EP3904600B1 - Barrière mobile de véhicule destinée à l'installation sur une surface plane - Google Patents

Barrière mobile de véhicule destinée à l'installation sur une surface plane Download PDF

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Publication number
EP3904600B1
EP3904600B1 EP21171012.4A EP21171012A EP3904600B1 EP 3904600 B1 EP3904600 B1 EP 3904600B1 EP 21171012 A EP21171012 A EP 21171012A EP 3904600 B1 EP3904600 B1 EP 3904600B1
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EP
European Patent Office
Prior art keywords
vehicle
vehicle barrier
sliding
barrier
sliding plane
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Active
Application number
EP21171012.4A
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German (de)
English (en)
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EP3904600C0 (fr
EP3904600A1 (fr
Inventor
Markus Tenwinkel
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Tenwinkel & Co Kg GmbH
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Tenwinkel & Co Kg GmbH
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Priority to EP21205317.7A priority Critical patent/EP4083324B1/fr
Publication of EP3904600A1 publication Critical patent/EP3904600A1/fr
Application granted granted Critical
Publication of EP3904600B1 publication Critical patent/EP3904600B1/fr
Publication of EP3904600C0 publication Critical patent/EP3904600C0/fr
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Classifications

    • 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 flat surface with the features of the preamble of claim 1.
  • Mobile vehicle barriers are used to create a protective area against vehicles and thus serve to protect large events, for example.
  • Typical locations are access roads to the event site, which should be secured against unauthorized traffic 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 barriers 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 because they act solely through their mass, but are displaced by heavier vehicles in the event of an impact.
  • the US 2012/0257925 shows the concept of a vehicle lock with two parts that can be moved against each other along a sliding plane that rises towards the rear.
  • the parts that can be moved against each other should be arranged below ground level and the impact occurs on a rod element protruding from the upper part, which requires extensive civil engineering work and does not allow mobile use.
  • the vehicle lock is not designed to tilt backwards when unfolded and thus also act against the vehicle floor from below.
  • the object of the invention is to create a mobile, uncomplicated and inexpensive vehicle barrier that can be set up on a flat surface and that can withstand an attempt to break through and thus offers effective protection.
  • the invention proposes a mobile vehicle lock with the features of claim 1.
  • 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, especially reinforced concrete.
  • the vehicle barrier has a high mass, which as such offers protection against light vehicles.
  • the basic shape of the vehicle barrier When closed, the basic shape of the vehicle barrier is approximately 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 offer a less martial but largely neutral aesthetic appearance in public spaces.
  • the functional peculiarity of the vehicle lock according to the invention is that it changes its configuration due to the conditions of the vehicle in the event of an impact, whereby the center of gravity changes and it ultimately tilts backwards by 90°, whereby the impacting vehicle is lifted.
  • the barrier is only partially tilted, i.e. by around 10° to 80°, which results in a intentionally wedged under the front of the vehicle.
  • the kinetic energy is dissipated obliquely towards the ground.
  • the vehicle lock In the event of a vehicle impact, the vehicle lock is initially pushed open, i.e. the upper part is displaced between the upper and lower parts in the sliding plane formed between the upper and lower parts.
  • sliding plane is used here for the contact surface between the upper and lower parts. This surface can be two-dimensional, i.e. flat in the geometric sense. But it can also be curved so that a convex upper part rests on a concave lower part or vice versa.
  • the vehicle lock develops its full locking effect through the wedging effect of the L-shaped or Z-shaped geometry - seen in side view - which is assumed by the unfolding.
  • the vehicle lock can tilt backwards around a rear edge of the lower part after it has been completely pushed on along the intended offset path, which is positively limited by a tension element.
