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EP4421240B1 - Barrière pouvant être utilisée comme barrière contre act de terrorisme - Google Patents

Barrière pouvant être utilisée comme barrière contre act de terrorisme

Info

Publication number
EP4421240B1
EP4421240B1 EP23158775.9A EP23158775A EP4421240B1 EP 4421240 B1 EP4421240 B1 EP 4421240B1 EP 23158775 A EP23158775 A EP 23158775A EP 4421240 B1 EP4421240 B1 EP 4421240B1
Authority
EP
European Patent Office
Prior art keywords
barrier
bracket
base body
barriers
metal
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.)
Active
Application number
EP23158775.9A
Other languages
German (de)
English (en)
Other versions
EP4421240A1 (fr
Inventor
Oswald Matt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Oswald Matt Group
Original Assignee
Oswald Matt Group
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Oswald Matt Group filed Critical Oswald Matt Group
Priority to EP23158775.9A priority Critical patent/EP4421240B1/fr
Publication of EP4421240A1 publication Critical patent/EP4421240A1/fr
Application granted granted Critical
Publication of EP4421240B1 publication Critical patent/EP4421240B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • 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
    • E01F13/02—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions free-standing; portable, e.g. for guarding open manholes ; Portable signs or signals specially adapted for fitting to portable barriers
    • 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
    • E01F13/02—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions free-standing; portable, e.g. for guarding open manholes ; Portable signs or signals specially adapted for fitting to portable barriers
    • E01F13/022—Pedestrian barriers; Barriers for channelling or controlling crowds
    • 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
    • E01F13/04—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions movable to allow or prevent passage
    • E01F13/048—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions movable to allow or prevent passage with obstructing members moving in a translatory motion, e.g. vertical lift barriers, sliding gates
    • 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
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • 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
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/148—Means for vehicle stopping using impact energy absorbers mobile arrangements

