Device and assembly for bringing a vehicle to a standstill

Abstract

A device for bringing a vehicle to a standstill, the device comprising a substantially flat, elongate base with a length L which extends between a proximal outer end and distal outer end in a longitudinal direction corresponding with a direction of travel of the vehicle, and a width B in a width direction which is substantially perpendicular to the longitudinal direction, wherein the length L is greater than the width B, wherein a number of engaging elements which are configured to engage on at least one tyre of the vehicle is arranged on the base close to the proximal outer end, and wherein the elongate base is given a bendable form such that the elongate base co-rotates at least partially with the at least one tyre of the vehicle when at least several of the number of engaging elements engage thereon, whereby continued free movement of the at least one tyre is impeded.

Description

[0001] Device and assembly for bringing a vehicle to a standstill

[0002] Field of the invention

[0003] The present invention relates to a device for bringing a vehicle to a standstill. The field of the invention further relates to an assembly for bringing a vehicle to a standstill, comprising at least two such devices.

[0004] Devices for bringing a vehicle to a standstill are used to block vehicle access to a determined zone. These are then particularly zones where large crowds of people gather, with the consequence that a vehicle driving into such a zone can have disastrous results. The number of victims with serious or even fatal injuries can particularly be very high in the case of such an incident. Not only should deliberately caused collisions with possible terrorist motives be envisaged here, but so should driving into such a zone unintentionally due to the driver of the vehicle in question being inattentive or suddenly feeling unwell. In order to limit the impact of such collisions to a minimum it is important to bring the vehicle in question to a standstill as quickly and safely as possible. Various aspects play a part in this.

[0005] On one hand, the vehicle must be brought to a standstill from a typically high speed as quickly as possible, so that the distance over which the vehicle is able to penetrate the zone is limited and the impacted zone is thus kept as small as possible. On the other hand, it is important to limit the disruptive impact of the deceleration so that as much physical injury as possible, for instance in bystanders, is also avoided in the area surrounding the collision. Known devices for bringing a vehicle to a standstill typically bring about this deceleration in a manner such that the vehicle is catapulted upward partially and then drops down abruptly, causing debris to be flung into the surrounding crowd, resulting in the risk of injury. It is further desirable to limit the damage caused by this deceleration to the road surface and the vehicle driving in to a minimum. Ideally, the device also takes up a minimal surface area, so that the people present are inconvenienced as little as possible by the device and can avoid it as much as possible when walking around the zone. It must also be ensured that the device is safe for the people present. Central to this is good warning indication, as well as providing pedestrians with protection against damage in the event of an unfortunate fall onto the device. Finally, such devices must be easy to transport, since they will generally be utilized at different locations and are often required to arrive on site quickly. It is furthermore advantageous to provide a compact embodiment with limited weight for such a device so that a device can also be pushed aside quickly and efficiently, for instance in order to allow passage to priority vehicles. Each of these aspects must therefore be taken into consideration when developing a device for bringing vehicle to a standstill. Summary of the invention

[0006] The object of the present invention is to provide a device or an assembly of devices for decelerating and bringing to a standstill a moving vehicle, wherein this deceleration can be brought about in a short time and with a limited braking distance, and also in a manner which is safe and minimally disruptive for bystanders. A further object is to limit damage to the road surface and the decelerated vehicle entailed in this deceleration, to limit inconvenience for pedestrians and to facilitate transport of such a device.

[0007] A first aspect of the invention relates to a device for bringing a vehicle to a standstill. This device comprises a substantially flat, elongate base with a length L which extends between a proximal outer end and distal outer end of this base in a longitudinal direction corresponding with a direction of travel of the vehicle. This base also has a width B in a width direction which is substantially perpendicular to the longitudinal direction, wherein the length L is greater than the width B. A number of engaging elements which are configured to engage on at least one tyre of the vehicle is arranged on the base close to the proximal outer end. The elongate base is bendable such that the elongate base co-rotates at least partially with the at least one tyre of the vehicle when at least several of the number of engaging elements engage thereon. This impedes continued free movement of the at least one tyre.

[0008] The device for bringing a vehicle to a standstill is based on the inventive insight that by providing a base which is elongate in a direction of travel of the vehicle, and so covers a greater dimension in this direction of travel than in a direction perpendicularly of the direction of travel, a more compact embodiment can be achieved compared to known devices for bringing a vehicle to a standstill, which are typically shorter in a direction of travel than in a direction perpendicularly of the direction of travel. A number of engaging elements is provided on the base close to the proximal outer end of the base, i.e. the outer end situated closest to the approaching vehicle in the direction of travel. These are configured such that at least several thereof engage on at least one tyre of the vehicle when this tyre moves over the relevant outer end of the base. This tyre then continues its movement, so that the relevant engaging elements are co-displaced in the upward movement of the portion of the tyre on which they have engaged. Because the base of the device takes a bendable form, it can curl at least partially around the tyre when the tyre drives into the base, whereby it is co-displaced at least partially in the upward direction of the portion of the tyre with which it comes into contact. This contact of the tyre with the base of the device results in the movement of the tyre in the direction of travel being decelerated, increasingly so as a greater portion of the tyre comes into contact with the device. In this way the continued free movement of this at least one tyre is therefore impeded, and the vehicle is brought to a standstill gradually.

[0009] The fact that the elongate base is configured to co-rotate at least partially with a tyre of the vehicle when several of the engaging elements engage on this tyre, whereby continued free movement of this tyre is impeded, indeed has the result that the tyre is decelerated from first contact between the tyre and the elongate base. The degree of deceleration increases gradually as a greater portion of the elongate base comes into contact with the tyre. Such a gradual deceleration is preferable over the more sudden and disruptive deceleration inherent to existing methods, wherein deceleration is introduced exclusively by friction with a blocking means suddenly coming into contact with the vehicle. Other existing methods are in turn based on causing a skidding movement of the vehicle by contact between a device and a tyre of a vehicle, whereby its movement is not decelerated but rather becomes uncontrollable. In order to limit the impact on bystanders and the surrounding area it is however preferable to decelerate the movement of the vehicle rather than make it uncontrollable.

[0010] The impediment is firstly caused in mechanical manner in that the device engaged on the tyre creates friction and / or blocking between the formed tyre-device combination and parts of the vehicle in the vicinity of the tyre. Secondly, and if the portion of the tyre on which the device is engaged reaches the road surface, the device engaged on the tyre will create friction and / or blocking between the formed tyre-device combination and the road surface. Thirdly, and depending on the type of engaging element, the device engaged on the tyre can result in pressure loss and / or deflation of the tyre, this contributing further to bringing the vehicle to a standstill. Vehicle is particularly understood to mean a motorized vehicle for road traffic, such as passenger cars, vans, trucks, tractors and buses.

[0011] The device preferably further comprises at least one blocking means which is arranged close to the distal outer end of the base. This blocking means is configured to co-rotate at least partially with the at least one tyre of the vehicle together with the elongate base when at least several of the number of engaging elements engage thereon, and to engage while co-rotating on parts of the vehicle situated in the vicinity of the at least one tyre, whereby continued free movement of the at least one tyre is blocked. Examples of suitable blocking means are substantially flat plates, slats, frames, bars and chains.