  • the rotational movement is only stopped when an upper rear edge of the pushed-on upper part hits the ground, with the edge possibly even pressing into the ground if the ground is soft and the vehicle lock is thus fixed to the ground in a form-fitting manner.
  • the impacting motor vehicle is stopped in the Z geometry of the blocking position, so it cannot simply be rolled over. It is raised vertically by the additional rotation caused.
  • the change in altitude converts part of the kinetic energy into potential energy, the so-called positional energy.
  • the lower part of the tilted vehicle lock can become wedged on 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 comes into the sliding plane on the pushed-on vehicle lock
  • the lower part and the upper part may 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 vehicle's delay.
  • the form-fitting fixation of the two concrete parts to one another for the purpose of limiting the offset distance takes place via one or more tension elements of appropriate length.
  • the tension elements are so deformable that they can be accommodated in the sliding plane to save space.
  • the tension elements are accommodated in recesses in the upper and lower parts, which open towards the sliding plane. This means that they are not visible in the initial state when the barrier element is in place and are protected from the weather and dirt.
  • Chains steel cables or high-strength plastic cables can be used as tension elements.
  • the tension elements are preferably attached to anchor elements such as eyebolts, which are recessed in the recesses.
  • the tension element is also possible e.g. B. to connect it to the reinforcement in the form of a chain and to pour it into the concrete body of the lower and/or upper part.
  • the vehicle lock can be pushed open, even if the lower part is not anchored to the ground and if only small frictional forces 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, and on the other hand, the mass ratio is additionally improved through the use of different types of concrete.
  • the lower part should therefore preferably be made from heavy concrete with a density of 2.7 to 5.3 g/cm 3 and the upper part from normal concrete with a density of 2.4 to 2.6 g/cm 3 .
  • the mass of the lower part can be almost twice as large as that of the upper part.
  • the mass of the lower part should be at least 1.25 times the mass of the upper part and preferably be at least 50% heavier.
  • the angle of inclination of the sliding plane between the upper and lower parts influences the height of the vehicle lock in its unfolded locking position, as well as the length of the horizontal lever that is wedged under the motor vehicle.
  • the sliding plane rising 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 as splinter protection.
  • the very tear-resistant PUR layer is intended to hold the concrete splinters together inside and in this way limit or prevent danger to nearby passers-by as much as possible.
  • the PUR layer significantly increases the friction with the ground and thus the vehicle is braked to a standstill more quickly. Furthermore, the PUR layer protects the relatively sensitive concrete surface against chipping and surface damage when setting up and dismantling the mobile vehicle barrier in different locations.
  • Splinter protection can be supplemented by using metal and/or plastic fibers in reinforced concrete.
  • the fibers hold the concrete splinters together after the concrete breaks. This means that significantly fewer small splinters form and the danger to nearby passers-by is further reduced.
  • the friction can also be increased by cast-in, sharpened bolts, mandrel elements or serrated strips on the back of the lower part and/or on the downward-tilting front edge of the upper part.
  • the bolts are preferably hidden in a PUR layer and only become wedged into the ground when the motor vehicle hits the ground. The impact-decelerating forces between the vehicle barrier and the ground can be significantly increased in this way.
  • a further advantageous embodiment of the vehicle lock according to the invention provides for the friction between the lower and upper parts to be specifically minimized. 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 on the side facing the sliding plane with a sliding element such as a sliding plate or sliding rail made of steel or plastic.
  • one or two form-fitting guide elements in the sliding plane prevent a lateral displacement of the upper and lower parts in the closed and open states and while the shut-off element is being pushed on.