Definitions

  • the invention relates to a barrier for trucks.
  • the barrier can be used as a terror barrier to prevent attacks carried out with the help of a truck in public spaces.
  • the present invention is concerned with the objective of providing a barrier device or barrier for trucks that can be used as a terror barrier, which on the one hand offers effective protection, and on the other hand does not require the relocation of urban supply lines.
  • the base of the proposed barrier can be embedded in the ground, forming a kind of foundation.
  • the barrier is then firmly anchored in the ground via this base.
  • the base is embedded in the ground so that it is flush with the surface of the terrain, for example, the existing road surface. Only the barrier's support structure (at least one) is visible above ground level, thus minimizing the impact on the streetscape.
  • the flat surface area of the base allows for a lower height h, so that the base can be designed, in particular, as a slab.
  • the height h of the slab is preferably no more than 50-60 cm, so that the base does not need to be embedded more than 50-60 cm into the ground. Since municipal utility lines are generally buried deeper than 60 cm, installing the base or barrier does not require relocating these lines.
  • the base body is aligned so that the at least one bracket mounted on it extends essentially parallel to the direction of travel of a truck that is to be stopped by the barrier.
  • the at least one bracket which serves as a crash barrier, is therefore struck on its narrow side. In this orientation, the bracket can absorb a greater impact load before deforming under the load.
  • the bracket's essentially C-shaped design gives it increased rigidity, meaning that a very high amount of energy is required to deform it. Upon impact, this energy is drawn from the truck's kinetic energy, thus bringing it to a standstill.
  • an effective barrier device requires a barrier with several bars, which are then aligned parallel to each other. are arranged in relation to each other. Alternatively or additionally, several barriers, each with at least one bar, can be erected side by side. The center-to-center distances (a) of the bars are then preferably chosen to be large enough to allow a bicycle or a stroller to pass through without difficulty, but not a truck.
  • the at least one substantially C-shaped stirrup preferably has a crossbar that runs parallel to the base body at a distance.
  • an arc segment is attached to each end of the crossbar, which is preferably circular and transitions into one of the two end sections of the stirrup.
  • Each arc segment preferably extends over an angular range between 90° and 180°.
  • the transition of the arc segments into the crossbar and/or into the end sections can therefore be smooth, i.e., without kinks or edges.
  • the two end sections are not oriented perpendicular to the base body, but converge at an angle ⁇ to the base body, which is less than 90°, preferably less than 60°.
  • the angle ⁇ can, for example, be 45°.
  • the end sections of the stirrup can also be oriented perpendicular to the base body. In this case, they are preferably set back relative to the arc sections. “Set back” means that the center-to-center distance l between the two end sections is less than the total length L of the stirrup.
  • the at least one bracket is preferably made, at least partially, from a tubular profile.
  • a tubular profile exhibits high dimensional stiffness with comparatively little material usage. This means that material can be saved by using a tubular profile.
  • the The tubular profile has a circular cross-section with an outer diameter D of at least 15 cm, preferably at least 19 cm.
  • the tubular profile have a wall thickness d of at least 0.8 cm, preferably at least 1 cm.
  • d wall thickness
  • Tests with a barrier made from a corresponding tubular profile have shown that it—depending on its specific shape and size—is capable of withstanding high impact loads, for example, an impact load of 500 kN in the direction of travel. This is especially true when the barrier is struck vertically at its narrow end.
  • the structure also withstands impacts when the vehicle approaches at an angle from the side.
  • the at least one barrier has a total length L between 2 m and 3.5 m, preferably between 2.5 m and 3 m, and/or a total height H between 1 m and 1.5 m, preferably between 1.2 m and 1.4 m.
  • the barrier can be used particularly well as a terrorist barrier in attacks carried out with very heavy vehicles, such as trucks.
