Vehicle lock

Abstract

Vehicle barrier (1) to block an access road comprising: - a support structure (3) for absorbing collision energy (F) from a vehicle; - an interior space (6) at least partially enclosed by the supporting structure (3); - several downward-extending feet (4) arranged on the support structure (3), each with a foot end (5) facing away from the support structure (3); - several downwardly extending claw elements (7) arranged on the support structure (3) with at least one claw tip (8) facing away from the support structure (3) for anchoring the support structure (3) in a substrate, wherein the claw tips (8) span a plane (E); - each has a predetermined breaking point (90) formed at the feet (4), wherein the predetermined breaking point (90) can be released when a threshold value of the collision energy (F) is exceeded, wherein i. in a rest state, with the predetermined breaking point (90) unresolved, all foot ends (5) are arranged below the plane (E), and wherein ii. in a collision state, with the predetermined breaking point (90) released, at least one foot end (5) is arranged above the plane (E).

Description

[0001] The present invention lies in the field of vehicle barriers for blocking access to public squares or streets, in particular in the field of vehicle barriers for blocking approaching motor vehicles.

[0002] Various vehicle barriers for public squares or streets are known from current technology. These are designed, for example, as bollards installed in the ground, massive concrete blocks, or mobile vehicle barriers. They are intended to increase safety against approaching motor vehicles or to prevent the unauthorized passage of vehicles.

[0003] However, installing such bollards is relatively complex, as it requires drilling into the square or street and installing an electrical line to control the bollard. Furthermore, the bollards are fixed to their installation location and cannot be removed. While concrete blocks can be moved—albeit with considerable effort—their appearance is visually unappealing. Mobile road barriers are also not very attractive. Moreover, they can only absorb a comparatively small amount of collision energy, rendering them ineffective against an oncoming truck.

[0004] It is therefore an object of the present invention to provide a vehicle barrier that overcomes the aforementioned disadvantages of the prior art. In particular, a vehicle barrier is to be provided that constitutes an effective and at the same time visually appealing barrier against an approaching motor vehicle, especially an approaching truck.

[0005] This task is solved by the vehicle immobilizer defined in the independent protection claim.The vehicle barrier for blocking an access road comprises: a support structure for absorbing collision energy from a vehicle; an interior space at least partially enclosed by the support structure; several downward-extending feet arranged on the support structure, each with a foot end facing away from the support structure; several downward-extending claw elements arranged on the support structure, each with at least one claw tip facing away from the support structure for anchoring the support structure in a substrate, the claw tips spanning a plane; a predetermined breaking point formed on each foot, wherein the predetermined breaking point is releasable when a threshold value of the collision energy is exceeded, wherein in a rest state, with the predetermined breaking point unreleased, all foot ends are arranged below the plane, and wherein in a collision state, with the predetermined breaking point released, at least one foot end is arranged above the plane.

[0006] The support structure can be designed as a frame or a base plate and can have an oval or rectangular shape. The support structure can include support elements that are integrally connected to the support structure and are also designed to absorb the collision energy of the vehicle. The vehicle can be, for example, a truck, a van, or a passenger car, with the collision energy being provided essentially by the momentum of the impacting vehicle.

[0007] The support structure can enclose an interior space that can be filled with a material. This space can, for example, house a planter, a water feature, or a decorative element. Suitable filling materials include water, soil, plants, decorative elements, or a combination thereof. Filling the interior space can be visually appealing and also increase the weight of the vehicle barrier, thus enhancing its effectiveness in terms of containment. Depending on the filling material, the interior space can be covered by a cover on the support structure. A monitoring tube can also be installed on the support structure and within the interior space to check the fill level.The control tube can be used, for example, to check the water level inside the interior if a visual inspection at the top of the interior is made difficult or impossible by a cover.