  • 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 particularly useful configurations because of the use of a flexible tension element such as a chain provided according to the invention, so that a certain direction of relative movement between the upper and lower parts can be enforced.
  • Figure 1 shows a mobile vehicle barrier 100 according to a first embodiment of the invention in the initial closed state, i.e. the way the vehicle barrier 100 appears after it has been set up in a public space.
  • It essentially consists 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 lower part 10 and a front side 21 of the upper part 20 are aligned towards the expected impact direction of a vehicle, which is indicated by the block arrow, whereas a back side 19 faces a protection zone.
  • a locking arrangement 200 which is formed by coupling several such vehicle locks 100, is in Figure 10 shown.
  • the vehicle locks 100 are each in pairs by coupling elements 101 in the form of chains connected with each other. This allows a larger protection area to be cordoned off.
  • the top part 20 is at the in Figure 1 illustrated embodiment is formed on its top 25 with a trough 24, which is used for vehicle barriers 100 permanently stationed at one location, for example. B. enables planting. If set up temporarily, plant or decorative boxes can be accommodated.
  • eyebolts 36 on the top serve primarily to be able to place the upper part 20 on the lower part 10 or 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 parts 10, 20 in the form of a bolt or screw connection is also possible, so that the entire vehicle lock 100 can be lifted via the eyebolts 36 on the top.
  • both parts 10, 20 are each wedge-shaped and lie against each other on a sliding plane G, which is formed by contact surfaces 12, 22.
  • the lower part 10 has two forklift pockets 13 on its underside to make loading the vehicle barrier 100 easier.
  • Eye bolts 35 connected to the inner steel reinforcement of the lower part 10 are provided not only on the two side surfaces, but also on the underside in order to enable a lateral connection or chaining of several vehicle barriers 100 or a connection to anchor points on the ground. It is also possible to provide an embedded tube that extends across the width in order to insert a barrier chain into it.
  • the pushed-on or unfolded locking position is in Figure 3 from the same angle as in Figure 1 shown.
  • the lower part 10 has remained in its position.
  • the upper part 20 is pushed upwards relative to it 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 therein, in which a chain 30 is accommodated as a tension element, which connects the lower and upper parts 10, 20 to one another in a form-fitting manner.
  • two parallel webs 17 are formed as guide elements on the contact surface 12.
  • the pushed-on or unfolded locking position is again in a slightly different form Figure 4 shown.
  • the upper part 20 is shown cut in the middle, so that a recess 26 in the upper part 20 is visible, which, together with the recess 16 of the lower part 10, accommodates the chain 30 serving as a tension 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, 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. 5 shows, in which an upper part 20 slightly raised by the lower part 10 is shown as seen from the back 19 of the vehicle lock 100, the counterpart to the webs 17 of the lower part 10 consists of receiving grooves 27 which are formed in the contact surface 22 of the upper part 20. Due to the positive engagement of the webs 27 in the receiving grooves 27, the upper and lower parts 20, 10 are positioned in the correct position relative to one another when they are put together and are held in this way during transport and installation. When the vehicle lock 100 is pushed open in the event of an impact, the upper part 20 is only displaced along the sliding plane relative to the lower part 10, without being pushed away to the side or rotating.
  • Figure 6A is a sectional view of the mobile vehicle lock 100 in the initial closed state. From this, the position of the eyebolts 31, 32 in the recesses 16, 26 and the accommodation of the non-tightened, loose tension element 30 therein become clear. The upper part 20 rests on the lower part 10 and is prevented from slipping by the boundary edge 18.
  • Figure 6B shows the locked position of the vehicle lock 100.
  • the upper part 20 is displaced backwards and upwards along the sliding plane G by the maximum offset distance V, whereby it always maintains contact with the lower part 10 due to its own mass as well as because of the coupling via the tension element 30.