  • the truck driving over the barrier then deforms the at least one barrier, causing it to wedge itself under the vehicle's chassis. This wedges the barrier and the vehicle's chassis together, bringing the vehicle safely to a standstill.
  • the barrier has at least two brackets arranged parallel to each other at an axis distance a.
  • the impact load of a vehicle driving over the barrier can be distributed across several brackets, thus reducing the load on each individual bracket.
  • the axis distance a between the brackets is preferably 0.5 m to 1.8 m, and more preferably 0.8 m to 1.5 m. Ideally, the axis distance a is sufficiently large. The design was chosen so that bicycles and strollers can easily pass between two bars, but not trucks.
  • the end sections of the at least one bracket are each connected, preferably welded, to a head plate.
  • the bracket can be connected directly or indirectly to the base body via the head plates.
  • the welded connection between the end sections and the head plates provides a particularly robust connection between the bracket and the head plates.
  • the end plates connected to the end sections are connected to metal plates anchored in the base body.
  • the at least one stirrup is therefore not directly, but indirectly connected to the base body via the metal plates.
  • This indirect connection via the metal plates offers higher load-bearing capacity, as the metal plates can be pre-integrated into the base body, particularly during the manufacturing process, by being placed directly into the formwork.
  • the metal plates thus form an integral part of the base body. If the base body is reinforced, a connection can be made to the reinforcement to anchor the metal plates within the base body.
  • the end plates of the at least one bracket are screwed to the metal plates of the base.
  • This allows the at least one bracket and the base to be stored and transported as separate parts, saving storage and transport space.
  • the connection by screwing is then made only at the respective installation site.
  • a further advantage is that, after an impact, only the at least one bracket may need to be replaced, while the base – after inspection – can remain in the ground.
  • the metal plates are flush-mounted in the base. This avoids edges that could pose a hazard, especially a tripping hazard. This is particularly important when installing the barrier in public spaces.
  • the metal plates are anchored to the base body via welded-on anchor elements.
  • These anchor elements can be, for example, welded-on anchor bolts that penetrate deep into the base body and connect to the reinforcement of the base body.
  • the anchor elements are preferably arranged on the underside of the metal plates.
  • the metal plates are screwed to the head plates of the bracket via welded-on bolts.
  • the precise positioning of the at least one bracket can be determined by the position of the bolts.
  • the bolts are preferably arranged on the upper side of the metal plates so that they protrude beyond the base body, allowing the bracket to be placed on top.
  • the head plates of the bracket preferably have openings for receiving the bolts, so that after the bracket is in place, the connection only needs to be secured by tightening a nut.
  • connection method described above for the at least one bracket to the base body represents only one preferred connection method. Its advantage is that it is rigid and therefore particularly robust. Another preferred connection method is described below.
  • the at least one bracket remains movable, in particular displaceable relative to the base body, so that it can be moved from a locking position to a passage position.
  • the locking device thus remains passable for selected vehicles, for example, delivery vehicles or emergency service vehicles such as ambulances and fire trucks.
  • the end sections of the at least one bracket are connected via a common metal plate, which is slidably mounted relative to the base body.
  • the barrier comprises more than one bracket, preferably all brackets are arranged on the single metal plate and slidably mounted relative to the base body via the metal plate.
  • the metal plate is slidably mounted on webs that run parallel to each other and perpendicular to the at least one bracket.
  • the parallel webs guide the metal plate.