[0012] Just as the elongate base, such a blocking means is thus co-displaced in the upward movement of the at least one tyre after it has driven into the distal outer end of the base. Hereby, the blocking means comes into contact with parts of the vehicle situated in the vicinity of the relevant tyre, typically with the chassis of the vehicle, where the blocking means can exert a blocking action on the at least one tyre in that the chassis provides insufficient free space to co-displace the blocking means wholly in the free movement of the tyre. The blocking means hereby halts the free movement of the wheels of the vehicle in mechanical manner. Such a blocking means increases the blocking capacity of the device and is particularly advantageous when bringing to a standstill heavier vehicles and / or vehicles with larger wheels or tyres, wherein more space is typically provided between the tyre and remaining parts of the vehicle, such as the chassis. It is advantageous to arrange the blocking means close to the distal outer end of the base, i.e. the outer end of the base furthest removed from the vehicle in the direction of travel, since this facilitates codisplacement of the blocking means in the movement of the at least one tyre. If the blocking means were to be arranged at the position of the proximal outer end, this blocking means would provide additional weight which would have to be picked up by the tyre immediately upon first impact and be co-displaced by the relevant portion of the tyre in its upward movement. This additional weight however entails the risk that the force exerted by the tyre on this portion of the device is not sufficient to lift the proximal outer end of the base, whereby the tyre will simply drive over the base without said base being able to curl around the tyre, and the vehicle will thus not be brought to a standstill.

[0013] The engaging elements are preferably penetrating elements which are configured to penetrate at least partially into the at least one tyre of the vehicle. When the proximal outer end of the base is driven into, at least several of the engaging elements will thus penetrate at least partially into the tyre, which can for instance be facilitated by providing the engaging elements with sharp outer ends. Ideally, the tyre is hereby not punctured instantaneously, as is typically the case in known devices and which may result in impact, but it is achieved that air only escapes from the tyre gradually.

[0014] As alternative or in addition to penetrating elements, the engaging elements comprise adhesive elements which are configured to adhere at least partially to the at least one tyre of the vehicle, without penetrating the at least one tyre of the vehicle here. The adhesive elements preferably have an adhesive surface on which an adhesive, such as glue, is arranged.

[0015] The number of engaging elements preferably comprises at least a first row of engaging elements which extends substantially in the width direction. This first row is then typically situated closest to the proximal outer end of the base. It is then at least several of the engaging elements from this first row that engage in and / or on the at least one tyre first, upon initial impact of the vehicle. Because this first row of engaging elements extends substantially in the width direction, the same tyre is typically engaged on at multiple locations in a direction perpendicularly of the direction of travel, which facilitates co-rotation of the base with this tyre.

[0016] The number of engaging elements preferably comprises at least a second row of engaging elements which extends substantially in the width direction and is situated between the first row of engaging elements and the distal outer end. Providing such a second row of engaging elements achieves that not only the portion of the base at the position of the proximal outer end but also a portion of the base lying further along in the direction of travel can co-rotate with the at least one tyre of the vehicle, and that the base can therefore curl around this at least one tyre in advantageous manner. A second row of engaging elements and / or additional engaging elements which are positioned at different positions along the longitudinal direction also have the result that the base of the device will be pulled out of or off the tyre less easily when the tyre rotates.

[0017] The first row of engaging elements preferably comprises more engaging elements than the second row of engaging elements. This is because the first row of engaging elements will be the first to come into contact with the tyre when driven into, and it is advantageous for at least several of the engaging elements of this first row to be able to engage firmly on the tyre immediately. If this fails, the proximal portion of the base will be able to curl properly around the tyre less readily. Even if engaging elements lying further along in the direction of travel do manage to engage on the tyre, this proximal portion will impede co-rotation with the tyre of this portion of the base lying further along in that it will then typically hook into the chassis of the vehicle during the movement. It is therefore important to facilitate that at least several engaging elements from the first row of engaging elements can engage firmly on the at least one tyre. For this purpose a sufficient number of engaging elements must be provided on this first row, while a smaller number of engaging elements suffices on the second row. It is furthermore advantageous to limit the number of engaging elements at determined locations of the base, since providing an excessive number of engaging elements will be more likely to have an adverse effect on the bendability of the base and will also have an adverse effect on the ability of the engaging elements to engage on a tyre, this in that the forces exerted will then be distributed over too large an area.

[0018] The first row of engaging elements preferably extends further in the width direction than the second row of engaging elements. This also facilitates firm engagement on the at least one tyre of the crucial first row of engaging elements. As seen in the longitudinal direction, the base of the device preferably comprises a number of successive zones, including at least a first zone and a second zone. The number of engaging elements is here arranged at least partially in the first zone and the device has a first weight in the first zone and a second weight in the second zone, wherein the first weight is lower than the second weight. Giving the device a lower weight close to the proximal outer end compared to the weight of the device further removed from the proximal outer end enhances engagement of the device on the tyre and curling therearound. In this way it is moreover prevented that the device engaged on the tyre is pulled out of or off the tyre again during rotation of the tyre. It will be apparent to the skilled person that a similar effect can be achieved in different ways, as long as a weight gradient from light to heavy is provided from the proximal outer end to the distal outer end.

[0019] Preferably, the first zone comprises at least one first recess which defines a first recess area, and the second zone comprises at least one second recess which defines a second recess area. The first recess area is preferably greater than the second recess area. Providing recesses in the base enables the weight and / or bendability of the device to be adjusted as desired. Providing a greater recess area in the first zone compared to the recess area in the second zone provides for a weight gradient in the device in advantageous manner.

[0020] Preferably, the first zone comprises a first number of engaging elements and the second zone comprises a second number of engaging elements. A first inter-element distance is defined here as a minimum distance between engaging elements of the first number of engaging elements, a second inter-element distance is defined as a minimum distance between engaging elements of the second number of engaging elements, and a first inter-number distance is defined as a minimum distance between an engaging element of the first number of engaging elements and an engaging element of the second number of engaging elements. The first inter-number distance is then preferably greater than the first inter-element distance and likewise greater than the second interelement distance. Providing a greater first inter-number distance creates an engagement element- free part-zone which is situated partially in the first and / or second zone. This engagement element- free part-zone has an advantageous effect on the bendability of the device and facilitates corotation of the device with the at least one tyre.

[0021] The first number of engaging elements preferably comprises at least a first row of first engaging elements which extends substantially in the width direction. This first row is then typically situated closest to the proximal outer end of the base. It is then at least several of the engaging elements from this first row that engage in and / or on the at least one tyre first, upon initial impact of the vehicle. Because this first row of first engaging elements extends substantially in the width direction, the same tyre is typically engaged on at multiple locations in a direction perpendicularly of the direction of travel, which facilitates co-rotation of the base with this tyre.

[0022] The first number of engaging elements preferably comprises at least a second row of first engaging elements which extends substantially in the width direction and is situated between the first row of first engaging elements and the second zone. Providing such a second row of first engaging elements achieves that not only the portion of the base at the position of the proximal outer end but also a portion of the base lying further along in the direction of travel can co-rotate with the at least one tyre of the vehicle and that the base can therefore curl around this at least one tyre in advantageous manner. A second row of first engaging elements and / or additional engaging elements which are positioned at different positions along the longitudinal direction also has the result that the base of the device will be pulled out of or off the tyre less easily when the tyre rotates.

