DE102017101589B3 - Loose vehicle immobilizer, vehicle immobilizer and method of braking a vehicle with the vehicle immobilizer - Google Patents

Abstract

The invention relates to a vehicle barrier (5) which can be used for braking a vehicle, for example in order to avoid an attack. The vehicle barrier (5) has a star-shaped cross-section with teeth (9, 10, 11) whose end regions are equipped with anchoring elements (25). If a vehicle bumps against such a vehicle lock (5), the anchoring elements (25) of a tooth (10) lying in the direction of movement of the vehicle engage with the floor (3). There is a pivoting or rolling movement of the vehicle lock (5) to such a support area. Another spike (11) comes due to the pivoting to the plant to an underside of the vehicle, which can lead to a lifting of the vehicle. With further braked movement of the vehicle, the vehicle lock (5) rolls under the vehicle between the vehicle and the ground (3).

Description

TECHNICAL FIELD OF THE INVENTION

Vehicle locks are placed on roads to decelerate a vehicle and protect an area that is located toward the trajectory of the vehicle behind the vehicle barrier. It is possible, for example, that a planned with a vehicle attempt to be prevented by means of a vehicle lock. But it is also possible that the vehicle lock is used to decelerate a vehicle when it inadvertently approaches a protected area, for example, as a result of a defect in the vehicle, a driver's driver error or as a result of a drowning driver, or avoided by the vehicle lock is that the vehicle comes off a lane. A vehicle lock of the type present here can be used to brake any vehicle (in particular a motor vehicle, a commercial vehicle, a passenger car, a bus, a work vehicle or a motorcycle).

STATE OF THE ART

It is known to connect vehicle barriers firmly to the ground (in particular a roadway), wherein the mechanical anchoring of the vehicle barrier in the ground and the strength of the vehicle barrier itself must be designed so that it can absorb the kinetic energy of an impacting vehicle. An anchoring of the vehicle barrier in the ground is not always possible or desired and requires an increased installation effort, which is undesirable especially when only temporarily to be erected vehicle locks. Also known are massive vehicle locks, in particular made of concrete, which are loosely placed on the ground. In the case of impact of a vehicle on such a vehicle barrier, the energy of the vehicle is absorbed by the movement of the massive vehicle barrier and the friction of the massive vehicle barrier upon displacement thereof from the roadway or the ground. Such massive vehicle barriers are expensive to manufacture. Furthermore, they have a large mass, so that a high mass is to be moved for a temporary installation of such a vehicle barrier, which is associated with high transport costs. Also, the handling of the massive vehicle lock at the site requires increased effort with appropriately sized transport facilities for the vehicle lock.

A disadvantage of said vehicle locks is that a recording of the energy of the vehicle via a relatively small plastic deformation of the anchored vehicle lock and the anchorage itself or over the very short path over which a massive vehicle lock is moved under friction with the ground, takes place, which the delays on the vehicle are very high and the impact of the vehicle on these vehicle barriers can be fatal to the driver.

US 2006/0 078 380 A1 discloses a portable vehicle barrier which is intended to lift the vehicle in the event of a collision of a vehicle and then to damage the underbody of the vehicle. The vehicle barrier here consists of a plurality of sheets which are arranged parallel to each other and parallel to a possible direction of an impact. In the arranged on the ground state of the vehicle barrier, the sheets have the geometry of an inverted "T", in which case the widths of the vertical leg of the T and the two transverse legs of the T increase linearly in the direction of the connection point of the vertical leg with the transverse legs. The sheets are connected to each other via connecting rods and held at a distance, wherein the connecting rods extend through bores of the vertical legs of the sheets. Before the impact, the undersides of the transverse legs of the sheets stand on the ground, while the vertical legs of the sheets extend upward. If a vehicle collides with the vehicle barrier, the impulse exerted on the vertical limbs of the metal sheets causes the vehicle barrier to be pivoted about 120 ° about the rear end region of the transverse limbs of the metal sheets until the vehicle barrier on the one hand coincides with the end region of the rear transverse leg in the direction of impact the sheets and on the other hand rests with the end portion of the vertical leg of the sheets on the ground. In this state, a pointed front end portion of the front transverse leg of the sheets extends upwardly, said tip portion can penetrate during pivoting and in the final position reached in the underbody of the vehicle. The design of the geometries and lengths of the legs of the sheets may in this case be dependent on the ground on which the vehicle barrier is to be set up. For example, it is proposed that the end portion of the rear transverse leg of the panels has a tip when the vehicle barrier is to be set up on asphalt, while for mounting the vehicle barrier on a sandy ground it is recommended to make the end portion of the rear transverse leg flattened. The vehicle lock can be equipped with warnings. Reliable achievement of the previously described end position without the risk of further pivoting of the vehicle lock is achieved by equipping the vertical leg of the sheets with a greater length than the length of the two transverse legs.

CH 203 717 A discloses a barrier rod which is to be used as a tank barrier, for war purposes or as a shore protection. The barrier rod consists of two straps. The carriers preferably have a T-profile with a thickened end region of the vertical leg of the T. The beams are angled centrally at an angle of 110 °, so that they have two angled arms. In the region of the bends, the carriers are welded together, wherein the two carriers are arranged such that the end portions of the four arms are in the region of the corners of an imaginary tetrahedron. The outer end portions of the arms may form a point or barbs.

WO 2011/062 479 A2 proposes to produce a excavation in a soil in which a frame can be firmly anchored below the surface of the soil. In the manner of a wheel is rotatably mounted relative to the frame a locking linkage, wherein the axis of rotation of the locking linkage is stationary and is arranged below the surface of the soil. The locking linkage has four evenly distributed over the circumference of the rotation axis of the locking rod equal length arms. In an initial position, an arm extends vertically upward from the surface of the ground, while a front arm and a rear arm are embedded in the ground parallel to the surface of the ground and the fourth arm extends vertically down into the ground. An impact of a vehicle on the vertically upwardly extending arm leads to the rotation of the locking linkage, whereby the front arm comes to rest against the underside of the vehicle and a lifting of the vehicle takes place. To also allow a vehicle to pass the barrier linkage, the vertically upwardly extending arm may be telescopable, namely retractable and extendable, via an actuator.

US 2010/0 290 833 A1 discloses a portable vehicle barrier in which a base plate lying on the floor is L-shaped welded to an upwardly extending front panel. The front panel serves to receive a shock from a vehicle. The free, front end portion of the base plate has first teeth that are to interact with the vehicle. On the side facing away from the base plate of the front plate wheels are arranged, via which a rolling of the vehicle barrier from one site to another site is possible. On the side facing away from the base plate, the vehicle barrier has on the underside second teeth for anchoring the vehicle barrier in the ground. When a vehicle encounters the vehicle barrier in the area of the front panel, the vehicle barrier pivots about the second teeth, so that the first teeth formed by the base plate interact with the underbody of the vehicle, thus raising the vehicle. After pivoting the vehicle lock by an angle of about 90 °, an end position of the vehicle lock is reached, which is predetermined by a support plate extending on the back of the front panel. Since the support plate engages with third teeth in the underbody, the vehicle lock should reliably stop further forward movement of the vehicle.