[0008] The supporting structure can be made of a high-strength material, for example, structural steel, preferably weldable structural steel, such as S355J2G3 structural steel. The effectiveness of the vehicle barrier depends primarily on its own weight and the weight of the fill material. The greater the mass of the vehicle barrier, the greater its effectiveness against an object being stopped.

[0009] It may be provided that a reinforcing structure is arranged on the interior-facing side of the support structure to stabilize it. This reinforcing structure could, for example, be designed as a type of steel beam. This makes the vehicle barrier particularly robust and allows it to effectively transfer the impact force to the feet or their predetermined breaking points in the event of a collision.

[0010] The feet attached to the support structure essentially hold the vehicle barrier. These feet can be bolted and / or welded to the support structure. The length of the feet allows the support structure to be positioned away from the ground. One end of each foot can have a rubber element that makes contact with the ground. This provides the vehicle barrier with excellent slip resistance. The ground does not necessarily need to be perfectly flat, as the feet can compensate for uneven surfaces. The vehicle barrier can therefore be placed on uneven surfaces such as cobblestones, gravel, or similar terrain. The rubber elements at the ends of the feet further enhance this leveling effect.

[0011] In this disclosure, the term "foot end" refers to the portion of the foot that, in the vehicle lock's resting state, is furthest from the supporting structure. The foot end may be positioned perpendicular to at least one predetermined breaking point. In other words, in the resting state, the foot end and at least one predetermined breaking point are positioned approximately one above the other.

[0012] In addition to the feet, several downward-extending claw elements can be arranged on the support structure. Each of these has at least one claw point facing away from the support structure for anchoring the support structure in a substrate, with the claw points spanning a plane. If the support structure has fewer than three claw elements, the plane spanned by the two or one claw element is essentially a plane parallel to the support structure. The claw elements can be made of a high-strength and wear-resistant material, preferably a weldable material, for example, Brinar steel. This allows the claw elements to be welded to the support structure with particular advantage.

[0013] Each foot of the vehicle barrier has a predetermined breaking point that can be released when a collision energy threshold is exceeded. The predetermined breaking point thus tears when a sufficiently heavy and / or sufficiently fast vehicle collides with the barrier. In other words, the foot breaks at a defined point in a defined manner. The vehicle barrier is designed such that, in a resting state with the predetermined breaking point intact, all foot ends are positioned below the plane defined by the claw tips. Within the scope of this disclosure, in a resting state, all deployed foot ends are positioned below the plane defined by the claw tips. Therefore, in a resting state, the vehicle barrier essentially rests on its feet.Since the feet are essentially longer than the claw elements when at rest, the claw tips, or rather their plane, remain in the air and therefore do not contact the ground. The claw tips are thus positioned between the ground and the supporting structure. In accordance with the disclosure, all claw elements are positioned above the foot ends when at rest, or above a plane that spans the foot ends.

[0014] A collision with a vehicle, and the resulting impact of a sufficiently large amount of energy, causes the predetermined breaking point to release. In the collision state, at least one foot end is therefore positioned above the plane of the claw sprayers. In other words, at least one foot end buckles due to the collision, causing the weight of the vehicle barrier to sag. This sagging anchors at least one claw tip into the ground. The heavier the vehicle barrier, the stronger the anchoring effect. Since at least one claw tip is anchored in or to the ground after the collision, at least one foot end is positioned between a claw tip and the support structure.

[0015] The wedged claw tip causes the vehicle that triggers the collision to transfer a large portion, or even all, of its collision energy to the vehicle barrier. The combination of the barrier's weight and at least one claw element anchored in the ground via the claw tip ensures that a significantly greater proportion of the vehicle's energy is dissipated through the barrier. Consequently, the vehicle is prevented from continuing its journey. Furthermore, the claw element and the barrier's own weight make it difficult or impossible for the vehicle to be pushed aside. This blocking effect can be enhanced by increasing the barrier's weight, for example, by adding a substantial amount of material. However, the barrier's own weight is already sufficient to produce a blocking effect, particularly in the event of a collision.Furthermore, this effect can be enhanced by using several claw elements that can be anchored in the ground.