[0023] The first row of first engaging elements preferably comprises more engaging elements than the second row of first engaging elements.

[0024] The first row of first engaging elements preferably extends further in the width direction than the second row of first engaging elements.

[0025] The second number of engaging elements preferably comprises at least a first row of second engaging elements which extends substantially in the width direction. This first row is then typically situated closest to the first zone. It is then at least several of the engaging elements from this first row that engage in and / or on the at least one tyre first, following engaging elements in the first zone. Because this first row of second engaging elements extends substantially in the width direction, the same tyre is typically engaged on at multiple locations in a direction perpendicularly of the direction of travel, which facilitates co-rotation of the base with this tyre.

[0026] The second number of engaging elements preferably comprises at least a second row of second engaging elements which extends substantially in the width direction and wherein the first row of second engaging elements is situated between the second row of second engaging elements and the first zone. Providing such a second row of second engaging elements achieves that not only the portion of the base in the vicinity of the first zone but also a portion of the base lying further along in the direction of travel can co-rotate with the at least one tyre of the vehicle and that the base can therefore curl around this at least one tyre in advantageous manner. A second row of second engaging elements and / or additional engaging elements which are positioned at different positions along the longitudinal direction also have the result that the base of the device will be pulled out of or off the tyre less easily when the tyre rotates.

[0027] The first row of second engaging elements preferably comprises more engaging elements than the second row of second engaging elements.

[0028] The first row of second engaging elements preferably extends further in the width direction than the second row of second engaging elements.

[0029] The base preferably comprises at least one bending-enhancing element which is configured to enhance bending of the base in at least one width line. In this way the bendability of the base can be adjusted in advantageous manner, whereby the device is better able to engage on the at least one tyre and / or to bend or curl therearound.

[0030] The at least one bending-enhancing element is preferably situated in the first zone and / or the second zone of the base. In this way the bendability of the base in the vicinity of the proximal outer end can be adjusted in advantageous manner, making the device better able to engage on the at least one tyre and / or to bend or curl therearound. The at least one bending-enhancing element preferably comprises one or more indentations arranged on the at least one width line. Providing one or more indentations wherein less or no material is provided in the indentation along at least a part of the relevant width line increases the bendability of the base at the position of the relevant width line. Material is moreover saved in this way.

[0031] The length L is preferably between 50 cm and 190 cm, more preferably between 70 cm and 170 cm, still more preferably between 90 cm and 150 cm, and most preferably between 110 cm and 130 cm. Such a length L suffices to ensure the impeding and / or blocking action of the device on the at least one tyre. Such a length L moreover contributes to the portability and / or manageability of the device. It will be apparent to the skilled person that, depending on an estimated tyre circumference of the vehicle to be brought to a standstill, a greater length L (greater tyre circumference) or smaller length L (smaller tyre circumference) can be opted for.

[0032] The width B is preferably between 15 cm and 45 cm, more preferably between 20 cm and 40 cm, and most preferably between 25 cm and 35 cm. Such a width B suffices to ensure the impeding and / or blocking action of the device on the at least one tyre. Such a width B moreover contributes to the portability and / or manageability of the device. It will be apparent to the skilled person that, depending on an estimated tyre width of the vehicle to be brought to a standstill, a greater width B (greater tyre width) or smaller width B (smaller tyre width) can be opted for. A plurality of devices can be positioned adjacently of each other in order to achieve a wider run-in surface.

[0033] The device preferably has a height H in a height direction which is perpendicular to the longitudinal direction and width direction of the base, wherein the height H is between 5 cm and 15 cm, preferably between 7 cm and 13 cm, more preferably between 8 cm and 12 cm, and most preferably between 9 cm and 11 cm, such as about 10 cm. Such a height on one hand allows the engaging elements to be reached by the tyre(s) of the vehicle. A higher device could result in low- hanging parts of the vehicle, such as a front bumper, coming into contact with the device, which would result in an uncontrolled collision and / or unintended displacement of the device. On the other hand, such a height has the result that the device can fulfil its function of impeding and / or blocking the at least one tyre. A lower device might not have sufficient impeding or blocking potential when engaging on the at least one tyre. It will be apparent to the skilled person that the height H of the device can be adjusted to the estimated ground clearance of the vehicle to be brought to a standstill.

[0034] The at least one blocking means preferably extends substantially in the width direction. In this way the blocking capacity of the device in the width direction is increased.

[0035] The at least one blocking means preferably extends substantially in the longitudinal direction. In this way the blocking capacity of the device in the longitudinal direction is increased.

[0036] The at least one blocking means is preferably situated substantially under the base. The at least one blocking means further preferably comprises a rigid plate, slat or bar. In this way, after the at least one tyre passes at the distal outer end, the at least one blocking means will be pulled upward along the tyre along with the base in the direction of vehicle parts situated in the vicinity of the tyre.

[0037] The at least one blocking means is preferably situated substantially adjacently of the base. The at least one blocking means further preferably comprises a rigid plate, slat or bar. In this way, after the at least one tyre passes at the distal outer end, the at least one blocking means will be pulled upward along the tyre along with the base in the direction of vehicle parts situated in the vicinity of the tyre.

[0038] The at least one blocking means is preferably situated substantially in line with the base. The at least one blocking means further preferably comprises a rigid plate, slat or bar. In this way, after the at least one tyre passes at the distal outer end, the at least one blocking means will be pulled upward along the tyre along with the base in the direction of vehicle parts situated in the vicinity of the tyre.

[0039] The base is preferably provided on a bottom thereof with tooth elements extending in a direction away from the base. The tooth elements provide for additional impediment of the free movement of the at least one tyre when the device returns to the road surface after co-rotation.

[0040] The tooth elements are preferably shorter than the engaging elements in a direction perpendicularly of the base. In this way the free movement of the at least one tyre is impeded further while possible damage to the road surface is limited.

[0041] The base preferably consists of metal, more preferably of steel. Such materials allow a device to be provided which is sufficiently strong to withstand the forces of the vehicle and at the same time can be made sufficiently bendable to bend or curl around the at least one tyre.

[0042] The device preferably comprises one or more cover elements, wherein the engaging elements are covered on an upper side thereof by the one or more cover elements, which comprise a plate which is substantially flat and is preferably manufactured from metal, more preferably from aluminium, wherein this plate spans one or more engaging elements on an upper side thereof. The cover elements serve to protect bystanders or passers-by against the possibly sharp engaging elements. The cover elements, and more specifically the plate thereof, covers the tops of the engaging elements and is able to protect for instance a passing or falling pedestrian against serious injury. At the same time, the cover elements must not impede the functionality of the device and more specifically of the engaging elements. For this purpose the cover elements are sufficiently thin and / or light, and are preferably manufactured from aluminium or a similar material.

[0043] The device preferably comprises one or more shielding elements, wherein the engaging elements are surrounded by the one or more shielding elements extending from the base to a position on an upper side of the engaging elements, wherein the one or more shielding elements are manufactured from a flexible material, preferably from plastic. The shielding elements surround the engaging elements and ensure that the engaging elements which may be sharp and may look threatening are concealed from the view of passers-by and / or bystanders. This contributes to a safe and calm environment.