OBJECT OF THE INVENTION

• - der Masse,
• - der Herstellkosten,
• - der Transporteigenschaften,
• - des einfachen Auf- und Abbauens und/oder
• - der kinematischen Verhältnisse beim Abbremsen des Fahrzeugs

verbessert ist.The present invention has for its object to propose a new method for braking a vehicle, a new vehicle lock and a new vehicle locking device, which or which in particular with regard to

• - the crowd,
• - the manufacturing costs,
• - the transport characteristics,
• - easy assembly and disassembly and / or
• - The kinematic conditions when braking the vehicle

is improved.

SOLUTION

The object of the invention is achieved with the features of the independent claims. Further preferred embodiments according to the invention can be found in the dependent claims.

DESCRIPTION OF THE INVENTION

In the following description of the invention is denoted by a longitudinal axis of the vehicle barrier, the main extension direction thereof. For a frontal impact of a vehicle on the vehicle barrier, the longitudinal axis is oriented transversely to the movement path of the vehicle. A longitudinal center axis of the vehicle barrier is oriented parallel to this longitudinal axis and extends through the centers or centers of gravity of the cross sections of the vehicle barrier. A transverse axis is oriented transversely to the longitudinal central axis and extends through the longitudinal central axis.

The invention proposes a method for braking a vehicle, in which initially the vehicle-locking device according to the invention described later is arranged in a possible movement path of a vehicle. For example, the vehicle barrier can be arranged on a road transversely to the direction of travel on the road. But it is also quite possible that the vehicle barrier obliquely to the road, in a side area of the Roadway, on a sidewalk or a place u. Ä. Is arranged. The deceleration of the vehicle is then initiated by the fact that the vehicle (preferably with its front side) comes to rest against the vehicle lock. Preferably, the vehicle bounces on the vehicle lock. While before the impact or contact, the vehicle lock was loosely on the floor, so that jags of the vehicle lock were pressed to the ground only due to the weight of the vehicle lock, it comes to an increased pressing as a result of the impact or contact of the vehicle with the vehicle lock at least one prong of the vehicle lock to the floor of the vehicle. This pressing can take place at a fixed Abstützort. It is also quite possible, however, for the point to be pressed against the roadway in a certain support area, whereby a support location in a support area can also change, with which, for example, the point glides along the ground or even integrates or "penetrates" it in a form-fitting manner. , In addition to the enhancement of the pressure of the spike to the ground and any plastic deformation of the vehicle, the impact or contact of the vehicle with the vehicle barrier beyond the method of the invention has the effect that the vehicle lock pivots about the support area, wherein the pivot axis parallel to Longitudinal axis of the vehicle lock is oriented. For a frontal vehicle impacting on the vehicle, this means that the pivot axis is oriented transversely to the movement path of the vehicle. Finally, in the method according to the invention as a consequence of the above-described pivoting of the vehicle barrier, a jag is then applied to an underside of the vehicle. As a result, between the vehicle and the ground, the vehicle barrier is arranged in the power flow, with one point being supported on the ground in the support area, while another point is supported on the underside of the vehicle.

It is possible that a deceleration of the vehicle already takes place as a result of the "jamming" of the vehicle lock between the underside of the vehicle and the ground, with it is quite possible that slipped under great friction of the supported on the ground spikes along the road or even this durchfurcht and / or the serration is rubbed or furrowed along the underside of the vehicle. For a further embodiment of the invention, however, leads to a further pivoting of the vehicle lock, which is "trapped" between the underside of the vehicle and the roadway, for lifting the vehicle. This lifting can be used for different possible effects: on the one hand, with the lifting of the vehicle, the kinetic energy of the vehicle is partially consumed, so that the lifting of the vehicle can contribute to the braking of the same. It is also possible that on the lifting of the vehicle, a relief of the driven and / or steered wheels of the vehicle takes place, so that intervention options of the driver on the further movement are at least reduced. It is also possible that is set by the possibly very fast lifting of the vehicle with the driver's cab and a driver in the event of an attack out of action. In the context of the invention, the lifting of the vehicle may consist in a real lifting thereof, for which at least one axle of the vehicle at least temporarily loses contact with the roadway. But raising the vehicle can only lead to a partial relief of an axle.

In a further embodiment of the method according to the invention this does not end with the lifting of the vehicle. On the contrary, with further successive pivoting of the vehicle barrier, a plurality of prongs distributed over the circumference successively come to bear against an underside of the vehicle, while successive prongs are pressed against the bottom of the vehicle in a support region. With such a successive further pivoting the vehicle lock performs a kind of rolling motion between the road and the vehicle, in which the pegs repeatedly come into interaction with both the underside of the vehicle and the road surface of the vehicle and under certain circumstances also a successive lifting and Lowering the vehicle comes, which can be a recording of the kinetic energy of the vehicle.

For a further proposal of the invention, lifting the vehicle causes a driven axle of the vehicle to be relieved. This is particularly advantageous in the case of an attack, since in this state, a further drive of the vehicle for breaking a barrier formed with the vehicle barrier is no longer possible. In the event that, as explained above, a repeated successive pivoting of the vehicle lock takes place, the vehicle lock can also roll back relative to the vehicle between the underside of the vehicle and the road so far that a lifting of a possibly driven rear axle of the vehicle can take place ,

The object underlying the invention is achieved by a vehicle barrier, which can also be used to carry out a method of the type explained above. The vehicle barrier has a star-shaped cross-section, which may have, for example, three, four, five or more teeth. While basically is possible that a star-shaped cross-section also has unevenly distributed teeth, preferably the prongs of the star-shaped cross section are distributed uniformly in the circumferential direction about the longitudinal central axis. They are equipped with the same cross-sections and extensions in the transverse direction between the longitudinal central axis and the outer end regions. Such a star-shaped cross section extends for the vehicle lock according to the invention over a certain extent in the longitudinal direction, which is preferably at least 50%, 70% or 80%. For a preferred embodiment, the star-shaped cross section extends over the entire extent of the vehicle barrier in the longitudinal direction.

In the context of the invention, serrations of the star-shaped cross-section form supporting elements, via which, as explained above, when the vehicle is being decelerated, the vehicle barrier can be pressed against the ground and supported on the underside of the vehicle.

Furthermore, the vehicle barrier according to the invention has toothed plates which extend parallel to a longitudinal center axis and with which the teeth of the star-shaped cross-sections are delimited. It is possible that an interior of a hollow sheet metal construction is limited by this Zackenbleche. The serrated plates may serve as a bearing surface for the impact of the vehicle on the vehicle barrier, serve to transmit a triggering moment of the vehicle lock, and provide (at least in part) the required strength to press the vehicle-locking spike against the ground and / or support it of the serration to ensure a bottom of the vehicle and a lifting of the vehicle.