  • the tension element 30 is tightened and thus limits the offset distance V.
  • the function of the vehicle lock 100 according to the invention is explained below based on the in Figures 7 to 9 the sequence of movements shown is explained; the figures each show a vehicle barrier 100 with a vehicle 2 in a side view.
  • a vehicle 2 is located directly in front of the vehicle barrier 100, which is set up on a flat surface 1. This is still in the initial state, that is, the lower part 10 and upper part 20 lie completely against one another in the sliding plane G and visually form a uniform body.
  • the area to be protected is located on the back 19 facing away from the vehicle 2.
  • the vehicle lock 100 tilts backwards around the edge 15 until the edge 25 of the upper part 20 hits the ground 1, as in Figure 9 shown. Since the vehicle barrier 100 now rests with two edges 15, 25 on the surface 1, the probability that the vehicle barrier 100 will be positively fixed on the surface 1 due to stones, edges, etc. located there or a yielding unpaved surface, etc. is essential higher than if a smooth surface were to rest on the surface 1.
  • vehicle lock 100 is dimensioned such that the Z configuration of the locking position results in the original front side 11 of the lower part 10 being pressed into the vehicle floor from below and the vehicle 2 being lifted.
  • Figure 11 shows a mobile vehicle lock 100 'according to a second embodiment of the invention in the extended locking state.
  • the basic configuration is very similar to the previously described embodiment of the vehicle lock 100. It in turn consists 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 lower part 10' and a front side 21' of the upper 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 the protection zone.
  • the upper part 20' is formed with a trough 24' on its upper side 25 and has anchor elements 36 in the form of eyebolts on the upper side.
  • a contact surface 22' is formed on its underside, with which it rests on a contact surface 12' of the lower part 10'.
  • the top 20 is in the view of Figure 11 pushed up relative to the lower part 10 '.
  • 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 therein, in which a chain is accommodated as a tension element 30. This is fixed to an anchor element 32 in the lower part and another anchor element in the upper part.
  • two parallel webs 17 are formed as guide elements on the contact surface 12'. Lateral connections are possible using additional eyebolts 35.
  • a boundary edge 18' which projects slightly above the contact surface 12' on the lower part 10', secures the upper part 20' in a form-fitting manner so that it cannot slip off the lower part 10.
  • the mobile vehicle barrier 100′ according to the second embodiment corresponds to the first embodiment.
  • FIG. 12 The perspective view of the side surface in Figure 12 shows the difference.
  • Both parts 10', 20' are still essentially wedge-shaped and have contact surfaces 12', 22' lying against one another. However, these are not flat, but each have an arc shape with a concave contact surface 12 'on the lower part 10' and a convex contact surface 22'.
  • the concave-concave design of the sliding surface enables the Vehicle lock 100 'that the upper rear edge 25' of the upper part 20' is pushed out approximately 40% higher than the edge 25 of the upper part 20 of the vehicle lock 100.
  • Figure 15 shows a perspective view of a third embodiment of a vehicle lock 100". This differs from the vehicle lock 100 according to the first embodiment only in that in the area of a rear edge 15" of a lower part 10" there are several mandrel elements 14" spread apart from the edge 15". are embedded in the concrete body. These are preferably connected to the reinforcement in the lower part 10". The upper part 20 and the tension element between them are completely unchanged.
  • the vehicle lock 100" is shown in two superimposed stages, each in a side view. It is clear that in the preferred embodiment shown, the mandrel elements 14" do not yet penetrate into the ground 1 in the initial state, otherwise the rear edge 15" will break when set up on a paved surface 1 there would be no contact with the surface 1 and the tipping and rolling process described above around the edge 15" cannot be initiated upon impact. However, as soon as the tilting movement begins, the mandrel elements 14" soon form the lowest point, so that the weight forces of the vehicle driving onto the vehicle barrier 100" and the barrier itself cause the mandrel elements 14" to penetrate into the ground 14".