[0016] Preferably the collision energy is in a range between 100 kJ and 1000 kJ, preferably in a range between 200 kJ and 800 kJ, preferably in a range between 300 kJ and 600 kJ.

[0017] It can also be designed so that the vehicle is damaged by the collision to such an extent that further travel is impossible. Consequently, the vehicle is stopped or at least significantly slowed down. This effect is amplified proportionally with the number of claw elements anchored in the ground. For example, the vehicle barrier can be designed so that a 7.2-ton truck traveling at 48 km / h that collides head-on with the barrier is stopped and prevented from continuing. Depending on the design of the barrier, trucks traveling at higher speeds or with greater weights can also be stopped.

[0018] The vehicle barrier is particularly attractive when at rest and, in the event of a collision, is suitable for stopping large vehicles, especially trucks. This allows the vehicle barrier to protect squares, streets, parks, or properties from unwanted impacts by large vehicles.

[0019] The feet of the vehicle barrier can have at least one predetermined breaking point. This breaking point is only activated when a minimum energy, force, or torque, triggered by a collision with a vehicle, is exceeded. If this energy is not reached, the breaking point does not activate. Therefore, for example, filling the vehicle barrier or human interaction with it, such as sitting on it, will not trigger the breaking point.

[0020] The predetermined breaking point at the feet can be designed as a force-fit, form-fit, or material-fit connection. A combination of force-fit, form-fit, and / or material-fit predetermined breaking points is also possible. Different combinations of predetermined breaking points can also be provided at different feet.

[0021] Preferably, the predetermined breaking point is designed as a positive-locking predetermined breaking point, preferably by means of a bolt with preferably at least one ball joint. It can also be provided that the foot has two positive-locking predetermined breaking points, each with a ball joint, wherein a first ball joint is arranged on the support structure and a second ball joint is arranged at the foot end.

[0022] It can be provided that the ball joint is pressed against the support structure or against a foot end by means of screws. This pressing action can preferably also be achieved via a rotary disc. In this case, the rotary disc and the support structure are screwed together in such a way that the ball joint of the foot is, for example, at least partially pressed between the rotary disc and the support structure.

[0023] In a preferred embodiment, the ball joint is pressed into place by means of several screws, each with a residual tensile force in the range of 7 kN to 13 kN, preferably between 9 kN and 11 kN, and most preferably with a residual tensile force of 10 kN. Preferably, two M8 screws are used for this purpose. If the residual tensile force of the screws is overcome by a collision, the screw heads shear off and the positive-locking predetermined breaking point with the ball joint releases. As a result, the foot buckles laterally, the vehicle barrier sags at this point due to the force of gravity, and at least one claw element anchors itself in the ground.

[0024] The bolt may be designed with a constriction where the predetermined breaking point preferentially fractures. A purely form-fit predetermined breaking point has the advantage of being particularly robust. Furthermore, the form-fit predetermined breaking point may be designed as a primary predetermined breaking point. In the event of a sufficiently high collision force, this predetermined breaking point will therefore be the first to fail.

[0025] The material-bonded predetermined breaking point can have a welded connection, particularly preferably by means of a welded connection arranged on a ball joint. The ball joint can engage at least partially with the support structure or be arranged on it. The welded connection can be designed as a spot weld. Preferably, at least two spot welds are arranged, which materially bond the ball joint to the support structure and / or to the turntable. The material-bonded predetermined breaking point allows the threshold of the collision energy at which the predetermined breaking point releases to be set particularly easily. For example, the more spot welds the predetermined breaking point has, the higher the collision energy that the vehicle immobilizer can tolerate before the predetermined breaking point releases.

