Barrier usable as terror barrier

Abstract

The invention relates to a barrier (1) for vehicles, in particular for passenger cars and trucks, comprising a base plate (3) made of concrete, which is preferably reinforced, and at least one metal bracket (4), preferably made of steel or stainless steel, anchored in the base plate (3), wherein the bracket (4) is essentially C-shaped and is connected to the base plate (3) via recessed end sections (4.1) extending vertically to the base plate (3). The invention further relates to a locking device (2) with at least one barrier (1) according to the invention.

Description

[0001] 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. State of the art

[0002] The attacks in Berlin in 2016 and in Barcelona in 2017 demonstrated that vehicles can be used as deadly weapons. Since then, cities have been attempting to protect public spaces with barriers, so-called anti-terror barriers. These are erected either temporarily, for example, for specific events, or permanently. Because they must be able to prevent very heavy vehicles, such as trucks, from proceeding, they are usually made of concrete and / or steel.

[0003] One well-known example is the use of massive concrete blocks placed in the street to prevent vehicles from entering a pedestrian zone. These concrete blocks are not usually anchored in the ground, but rather achieve the desired blocking effect solely through their weight. However, due to the lack of anchoring, they offer only limited protection.

[0004] Furthermore, permanently installed barriers, such as bollards, are also known. These can usually be lowered into the ground when needed and then raised again to avoid blocking delivery traffic. This also ensures access for the fire department and other emergency services. However, such retractable barriers require a considerable amount of space below ground level, which is often unavailable. This is because municipal utility lines frequently run through this area, meaning that installing such barriers would first necessitate relocating these lines.

[0005] From EP 3 686 346 A1, an impact protection device in the form of several bollards or bars arranged one behind the other is known. Another bollard-like impact protection device is known from US 2020 / 0190753 A1. Bollard-like barriers are disclosed in AU 2021100074 A4, GB 2496472 A, and WO 2020 / 037379 A1. DE 10 2010 013 776 A1 and DE 20 2005 003 489 U1 each disclose a bicycle parking device in the form of a bar.

[0006] 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.

[0007] To solve the problem, the barrier with the features of claim 1 and the locking device with the features of claim 11 are proposed. Advantageous embodiments of the invention can be found in the respective dependent claims. Disclosure of the invention

[0008] The proposed barrier can be used as a terror barrier to prevent an attack carried out in a public space using a truck. It comprises a plate- or cuboid-shaped base body made of concrete, preferably reinforced concrete, and at least one stirrup made of metal, preferably steel or stainless steel, arranged on the base body, which is essentially C-shaped and has recessed and / or obliquely converging end sections, via which the stirrup is directly or indirectly firmly connected to the base body.

[0009] 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. Preferably, 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.

[0010] 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 deeper 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.

[0011] During installation, 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. Furthermore, 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.

[0012] Since at least one of the barrier's arms is aligned parallel to the direction of travel when installed in public road space, an effective barrier requires multiple arms arranged parallel to each other. Alternatively or additionally, several barriers, each with at least one arm, can be erected side by side. The center-to-center spacing (a) of the arms is preferably chosen to allow a bicycle or stroller to pass through without difficulty, but not a truck.

[0013] The at least one substantially C-shaped stirrup preferably has a crossbar that runs parallel to the base body at a distance. The distance, including the height of the crossbar, thus constitutes the overall height H of the stirrup. Furthermore, preferably, 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. This is particularly true if the two end sections are not oriented perpendicular to the base body, but converge at an angle α to the base body, which is less than 90°, preferably less than 60°.The angle α can be, for example, 45°. The smooth transitions result in a uniform load distribution under load, thus increasing the load-bearing capacity of the stirrup.

[0014] Alternatively, 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.

[0015] The at least one bracket is preferably made, at least partially, from a tubular profile. A tubular profile exhibits high rigidity with comparatively little material. This means that material can be saved by using a tubular profile. Furthermore, the tubular profile preferably has a circular cross-section with an outer diameter D of at least 15 cm, preferably at least 19 cm. By choosing a circular cross-section, material usage can be further minimized while simultaneously maximizing the load-bearing capacity of the tubular section. At the same time, the risk of injury is reduced, since a tubular section with a circular cross-section has no sharp edges. This is particularly advantageous if the barrier is installed in public spaces. Alternatively or additionally, it is proposed that the tubular profile has a wall thickness d of at least 0.8 cm, preferably at least 1 cm.Tests with a bar made from a suitable tubular profile have shown that, depending on its specific shape and size, it is capable of withstanding high impact loads, for example, an impact load of 500 kN in the direction of travel. This is particularly true when the bar is struck vertically on its narrow side. The structure also withstands impacts when the vehicle approaches at an angle from the side.