In principle, it is possible that the vehicle barrier is made of any solid or hollow material. For a further proposal of the invention, the vehicle barrier is a metallic hollow sheet metal construction. The sheet metal construction can be welded, riveted and / or screwed. Compared to a solid vehicle barrier made of concrete, such a metallic hollow sheet metal construction is characterized by reduced manufacturing costs and / or a reduced weight, whereby the handling, transport and installation and dismantling of the vehicle barrier can be simplified.

It is possible that the metallic hollow sheet metal construction has a continuous interior. It is also possible that stiffeners extend in this interior. For a particular embodiment of the invention, the metallic hollow sheet metal construction is stiffened with stiffening plates, which may for example extend transversely to the longitudinal center axis of the vehicle barrier and can divide an interior of the sheet metal construction into individual chambers.

Basically, these serrated plates can have any geometry in a cross section. It is possible that the serrated plates are formed in a straight line in cross section. However, the serrated plates can also be curved or angled. Preferably, the serrated plates are curved or angled in such a way that widened by these limited teeth in the direction of the longitudinal central axis. For a vehicle lock according to the invention, the serrated plates are bent or angled in cross-section with a turning point or back and forth. On the type of bending or bending can also affect the balance of power in the impact of the vehicle on the vehicle lock and / or during the "rolling" of the vehicle lock between the bottom of the vehicle and the ground done. Thus, for example, during a sliding of the front side or a bumper of the vehicle along the serrated plates in the region of an angling or corner of the serrated plates a targeted impact on the vehicle lock can be exercised, which under certain circumstances, the initiation of pivoting or rolling the vehicle lock can be done , It is also possible that, first, the serrated plates have a relatively low inclination when the teeth are standing on the road surface, with which the vehicle initially interacts with the vehicle interlock without great impact when it comes into contact with such a slightly inclined portion of the serrated plate. If an additional portion of the serrated plate is angled at a larger angle, the force exerted on the vehicle in the vertical direction increases. If, on the other hand, a subarea that is less angled then follows again, the vehicle may hit with a collision in this subarea or a guided force impulse may occur, whereby the pivoting and the rolling movement of the vehicle immobilizer can be initiated in a targeted manner.

In the event that prongs are formed on the one hand with a serrated plate of the type described above and on the other hand with a stiffening plate, a connection of the stiffening plate can be done with the serrated plate in any known manner. To name only a non-limiting example, the serrated plate may be welded to an end face of an internal stiffening sheet. For a proposal of the invention, the serrated plate has a slot. In this case, an end portion of a stiffening sheet may extend into or even pass through the slot, thus providing a Type positive connection between serrated plate and stiffening plate is brought about. It is possible that then takes place a welding of the stiffening plate in the slot of the serrated plate.

For a further proposal of the invention, the vehicle barrier can be produced with an increased DC component of the sheets used. It is possible for this purpose that different teeth are formed with identical stiffening sheet segments and / or identical Zackenblechen. Alternatively or cumulatively, it is possible that a spike is formed and bounded on both sides with serrated metal sheets that are identical in construction.

In a further embodiment of the invention have end portions of the teeth, which are arranged outside in the direction of the transverse axis, anchoring elements. The anchoring elements are provided so that the vehicle barrier via these positive and / or frictional engagement with the ground and / or positive and / or frictionally can interact with the underside of the vehicle. It is possible here that the anchoring elements are integrally formed by a further component, in particular a serrated plate. It is also quite possible that these are formed separately from the other components and screwed, for example, to serrated or stiffening plates or otherwise connected to these. This may be advantageous, for example, if non-hardened stiffening sheets and / or serrated sheets are to be used, while the anchoring elements are hardened.

There are many possibilities for ensuring the positive and / or frictional interaction of the anchoring elements. Thus, for example, it is possible that the anchoring elements have a coating (for example made of rubber), via which a particularly good frictional engagement with the roadway or the underside is brought about. It is also possible that the anchoring elements are designed as a hook, tooth or claw, so that they engage in the bottom and / or the underside of the vehicle and hereby "claw", so that a good support can take place.

It is entirely possible that the anchoring elements have a targeted orientation, which is optimized for the frictional and / or positive interaction with the floor and / or the underside of the vehicle. For example, a tooth can be set in relation to the transverse axis so that it rises with its tip on the ground at a desired angle. For a further embodiment according to the invention, an anchoring element has a pair of differently oriented hooks, teeth or claws. In this case, for example, two teeth of a pair are angled relative to the transverse axis in different directions at the same angle. Such an embodiment may have the advantage that when setting up the vehicle lock is not to pay attention to what sense of direction of the longitudinal center axis, the vehicle lock is placed on the ground, since for the different Aufstellrichtungen one tooth of the pair of teeth of the anchoring element come into effect can. Here, the pairs of teeth may be arranged at the same longitudinal extent (which may then be formed by different serrations of the same tooth) or also arranged one behind the other in the direction of the longitudinal extent (which may then be formed by the same serrated plate).

Quite possible within the scope of the invention is that anchoring elements extend over the entire longitudinal extent of the end regions of the teeth. For another proposal of the invention, however, anchoring elements are arranged only in at least one longitudinal section of the end regions of the serrations. To make only a non-limiting example, the longitudinal sections in which the anchoring elements are arranged, in both end regions of a prong (here end region relative to the longitudinal axis) may be arranged. This may be advantageous if the vehicle barrier is also to be suitable to be placed on a roadway whose surface is slightly convex in a direction transverse to the direction of travel. In this case, the vehicle barrier rests with the outer end regions of the tines with the anchoring elements in the associated longitudinal sections on the roadway, while between these longitudinal sections and in the middle there is no getting up of the vehicle barrier on the roadway.

It is entirely possible that only a braking of the vehicle should be carried out with the vehicle lock according to the invention, while in principle there is no change in the direction of movement of the vehicle. For a proposal of the invention, however, the vehicle barrier is designed so that the vehicle barrier is rotated in central impact of a vehicle on this about a vertical axis, which then a change in the direction of movement of the vehicle can be brought about.

An automatic rotation of the vehicle barrier about the vertical axis in the event of a central impact of the vehicle can be brought about in any desired manner. Thus, for example, the eccentric arrangement of a center of gravity of the vehicle barrier and the design of the area moment of inertia may be responsible for such a rotation. Alternatively or cumulatively possible, that forces which act between the anchoring elements and the floor and / or the bottom of the vehicle, are designed specifically so that they exert a moment about the vertical axis on the vehicle lock. It is possible, for example, that the anchoring elements do not act symmetrically to the longitudinal center of the vehicle lock on this. It is thus possible, for example, that longitudinal sections, in which prongs are arranged, are not arranged symmetrically to the longitudinal center or are of different lengths with a different number of anchoring elements. It is also possible that the anchoring elements generate unbalanced frictional forces. Alternatively or cumulatively, it is possible that the anchoring elements have different lever arms with respect to a longitudinal center of the vehicle barrier, from which then results the rotation about the vertical axis inducing moment.

For the dimensioning of the vehicle barrier and prongs of the same preferably a strength is chosen such that the prongs can carry the weight of a vehicle (and the dynamic forces of the impacting vehicle), which then the lifting of the vehicle can be ensured.