[0044] A second aspect of the invention relates to an assembly for bringing a vehicle to a standstill. This assembly comprises at least a first and a second device for bringing a vehicle to a standstill as described above, and a connecting means connecting the first and second device to each other. The first and second device are here preferably positioned adjacently of each other and substantially mutually parallel. Connecting at least two device to each other enables the assembly to simultaneously engage on at least two corresponding tyres of a vehicle, and / or can increase the chances of engagement on the at least one tyre of the vehicle. The connecting means used can furthermore result in an increased impediment and / or blocking of the respective tyre(s).

[0045] The first and second device are preferably situated at an intermediate distance from each other, wherein this intermediate distance corresponds substantially with a track width of the vehicle. In this way the assembly can simultaneously engage on at least two corresponding tyres of a vehicle. In addition to this a space is created between the first and second device, which can be utilized to provide a safe passage for pedestrians and / or cyclists.

[0046] The connecting means is preferably arranged at the position of the distal outer ends of the bases of the first and second device. In this way the connecting means can enhance the movement-impeding action of the devices.

[0047] The connecting means is preferably substantially flat.

[0048] The connecting means is preferably a connecting slat which extends substantially along a direction perpendicular to the longitudinal direction of the first and / or the second device, preferably along the width direction of the first and / or the second device.

[0049] The connecting means is preferably also configured as a blocking means for co-rotating at least partially with the at least one tyre of the vehicle together with the elongate base of the first and / or second device when at least several of the number of engaging elements of the first and / or second device engage thereon, and to engage while co-rotating on parts of the vehicle situated in the vicinity of the at least one tyre, preferably between two front tyres of the vehicle. This blocks continued free movement of the at least one tyre, preferably of the two front tyres.

[0050] One or more signalisation elements which extend upward and rise above the engaging elements are preferably arranged on at least one of the first and the second device. Since the assembly is typically situated relatively close to the ground, an upward extending signalisation element has the result that the position of the assembly is more clearly visible to bystanders, such as pedestrians or cyclists. The one or more signalisation elements are preferably formed substantially as a pyramid comprising a number of, preferably four, rigid edges and a tarpaulin. By making use of a typically light tarpaulin material and a number of edges the action of the remaining elements of the assembly is not impeded when driven into. The signalisation elements are preferably connected removably, for instance magnetically, to the device(s) of the assembly, so that they come loose easily upon impact with a travelling vehicle.

[0051] It will be apparent to the skilled person that the measures and advantages associated with the above described preferred embodiments of the device for bringing a vehicle to a standstill according to a first aspect of the invention apply similarly, mutatis mutandis, to the assembly for bringing a vehicle to a standstill according to the second aspect of the invention.

[0052] Brief description of the fi

[0053] The above stated and other advantageous features and objects of the invention will become more apparent, and the invention better understood, on the basis of the following detailed description when read in combination with the accompanying drawings, in which:

[0054] Figure 1 is a schematic perspective view of a first embodiment of a device for bringing a vehicle to a standstill;

[0055] Figure 2 is a schematic perspective view of a second embodiment of a device for bringing a vehicle to a standstill;

[0056] Figure 3A is a schematic perspective view of a third embodiment of a device for bringing a vehicle to a standstill;

[0057] Figure 3B is a schematic perspective view of the device according to Figure 3A, wherein it further comprises a blocking means;

[0058] Figure 4 is a schematic perspective view of a preferred embodiment of a device for bringing a vehicle to a standstill;

[0059] Figure 5 is a schematic perspective view of a preferred embodiment of a device for bringing a vehicle to a standstill;

[0060] Figure 6 is a schematic top view of an embodiment of an assembly for bringing a vehicle to a standstill;

[0061] Figure 7 A is a schematic top view of a preferred embodiment of an assembly for bringing a vehicle to a standstill;

[0062] Figure 7B is a schematic perspective view of the embodiment of Figure 7 A;

[0063] Figure 7C is a schematic side view of the embodiment of Figure 7 A;

[0064] Figure 8A is a schematic top view of a preferred embodiment of an assembly for bringing a vehicle to a standstill;

[0065] Figure 8B is a schematic perspective view of the embodiment of Figure 8A;

[0066] Figure 8C is a schematic side view of the embodiment of Figure 8A; and

[0067] Figure 9 is a schematic perspective view of a preferred embodiment of an assembly for bringing a vehicle to a standstill.

[0068] Detailed embodiments

[0069] Figure 1 shows an embodiment of a device 1000 for bringing a vehicle to a standstill. This comprises a substantially flat, elongate base 1100 with a length L which extends between an outer end 1110 and distal outer end 1120 in a longitudinal direction corresponding with a direction of travel of the vehicle, and a width B in a width direction which is substantially perpendicular to the longitudinal direction. It will be apparent that the length L of the base 1100 is greater than its width B. A number of engaging elements 1200 which are configured to engage on at least one tyre of the vehicle are arranged on the base 1100 close to the proximal outer end 1110. In the embodiment of Figure 1 four such engaging element 1200 are arranged on the base 1100 of device 1000, at regular distances from each other. The elongate base 1100 is preferably rigid and manufactured from a stiff plate material, for instance metal, yet has a bendability such that it co-rotates at least partially with the at least one tyre of the vehicle when at least several of the engaging elements 1200 engage thereon, whereby continued free movement of the at least one tyre is impeded.

[0070] In the embodiment of Figure 1 the bendability of the base 1100 is brought about by recesses 1300 in the base 1100, and by indentations 1310, 1310’ in a width direction, which are situated between the engaging elements 1200 and the distal outer end 1120 of the base 1100, as well as by recesses 1300’ situated between the successive engaging elements 1200. Such recesses 1300, 1300’ and indentations 1310, 1310’ are however optional: other embodiments (not shown) can for instance comprise a flat base without recesses or indentations and for instance be manufactured from a sufficiently thin plate material to still have bendability. The embodiment of Figure 1 also shows a recess 1320 which can be used for attachment of a blocking means to the device, although this recess 1320 is also optional. The device, and particularly the base 1100, is for instance manufactured from a metal, preferably from steel or from an alloy of metals with similar material properties, wherein the material thickness used is for instance selected in accordance with the intended bendability.

[0071] The engaging elements 1200 are preferably penetrating elements which are configured to penetrate at least partially into the at least one tyre of the vehicle. In the embodiment of Figure 1 these engaging element 1200 are penetrating elements which take the form of pins extending substantially vertically upward with a sharp outer end 1210. The shown penetrating elements further comprise a first barb 1220 and a second barb 1230 which are situated on either side of the sharp outer end 1210 in a lateral direction. The presence of at least one barb has the result that a penetrating element 1200 can be pulled out of the tyre less easily. At a lateral edge the engaging elements 1200 are provided with a number of engaging teeth 1240 which enhance penetration into the at least one tyre. These engaging teeth 1240 are situated under the two barbs 1220 and 1230 in a vertical direction, and are cut out uniformly with a smaller depth compared to the barbs 1220 and 1230. In the embodiment of Figure 1 the engaging elements 1200 extend along a direction which is not perpendicular to the plane of the base 1100, but rather forms an angle a relative to this plane. This is elucidated by Figure 7C, which shows a side view of an assembly of embodiments of a device. In the embodiment of Figures 4, 7A, 7B, 7C, among others, and as can be seen in Figure 7C, the angle a formed by engaging elements 4200 with the plane of base 4100 amounts to about 60° to 80°, although other orientations of the engaging elements 4200 are likewise possible. The angle a is preferably between 50° and 80°, more preferably between 55° and 75°, most preferably between 60° and 70°. When the angle a is smaller, there is a chance that the engaging element will be flattened, and when the angle a is greater, there is a chance that the tyre is more likely to drive into the engaging element without the tyre being engaged and / or penetrated.