  • the webs are arranged on the side facing the base body, i.e., on the underside of the metal plate. Because the webs are oriented perpendicular to the at least one bracket, the bracket is moved laterally rather than forwards and backwards when the metal plate is displaced. In a barrier device consisting of several adjacent barriers, the distance between the brackets of two neighboring barriers can thus be increased, allowing vehicles to pass through. If the brackets of both barriers are slidable, the bracket on the left side moves to the left, and the bracket on the right side moves to the right, creating a larger opening.
  • the webs are preferably received in guides.
  • the guides facilitate movement of the metal plate, as a material pairing can be selected that results in low sliding friction between the webs and the guides.
  • coatings that reduce sliding friction can be provided on the webs and/or guides.
  • the guides are preferably recessed into the base body so that they do not pose a risk of injury.
  • the guides be undercut. For example, T-shaped or dovetail-shaped. The webs of the metal plate are then shaped accordingly so that they fit snugly into the guides. This positive fit prevents the bracket and metal plate from being lifted out of the guides by unauthorized persons.
  • a linear drive for moving the metal plate and the at least one bracket mounted thereon is integrated into the base body.
  • the linear drive allows for targeted control of the movement, particularly remote control.
  • the linear drive can be, for example, a spindle drive, a screw drive, a ball or roller screw drive, a trapezoidal screw drive, a linear motor, a pneumatic or hydraulic cylinder, a gas spring, a rack and pinion drive, or a toothed belt drive.
  • a corner fitting be integrated into the base body in the area of at least one external corner.
  • the corner fitting facilitates connecting the barrier to another barrier, so that multiple barriers form an effective blocking device that prevents vehicles from passing through.
  • the corner fitting is preferably made of metal, making it particularly robust.
  • the corner fitting have at least one opening for inserting a clamping element, for example, a clip. The clamping element can then be used to tension the two barriers together.
  • Corner fittings of the aforementioned type are particularly well-known in container construction. They enable the bracing of several containers together.
  • the at least one corner fitting integrated into the base body can be designed analogously.
  • Welded anchor elements allow the corner fitting to be firmly anchored in the base body.
  • the at least one corner fitting is inserted into the formwork during the manufacture of the base body and connected to the reinforcement.
  • a barrier device with at least one barrier according to the invention is proposed.
  • a single barrier may be sufficient to prevent a truck from passing.
  • a barrier device with several barriers arranged side by side, such that the bars are aligned parallel to each other, is proposed. This means that the bars are also aligned parallel to the direction of travel of an approaching truck. If the truck collides with a bar, the bar deforms longitudinally. The energy required for this deformation is drawn from the kinetic energy of the truck, thus stopping it.
  • the base bodies of two adjacent barriers are connected, preferably braced together.
  • the bracing can be achieved, for example, using the corner fittings described above in conjunction with suitable clamping elements.
  • the distance between the arms of the barriers is preferably chosen to allow bicycles and strollers to pass through without difficulty, but not trucks.
  • the barrier device must be passable for delivery vehicles and/or emergency vehicles, it is proposed that the barrier device include at least one barrier with at least one arm slidably mounted on a metal plate. By sliding the metal plate, the distance between this arm and the arm of the adjacent barrier can be increased, thus allowing passage.
  • the at least one arm of the adjacent barrier can also be slidably mounted on a metal plate, so that even large vehicles can pass through.
  • the barrier device comprises at least two barriers with brackets slidably mounted on metal plates
  • the two barriers are preferably arranged side by side in a mirrored configuration.
  • the brackets of the two barriers are then moved in opposite directions to allow passage, thus maximizing the width of the passage.
  • the one in Figure 1 The depicted barrier 1 enables the formation of a blocking device 2 that prevents trucks from passing through. Barrier 1 can thus be used to erect anti-terror barriers.