[0026] Preferably, the welded joints, in particular the spot welds, are designed such that they can each withstand a radial force in the range of 200 N to 800 N, preferably between 400 N and 600 N, and most preferably a radial force of 500 N. Only when a corresponding radial force is exceeded does the individual weld break. As a result, the foot buckles laterally, the vehicle barrier sags at this point due to the force of gravity, and at least one claw element anchors itself in the ground. If several welded joints are present, the resistance of the predetermined breaking point to the radial force increases substantially according to the number of welded joints.

[0027] It can be designed so that, in addition to the welded joint, the other predetermined breaking points only tear when a radial force in the range of 200 N to 800 N is exceeded. The one or more predetermined breaking points can then be specifically coordinated and allow the vehicle lock to lower only when a minimum force is exceeded, particularly in the event of a collision.

[0028] Preferably, a material-bonded predetermined breaking point has between 4 and 20 welds, more preferably between 8 and 16 welds, and most preferably has 12 welds. A material-bonded predetermined breaking point with 12 spot welds has proven particularly advantageous, each spot weld being able to withstand a radial force of 500 N. This results in such a predetermined breaking point only failing when a radial force of approximately 6000 N is exceeded.

[0029] A combination of form-fitting and material-fitting predetermined breaking point has proven to be particularly advantageous, wherein the form-fitting predetermined breaking point has at least one ball joint and the material-fitting predetermined breaking point has at least twelve spot weld connections on the ball joint.

[0030] The material-bonded predetermined breaking point can preferably be designed as a secondary predetermined breaking point. The secondary predetermined breaking point thus makes the vehicle lock particularly reliable and allows the predetermined breaking point to release if the primary predetermined breaking point fails to release.

[0031] The friction-fit predetermined breaking point preferably incorporates a screw. The screw allows for additional adjustment of the foot's length, compensating for unevenness in the ground. This enables the vehicle barrier to be positioned particularly level on the surface.

[0032] Preferably, the predetermined breaking point is designed to be releasable by means of a shear force and / or a torque, each introduced by the collision energy. The collision energy is transferred to the feet via the support structure, where it generates the shear force and / or torque. This allows the predetermined breaking point to be released in a particularly controlled manner.

[0033] Preferably, the support structure has at least one center of gravity and one edge, wherein at least one claw element is spaced a distance a from the edge and b from the center of gravity, where a < b. Such an arrangement of at least one claw element allows it to anchor itself particularly effectively in the ground in the event of a collision. The distance a from the edge also ensures that the claw element is not directly visible to an observer, as it is at least partially concealed by the support structure. The vehicle barrier is thus designed to be particularly visually appealing.

[0034] Preferably, the claw elements are arranged uniformly relative to each other in the circumferential direction of the support structure. The term "circumferential direction" can refer to an oval, circular, or polygonal support structure. This uniform arrangement allows the vehicle barrier to be anchored in the ground, regardless of the point of impact, in the event of a failure of the predetermined breaking point. The vehicle barrier is therefore designed to be particularly reliable.

[0035] Preferably, the support structure comprises a central plane as well as a support frame and / or a base plate, wherein the central plane is arranged approximately parallel to the plane of the claw tips in the resting state. The claw elements and / or the feet can then be arranged on the support frame and / or the base plate. Such a design makes the vehicle lock particularly easy to install and remove.

[0036] Preferably, the support structure has at least one circumferential impact wall. In the resting state, one edge of the impact wall can be closer to the ground than a claw tip, so that the claw elements and / or the claw tips are at least partially concealed by the impact wall for an observer. The claw elements and / or the feet can be further concealed by a screen. This results in a particularly attractive vehicle barrier. The impact wall and / or the screen can have a constant length and / or be partially formed in the circumferential direction, or width, of the support structure.