In order to bring about a lifting of the vehicle for at least a partial pivoting angle of the vehicle lock, for such partial pivoting angles, the height of a lying end region of a tooth must be higher than the height of the underside of the vehicle above the roadway. This can be ensured if the outer end regions (as viewed in the transverse direction) have a distance, which is greater than the distance of the underside of the vehicle from the roadway, from serrations extending on opposite sides.

The invention also proposes that for up on the floor, in particular the roadway mounted vehicle barrier, which then stands up with two teeth on the road, an upper teeth forms a contact surface. This contact surface is arranged at the height of the transition of the underside of the vehicle to the front side of the vehicle or at the height of a bumper of the vehicle. For this pivotal orientation of the vehicle barrier said contact surface in the horizontal direction is freely accessible, so not covered by another spike. In this way it can be ensured that with the impact of the vehicle on the vehicle barrier, the front side or bumper of the vehicle impacts the contact surface and the method according to the invention for braking the vehicle can be traversed.

In principle, the outer surface of the vehicle barrier can be closed or also have any openings, for example to bring about a reduction in weight. For a particular proposal of the invention, the vehicle barrier on at least one transport recess, via which, for example, a backup of the vehicle lock on a transport vehicle and / or lifting the vehicle lock can be done u. ä. Preferably, through holes are provided in the teeth of the vehicle lock, the size of each of which allows entry of a tine of a fork of a forklift and whose distance corresponds to the distance of the tines of a fork of a forklift. Thus, for the transport of the vehicle lock and the alignment of the same a forklift can be used, the fork engages in said transport recesses. Lifting the fork of the forklift can be done raising the vehicle lock and in this raised state, a transport of the vehicle lock. It is possible that each spike of the vehicle lock has a pair of such transport recesses, so that a lifting of the vehicle lock is possible regardless of which points the vehicle lock on the road or a transport vehicle.

• - Möglich ist, dass die Fahrzeugsperre eine Längserstreckung aufweist, die kleiner ist als 300 cm (vorzugsweise kleiner ist als 250 cm, 220 cm oder 200 cm). Eine derartige Längserstreckung hat sich als vorteilhaft herausgestellt, da hiermit übliche Fahrbahnen gut abgedeckt werden können. Andererseits kann eine Fahrzeugsperre mit einer derartigen Längserstreckung noch gut auf einem LKW transportiert werden.
• - Die Zacken der Fahrzeugsperre können von der Längsmittelachse eine Erstreckung in Richtung der Querachse von 50 cm bis 100 cm (vorzugsweise 60 cm bis 90 cm oder 70 cm bis 85 cm) aufweisen. Eine derartige Erstreckung hat sich als vorteilhaft dahingehend erwiesen, dass mit einer derartigen Erstreckung der Zacken die Fahrzeugsperre geeignet ist, ein Abbremsen von Fahrzeugen unterschiedlicher Baugrößen zu gewährleisten, wobei eine Quererstreckung innerhalb der genannten Bereiche auch dazu beiträgt, dass sich die angestrebte Verschwenkung oder Rollbewegung der Fahrzeugsperre ergibt.
• - Möglich ist, dass für die Fahrzeugsperre metallische Bleche eingesetzt werden können, deren Dicke weniger als 14 mm (vorzugsweise weniger als 13 mm, weniger als 12 mm oder weniger als 10 mm) aufweisen. Derartige Blechstärken haben sich als guter Kompromiss hinsichtlich der Gewährleistung der Festigkeit einerseits und der Gewährleistung eines geringen Gewichts andererseits herausgestellt.
• - Möglich ist, dass die Fahrzeugsperre ein Gewicht pro Länge von weniger als 4,5 kg pro cm (beispielsweise weniger als 4,3 kg/cm oder 4,0 kg/cm oder 3,5 kg/cm) aufweist, womit die Fahrzeugsperre ein Gewicht pro Länge aufweist, welches deutlich kleiner ist als das Gewicht pro Länge einer massiven Fahrzeugsperre aus Beton, woraus eine verbesserte Handhabbarkeit der Fahrzeugsperre resultiert.

There are many possibilities for dimensioning the vehicle barrier. For a particular embodiment, alternatively or cumulatively, the following dimensions can be used:

• - It is possible that the vehicle barrier has a longitudinal extent which is less than 300 cm (preferably less than 250 cm, 220 cm or 200 cm). Such a longitudinal extent has been found to be advantageous since this standard roadways can be well covered. On the other hand, a vehicle barrier with such a longitudinal extent can still be transported well on a truck.
• - The teeth of the vehicle barrier may have from the longitudinal central axis an extension in the direction of the transverse axis of 50 cm to 100 cm (preferably 60 cm to 90 cm or 70 cm to 85 cm). Such extension has proved to be advantageous in that with such an extension of the teeth, the vehicle barrier is suitable to ensure braking of vehicles of different sizes, with a transverse extent within said areas also contributes to the desired pivoting or rolling movement of the Vehicle lock results.
• - It is possible that for the vehicle barrier metal sheets can be used, whose thickness is less than 14 mm (preferably less than 13 mm, less than 12 mm or less than 10 mm). Such sheet thicknesses have proven to be a good compromise in terms of ensuring strength on the one hand and ensuring low weight on the other hand.
• - It is possible that the vehicle lock has a weight per length of less than 4.5 kg per cm (for example, less than 4.3 kg / cm or 4.0 kg / cm or 3.5 kg / cm), which means the vehicle lock has a weight per length, which is significantly smaller than the weight per length of a solid concrete vehicle barrier, resulting in improved handling of the vehicle lock.

For a further solution of the object underlying the invention, at least two vehicle barriers of the type explained above are used in a vehicle locking device. In this case, the vehicle locks are connected to each other via a coupling element in the erected state. This configuration allows the individual vehicle barriers to be made with a relatively small longitudinal extent, so that they can be easily transported and easy handling is possible. By means of the coupling element, however, the vehicle barriers can then be connected to form a rigid unit or, for example, can be connected to one another in an articulated manner via the coupling element. The design of the coupling element is arbitrary, provided that the coupling element is detachably connectable to the vehicle locks and has a strength which is sufficient for the forces acting on the vehicle locks in the event of a collision of the vehicle. To mention only a non-limiting example, the vehicle locks may have a recess in the region of at least one end face or have a recess extending in the direction of the longitudinal center axis into which a coupling rod coupling the vehicle locks can be inserted.

Advantageous developments of the invention will become apparent from the claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the description are merely exemplary and can take effect alternatively or cumulatively, without the advantages having to be achieved by embodiments according to the invention. Without thereby altering the subject matter of the appended claims, as regards the disclosure of the original application documents and the patent, further features can be found in the drawings, in particular the illustrated geometries and the relative dimensions of several components and their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different claims is also possible deviating from the chosen relationships of the claims and is hereby stimulated. This also applies to those features which are shown in separate drawings or are mentioned in their description. These features can also be combined with features of different claims. Likewise, in the claims listed features for further embodiments of the invention can be omitted.