  • the depicted barrier 1 has a base body 3 made of concrete and two metal stirrups 4, each C-shaped and arranged parallel to each other (see also Figure 5
  • the C-shape is formed by a crossbar 4.3 aligned parallel to the base body 3, adjoining curved sections 4.4, 4.5, and inclined end sections 4.1, 4.2 adjoining the curved sections 4.4, 4.5.
  • the center-to-center distance 1 between the ends of the end sections 4.1, 4.2 is therefore less than the total length L of the bracket 4. The ends are thus recessed. Due to their inclined orientation, the end sections 4.1, 4.2 are inclined relative to the base body 3 at an angle ⁇ , where the angle ⁇ is 45°.
  • the end sections 4.1 and 4.2 are connected to the head plate 5, ideally welded, which in turn is connected to metal plates 6 embedded in the base body 3, in this case screwed together. As can be seen in particular from the Figure 4 As can be seen, the metal plates 6 are firmly anchored in the base body 3 via anchor elements 7.
  • Screw bolts 8 are welded onto the top of the metal plates 6, via which the head plates 5 are screwed to the metal plates 6.
  • the Figure 2 which shows a top view of the base body 3 of barrier 1 of the Figure 1
  • two metal plates 6 are embedded in the base body 3 for each bracket 4.
  • Each metal plate 6 has six screw bolts 8 on its upper side (see Figure 3 ).
  • recesses 16 are provided in a corresponding number and arrangement, so that the head plates 5 can be placed on the metal plates 6 and screwed to them (see Figure 4 ).
  • barriers 1 are preferably arranged next to each other, as exemplified in the Figure 5
  • the brackets 4 of the barriers 1 are aligned parallel to each other and parallel to the direction of travel of an approaching truck (not shown).
  • the base bodies 3 of the barriers 3 are butted tightly together and clamped using clamping elements 15.
  • corner fittings 13 are recessed in the corner areas of the base bodies 3.
  • the Figures 8 and 9 As can be seen, the corner fittings 13 have openings 14 into which clamping elements 15 can be inserted.
  • the clamping elements 15 are designed as clamps with clamping bodies 17 slidably arranged on a bolt 16, which can be brought into engagement with the openings 14 of the corner fittings 13.
  • the corner fittings 13 are anchored in the base bodies 3 by means of anchor elements 7, analogous to the metal plates 6.
  • the top view of the Figure 6 This shows that the base bodies 3 are square and each has a width B corresponding to a depth T.
  • the depth T is measured parallel to the longitudinal extent of the stirrups 4.
  • the width B and the depth T are each 3 m.
  • the total length L of the stirrups 4 is slightly shorter at 2.9 m.
  • the center-to-center distance a between the stirrups 4 of the same Barrier 1 corresponds to the center-to-center distance a between the brackets 4 of two adjacent barriers 1, such that all brackets 4 are arranged at the same distance from each other.
  • the center-to-center distance a is 1.5 m in this case.
  • the total height H of the brackets 4 is 1.3 m and the height h of the base body 3 is 0.6 m. All dimensions given are only examples and other dimensions are possible.
  • FIG. 10 Another preferred embodiment of a barrier 1 according to the invention is in the Figure 10
  • the brackets 4 are again C-shaped, but at their end sections 4.1, 4.2 they are not connected to head plates 5, but to a common metal plate 9, ideally welded.
  • the metal plate 9 has T-shaped ribs 10 on its underside, which are inserted into undercut guides 11 that are in turn embedded in the base body 3.
  • the metal plate 9 is slidably mounted relative to the base body 3 via the ribs 10 and the guides 11.
  • a plastic bearing element 18 is inserted between each of the ribs 10 and the guides 11.
  • Figure 12 shows how, by shifting the brackets 4 of two adjacent barriers 1 of a locking device 2, a passage can be created if required.
  • the brackets 4 of the two middle barriers 1 are pushed apart.
  • the two outer barriers 1 are according to the Figure 1 designed so that its brackets 4 are not displaceable. In the case of the locking device 2 of the Figure 12 Therefore, different barriers 1 are combined with each other.
  • the displacement of the brackets 4, which are slidably mounted on the metal plate 9 and the webs 10, can be effected by a linear drive 12, which is integrated into the base body 3 of the respective barrier 1.
  • the linear drive 12 consists of a spindle drive. designed in combination with an electric motor (see also Figures 13 and 14 Other linear actuators are also possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (14)