[0037] Preferably, the claw elements have a longitudinal extension in the orthogonal direction to the central plane of the support structure in a range of 50 mm to 500 mm, preferably in a range of 250 mm to 350 mm. Such a longitudinal extension has proven to be particularly advantageous. With such long claw elements, the vehicle barrier wedges itself particularly firmly and stably into the ground after a collision. Preferably, the claw elements have a thickness in the range of 10 mm to 30 mm, particularly preferably a thickness of 20 mm. The claw elements can each have a decreasing cross-section extending away from the support structure. The cross-section can, for example, be oval, so that the claw element tapers conically and ends in the claw tip. It is also possible for the cross-section to be polygonal.

[0038] Preferably, the claw elements can each be polygonal, preferably substantially triangular, and particularly preferably fin-shaped, with at least one claw tip being spaced from the support structure by a maximum distance d, preferably with a distance d in the range of 150 mm to 400 mm. This design allows the claw elements to dig relatively deep into the ground, ensuring that the vehicle barrier is particularly securely anchored in the event of a collision.

[0039] Preferably, each claw element has at least one leading edge, wherein the at least one leading edge and the central plane enclose an angle α, the angle α being in a range between 170° and 20°, preferably in a range between 150° and 40°, and preferably in a range between 130° and 60°. Due to the leading edge and the angled arrangement of the claw elements, they can anchor themselves particularly effectively in the ground in the event of a collision. Furthermore, the angle α can define a direction of inclination for anchoring, so that in the event of a collision, the vehicle barrier anchors itself in the ground in a preferred direction influenced by the angle α. In the event of a collision, the leading edge creates a wedge effect, so that the vehicle barrier anchors itself in the ground particularly effectively and in a controlled manner.

[0040] This can be particularly advantageous for applications where the space around the vehicle barrier is limited. Directional anchoring allows a desired space to be kept clear, as the vehicle barrier anchors itself in the direction influenced by the angle α.

[0041] Preferably, the support structure and / or the impact wall can be divided into at least two parts. This allows the vehicle barrier to be assembled and disassembled in a space-saving manner for transport. Furthermore, it enables more space-efficient storage of the vehicle barrier.

[0042] It can also be provided that the support structure has at least one adapted insertion groove for an upper mounting section of the foot, preferably for a turntable arranged on the upper mounting section. The insertion groove can be particularly advantageously integrated into a support structure that includes a base plate. The upper mounting section of the foot can be adapted to the insertion groove. The turntable allows the foot to be inserted into the insertion groove and secured there particularly easily. This simplifies the installation of the vehicle lock.

[0043] Preferably, a circumferential seating element is arranged on a side of the support structure facing away from the interior. This side facing away from the interior can, for example, be the outside of the vehicle barrier. The circumferential seating element can, for example, be a bench seat. It is also possible to provide separate seats on the outside of the vehicle barrier. The seating elements or seats make the vehicle barrier particularly multifunctional, offering not only an aesthetically pleasing appearance but also additional seating. The seating element is designed in such a way that its use does not lead to the release of a predetermined breaking point.

[0044] Preferably, the support structure has a longitudinal dimension and / or a diameter in the range of 500 mm to 5000 mm, preferably in the range of 2000 mm to 3000 mm. A vehicle barrier with such dimensions has proven to be particularly advantageous. For example, the vehicle barrier can be designed as a type of circular planter with a diameter of 2500 mm.

[0045] Aspects of the invention are explained in more detail with reference to the exemplary embodiments shown in the following figures and the accompanying description. The figures show: Fig. 1a a perspective view of the vehicle lock; Fig. 1b a cutaway side view of a section of the vehicle lock in a collision-free state with an unresolved predetermined breaking point; Fig. 1c a cutaway side view of a section of the vehicle lock with the predetermined breaking point released; Fig. 2a a side view of one foot of the vehicle lock; Fig. 2b a cutaway side view of a foot of the vehicle lock; Fig. 3a a cutaway side view of the vehicle lock; Fig. 3b an underside view of the vehicle lock; Fig. 4 a cutaway side view of another embodiment of the vehicle lock and Fig. 5 a schematic side view of a claw element.