The features mentioned in the patent claims and the description are to be understood in terms of their number that exactly this number or a greater number than the said number is present, without requiring an explicit use of the adverb "at least". So if, for example, a spike or a tooth is mentioned, it should be understood that there is exactly one spike or tooth, two prongs or teeth or more prongs or teeth. These features may be supplemented by other features or be the only characteristics that make up the product in question.

The reference numerals contained in the claims do not limit the scope of the objects protected by the claims. They are for the sole purpose of making the claims easier to understand.

list of figures

• 1 zeigt eine Fahrzeugsperre in einer räumlichen Darstellung.
• 2 zeigt die Fahrzeugsperre gemäße 1 in einer Explosionsdarstellung.
• 3 zeigt eine Ansicht der Fahrzeugsperre gemäß 1 und 2 bei Blickrichtung in Richtung einer Längsachse der Fahrzeugsperre.
• 4 zeigt ein Versteifungsblechsegment der Fahrzeugsperre gemäß 1 bis 3 in einer Draufsicht.
• 5 zeigt ein Zackenblech der Fahrzeugsperre gemäß 1 bis 3 in einer räumlichen Darstellung.
• 6 zeigt das Zackenblech gemäß 5 in eine Seitenansicht.
• 7 zeigt in einer räumlichen Darstellung ein Detail eines Zackens einer Fahrzeugsperre mit endseitigen, in Längsabschnitten angeordneten Verankerungselementen.
• 8 zeigt eine mit zwei Fahrzeugsperren gebildete Fahrzeugsperreinrichtung in räumlicher Darstellung.
• 9 zeigt eine Fahrzeugsperre in räumlicher Darstellung mit unterschiedlicher Zahl von Verankerungselementen in den beiden außenliegenden Längsabschnitten.
• 10 bis 23 zeigen unterschiedliche Schritte eines Verfahrens zum Abbremsen eines Fahrzeugs mittels einer Fahrzeugsperre.
• 24 bis 26 zeigen Prinzipskizzen möglicher alternativer Ausgestaltungen eines Querschnitts einer sternförmigen Fahrzeugsperre.

In the following the invention will be further explained and described with reference to preferred embodiments shown in the figures.

• 1 shows a vehicle lock in a spatial representation.
• 2 shows the vehicle lock appropriate 1 in an exploded view.
• 3 shows a view of the vehicle lock according to 1 and 2 when looking in the direction of a longitudinal axis of the vehicle barrier.
• 4 shows a stiffening sheet segment of the vehicle lock according to 1 to 3 in a top view.
• 5 shows a serrated plate of the vehicle lock according to 1 to 3 in a spatial representation.
• 6 shows the serrated plate according to 5 in a side view.
• 7 shows in a spatial representation of a detail of a tooth of a vehicle barrier with end, arranged in longitudinal sections anchoring elements.
• 8th shows a vehicle locking device formed with two vehicle locks in a spatial representation.
• 9 shows a vehicle barrier in a spatial representation with different numbers of anchoring elements in the two outer longitudinal sections.
• 10 to 23 show different steps of a method for braking a vehicle by means of a vehicle lock.
• 24 to 26 show schematic diagrams of possible alternative embodiments of a cross section of a star-shaped vehicle lock.

DESCRIPTION OF THE FIGURES

In the figures, the same reference numbers are sometimes used for components which correspond or resemble each other in terms of their design and / or effect, these components then being partially distinguished by supplementary letters a, b, c. In the description, reference will also be made in part to components without the addition of a plurality of such components in the drawings used a distinctive letter a, b, ..., so that the relevant description can also apply to all such components.

In the figures, 1 denotes a longitudinal axis or longitudinal direction, while 2 denotes a longitudinal central axis. A transverse direction extends from the longitudinal central axis 2 to the outside and transversely thereto.

1 shows one on a floor 3 , in particular a roadway 4 , standing vehicle lock 5 , The vehicle lock 5 has a star-shaped cross section, which extends over a longitudinal extent 6 , here the entire longitudinal extent of the vehicle barrier, extends.

The vehicle lock 5 is with pairs of serrated sheets 7 . 8th educated. The three pairs of serrated sheets 7 . 8th limit spikes 9 . 10 . 11 , here also over the entire longitudinal extent 6 extend. The serrated plates 7 . 8th extend parallel to the longitudinal central axis 2 ,

Inside the serrated plates 7 . 8th are stiffening plates 12a, 12b, 12c, 12d arranged (see. 2 ). The stiffening sheets 12 extend transversely to the longitudinal central axis 2 , The stiffening sheets 12 are even over the longitudinal extent 6 distributed, wherein the stiffening sheets 12a, 12d, seen in the direction of the longitudinal central axis 2 , are arranged in the front and rear end portion, so that these front sides of the vehicle lock 5 form. But it is also possible a non-uniform distribution of the stiffening plates 12 over the longitudinal extension 6 , For the illustrated embodiment are the teeth plates 7 . 8th in the direction of the longitudinal central axis 2 slightly above the end-side stiffening plates 12a, 12d over.

For the illustrated embodiment, the stiffening plates 12 each with three equal stiffening sheet segments 13 . 14 . 15 trained (cf. 3 ). The vehicle lock 5 here consists of three identical, here welded together sub-segments 16a, 16b, 16c, which in each case by 120 ° in the circumferential direction about the longitudinal central axis 2 are arranged offset and welded together. Here are the sub-segments 16a, 16b, 16c with identical stiffening sheet segments 13 . 14 . 15 and identical pairs of Zackenblechen 7 . 8th formed, whereby the DC component of the sheets for the production of the vehicle barrier 5 is reduced.

In the transition area between the peaks 9 . 10 . 11 or the sub-segments 16a, 16b, 16c are in the region of the serrated plates 7a, 8c adjacent to the end faces of the vehicle barrier 5 each openings 17 . 18 present, through which a cavity or interior of the vehicle barrier 5 accessible to an operator.

Furthermore, the serrated plates have 7 . 8th each via pairs of transport recesses 19, 20. For the illustrated embodiment, the transport recesses are as fork slots 21 . 22 educated. The fork slots 21 . 22 a pair of serrated plates 7 . 8th are arranged in alignment with each other and are dimensioned and have a distance such that in this a fork of a forklift can be introduced, by means of which then a lifting, transport and / or orientation of the vehicle lock 5 as well as the loading and unloading of the vehicle lock 5 on or from a commercial vehicle on which the vehicle lock 5 is transported, can take place.

The spikes 9 . 10 . 11 preferably have one of the longitudinal center axis 2 in the transverse direction decreasing width or extent in the circumferential direction.

In transversely outboard end portions of the serrations 9 . 10 . 11 are in longitudinal sections 23, 24 anchoring elements 25 arranged here as teeth 26 are formed. For the illustrated embodiment, the end portions in the longitudinal sections 23 . 24 about couples 27 of anchoring elements 25 or teeth 26 , Here are the anchoring elements 25 a couple 27 in opposite directions to a transverse direction extending from the longitudinal center axis 2 through the outer end regions of the serrations 9 . 10 , 11 extends, angled. For the illustrated embodiment, five pairs each in the longitudinal sections 23, 24 27 of teeth 26 arranged.