  1. Barrière (1) utilisable en tant que barrage antiterroriste, destinée à éviter un attentat exercé dans le domaine public à l'aide d'un véhicule automobile, comprenant
    - un corps de base (3) en forme de plaque ou de parallélépipède en béton, de préférence en béton armé et
    - au moins un étrier (4) en métal, de préférence en acier ou en acier inoxydable, placé sur le corps de base (3), qui est conçu sensiblement en forme de C et qui comporte des parties d'extrémité (4.1, 4.2), par l'intermédiaire desquelles l'étrier (4) est fixement assemblé directement ou indirectement avec le corps de base (3),
    caractérisée en ce que les parties d'extrémité (4.1, 4.2) sont engagées et / ou convergent en oblique l'une vers l'autre.
  2. Barrière (1) selon la revendication 1,
    caractérisée en ce que l'au moins un étrier (4) est fabriqué au moins en partie en un profilé tubulaire, qui comporte de préférence
    - une section transversale circulaire, d'un diamètre extérieur (D) d'au moins 15 cm, de préférence d'au moins 19 cm, et / ou
    - une épaisseur de paroi (d) d'au moins 0,8 cm, de préférence d'au moins 1 cm.
  3. Barrière (1) selon la revendication 1 ou 2, caractérisée en ce que les parties d'extrémité (4.1, 4.2) de l'au moins un étrier (4) sont assemblées chacune, de préférence soudées avec une plaque de tête (5).
  4. Barrière (1) selon la revendication 3,
    caractérisée en ce que les plaques de tête (5) assemblées avec les parties d'extrémité (4.1, 4.2) sont assemblées, de préférence vissées avec des plaques métalliques (6), qui sont ancrées et / ou encastrées à fleur de surface dans le corps de base (3).
  5. Barrière (1) selon la revendication 4,
    caractérisée en ce que les plaques métalliques (6) sont ancrées dans le corps de base (3) par l'intermédiaire d'éléments d'ancrage (7) soudés sur elles et / ou sont vissées avec les plaques de tête (5) de l'étrier (4) par l'intermédiaire de boulons filetés (8) soudés sur elles.
  6. Barrière (1) selon la revendication 1 ou 2,
    caractérisée en ce que les parties d'extrémité (4.1, 4.2) de l'au moins un étrier (4) sont assemblées par l'intermédiaire d'une plaque métallique (9) commune, qui est logée de manière déplaçable par rapport au corps de base (3).
  7. Barrière (1) selon la revendication 6,
    caractérisée en ce que la plaque métallique (9) est logée de manière déplaçable (4) par l'intermédiaire de barrettes (10) s'écoulant à la parallèle les unes des autres et à la perpendiculaire par rapport à l'au moins un étrier.
  8. Barrière (1) selon la revendication 7,
    caractérisée en ce que pour le logement déplaçable de la plaque métallique (9), les barrettes (10) sont réceptionnées dans des guidages (11), qui sont encastrés de préférence dans le corps de base (3) et / ou réalisés avec des contre-dépouilles.
  9. Barrière (1) selon l'une quelconque des revendications précédentes,
    caractérisée en ce que dans le corps de base (3) est intégré un entraînement linéaire (12), destiné à déplacer la plaque métallique (9) et l'au moins un étrier (4) placé sur celle-ci, de préférence l'entraînement linéaire (12) étant ou comprenant un mécanisme à broche, un engrenage hélicoïdal, une vis à billes ou à rouleaux, une vis trapézoïdale, un moteur linéaire, un vérin pneumatique ou hydraulique, un ressort à gaz, un engrenage à crémaillère ou un entraînement par courroie dentée.
  10. Barrière (1) selon l'une quelconque des revendications précédentes,
    caractérisée en ce que dans le corps de base (3) est intégrée dans la zone d'au moins un angle extérieur une ferrure d'angle (13), qui est fabriquée de préférence en métal et / ou qui comporte au moins un orifice (14), destiné à insérer un élément de serrage (15), par exemple une agrafe.
  11. Dispositif de barrage (2), doté d'au moins une barrière (1) selon l'une quelconque des revendications précédentes, de préférence doté de plusieurs barrières (1), qui sont placées côte à côte, de sorte que les étriers (4) soient orientés à la parallèle les uns des autres.
  12. Dispositif de barrage (2) selon la revendication 11,
    caractérisé en ce que les corps de base (3) de deux barrières (1) voisines sont assemblés, de préférence contraints l'un avec l'autre.
  13. Dispositif de barrage (2) selon la revendication 11 ou 12,
    caractérisé en ce que le dispositif de barrage (2) comprend au moins une barrière (1), dotée d'au moins un étrier (4) logé de manière déplaçable par l'intermédiaire d'une plaque métallique (9).
  14. Dispositif de barrage (2) selon la revendication 13,
    caractérisé en ce que le dispositif de barrage (2) comprend au moins deux barrières (1), dotées d'étriers (4) logés de manière déplaçable par l'intermédiaire de plaques métalliques (9), de préférence les deux barrières (1) étant placées côte à côte et en agencement spéculaire.
EP23158775.9A 2023-02-27 2023-02-27 Barrière pouvant être utilisée comme barrière contre act de terrorisme Active EP4421240B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP23158775.9A EP4421240B1 (fr) 2023-02-27 2023-02-27 Barrière pouvant être utilisée comme barrière contre act de terrorisme

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP23158775.9A EP4421240B1 (fr) 2023-02-27 2023-02-27 Barrière pouvant être utilisée comme barrière contre act de terrorisme

Publications (2)

Publication Number Publication Date
EP4421240A1 EP4421240A1 (fr) 2024-08-28
EP4421240B1 true EP4421240B1 (fr) 2025-11-05

Family

ID=85384393

Family Applications (1)

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EP23158775.9A Active EP4421240B1 (fr) 2023-02-27 2023-02-27 Barrière pouvant être utilisée comme barrière contre act de terrorisme

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DE202005003489U1 (de) * 2005-02-02 2005-05-12 Wsm Walter Solbach Metallbau Gmbh Anlehnparker für Fahrräder
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Publication number Priority date Publication date Assignee Title
EP0554234A1 (fr) * 1992-01-28 1993-08-04 Pietro Oleksy Râtelier composé pour vélos
DE202005003489U1 (de) * 2005-02-02 2005-05-12 Wsm Walter Solbach Metallbau Gmbh Anlehnparker für Fahrräder
DE102010013776A1 (de) * 2010-04-05 2010-12-02 Hammerschmidt, Hartwig, Dipl.-Ing. Fahrradparker

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