[0046] Fig. Figure 1a shows a perspective view of the vehicle barrier 1 with a circumferential impact wall 2 and a support structure 3 designed as a circular base plate 13. Several feet 4 with foot ends 5 and several claw elements 7 are arranged on the underside of the base plate 13, facing the ground. In the view shown, the vehicle barrier 1 is in a collision-free state, meaning that the foot ends 5 of the vehicle barrier 1 would be in contact with a ground. In the event of an impact, for example from a truck, a collision energy F could act laterally on the impact wall 2. The direction of action of the force induced by the collision energy F is indicated by the arrow to the right of the vehicle barrier 1.

[0047] The feet 4, which support the vehicle barrier 1, are each connected to the support structure 3 via a predetermined breaking point 90 and are positioned on the base plate 13 via insertion grooves. In addition, a total of 16 claw elements 7 are shown, which are arranged uniformly, i.e., offset from each other by 22.5° in the circumferential direction. This arrangement allows the vehicle barrier 1 to anchor itself in the ground in the event of a collision, regardless of the direction from which a colliding vehicle approaches.

[0048] Fig. Figure 1b shows a sectional side view of a section of the vehicle barrier 1 in its collision-free resting state with the predetermined breaking point 90 unresolved. The circumferential impact wall 2, which is arranged on the support structure 3, encloses an interior space 6, which can be filled with water, for example. To ensure the necessary stability of the vehicle barrier, a reinforcing structure 17 is arranged on the inside of the impact wall 2 and the support structure 3. The median plane G runs through the support structure 3. The section shown shows that the claw element 7 does not contact the ground (indicated by the lowest dashed line). The claw tips 8 of the claw element 7 and further claw tips 8 (not shown) span the plane E, are fin-like in design, and are spaced a distance d from the median plane G and the support structure 3, respectively.The plane E of the claw tips 8 and the median plane G are arranged approximately parallel to each other.

[0049] The predetermined breaking point 90 is shown unresolved and in a resting state, and accordingly, the vehicle barrier 1 is in a collision-free state. The vehicle barrier 1 is therefore essentially resting on its feet 4.

[0050] Fig. Figure 1c shows a sectioned side view of a portion of the vehicle barrier 1 in the state following a collision that released the predetermined breaking point 90. The collision was caused, for example, by a lateral force acting on the impact wall 2 with the collision energy F (represented by the arrow) of a truck. The collision releases the predetermined breaking point 90, causing the vehicle barrier 1 to move laterally, for example in the X-direction, and also in the Y-direction due to the weight force acting on the vehicle barrier 1. As a result of the collision, the claw elements 7 become wedged in the ground, so that movement of the vehicle barrier 1 in the Y-direction is subject to considerable resistance. Due to the released predetermined breaking point 90, the foot 4 has buckled laterally, so that the foot end 5 is positioned above the plane E of the claw tip 8.The vehicle barrier 1 is therefore no longer standing on the foot shown and the vehicle barrier 1 is anchored in a substrate via the claw element 7.

[0051] Fig. Figure 2a shows a side view of a foot 4 of the vehicle lock 1 with a section plane AA, wherein Fig. Figure 2b shows the same foot 4 in a sectional view. Both views thus show a foot 4 with a foot end 5 and a ball joint 20 arranged opposite it, which is mounted in a turntable 22. The ball joint 20 enables a low-resistance transition from the rest state to the collision state. Welded connections 21 in the form of spot welds are present at the transition from the ball joint 20 to the turntable 22. These give the foot 4 increased strength at this point and function as a material-bonded predetermined breaking point 92. The turntable 22 is also suitable for connecting the foot 4 to the support structure 3 (not shown), for example, by means of screws. A bolt 10 is arranged between the turntable 22 and the foot end 5, which essentially determines the length of the foot 4. The bolt 10 has a constriction 25, which represents a positive-locking predetermined breaking point 91.Furthermore, the bolt 10 has an internal thread into which the foot end 5 is screwed by means of a screw 19. The screw 19 thus forms a force-fit predetermined breaking point 93 on the foot 4.

