581A1 (en) | 2020-04-28 | 2021-10-28 | Tenwinkel Gmbh & Co. Kg | Mobile vehicle lock |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2954786B1 (en) | 2009-12-29 | 2011-12-09 | Renaud Rigomer | BARRIER TYPE TERMINAL |
DE102017108226A1 (en) | 2017-04-18 | 2018-10-18 | Laumer Ingenieurbüro Gmbh | Security system with concrete barriers |
EP3392408B1 (en) | 2017-04-21 | 2020-09-09 | Mohammad Izadpanahi | Access road blocking device |
DE102017120866A1 (en) | 2017-05-26 | 2018-11-29 | Simone Niemann | Motor vehicle lock |
DE102020111581A1 (en) | 2020-04-28 | 2021-10-28 | Tenwinkel Gmbh & Co. Kg | Mobile vehicle lock |
-
2020
- 2020-04-28 DE DE102020111581.4A patent/DE102020111581A1/en active Pending
-
2021
- 2021-04-28 EP EP21171012.4A patent/EP3904600B1/en active Active
- 2021-10-28 EP EP21205317.7A patent/EP4083324B1/en active Active
Also Published As
Publication number | Publication date |
---|---|
EP3904600C0 (en) | 2023-10-04 |
EP3904600B1 (en) | 2023-10-04 |
EP4083324A1 (en) | 2022-11-02 |
EP3904600A1 (en) | 2021-11-03 |
DE102020111581A1 (en) | 2021-10-28 |
EP4083324C0 (en) | 2023-07-19 |
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