4 shows a stiffening sheet segment 13 ( 14 . 15 ) in a plan view. The stiffening sheet segment 13 is symmetrical to a transverse axis 28 educated. In a rough approximation is the stiffening sheet segment 13 designed as an isosceles triangle. But here is the longitudinal central axis 2 facing base with at an angle 29 from 120 ° angled connecting edges 30 . 31 formed, in the area of which a stiffening sheet segment 13 with the adjacent stiffening sheet segments 14 . 15 connected, in particular welded. Between the connecting edges 30 . 31 is a circular segment-shaped cutout 32 with a circumferential angle 29 provided by 120 °. The cutouts 32 the stiffening sheet segments 13 . 14 . 15 complement each other to a then circular coupling opening 33 the stiffening sheets 12 , The other, equal sides of the roughly isosceles triangle have adjoining sections 34 to 37 which are rectilinearly formed in the first rough approximation. However, the sections have 34 and 36 over towards the dashed lines outwardly protruding end portions 38 . 39 that are not over the entire subarea 34 respectively. 36 extend. The subareas 34 . 36 are roughly oriented parallel to each other with an opening angle 40 opposite the transverse axis 28 in the range of 5 ° to 15 °, in particular 8 ° to 12 °. However, in the area of the subsection 35 the opening angle 41 as well as in the area of the subsection 37 the opening angle 42 between 20 ° and 40 °, in particular between 25 ° and 35 °. It is possible that the "corner" of the isosceles triangle, which is the longitudinal central axis 2 turned away, as shown flattened or rounded.

5 and 6 show a serrated sheet 7 ( 8th ). The serrated plates 7 . 8th have the stiffening plates 12 assigned, evenly in the direction of the longitudinal extent 6 arranged distributed, in the thickness direction through the serrated plates 7 . 8th through slots 43 . 44 , As in the side view according to 6 it can be seen, are the Zackenbleche 7 . 8th not flat, but angled into sections 45 to 49 , Here, the length and angle of the sections corresponds 46 . 47 . 48 . 49 the length and the bends of the sections 34 . 35 . 36 . 37 the stiffening sheet segments 13 ( 14 . 15 ) (but without the prominent, in 4 dashed separated end portions 38 . 39 ). Thus, the serrated plates 7 . 8th to one side of the stiffening sheet segments 13 . 14 . 15 be laid flush. The length and position of the slots 43, 44 corresponds to the length and position of the end portions 38 . 39 , wherein the width of the slots 43, 44 is slightly larger than the thickness of the stiffening sheet segments 13 . 14 . 15 , The end areas 38 . 39 the stiffening sheet segments 13 . 14 . 15 can thus into the slots 43 , 44 of the serrated sheets 7 . 8th enter and here with the Zackenblechen 7 . 8th be welded.

The outside area in the direction of the transverse axis 45 forms the anchoring elements 25, here the teeth 26 out. The anchoring elements 25 or teeth 26 are opposite the subarea 46 in the circumferential direction of the transverse axis 28 Angled away, wherein for the illustrated embodiment, an angle 50 of the subarea 45 relative to the portion 46 is in the range of 20 to 40 °. Is a jag 9 . 10 . 11 on the ground 3 on, are the teeth 26 not parallel to the ground 3 oriented, but so opposite the ground 3 hired that top of the teeth 26 with a sharp angle on the floor 3 gets up and gets on with the floor 3 clawed or forms an anchorage here.

In 5 it can be seen that that of the longitudinal central axis 2 facing edge of the serrated plates 7, 8 U-shaped cutouts 51 . 52 having, which with corresponding cutouts 51 . 52 to the openings 17 . 18 complete. In the area of the inner, the longitudinal central axis 2 facing edges are adjacent serrated sheets 7 . 8th with each other via a weld 53 welded together (see. 1 ).

In 7 it can be seen that the anchoring elements 25 , here's the teeth 26 , opposite a transverse axis 54 along which the teeth 9 . 10 . 11 extend, in both directions with an equal angle 55 . 56 are angled.

8th shows a vehicle locking device 57 , which is formed with two vehicle locks 5a, 5b. With coaxial arrangement of the longitudinal central axes 2 the two vehicle locks 5a, 5b extends through the coupling openings 33 a coupling element 58 , here a coupling rod 59 , The coupling rod 59 may have a transverse bore into which a user passes through the openings 17 . 18 can insert a safety pin, which is the coupling rod 59 opposite an exit from the coupling openings 33 the stiffening sheets 12 guaranteed. The coupling rod 59 can only by mutually facing, end-side stiffening plates 12a, 12d of the two vehicle locks 5a, 5b or by a plurality of stiffening plates 12a, 12b, ... each vehicle both barriers 5a, 5b extend.

For the in 1 illustrated embodiment were the longitudinal sections 23 . 24 in which the anchoring elements 25 are arranged the same length trained, with the same number of anchoring elements 25 in these and equal distances of the longitudinal sections 23 . 24 from a longitudinal center of the vehicle barrier. The anchoring elements dig into each other 25 in a collision of a vehicle in the ground 3 , basically practice the anchoring elements in the event of a central impact of a vehicle 25 the two longitudinal sections 23 . 24 approximately equal anchoring forces with the same lever arms with respect to the longitudinal center of the vehicle lock 5 on the vehicle lock 5 out, so it does not cause a twisting of the vehicle 5 comes around the vertical axis. 9 shows a modified embodiment in which the longitudinal sections 23 . 24 have a different length and in the longitudinal sections 23 . 24 a different number of anchoring elements 25 is arranged. This has the consequence that in the longitudinal sections 23 . 24 Even with central impact of a vehicle different sizes anchoring forces can be generated, which then with different lever arms with respect to a longitudinal center of the vehicle lock 5 Act. As a result, during a central impact of the vehicle on the vehicle lock 5 a moment regarding the longitudinal center on the vehicle barrier 5 is exercised, which can lead to the rotation of the vehicle lock 5 about the vertical axis, whereby a lateral deflection of the vehicle can be brought about. It is also possible that one of the longitudinal sections 23 . 24 to achieve such, promoting a rotation moment entirely eliminated, so that only in an off-center longitudinal section an anchoring force is achieved. The longitudinal sections 23 . 24 but can also be arbitrary along the outer edge of the teeth 9 . 10 . 11 be moved.

Sheets, by means of which the vehicle barrier 5 is formed, in particular the stiffening plates 12 and the serrated plates 7 . 8th , preferably have a thickness 60 of 12 mm or less.

An extension 61 the spikes 9 . 10 . 11 (ie the distance between the outer end portions of the serrations 9 . 10 . 11 from the longitudinal central axis 2 ) is preferably 50 to 100 cm.