[0072] In the embodiment of Figure 1 the number of engaging elements 1200 comprises exactly one row of four engaging element 1200, wherein this row extends substantially in the width direction. The invention however also comprises embodiments wherein this first row of engaging elements 1200 comprises less than four engaging elements 1200, for instance only two engaging element 1200 or even only one engaging element 1200.

[0073] In addition to a first row, the number of engaging elements 1200 however preferably also comprises at least a second row of engaging elements 1200, wherein this second row extends substantially in the width direction and is situated between the first row of engaging elements 1200 and the distal outer end 1120. In the embodiment of Figure 2 several such rows are provided, particularly a first row 2400 which has four engaging elements 2200a, 2200b, 2200c, 2200d, a second row 2410 which has two engaging elements 2200e, 2200f, and further along in the direction of travel also several subsequent rows 2420, 2430, 2440, 2450, 2460, 2470, 2480, 2490, each with two engaging elements. It will be apparent to the skilled person that the number of engaging elements 2200 per row can differ relative to the shown embodiment.

[0074] The embodiment of Figure 2 has similar features as that in Figure 1, and particularly has engaging elements 2200 embodied similarly to the engaging elements 1200 in the embodiment of Figure 1 and a similar width B, but has a greater length L compared to the embodiment of Figure 1. This is advantageous for enhancing the bendability of the device and the suitability for bringing vehicles with a greater wheel diameter, such as trucks, to a standstill. The base 1100 in Figure 1 has a length L of about 50 cm, while the base 2100 in Figure 2 has a length L of about 120 cm.

[0075] In an advantageous embodiment the first row of engaging elements 2400 has more engaging elements 2200 than the second row of engaging elements 2410. This is the case in the embodiment of Figure 2, where the first row 2400 particularly comprises four engaging elements 2200a — 2200d and the second row 2410 two engaging elements 2200e, 2200f. The invention however also includes other configurations of numbers of engaging elements 2200 in the first and / or second row and / or any subsequent rows 2420, 2430, 2440, 2450, 2460, 2470, 2480, 2490.

[0076] In the embodiment of Figure 2 the first row of engaging elements 2400 extends further in the width direction than the second row of engaging elements 2410, the first row 2400 particularly extending in the width direction over approximately double the distance compared to the second row 2410. The base 2100 is adapted thereto and itself has a greater width B at the position of the first row 2400 and a smaller width at the position of the second row 2410. Such a configuration is advantageous since material for the base 2100, such as for instance steel, is saved in this way. It will however be apparent to the skilled person that a similar configuration can be envisaged, wherein the base has substantially the same width B at the position of the first row 2400 and second row 2410, and at the position of any other rows.

[0077] Figure 3 A shows an embodiment of the device 3000a, wherein the base 3100, as seen in the longitudinal direction, comprises a number of successive zones, particularly a first zone 3500, a second zone 3510, a third zone 3520 and a fourth zone 3530. The engaging elements 3200 that are present are here all arranged in the first zone 3500. The device has a first weight in the first zone 3500 and a second weight in the second zone 3510, wherein this first weight is lower than this second weight. In the embodiment of Figure 3 A, the weight of the first zone 3500 being lower than the weight of the second zone 3510 can be deduced from the recesses 3300, 3300’ which are present in the base 3100. The recesses 3300 in the first zone 3500 together cover a greater surface area, i.e. recess area, than the recesses 3300’ in the second zone 3510. Alternative ways of making the weight of the first zone lower than that of the second zone comprise of embodying the base 3100 in a material with a thickness gradient, wherein the material thickness increases in the direction of the distal outer end 3120 of the base 3100. Figure 3B shows a device 3000b which corresponds with the device 3000a according to Figure 3A, but which further comprises a blocking means 3150. The blocking means 3150 is arranged close to the distal outer end 3120 of the base 3100. The blocking means 3150 is fixed in recess 3320 by means of a locking element 3160. In this embodiment the blocking means 3150 is a rigid plate, preferably of metal or a metal alloy such as steel. The rigid plate can consist of the same material as the base 3100, although this is not necessary. The blocking means 3150 is configured to corotate at least partially with the at least one tyre of the vehicle together with the elongate base 3100 when at least several of the number of engaging elements 3200 engage thereon, and to engage while co-rotating on parts of the vehicle situated in the vicinity of the at least one tyre, whereby continued free movement of the at least one tyre is blocked. For the functionality of the blocking means 3150 in this embodiment it is advantageous for the blocking means 3150 to be more rigid, i.e. less bendable, than the base 3100. The shown blocking means 3150 has a width substantially corresponding with the width of the base 3100. It will however be apparent to the skilled person that a blocking means 3150 can be provided with a greater or smaller width. The shown blocking means 3150 has a length which is longer than the length of the base 3100. It will however be apparent to the skilled person that a blocking means 3150 can be provided which has a length which is smaller than the length of the base 3100 or is substantially equal to the length of the base 3100. The shown blocking means 3150 is situated substantially under the base 3100 and extends from roughly the proximal outer end 3110 to a position beyond the distal outer end 3120 of the base 3100, and so is situated partially in line with the base 3100. It will be apparent to the skilled person that the blocking means can extend under and / or adjacently of the base in other manner. In the shown embodiment the base 3100 has a length L of about 120 cm and the blocking means has a length of about 160 cm. Figure 4 shows a preferred embodiment of a device 4000 for bringing a vehicle to a standstill, wherein the base 4100 comprises a first zone 4500, a second zone 4510, a third zone 4520 and a fourth zone 4530 as seen in the longitudinal direction, as in the embodiment of Figure 3 A. The first zone 4500 comprises a first number of engaging elements 4200a, 4200b, 4200c, 4200d, 4200e, 4200f and the second zone 4510 comprises a second number of engaging elements 4200g, 4200h, 4200i, 4200j, 4200k, 42001. A first inter-element distance dl is defined here as a minimum distance between engaging elements 4200 of the first number of engaging elements 4200a, 4200b, 4200c, 4200d, 4200e, 4200f, a second inter-element distance d2 is also defined as a minimum distance between engaging elements 4200 of the second number of engaging elements 4200g, 4200h, 4200i, 4200j, 4200k, 42001, and finally, a first inter-number distance D as a minimum distance between an engaging element 4200 of the first number of engaging elements 4200a, 4200b, 4200c, 4200d, 4200e, 4200 and an engaging element 4200 of the second number of engaging elements 4200g, 4200h, 4200i, 4200j, 4200k, 42001. The distance D is preferably greater than the distance dl and the distance d2. In the embodiment of Figure 4 the distances dl and d2 both amount to about 10 cm, and the distance D amounts to about 19 cm. The distance D is therefore greater than the distance d 1 and greater than the distance d2.

