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EP3792401B1 - Device for obstructing the entry of land vehicles - Google Patents

Device for obstructing the entry of land vehicles Download PDF

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Publication number
EP3792401B1
EP3792401B1 EP20195495.5A EP20195495A EP3792401B1 EP 3792401 B1 EP3792401 B1 EP 3792401B1 EP 20195495 A EP20195495 A EP 20195495A EP 3792401 B1 EP3792401 B1 EP 3792401B1
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EP
European Patent Office
Prior art keywords
vehicle
ground
frame
interface
vehicle device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20195495.5A
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German (de)
French (fr)
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EP3792401A1 (en
Inventor
Daniel Husson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Husson International SA
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Husson International SA
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Publication date
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Publication of EP3792401A1 publication Critical patent/EP3792401A1/en
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Publication of EP3792401B1 publication Critical patent/EP3792401B1/en
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F13/00—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions
    • E01F13/12—Arrangements for obstructing or restricting traffic, e.g. gates, barricades ; Preventing passage of vehicles of selected category or dimensions for forcibly arresting or disabling vehicles, e.g. spiked mats

Definitions

  • the present invention relates to the field of removable devices intended for obstructing the passage of a land vehicle and more particularly to the field of barriers arranged to stop a moving vehicle.
  • a restriction of accessibility to land vehicles of a particular area for example a travel route or a defined urban space
  • an access restriction is only temporary or requires setting up, or even removal, quickly if not immediately by simple human intervention, the use of such large blocks is not a relevant solution.
  • the quality of the anchorage is reduced when the means of attachment is placed on a smooth, hard and rigid like a pavement or concrete slab, or even the surface of a bituminous structure hardened by negative winter temperatures.
  • the surface at which the anchoring takes place is degraded with the presence of traces of plowing.
  • the means for attaching the barrier is also liable to degrade the surface of the ground. In an urban environment, particularly at the level of certain developments, the degradation of the surface of the soil poses aesthetic problems which require their repairs and lead to additional maintenance costs.
  • the aim of the present invention is to overcome these drawbacks by proposing a device for blocking land vehicles which is also functional on smooth, hard and rigid surfaces and limits damage to the ground, regardless of the speed of movement of the vehicles. .
  • the frame of the device 1 has an arrangement which substantially corresponds to an “L”.
  • the substantially vertical first part 3 and the substantially horizontal second part 4 are connected at their ends so as to form part 5 of the device at which the rocker of the device 1 operates.
  • the rocker interface 10 thus corresponds on the surface of the device 1 intended to support the device resting on the ground.
  • This tilting interface 10 thus surrounds the pivoting axis around which the device 1 tilts and corresponds substantially to the area located at the level of the rear surface of the first part 3 and of the lower surface of the second part 4 of the device, at the level of the junction of the ends of these parts.
  • the pivot axis is arranged along an axis substantially perpendicular to the sagittal plane of the device 1 and positioned at the level of the third part 5 of the device.
  • the surface of the tilting interface 10 preferentially presents an arrangement with a curvature, ideally a circular curvature in a sagittal plane of the device.
  • the first part 3 of the frame of the device 1 has a structure forming a frame carried by at least two side uprights 8 and whose lower edge corresponds to the junction with the second part 4 of the frame.
  • the side uprights 8 are interconnected by a solid structure forming a substantially vertical plane and defining a front surface 9 intended to be impacted by a vehicle. This surface 9 between the two side uprights 8 is likely to be reinforced by one or more additional vertical uprights.
  • the second part 4 of the frame of the device has at least one structure positioned at the level of the front part of the first part 3.
  • This second part 4 of the frame comprises, on the one hand, a rear edge which corresponds to the junction with the first part 3 of the frame and, on the other hand, a most anterior end which forms a point of support against the surface of the ground and positioned at a distance from the first part 3 of the frame.
  • the second part 4 of the frame is made in the form of a frame formed by two lateral portions arranged substantially parallel and between which a substantially planar solid structure is mounted or fixed.
  • the second part 4 of the frame is made solely by one or more elements arranged in one or more sagittal planes of the frame.
  • the device of the present invention is configured to take advantage of even a slight impact with a vehicle at the level of its first part 3 to tip while maintaining a point of contact with the ground formed by the tipping interface 10, so that the end of the second part 4 bearing against the ground at rest rises under the effect of the impact and comes into contact with the underside of the vehicle.
  • the second part 4 exerts a pressure against the underside of the vehicle which is proportional to the pressure exerted by the vehicle frontally against the vertical structure of the first part 3
  • the device 1 bears against the surface of the ground.
  • This support takes place essentially via the tilting interface 10 whose pivot axis is positioned at the junction between the first vertical part 3 impacted by the vehicle and the second horizontal part 4 which is raised and whose race is encumbered by the underside of the vehicle. Also, the weight of the vehicle exerts a pressure by gravity on the device 1, so that the device is pressed against the surface of the ground.