[0016] According to a preferred embodiment of the invention, 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. In this case, 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.

[0017] In a further development of the invention, it is proposed that the barrier has at least two bars arranged parallel to each other at an axis distance a. In this case, the impact load of a vehicle driving over the barrier can be distributed across several bars, thus reducing the load on each individual bar. The axis distance a between the bars 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 chosen to be sufficiently large so that bicycles and strollers can easily pass between two bars, but not trucks.

[0018] Not only the at least one bracket, but also its anchoring in the base body must withstand high impact loads. In a further development of the invention, it is therefore proposed that 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.

[0019] Preferably, 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.

[0020] Advantageously, 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.

[0021] Preferably, 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.

[0022] Preferably, 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.

[0023] Preferably, 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. For this purpose, 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. Furthermore, 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.

[0024] The 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. In this type of connection, 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.

[0025] According to a further preferred embodiment of the invention, 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. If 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.

[0026] Preferably, 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. Preferably, 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 necessary.If the bars of both barriers are movable, the at least one bar on the left side is moved to the left and the at least one bar on the right side is moved to the right, so that a larger passage opening is created.

[0027] For the sliding mounting of the metal plate, 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. Alternatively or additionally, 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. Furthermore, it is proposed that the guides be undercut, for example, T-shaped or dovetail-shaped. The webs of the metal plate are then shaped accordingly so that they are positively engaged in the guides. This positive engagement prevents the bracket and metal plate from being lifted out of the guides by unauthorized persons.

[0028] Preferably, 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.

[0029] Furthermore, it is proposed that 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. Alternatively or additionally, it is proposed that 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.

[0030] 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. Preferably, the at least one corner fitting is inserted into the formwork during the manufacture of the base body and connected to the reinforcement.

[0031] Furthermore, a barrier device with at least one barrier according to the invention is proposed. On a narrow path, a single barrier may be sufficient to prevent a truck from passing. If one barrier is insufficient, 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.

[0032] Preferably, the base bodies of two adjacent barriers are connected, preferably braced together. This makes the barrier even more difficult to move, so that it can withstand a collision with a truck. The bracing can be achieved, for example, using the corner fittings described above in conjunction with suitable clamping elements.

[0033] When designing a barrier device with several adjacent barriers, the distance between the arms of the barriers is preferably chosen to allow bicycles and strollers to pass through without difficulty, but not trucks. If 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. Furthermore, 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.

[0034] If 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.

[0035] Preferred embodiments of the invention are explained in more detail below with reference to the accompanying drawings. These show: Fig. 1 a longitudinal section through a first preferred embodiment of a barrier according to the invention, Fig. 2 a top view of the base of the barrier Figure 1 , Fig. 3 an enlarged section of the Figure 2 in the area of ​​the stirrup anchorage, Fig. 4 an enlarged section of the Figure 1 in the area of ​​the stirrup anchorage, Fig. 5a perspective view of a locking device according to the invention with several according to the Figure 1 trained barriers, Fig. 6 a top view of the locking device of the Figure 5 , Fig. 7 a side view of the locking device of the Figure 5 , Fig. 8 an enlarged section of the Figure 6 , Fig. 9 an enlarged section of the Figure 7 . Fig. 10 a longitudinal section through another barrier according to the invention, Fig. 11 an enlarged section of the Figure 10 in the area of ​​iron storage, Fig. 12 a perspective view of a further locking device according to the invention with barriers according to the Figure 1 and barriers according to the Figure 10 , Fig. 13 a top view of the locking device of the Figure 12 and Fig. 14 a side view of the locking device of the Figure 12 . Detailed description of the drawings

[0036] 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.

[0037] 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 α, where the angle α is 45°.

[0038] 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.

[0039] 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.

[0040] The Figure 2 , which shows a top view of the base body 3 of barrier 1 of the Figure 1 As shown, 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). In the head plates 5 of the brackets 4, 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 ).

[0041] To form a locking device 2, several 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).

[0042] As further in the Figures 6 and 7 As shown, the base bodies 3 of the barriers 3 are butted tightly together and clamped using clamping elements 15. For this purpose, corner fittings 13 are recessed in the corner areas of the base bodies 3. As shown in particular, the Figures 8 and 9As 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.

[0043] The top view of the Figure 6This 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 brackets 4. In this case, the width B and the depth T are each 3 m. The total length L of the brackets 4 is slightly shorter at 2.9 m. The center-to-center distance a between the brackets 4 of the same barrier 1 corresponds to the center-to-center distance a between the brackets 4 of two adjacent barriers 1, so that all brackets 4 are equidistant 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.