[0078] In Figure 4 the first zone 4500 also has a recess 4320 and the second zone 4510 has a recess 4330, wherein the surface area of recess 4320 is greater than the area of recess 4330. The recess 4330 in fact consists of a whole of four part-recesses 4340 which take substantially the form of a triangle and which are configured in a cross pattern, wherein the area of the recess 4330 is understood to mean the sum of the areas of the part-recesses 4340. In addition, the first zone 4500 and the second zone 4510 comprise various other recesses, the area of which is limited compared to the area of the recesses 4320 and 4330. The third zone 4520 furthermore also comprises a combined recess 4350 consisting of four part -recesses which substantially take the form of a triangle and are disposed in a cross pattern, as well as several smaller recesses, and the recess 4350 covers a smaller area than the recess 4330. The areas of the recesses that are present thus substantially decrease in the direction of the distal outer end 4120 of the base 4100, which results in the first zone 4500 having a lower weight than the second zone 4510, this in turn having a lower weight than the third zone 4520.

[0079] In the embodiment of Figure 4 the first number of engaging elements 4200a, 4200b, 4200c, 4200d, 4200e, 4200f comprises a first row of first engaging elements 4200a, 4200b, 4200c, 4200d extending substantially in the width direction, as well as a second row of first engaging elements 4200e, 4200f extending substantially in the width direction, and is situated between the first row of first engaging elements 4200a, 4200b, 4200c, 4200d and the second zone 4510. The first row of first engaging elements 4200a, 4200b, 4200c, 4200d comprises here four engaging elements 4200a, 4200b, 4200c, 4200d and the second row of first engaging elements 4200e, 4200f comprises two engaging elements 4200e, 4200f, and the first row of first engaging elements 4200a, 4200b, 4200c, 4200d extends in the width direction over a greater distance, more specifically about double the distance, compared to the second row of first engaging elements 4200e, 4200f.

[0080] In addition, the second number of engaging elements 4200g, 4200h, 4200i, 4200j, 4200k, 42001 of the embodiment of Figure 4 comprises a first row of second engaging elements 4200g, 4200h, 4200i, 4200j extending substantially in the width direction, as well as a second row of second engaging elements 4200k, 42001 extending substantially in the width direction and situated between the first row of second engaging elements 4200g, 4200h, 4200i, 4200j and the third zone 4520. In other words, the first row of second engaging elements 4200g, 4200h, 4200i, 4200j is situated between the second row of second engaging elements 4200k, 42001 and the first zone 4500. The first row of second engaging elements 4200g, 4200h, 4200i, 4200j comprises here four engaging elements 4200g, 4200h, 4200i, 4200j and the second row of second engaging elements 4200k, 42001 comprises two engaging elements 4200k, 42001, and the first row of second engaging elements 4200g, 4200h, 4200i, 4200j extends in the width direction over about double the distance compared to the second row of second engaging elements 4200k, 42001.

[0081] The base 1100, 2100, 3100, 4100 of the device 1000, 2000, 3000, 4000 preferably comprises at least one bending-enhancing element which is configured to enhance bending of the base in at least one width line. In the embodiment of Figure 4 this bending-enhancing element is formed by the indentations 4360, 4360’ in the recess 4320, which are situated along a width line which is perpendicular to the longitudinal direction of the base 4100. At the position of the indentations 4360, 4360’ the width of the base 4100 is smaller than elsewhere in the base 4100, this facilitating bending along this width line when at least several of the first number of engaging elements 4200a, 4200b, 4200c, 4200d, 4200e, 4200f have engaged on at least one tyre of the vehicle to be brought to a standstill.

[0082] In addition, the first zone 4500 of the embodiment 4000 of Figure 4 comprises a second bendingenhancing element, formed by the indentations 4310, 4310’ in a recess 4370 situated between the first row of first engaging elements 4200a, 4200b, 4200c, 4200d and the second row of first engaging elements 4200e, 4200f. The indentations 4310, 4310’ are situated along a width line which is parallel to the width line formed by the indentations 4360, 4360’ and facilitate bending along this width line when at least several engaging elements from the first row of first engaging elements 4200a, 4200b, 4200c, 4200d have engaged on the at least one tyre. The presence of such a second bending-enhancing element is however optional.

[0083] In the embodiment of Figure 4 the two bending-enhancing elements are situated in the first zone 4500. Alternative embodiments comprise at least one bending-enhancing element in the second zone 4510 as alternative or in addition to the at least one bending-enhancing element in the first zone 4500.

[0084] In the embodiment of Figure 4 each of the two bending-enhancing elements comprise two indentations arranged on the relevant width line. Alternative embodiments comprise at least one bending-enhancing element which comprises only one indentation, or even more than two indentations which are arranged on the relevant width line.

[0085] In embodiments of Figures 2, 3, 4 and 5 the device covers in the longitudinal direction, which corresponds with a direction of travel of the vehicle to be brought to a standstill, a length L of about 120 cm, and the device covers in the width direction, which lies perpendicularly of the longitudinal direction and in the plane of the base 2100, 3100, 4100, a width of about 30 cm. Alternative embodiments have a length L of between 50 cm and 190 cm, and a width B of between 15 cm and 45 cm. In the embodiments of Figures 1, 2, 3 and 4 the engaging elements 1200, 2200, 3200, 4200 cover in a vertical direction an overall height of about 10 cm, i.e. including the height of the base 1100, 2100, 3100, 4100. Alternative engaging elements reach an overall height of between 5 cm and 15 cm, depending on the typical ground clearance and tyre thickness of the vehicles to which these embodiments are adapted.

[0086] In a preferred embodiment, and as optionally shown in Figure 4, the bottom of the base 4100 is provided with tooth elements 4800, which are shorter than the engaging elements 4200 in a vertical direction, i.e. perpendicularly of the plane of the base 4100. The embodiment of Figure 2 has no such tooth elements 4800, while the embodiment of Figure 4 does. In Figure 4 the tooth elements are mounted on the surface of the bottom of the base 4100, particularly at least at the position of the most outward lying engaging elements 4200, wherein the tooth elements 4800 lie in line with these engaging elements 4200 in a vertical direction. In addition, in Figure 4 the bottom of base 4100 also has tooth elements 4800 which do not lie in line with an engaging element. In Figure 4 each of these tooth elements 4800 consists of an assembly of four teeth, these each having a substantially triangular profile.

[0087] Figure 5 shows a preferred embodiment of a device 5000 for bringing a vehicle to a standstill, which consists of the embodiment 4000 according to Figure 4, wherein the engaging elements 4200 are covered on an upper side by several cover elements 5900. Each cover element comprises a plate 5910 which is substantially flat and is preferably manufactured from metal, more preferably from aluminium. This plate 5910 supports on a number of support means, such as two legs 5920 which are situated on either side of a width line and which rest on or are attached to the base 5100. In the embodiment of Figure 5 each cover element 5900 spans by means of its plate 5910 a whole of three engaging elements 4200 (not visible in Figure 5) from the same zone on an upper side, wherein two of these engaging elements 4200 belong to a first row of engaging elements 4200 of the relevant zone, while the third of these engaging elements 4200 belongs to a second row of engaging elements 2200 of this zone. The plate 5910 thereby takes substantially a triangular form, wherein two of the corners are however truncated. In the longitudinal direction the engaging elements 4200 are partially shielded by the legs 5920 of the cover elements 5900, while they are not shielded by the cover elements 5900 in the width direction.