10 to 23 show a method for braking a vehicle by means of a vehicle lock 5 :

According to 10 is a vehicle lock 5 on a floor 3 , here a vehicle train 4 , with two points 10 . 11 on. Here are the spikes 10 . 11 only with the dead weight of the vehicle lock 5 on the road 4 pressed. The vehicle lock 5 is in the trajectory of a vehicle 62 arranged so that the vehicle 62 with his front side 63 , in particular a bumper, or even a vehicle wheel on a contact surface 64 the vehicle lock 5 incident. For the illustrated embodiment, the contact surface 64 from the spike 11 , formed here the serrated plate 8c. In consequence of that on the vehicle 62 over the front side 63 on contact surface 64 applied impact force is the contact pressure of the tooth 10 to the ground 3 elevated. The support of the tooth 10 on the ground 3 takes place in a support area 65 which may be a local, unvarying support location or due to a slipping or furrowing movement of the vehicle barrier 5 in the direction of movement of the vehicle 62 can be changing abstützort.

As in 11 can be seen slides the front of the vehicle 62 along the tooth 11 , here along the serrated plate 8c upward, bringing it to a relief of a front axle 66 of the vehicle 62 and lifting the vehicle 62 comes. It is possible that the front page 63 of the vehicle 62 along the differently angled sections 46 . 47 , 48, 49 slides and even into the area of the toothed plate 7a of the tooth 9 slides (cf. 12 ). This increases the lever arm of the vehicle 62 on the vehicle lock 5 applied moments about a pivot axis 67 , which are parallel to the longitudinal central axis 2 is oriented. The anchoring elements 25 of the tooth 10 are in the ground 3 anchored or verkrallt or positively and / or frictionally connected. As a result of the vehicle 62 on the vehicle lock 5 applied force and the resulting moment about the pivot axis 67 it comes to the pivoting of the vehicle lock 5 , what with the spike 11 is raised ( 12 ). This may be the support area 65 do not change, so that the vehicle lock 5 around the support area 35 twisted. It is also possible that a shift of the end of the serration 10 results, whereby the pivoting in the support area 65 also a translational movement is superimposed. The vehicle 62 will, as also out 12 can be seen, further raised.

With further pivoting according to 13 the spike comes 11 , which at the beginning on the ground 3 has stood up, to rest on a bottom 68 of the vehicle 62 , This is the support of the vehicle 62 passed over the front side of the teeth plates to the support of the bottom 68 of the vehicle 62 at the outer end portion of the serration 11 and the anchoring elements 25 same ( 14 ). The spikes 9 . 10 . 11 Form during the preceding and following process steps support members 69a, 69b, 69c, over which the vehicle 62 on the ground 3 is supported.

With further pivoting of the vehicle lock 5 according to 15 is the vehicle lock 5 again over two spikes, now the spikes 9 . 10 , on the ground 3 supported while on the outer end portion of the serration 11 the bottom 68 supported by the vehicle.

As can be seen in the following figures, then takes place with sufficient kinetic energy of the vehicle 62 a further pivoting of the vehicle lock 5 , which successively from the teeth 9 . 10 . 11 formed support elements 69 on the ground 3 as well as the bottom 68 of the vehicle 62 come to the plant. Here, a successive raising and lowering of the vehicle can take place and the vehicle lock 5 "Rolls" between the braked further forward moving vehicle 62 and the floor 3 to the rear.

According to 21 to 23 can the vehicle lock 5 Under certain circumstances, roll back so far that the center of gravity of the vehicle 62 before the vehicle lock 5 located, bringing the vehicle 62 around the vehicle lock 5 tilts the vehicle 62 with the bottom 68 or front side 63 on the ground 3 hits and a rear axle 70 is raised, which in the case of a driven rear axle 70 no more driving force can exert more on the vehicle 62.

In the 10 ff. is the distance of the underside 68 of the vehicle 62 from the ground 3 with the reference number 71 characterized. On the other hand, the distance between adjacent end regions of serrations 9 . 10 . 11 in 3 with the reference number 72 characterized. Preferably, the distance 72 larger, for example more than 2.0 times as large (in particular more than 2.5 times as large or more than 3.0 times as large) as the distance 71 ,

For the illustrated embodiments, the cross section of the vehicle barrier 5 very close to a real star with three points. Without departing from the scope of the invention, the geometry of the cross section of the vehicle barrier 5 be designed differently as long as the star-shaped cross-section still with a central base radiating outwardly oriented support elements, support arms u. ä., which then form the "spikes". The 24 to 26 show very schematically alternative embodiments of a vehicle lock according to the invention 5 with a star-shaped cross-section. According to 24 extend from a central body in the transverse direction serrations with constant width or extent in the circumferential direction, while according to 25 the prongs are formed with arms and end thickenings. 26 shows an embodiment in which the teeth have a width or extent in the circumferential direction, which is transverse to the longitudinal central axis 2 increases to the outside. In these schematic drawings, any supplementary drawing details and the anchoring elements are not shown.

It is also possible that before the movement or pivoting of the vehicle lock 5 first a plastic deformation of the vehicle 62 he follows. For example, a truck may have a relatively soft stem made of plastic, aluminum or similar parts, without bearing here, solid or rigid components are present. This stem then becomes with the hitting the vehicle barrier 5 initially plastically deformed. Only when a load-bearing component or, for example, an axle body on the vehicle lock 5 impinges, the exercise of sufficiently large contact forces to the previously explained pivotal movement of the vehicle lock 5 bring about.

The end regions of the serrations 9 . 10 . 11 stand on the ground like that 3 on that here preferably no level results. It is also possible that not the front of the vehicle with the vehicle lock 5 interacts, but the vehicle with the tires rolling up the spikes, which then leads to the pivoting of the vehicle lock 5 can come.

Preferably, the vehicle lock 5 produced exclusively by welding of metal sheets without the use of other fastening methods. In this case, a spot welding can be used.

For an embodiment of the invention, the vehicle barrier weighs in a longitudinal extent 6 from 240 cm to 940 kg. It is also possible that a vehicle barrier a smaller longitudinal extent up to a longitudinal extent 6 of only 120 cm. Such smaller vehicle barriers may then also result in a wider vehicle locking device 57 with a plurality of such vehicle locks 5a, 5b, ... are interconnected.

For a common vehicle, the distance is 71 20 cm to 60 cm, while for an inventive embodiment of the distance 72 ranging from 140 to 170 cm.

As mentioned above, the vehicle lock 5 loaded, unloaded and also positioned via a forklift. It is also possible that the vehicle lock 5 is transported on rollers via a manually operated lift (similar to a rollable jack).