[0052] In the illustrated embodiment, the predetermined breaking point 90 between the feet 4 and the support structure 3 (not shown) thus has a positive-locking predetermined breaking point 91, a material-locking predetermined breaking point 92, and a force-locking predetermined breaking point 93. A rubber element 23 is additionally screwed to the underside of the foot end 5, ensuring that the foot 4, or the vehicle lock 1, has a particularly slip-resistant grip on the surface. Furthermore, a rubber adapter 24 is screwed between the bolt 10 and the foot end 5 to enable particularly stable mounting of the bolt 10, or the foot 4. Additionally, another positive-locking predetermined breaking point 91, designed as a ball joint 20, is arranged at the foot end 5.

[0053] Fig. Figure 3a shows a sectional side view of the vehicle barrier 1, revealing a control tube 15 facing the interior 6 and located on the impact wall 2. The control tube 15 allows monitoring of the water level when the vehicle barrier 1 is filled with water. The impact wall 2, which encloses the interior 6, extends vertically beyond the claw tips 8 and incorporates a protective screen 26. In other words, the protective screen 26, which faces the ground, is closer to the ground than the claw tips 8, so that the claw elements 7 are not directly visible to an observer from the outside.

[0054] Fig. Figure 3b shows an underside view of vehicle barrier 1 according to Fig. Figure 3a illustrates the arrangement of the sixteen claw elements 7 on the support structure 3, which is designed as a base plate 13. The claw elements 7 are evenly distributed circumferentially around the center of gravity S. The claw elements 7 are positioned at a distance a from an edge 11 of the support structure 3 and at a distance b from the center of gravity S, where distance a is smaller than distance b. Furthermore, it is shown that the base plate 13 consists of several equally sized parts, making the vehicle barrier particularly easy to assemble. The illustrated vehicle barrier 1 can rest on six feet 4 (indicated by dashed circles) in a resting position, which in turn can be mounted in insertion grooves 14 on the base plate 13.

[0055] Fig. Figure 4 shows a sectional side view of another embodiment of the vehicle barrier 1 and, in addition to the features already mentioned, shows a seat element 16 designed as a continuous bench seat. The seat element 16 can be connected to the vehicle barrier 1 via the support structure 3, designed as a support frame 12, and / or via the impact wall 2.

[0056] Fig. Figure 5 shows a schematic side view of a claw element 7 as arranged on the support structure 3. The claw element 7 has a front edge 18 which forms one of the angles α with the center plane G of the support structure. The claw element 7 is essentially triangular in shape, and the claw tip 8 is spaced from the support structure at a maximum distance d (not shown). LIST OF REFERENCE MARKS 1 vehicle lock 2 Impact wall 3 Support structure 4 feet 5 feet 6 Interior 7 Claw element 8 Claw tip 90 Breakaway point 91 Form-fitting predetermined breaking point 92 material-bonded predetermined breaking point 93 force-fit predetermined breaking point 10 bolts 11 Rand 12 support frames 13 Base plate 15 Control tube 16 seating elements 17 Reinforcement structure 18 Front edge 19 screw 20 ball joint 21 welded joint 22 turntable 23 rubber element 24 rubber adapters 25 Constriction 26 Privacy screen E Level of the claw tips F Collision energy F' Shear force G Middle level of the support structure M torque S focus