[0088] In the embodiment of Figure 5 the engaging elements 4200 are also shielded in a vertical direction, as well as in both the longitudinal direction and the width direction, by several shielding elements 5930. Each of these shielding elements 5930 consists of a sleeve which is substantially flat on an upper side and is preferably manufactured from a flexible material, more preferably from a plastic. In the embodiment of Figure 5 each shielding element 5930 is situated exactly between a cover element 5900 and the base 5100 of the device. Such a shielding element 5930 comprises an upper surface with the same shape as the plate 5910 of the cover element 5900 resting thereon, and also comprises a vertical wall which supports on the upper surface and which extends in each lateral direction. Consequently, only an underside is left clear in such a shielding element 5930. In Figure 5 each shielding element 5930 shields three engaging elements 4200, particularly the same three engaging elements 4200 that are covered by the cover element 5900 resting on the relevant shielding element 5930. These engaging elements 4200 are then surrounded by the relevant shielding element 5930 and shielded on both an upper side and on each lateral side, i.e. in both the longitudinal direction and the width direction.

[0089] Figure 6 shows a schematic topview of an assembly 6000 for bringing a vehicle to a standstill. The shown assembly 6000 comprises a first and a second device 4000a, 4000b according to the embodiment of Figure 4. It will however be apparent to the skilled person that each of the first and second device 4000a, 4000b can be replaced by one or more other embodiments shown in the figures and / or described above. In order to avoid repetition, a detailed description of the individual devices 4000a, 4000b is dispensed with here. The assembly 6000 further comprises a connecting means 6050 which connects the first and second device 4000a, 4000b to each other. The shown connecting means is a multi-part connecting means consisting of a first connecting slat 6050a connected to the first device 4000a, a second connecting slat 6050b connected to the second device 4000b and a third connecting slat 6050c connecting the first and second connecting slats 6050a, 6050b to each other. It will be apparent to the skilled person that, as alternative, one single connecting slat which connects the first and second devices 4000a, 4000b directly to each other can be provided. The first and second device 4000a, 4000b are positioned adjacently of each other and substantially mutually parallel. The first and second device 4000a, 4000b are situated at an intermediate distance Dt from each other, wherein the intermediate distance Dt is preferably selected such that it corresponds substantially with a track width of the vehicle to be brought to a standstill. The intermediate distance Dt also allows for creation of a safe passage between the first and second device 4000a, 4000b, for instance for passing pedestrians and / or cyclists. The connecting means 6050 is arranged at the position of the distal outer ends of the base of the first and second device 4000a, 4000b. In the shown embodiment the connecting means 6050 is also configured as a blocking means for co-rotating at least partially with the at least one tyre of the vehicle together with the elongate base of the first device 4000a and / or the second device 4000b when at least several of the number of engaging elements of the first and / or second device 4000a, 4000b engage thereon. While co-rotating, the connecting means 6050 will engage on parts of the vehicle situated in the vicinity of the at least one tyre, preferably between two front tyres of the vehicle, whereby continued free movement of the at least one tyre, preferably of the two front tyres, is blocked. The connections between the connecting means 6050 and the devices 4000a, 4000b and the connections between the different components 6050a, 6050b, 6050c are brought about by means of locking elements 6160. These locking element 6160 are similar to the locking element 3160 as shown in Figure 3. The shown locking elements 3160, 6160 allow for manual operation and emphasize the modularity of the assembly 6000 and the devices forming part thereof. The manual operation makes it possible to disassemble the assembly 6000 at least partially in rapid and simple manner, for instance in order to provide safe passage to priority vehicles if necessary. The connecting means 6050 is preferably manufactured from metal or a metal alloy such as steel or aluminium.

[0090] Figures 7 A, 7B and 7C each show a schematic view of a further preferred embodiment of an assembly 7000 for bringing a vehicle to a standstill. The assembly 7000 corresponds with the assembly 6000, with the addition that devices 4000a’ and 4000a’ ’ are provided on either side of device 4000a and that devices 4000b’ and 4000b” are provided on either side of device 4000b. Devices 4000a’ and 4000a” are each attached by means of a locking element 6160 to first connecting slat 6050a, and devices 4000b’ and 4000b’ ’ are each attached to second connecting slat 6050b by means of a locking element 6160. In order to avoid unnecessary repetition, reference is made to the description with Figure 6 for the description of the remaining elements.

[0091] Figures 8A, 8B and 8C each show a schematic view of a further preferred embodiment of an assembly 8000 for bringing a vehicle to a standstill. The assembly 8000 corresponds with the assembly 7000, with the addition that devices 4000a, 4000a’, 4000a”, 4000b, 4000b’ and 4000b” are provided with cover elements 5900 and shielding elements 5930 as shown in Figure 5 and as described in combination with the embodiment of Figure 5. Only some of the cover elements 5900 and shielding elements 5930 were designated. In order to avoid unnecessary repetition, reference is made to the description of the corresponding elements in Figures 4, 5, 6, 7 A, 7B and 7C for the description of figures 8A, 8B and 8C.

[0092] Figure 9 shows a schematic perspective view of a third preferred embodiment of an assembly 9000 for bringing a vehicle to a standstill. The assembly 9000 corresponds with the assembly 8000, with the addition that signalisation element 9850 is arranged on the three devices 4000a, 4000a’, 4000a” and that a signalisation element 9850 is arranged on the three devices 4000b, 4000b’ and 4000b”. Each of the shown signalisation devices consists of a number of edges 9851, for instance four, and a cloth or tarpaulin 9852 which supports on the edges 9851 and / or is tensioned round the edges 9851. The edges 9851 are mounted on one or more bases of the devices, such that the attachment releases when the signalisation elements 9850 are hit by a vehicle. The edges 9851 are preferably connected to the respective base(s) in magnetic manner.

[0093] The skilled person will appreciate that the invention is not limited to the above described embodiments and that many modifications and variants are possible within the scope of the invention, which is defined solely by the following claims.

Claims

Claims1. A device for bringing a vehicle to a standstill, the device comprising a substantially flat, elongate base with a length L which extends between a proximal outer end and distal outer end in a longitudinal direction corresponding with a direction of travel of the vehicle, and a width B in a width direction which is substantially perpendicular to the longitudinal direction, wherein the length L is greater than the width B, wherein a number of engaging elements, which are configured to engage on at least one tyre of the vehicle, is arranged on the base close to the proximal outer end, and wherein the elongate base is given a bendable form to such an extent that the elongate base co-rotates at least partially with the at least one tyre of the vehicle when at least several of the number of engaging elements engage thereon, whereby continued free movement of the at least one tyre is impeded.

2. The device according to claim 1, further comprising at least one blocking means which is arranged close to the distal outer end of the base and is configured to co-rotate at least partially with the at least one tyre of the vehicle together with the elongate base when at least several of the number of engaging elements engage thereon, and to engage, while co-rotating, on parts of the vehicle situated in the vicinity of the at least one tyre, whereby continued free movement of the at least one tyre is blocked.