LIST OF REFERENCE NUMBERS

1

longitudinal direction

2

Longitudinal central axis

3

ground

4

roadway

5

vehicle lock

6

longitudinal extension

7

pink sheet

8th

pink sheet

9

Pink

10

Pink

11

Pink

12

gussets

13

Gusset segment

14

Gusset segment

15

Gusset segment

16

subsegment

17

opening

18

opening

19

transporting recess

20

transporting recess

21

fork slot

22

fork slot

23

longitudinal section

24

longitudinal section

25

anchoring element

26

tooth

27

Pair

28

transverse axis

29

angle

30

connecting edge

31

connecting edge

32

neckline

33

coupling opening

34

subregion

35

subregion

36

subregion

37

subregion

38

end

39

end

40

opening angle

41

opening angle

42

opening angle

43

slot

44

slot

45

subregion

46

subregion

47

subregion

48

subregion

49

subregion

50

angle

51

neckline

52

neckline

53

Weld

54

transverse axis

55

angle

56

angle

57

Vehicle blocking device

58

coupling element

59

coupling rod

60

thickness

61

extension

62

vehicle

63

front

64

contact area

65

support area

66

front axle

67

swivel axis

68

bottom

69

support elements

70

rear axle

71

distance

72

distance

Claims (22)

Loose vehicle barrier (5) resting on the ground, characterized in that a) the vehicle barrier (5) has a star-shaped cross-section extending in a longitudinal direction with equal extensions (61) of the teeth (9, 10, 11) between a longitudinal central axis (2) and the outer end regions, b) wherein prongs (9, 10, 11) of the star-shaped cross-section ba) form support elements (69) via which, when a vehicle is decelerated, the vehicle barrier (5) is pressed against the floor (3) and supported on a lower side of the vehicle can, and bb) of parallel to a longitudinal central axis (2) extending serrated plates (7, 8) are limited. Vehicle lock (5) after Claim 1 , characterized in that the vehicle barrier (5) is a metallic hollow sheet metal construction. Vehicle lock (5) after Claim 2 , characterized in that the metallic hollow sheet metal construction with stiffening plates (12) is stiffened. Vehicle lock (5) according to one of Claims 1 to 3 characterized in that a serrated plate (7; 8) is bent or angled in cross-section with a turning point or reciprocatingly. Vehicle lock (5) after Claim 3 or 4 in retrogression on Claim 3 characterized in that a serrated sheet (7; 8) has a slot (43; 44) into or through which an end portion (38, 39) of a stiffening sheet (12) extends. Vehicle lock (5) according to one of Claims 1 to 5 characterized in that a) different prongs (9, 10, 11) are formed with structurally identical stiffening sheet segments (13, 14, 15) and / or identical prong plates (7, 8) and / or b) a prong (9, 10, 11) with identical on both sides Zackenblechen (7, 8) is formed. Vehicle lock (5) according to one of Claims 1 to 6 , Characterized in that in the transverse direction outside end portions of the tines (9, 10, 11) or supporting elements (69) anchoring elements (25), via which a) the vehicle lock (5) positive and / or frictional engagement with the bottom (3) can interact and / or b) the vehicle lock (5) form and / or frictionally engaged with the underside (68) of the vehicle (62) can interact. Vehicle lock (5) after Claim 7 , characterized in that the anchoring elements (25) as a hook, a tooth (26) or a claw are formed. Vehicle lock (5) after Claim 8 characterized in that anchoring elements (25) are formed as a pair (27) of differently oriented hooks, teeth (26) or claws. Vehicle lock (5) according to one of Claims 7 to 9 , characterized in that anchoring elements (25) only in at least one longitudinal portion (23, 24) of the end portions of the teeth (9, 10, 11) or support elements (69) are arranged. Vehicle lock (5) according to one of Claims 1 to 10 , characterized in that the vehicle lock (5) is designed so that the vehicle lock (5) is rotated in central impact of a vehicle (62) on this about a vertical axis. Vehicle lock (5) after Claim 11 in retrogression on Claim 10 , characterized in that in different longitudinal sections (23, 24) arranged anchoring elements (25) a) bring about different large anchoring forces and / or b) have different lever arms with respect to a longitudinal center of the vehicle lock (5). Vehicle lock (5) according to one of Claims 1 to 12 , characterized in that the vehicle barrier (5) and the support elements (69) or prongs (9, 10, 11) have a strength such that they can carry the weight of a vehicle (62). Vehicle lock (5) according to one of Claims 1 to 13 characterized in that end regions of support elements (69) or prongs (9, 10, 11) extending on opposite sides have a spacing (72) which is greater than the distance (71) of the underside (68) of the vehicle (62 ) from the floor (3). Vehicle lock (5) according to one of Claims 1 to 14 , characterized in that when on the ground (3) via two supporting elements (69) or two prongs (10, 11) upstanding vehicle barrier (5), an upper support element or an upper prong (9) forms a contact surface (64) which in the height of the transition of the underside (68) of the vehicle (62) to the front side (63) of the vehicle (62), the front side (63) of the vehicle or in the region of a bumper of the vehicle (62) is arranged, for this orientation the vehicle barrier (5) the contact surface (64) is freely accessible in the horizontal direction. Vehicle lock (5) according to one of Claims 1 to 15 , characterized in that at least one transport recess (19, 20) is present. Vehicle lock (5) according to one of Claims 1 to 16 , characterized in that a) the vehicle barrier (5) has a longitudinal extension (6) which is smaller than 300 cm, b) the tines (9, 10, 11) of the vehicle barrier (5) an extension (61) from the longitudinal central axis (2) are from 50 cm to 100 cm; c) the vehicle barrier (5) has a thickness (60) of less than 14 mm; and / or d) the vehicle barrier (5) has a weight less than 4.5 kg / cm. Vehicle locking device (57) with at least two vehicle locks (5a, 5b) according to one of Claims 1 to 17 and a coupling element (58), wherein the vehicle locks (5a, 5b) via the coupling element (58) are coupled to each other. Method for braking a vehicle (62) with a vehicle lock (5) according to one of Claims 1 to 17 comprising the following steps: a) arranging the vehicle barrier (5) in the path of movement of a vehicle (62), b) bringing about contact of the vehicle (62) with the vehicle barrier (5), c) pressing a prong (9, 10, 11) the vehicle lock (5) in a support area (65) to a floor (3) due to the contact of the vehicle (62) with the vehicle lock (5), d) pivoting of the vehicle lock (5) due to the contact of the vehicle (62) with the vehicle Vehicle lock (5) about the support portion (65) about a pivot axis (67) which is oriented parallel to a longitudinal center axis (2) of the vehicle lock (5), e) wherein it due to the pivoting of the vehicle lock (5) for conditioning a further tooth (9, 10, 11) comes to a bottom (68) of the vehicle (62). Method according to Claim 19 characterized in that further pivoting of the vehicle barrier (5) results in lifting of the vehicle (62), wherein the vehicle (62) a) over the prongs (9, 10, 11) on the underside (68) of the vehicle (62 ) and b) is supported over the further prongs (9, 10, 11) on the bottom (3). Method according to Claim 20 , characterized in that with a further pivoting of the vehicle lock (5) successively distributed over the circumference spikes (9, 10, 11) a) in a support area (65) to a bottom (3) of the vehicle (62) are pressed and b) come to rest on a lower side (68) of the vehicle (62). Method according to Claim 20 or 21 , characterized in that with the lifting of the vehicle (62) a driven axle of the vehicle (62) is relieved.

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