Claims

Vehicle barrier (1) for blocking an access road comprising: - a support structure (3) for absorbing collision energy (F) from a vehicle; - an interior space (6) at least partially enclosed by the support structure (3); - several downwardly extending feet (4) arranged on the support structure (3), each with a foot end (5) facing away from the support structure (3); - several downwardly extending claw elements (7) arranged on the support structure (3), each with at least one claw tip (8) facing away from the support structure (3) for anchoring the support structure (3) in a substrate, the claw tips (8) spanning a plane (E); - a predetermined breaking point (90) formed on each of the feet (4), the predetermined breaking point (90) being releasable when a threshold value of the collision energy (F) is exceeded, wherein i. in a resting state, with the predetermined breaking point (90) unresolved, all foot ends (5) are arranged below the plane (E), and whereinii.in a collision state, with the predetermined breaking point (90) released, at least one foot end (5) is arranged above the plane (E). Vehicle lock according to claim 1, wherein the predetermined breaking point (90) is designed as a. a positive-locking predetermined breaking point (91), preferably by means of a bolt (10) with preferably at least one ball joint (20), particularly preferably by means of a constriction (25) arranged on the bolt (10) and / or b. a material-locking predetermined breaking point (92), preferably by means of a welded joint (21), particularly preferably by means of a welded joint (21) arranged on a ball joint (20) and / or c. a friction-locking predetermined breaking point (93), preferably by means of a screw (19). Vehicle lock according to claim 2, wherein the positive-locking predetermined breaking point (91) is designed as a primary predetermined breaking point (90) and / or the material-locking predetermined breaking point (92) is designed as a secondary predetermined breaking point (90). Vehicle locking device according to one of the preceding claims, wherein the predetermined breaking point (90) is designed to be releasable by means of a shear force (F') and / or by means of a torque (M), each introduced by the collision energy (F). Vehicle locking device according to one of the preceding claims, wherein the support structure (3) has at least one center of gravity (S) and an edge (11), wherein at least one claw element (7) is spaced at a distance a to the edge (11) and a distance b to the center of gravity (S), where a < b applies. Vehicle locking device according to claim 5, wherein the claw elements (7) are arranged uniformly relative to each other in the circumferential direction of the support structure (3). Vehicle locking device according to one of the preceding claims, wherein the support structure (3) has a median plane (G) as well as a support frame (12) and / or a base plate (13), wherein the median plane (G) is arranged approximately parallel to the plane (E) of the claw tips (8) in the rest state. Vehicle locking device according to one of the preceding claims, wherein the claw elements (7) have a longitudinal extent in a range of 50 mm to 500 mm, preferably in a range of 250 mm to 350 mm, in an orthogonal direction to the plane (G) of the support structure (3). Vehicle locking device according to one of the preceding claims, wherein the claw elements (7) each have a decreasing cross-section extending away from the support structure (3). Vehicle locking device according to one of the preceding claims, wherein the claw elements (7) are each polygonal, preferably substantially triangular, particularly preferably fin-shaped, wherein at least one claw tip (8) is spaced from the support structure (3) by a maximum distance d, preferably with a distance d in a range of 150 mm to 400 mm. Vehicle locking device according to one of claims 7 to 10, wherein the claw elements (7) each have at least one front edge (18), wherein the at least one front edge (18) and the median plane (G) enclose an angle α, wherein the angle α is in a range between 170° and 20°, preferably in a range between 150° and 40°, preferably in a range between 130° and 60°. Vehicle barrier according to one of the preceding claims, wherein the support structure (3) and / or the impact wall (2) are or is divisible into at least two parts. Vehicle lock according to one of the preceding claims, wherein the support structure (3) has adapted insertion grooves for an upper mounting section of the foot (4), preferably for a turntable (22) arranged on the upper mounting section. Vehicle lock according to one of the preceding claims, wherein a preferably circumferential seat element (16) is arranged on a side of the support structure (3) facing away from the interior (6). Vehicle lock according to one of the preceding claims, wherein the support structure (3) has a longitudinal side and / or a diameter in a range between 500 mm and 5000 mm, preferably in a range between 2000 mm and 3000 mm. Vehicle locking device according to one of the preceding claims, wherein the collision energy (F) is in a range between 100 kJ and 1000 kJ, preferably in a range between 200 kJ and 800 kJ, preferably in a range between 300 kJ and 600 kJ.

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