3. The device according to any one of the preceding claims, wherein the engaging elements are penetrating elements which are configured to penetrate at least partially into the at least one tyre of the vehicle.

4. The device according to any one of the preceding claims, wherein the number of engaging elements comprises at least a first row of engaging elements which extends substantially in the width direction.

5. The device according to the preceding claim, wherein the number of engaging elements comprises at least a second row of engaging elements which extends substantially in the width direction and is situated between the first row of engaging elements and the distal outer end.

6. The device according to the preceding claim, wherein the first row of engaging elements comprises more engaging elements than the second row of engaging elements.

7. The device according to any one of the preceding claims 5-6, wherein the first row of engaging elements extends further in the width direction than the second row of engaging elements.

8. The device according to any one of the preceding claims, wherein the base, as seen in the longitudinal direction, comprises a number of successive zones, including at least a first zone and a second zone, wherein the number of engaging elements is arranged at least partially in the first zone, wherein the device has a first weight in the first zone and the device has a second weight in the second zone, wherein the first weight is lower than the second weight.

9. The device according to the preceding claim, wherein the first zone comprises a first number of engaging elements and the second zone comprises a second number of engaging elements, wherein a minimum distance between engaging elements of the first number of engaging elements is defined as first inter-element distance, wherein a minimum distance between engaging elements of the second number of engaging elements is defined as second inter-element distance, and wherein a minimum distance between an engaging element of the first number of engaging elements and an engaging element of the second number of engaging elements is defined as first inter-number distance, wherein the first inter-number distance is greater than the first inter-element distance and is greater than the second inter-element distance.

10. The device according to claim 8 or 9, wherein the first zone comprises at least one first recess which defines a first recess area, wherein the second zone comprises at least one second recess which defines a second recess area, and wherein the first recess area is greater than the second recess area.

11. The device according to claim 9 or 10, wherein the first number of engaging elements comprises at least a first row of first engaging elements which extends substantially in the width direction.

12. The device according to the preceding claim, wherein the first number of engaging elements comprises at least a second row of first engaging elements which extends substantially in the width direction and is situated between the first row of first engaging elements and the second zone.

13. The device according to the preceding claim, wherein the first row of first engaging elements comprises more engaging elements than the second row of first engaging elements.

14. The device according to any one of the preceding claims 12-13, wherein the first row of first engaging elements extends further in the width direction than the second row of first engaging elements.

15. The device according to any one of the preceding claims 9-14, wherein the second number of engaging elements comprises at least a first row of second engaging elements which extends substantially in the width direction.

16. The device according to the preceding claim, wherein the second number of engaging elements comprises at least a second row of second engaging elements which extends substantially in the width direction and wherein the first row of second engaging elements is situated between the second row of second engaging elements and the first zone.

17. The device according to the preceding claim, wherein the first row of second engaging elements comprises more engaging elements than the second row of second engaging elements.

18. The device according to any one of the preceding claims 15-17, wherein the first row of second engaging elements extends further in the width direction than the second row of second engaging elements.

19. The device according to any one of the preceding claims, wherein the base comprises at least one bending-enhancing element which is configured to enhance bending of the base in at least one width line.

20. The device according to any one of the preceding claims 9-18 and claim 19, wherein the at least one bending-enhancing element is situated in the first zone and / or the second zone of the base.

21. The device according to any one of the preceding claims 19 or 20, wherein the at least one bending-enhancing element comprises one or more indentations arranged on the at least one width line.

22. The device according to any one of the preceding claims, wherein the length L is between 50 cm and 190 cm, preferably between 70 cm and 170 cm, more preferably between 90 cm and 150 cm, and most preferably between 110 cm and 130 cm.

23. The device according to any one of the preceding claims, wherein the width B is between 15 cm and 45 cm, preferably between 20 cm and 40 cm, and more preferably between 25 cm and 35 cm.

24. The device according to any one of the preceding claims, wherein the device has a height H in a height direction which is perpendicular to the longitudinal direction and width direction of the base, wherein the height H is between 5 cm and 15 cm, preferably between 7 cm and 13 cm, more preferably between 8 cm and 12 cm, and most preferably between 9 cm and 11 cm, such as about 10 cm.

25. The device according to any one of the preceding claims 2-24, wherein the at least one blocking means extends substantially in the width direction.

26. The device according to any one of the preceding claims 2-25, wherein the at least one blocking means extends substantially in the longitudinal direction.

27. The device according to any one of the preceding claims 2-26, wherein the at least one blocking means is situated substantially under the base.

28. The device according to any one of the preceding claims 2-27, wherein the at least one blocking means is situated substantially adjacently of the base.

29. The device according to any one of the preceding claims 2-28, wherein the at least one blocking means is situated in line with the base.

30. The device according to any one of the preceding claims, wherein the base is provided on a bottom thereof with tooth elements extending in a direction away from the base.

31. The device according to the preceding claim, wherein the tooth elements are shorter than the engaging elements in a direction perpendicular to the base.

32. The device according to any one of the preceding claims, wherein the base consists of metal, preferably steel.

33. The device according to any one of the preceding claims, wherein the engaging elements are covered on an upper side thereof by one or more cover elements, which comprise a plate which issubstantially flat and is preferably manufactured from metal, more preferably from aluminium, wherein this plate spans one or more engaging elements on the upper side thereof.

34. The device according to any one of the preceding claims, wherein the engaging elements are surrounded by one or more shielding elements extending from the base to a position on an upper side of the engaging elements, wherein the one or more shielding elements are manufactured from a flexible material, preferably from plastic.

35. An assembly for bringing a vehicle to a standstill, the assembly comprising at least a first and a second device according to any one of the preceding claims and a connecting means connecting the first and second device to each other, wherein the first and second device are positioned adjacently of each other and substantially mutually parallel.

36. The assembly according to the preceding claim, wherein the first and second device are situated at an intermediate distance from each other, wherein the intermediate distance corresponds substantially with a track width of the vehicle.

37. The assembly according to any one of the preceding claims 35-36, wherein the connecting means is arranged at the position of the distal outer ends of the base of the first and second device.

38. The assembly according to any one of the preceding claims 35-37, wherein the connecting means is substantially flat.

39. The assembly according to any one of the preceding claims 35-38, wherein the connecting means is a connecting slat which extends substantially along a direction perpendicular to the longitudinal direction of the first and / or the second device, preferably along the width direction of the first and / or the second device.

40. The assembly according to any one of the preceding claims 35-39, wherein the connecting means is further configured as a blocking means for co-rotating at least partially with the at least one tyre of the vehicle together with the elongate base of the first and / or second device when at least several of the number of engaging elements of the first and / or second device engage thereon, and to engage, while co-rotating, on parts of the vehicle situated in the vicinity of the at least one tyre, preferably between two front tyres of the vehicle, whereby continued free movement of the at least one tyre, preferably of the two front tyres, is blocked.

41. The assembly according to any one of the preceding claims 35-40, wherein one or more signalisation elements which extend upward and rise above the engaging elements are arranged on at least one of the first and the second device.

42. The assembly according to the preceding claim, wherein the one or more signalisation elements are formed substantially as a pyramid, preferably comprising four rigid edges and a tarpaulin.

Images