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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)

Claims (14)

  1. Barrière mobile de véhicule (100; 100'; 100") à installer sur un sol plan (1), comprenant au moins une partie inférieure (10; 10'; 10") et une partie supérieure (20; 20'), dans laquelle:
    - entre la partie inférieure (10; 10'; 10") et la partie supérieure (20; 20'), il est prévu un plan de glissement (G) montant d'un côté d'impact du véhicule vers un côté arrière (19) ou une surface de glissement incurvée (G')
    - qui est réalisée entre des surfaces de contact (12, 22; 12', 22') et/ou entre des éléments de glissement qui sont formés sur la partie supérieure et la partie inférieure (10, 20; 10', 20'; 10")
    - et dans laquelle la partie supérieure (20; 20' étant déplaçable par rapport à la partie inférieure (10; 10'; 10");
    - une distance de décalage (V) de la partie supérieure (20; 20') par rapport à la partie inférieure (10; 10'; 10") étant limitée par une liaison par complémentarité de forme de la partie inférieure (10; 10'; 10") et de la partie supérieure (20; 20') et
    - la partie inférieure (10; 10'; 10") et/ou la partie supérieure (20; 20') est (sont) formée(s) en béton;
    caractérisé en ce que
    - la partie inférieure (10; 10'; 10") et la partie supérieure (20; 20') étant reliées entre elles par complémentarité de forme par l'intermédiaire d'au moins un élément de traction déformable (30), qui s'étend sur le plan de glissement (G) ou la surface de glissement (G') et
    - l'élément de traction (30), dans l'état initial du dispositif de barrière de véhicule (100; 100'; 100"), est logé dans au moins un évidement (16, 26) s'ouvrant vers le plan de glissement (G) ou la surface de glissement (G') dans la partie inférieure (10; 10'; 10") et/ou dans la partie supérieure (20; 20') et y est relié.
  2. Barrière de véhicule (100; 100'; 100") selon la revendication 1, caractérisé en ce que l'élément de traction (30) est fixé respectivement au moyen d'au moins un élément d'ancrage (31, 32) à la partie supérieure et à la partie inférieure (10, 20; 10', 20'; 10")
    et que les éléments d'ancrage (31, 32) et l'élément de traction (30) sont logés dans des évidements (16, 26) s'ouvrant vers le plan de glissement (G) ou la surface de glissement (G') dans la partie inférieure (10; 10'; 10") et/ou dans la partie supérieure (20; 20') et sont ainsi ancrés.
  3. Barrière de véhicule (100; 100'; 100") selon la revendication 1 ou 2, caractérisé en ce que l'élément de traction (30) est une chaîne ou un câble en acier.
  4. Barrière de véhicule (100; 100'; 100") selon l'une des revendications précédentes, caractérisée en ce que la partie inférieure (10; 10'; 10") est reliée à un sol (1) et/ou possède des structures augmentant la friction sur une face inférieure.
  5. Barrière de véhicule (100") selon l'une des revendications précédentes, caractérisé en ce que la partie inférieure (10; 10'; 10") possède des boulons, des éléments de mandrin (14) ou des baguettes dentées qui pénètrent dans le sol (1).
  6. Barrière de véhicule (100; 100'; 100") selon l'une des revendications précédentes, caractérisée en ce que la masse de la partie inférieure (10; 10'; 10") est au moins 1,25 fois la masse de la partie supérieure (20; 20').
  7. Barrière de véhicule (100; 100'; 100") selon la revendication 6, caractérisée en ce que la partie inférieure (10; 10'; 10") est en béton lourd d'une densité de 2,7 à 5,3 g/cm3 et la partie supérieure (20) est en béton normal d'une densité de 2,4 à 2,6 g/cm3.
  8. Barrière de véhicule (100) selon au moins l'une des revendications précédentes, caractérisée en ce que la partie supérieure (20; 20') et/ou la partie inférieure (10; 10'; 10") sont réalisées chacune sous forme de corps en béton qui contient des fibres de plastique et/ou d'acier noyées.
  9. Barrière de véhicule (100; 100'; 100") selon au moins l'une des revendications précédentes, caractérisée en ce que la barrière de véhicule (100; 100'; 100") est revêtue sur au moins une surface extérieure d'un revêtement épais en polyuréa ou en polyuréthane d'une épaisseur de 300 µm à 4 mm.
  10. Barrière de véhicule (100; 100'; 100") selon au moins l'une des revendications précédentes, caractérisé en ce que le barrière de véhicule (100; 100'; 100") prend une configuration en forme de L ou de Z en vue latérale dans une position de barrière dans laquelle la partie supérieure (20; 20') est décalée par rapport à la partie inférieure (10; 10'; 10") d'une distance de décalage (V) d'au moins 30 % de la longueur du plan de glissement (G).
  11. Barrière de véhicule (100; 100'; 100") selon au moins l'une des revendications précédentes, caractérisé en ce qu'au moins un élément de guidage (17; 17') est formé sur au moins l'une des parties (10, 20; 10', 20') dans le plan de glissement (G) ou la surface de glissement (G') et en ce qu'une rainure de réception (27; 27') pour l'élément de guidage (17; 17') est formée sur la partie (20; 20') qui est opposée à l'élément de guidage (17; 17') dans le plan de glissement (G).
  12. Barrière de véhicule (100; 100'; 100") selon au moins l'une des revendications précédentes, caractérisé en ce qu'au moins une plaque de glissement et/ou au moins un élément de glissement en acier ou en plastique est inséré dans le plan de glissement (G) ou la surface de glissement (G') sur au moins l'une des pièces (10, 20; 10', 20'; 10").
  13. Barrière de véhicule (100; 100'; 100") selon au moins l'une des revendications précédentes, caractérisée en ce que le chevauchement de la partie supérieure (20; 20') et de la partie inférieure (10; 10'; 10") dans le plan de glissement (G) ou la surface de glissement (G') dans une position de barrière dépliée de la barrière de véhicule (100; 100'; 100") représente encore au moins 55 % de la longueur totale de décalage (V) le long du plan de glissement (G) ou de la surface de glissement incurvée (G').
  14. Arrangement de barrière de véhicule (200) avec plusieurs barrières de véhicule (100; 100'; 100") réalisées chacune selon l'une des revendications précédentes, qui sont placées latéralement les unes à côté des autres et sont reliées entre elles par paires par au moins un élément de couplage (101) résistant à la traction.
EP21171012.4A 2020-04-28 2021-04-28 Barrière mobile de véhicule destinée à l'installation sur une surface plane Active EP3904600B1 (fr)