[0044] Another preferred embodiment of a barrier 1 according to the invention is in the Figure 10The 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. As shown in particular by the Figure 11 As can be seen, 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. To reduce friction, a plastic bearing element 18 is inserted between each of the ribs 10 and the guides 11.

[0045] 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. In the Figure 12For this purpose, 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.

[0046] How especially the Figures 13 and 14 As can be seen, 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. In this case, the linear drive 12 is designed as a spindle drive in combination with an electric motor (see also Figures 13 and 14 Other linear actuators are also possible. Reference symbol list

[0047] 1 Barrier 2 Locking device 3 Base body 4 Bracket 4.1 End section 4.2 End section 4.3 Crossbar 4.4 Curved section 4.5 Curved section 5 Head plate 6 Metal plate 7 Anchor element 8 Screw bolt 9 Metal plate 10 Web 11 Guide 12 Linear drive 13 Corner fitting 14 Opening 15 Clamping element 16 Bolt 17 Clamping element 18 Bearing body

Claims

1. A barrier (1) that can be used as a terror barrier to prevent an attack carried out in a public space with the aid of a truck, comprising - a plate-shaped or cuboidal base body (3) of concrete, preferably reinforced concrete, and - at least one bracket (4) that is arranged on the base body (3) and made of metal, preferably steel or stainless steel, wherein said bracket is essentially designed in a C-shaped manner and has end sections (4.1, 4.2), by means of which the bracket (4) is firmly connected to the base body (3) in a direct or indirect manner, characterized in that the end sections (4.1, 4.2) are set back and / or extend obliquely toward one another.

2. The barrier (1) according to claim 1, characterized in that the at least one bracket (4) is at least sectionally made of a tubular profile that preferably has - a circular cross section with an outside diameter (D) of at least 15 cm, preferably at least 19 cm, and / or - a wall thickness (d) of at least 0.8 cm, preferably at least 1 cm.

3. The barrier (1) according to claim 1 or 2, characterized in that the end sections (4.1, 4.2) of the at least one bracket (4) are respectively connected, preferably welded, to a head plate (5).

4. The barrier (1) according to claim 3, characterized in that the head plates (5), which are connected to the end sections (4.1, 4.2), are connected, preferably screwed, to metal plates (6) that are anchored in the base body (3) and / or recessed therein flush with its surface.

5. The barrier (1) according to claim 4, characterized in that the metal plates (6) are anchored in the base body (3) by means of anchoring elements (7) welded on the metal plates and / or screwed to the head plates (5) of the bracket (4) by means of stud bolts (8) welded on the metal plates.

6. The barrier (1) according to claim 1 or 2, characterized in that the end sections (4.1, 4.2) of the at least one bracket (4) are connected by means of a common metal plate (9) that is mounted so as to be displaceable relative to the base body (3).

7. The barrier (1) according to claim 6, characterized in that the metal plate (9) is displaceably mounted by means of webs (10) that extend parallel to one another and perpendicular in relation to the at least one bracket (4).

8. The barrier (1) according to claim 7, characterized in that the displaceable mounting of the metal plate (9) is realized in that the webs (10) are received in guides (11) that preferably are recessed in the base body (3) or designed in an undercut manner.

9. The barrier (1) according to one of the preceding claims, characterized in that a linear drive (12) for displacing the metal plate (9) and the at least one bracket (4) arranged thereon is integrated into the base body (3), wherein the linear drive (12) preferably is or comprises 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 pressure spring, a rack and pinion drive or a geared belt drive.

10. The barrier (1) according to one of the preceding claims, characterized in that a corner fitting (13) is integrated into the base body (3) in the region of at least one outer corner, wherein said corner fitting preferably is made of metal and / or has at least one opening (14) for inserting a clamping element (15) such as a clamp.

11. A stopping device (2) with at least one barrier (1) according to one of the preceding claims, preferably with multiple barriers (1) that are arranged adjacent to one another in such a way that the brackets (4) are aligned parallel to one another.

12. The stopping device (2) according to claim 11, characterized in that the base bodies (3) of two adjacent barriers (1) are connected, preferably braced against one another.

13. The stopping device (2) according to claim 11 or 12, characterized in that the stopping device (2) comprises at least one barrier (1) with at least one bracket (4) that is displaceably mounted by means of a metal plate (9).

14. The stopping device (2) according to claim 13, characterized in that the stopping device (2) comprises at least two barriers (1) with brackets (4) that are displaceably mounted by means of metal plates (9), wherein the two barriers (1) preferably are arranged adjacent to one another and in a mirrored arrangement.

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