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EP21205317.7A EP4083324B1 (fr) 2020-04-28 2021-10-28 Barrière mobile de véhicule destinée à être installée sur une surface plane et procédé d'installation de cette barrière mobile de véhicule sur une surface dure

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DE102020111581.4A DE102020111581A1 (de) 2020-04-28 2020-04-28 Mobile Fahrzeugsperre

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EP3904600A1 EP3904600A1 (fr) 2021-11-03
EP3904600B1 true EP3904600B1 (fr) 2023-10-04
EP3904600C0 EP3904600C0 (fr) 2023-10-04

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EP21205317.7A Active EP4083324B1 (fr) 2020-04-28 2021-10-28 Barrière mobile de véhicule destinée à être installée sur une surface plane et procédé d'installation de cette barrière mobile de véhicule sur une surface dure

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FR2954786B1 (fr) 2009-12-29 2011-12-09 Renaud Rigomer Borne de type barriere
DE102017108226A1 (de) 2017-04-18 2018-10-18 Laumer Ingenieurbüro Gmbh Sicherheitssystem mit Betonsperren
DE102018109561A1 (de) 2017-04-21 2018-10-25 Mohammad Izadpanahi Zufahrtssperrvorrichtung
DE102017120866A1 (de) 2017-05-26 2018-11-29 Simone Niemann Kraftfahrzeugsperre
DE102020111581A1 (de) 2020-04-28 2021-10-28 Tenwinkel Gmbh & Co. Kg Mobile Fahrzeugsperre

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EP4083324C0 (fr) 2023-07-19
EP3904600C0 (fr) 2023-10-04
EP4083324B1 (fr) 2023-07-19
DE102020111581A1 (de) 2021-10-28
EP3904600A1 (fr) 2021-11-03
EP4083324A1 (fr) 2022-11-02

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