  • the vehicle resting on the device 1 is braked and then blocked by the device 1 which rubs against the surface of the ground to oppose further movement of the vehicle or, when the speed is greater at the moment of the impact, the rocking of the device 1 and in particular the lifting of the second part 4 of the chassis leads to the detachment of the ground of the vehicle, in particular of its front part which impacts the device 1.
  • the friction interface 6 corresponds to one or more parts of the device resting against the surface of the ground and comprising a coating adapted to adhere to the ground when the device 1 supports pressure exerted by a vehicle which impacts the device.
  • the friction interface 6 is essentially operational when the device supports a force comprising a vertical component.
  • the friction interface 6 associated with the tilting interface 10 then produces a surface arranged in particular at the level of the lower face of the tilting interface 10 and configured to adhere to the surface of the ground under the effect of pressure. vertical.
  • the friction interface 6 is produced by at least one wheel 11 fixed in rotation with the frame of the device 1.
  • An advantage of integrating a friction interface 6 into the anti-vehicle device 1 of the invention is to allow the device 1 to adhere to the ground as soon as the device 1 is tilted and the second part 4 comes into contact with the underside of the vehicle.
  • This adhesion of the device 1 to the surface of the ground is thus capable of being operational independently of the speed of movement of the vehicle against the device 1, that is to say of the amplitude of the horizontal component of the interaction of the vehicle with the device 1.
  • the adhesion of the device 1 to the surface of the ground via the friction interface 6 is essentially dependent on the vertical pressure supported by the device 1, it is that is to say the weight of the vehicle in particular at the level of the second part 4 in contact with its lower face during the tilting which follows the impact.
  • Another advantage of the integration of a friction interface 6 in the anti-vehicle device 1 of the invention is to allow optimum efficiency during impacts with different types of vehicles whose respective weights are likely to reach values of the order of 7.5 tonnes, for example with so-called “car type” vehicles of the order of 1.5 tons or with vehicles of the order of 3.5 tons or even with vehicles of the order of 7.5 tons.
  • a friction interface 6 formed by at least one wheel 11 fixed in rotation with the frame of the device 1 makes it possible to take advantage of the advantages provided by the curved shape of the periphery of the wheel 11. Indeed, at least a part of the wheel 11 forms a bearing surface of the anti-vehicle device 1 of the invention with the surface of the ground. Moreover, when the wheel 11 is arranged in a sagittal plane, in particular at the level of the junction of the first part 3 with the second part 4 of the frame, the wheel 11 retains a point of support with the surface of the ground during the tilting of the anti-vehicle device 1 by pivoting around the axis of the wheel 11. Thus, the anti-vehicle device 1 retains a point of support and therefore a friction interface 6 resting against the surface of the ground during of its swing.
  • the frame of the device is associated with a wheel 11 mounted at the level of each of its side faces, at the height of the junction of the first part 3 with the second part 4 of the frame.
  • the axis of rotation of the two wheels 11 is aligned so that this common axis forms the pivot axis for tilting the device in the event of impact by a vehicle.
  • the peripheral surface of the wheels 11 forms the tilting interface 10 of the device 1.
  • the device 1 tilts around the axis of pivoting carried out by the axis of rotation of the pair of wheels 11 and whose rotation is blocked with the rest of the frame.
  • the friction interface 6 corresponds to the parts of the peripheral surfaces of the wheels 11 in contact with the ground surface which adhere to the ground under the pressure exerted by the vehicle impacting the device. It should be noted that the dimensions of the wheels 11 and their mounting positions on the frame of the device are defined so as not to prevent the impact of a vehicle at the level of the first part 3 of the frame.
  • the friction interface 6 also comprises part of the lower face of the second part 4 of the frame.
  • This part of the friction interface 6 allows the device 1 of the invention to operate a adhesion to the surface of the ground in the absence of vertical pressure caused by the weight of a vehicle impacting the device 1.
  • the friction interface 6 is then functional thanks to the sole vertical force exerted by the weight of the device 1.
  • the device 1 is retained on the surface of the ground avoiding slipping thanks to the friction interface 6. This retention of the device 1 on the surface of the ground thus makes it possible to initiate a rocking of the device 1 to from a force generated by the impacting vehicle which includes only a horizontal component.
  • the friction interface 6 is made of a material of the rubber, resin or rubber type, natural or synthetic, or of one or more materials having similar properties of adhesion to the surface. of the ground.
  • the rear face 7 of the third part 5 is associated with a friction interface 6 configured to adhere to the surface of the ground during a tilting of the device 1.
  • the tilting interface 10 defines the pivot axis of the device 1 and concentrates the vertical component to interact with the ground surface. Also, within the framework of the rocker, all of the surfaces of the device 1 likely to bear against the surface of the ground are associated with a friction interface 6.
  • the friction interface 6 makes permanent, even continuous, contact of the device 1 with the surface of the ground and allows continuous adhesion of the device 1 to the ground without this preventing the tilting of the device 1.
  • the anti-vehicle device 1 of the invention is completely tilted, it - that is to say in a position in which the first part 3 would be against the ground and the second part disposed in a substantially vertical plane, thanks to this feature of the device 1, the part of the friction interface 6 associated with the rear face of the device if 1 is in contact with the ground and continues the adherence of the device with the surface of the ground.
  • the friction interface 6 is integrated into the device of the invention so as to cover the entire surface of the tilting interface 10 likely to interact with the surface of the ground.
  • This surface of the tilting interface 10 corresponds substantially to the surface at the level of which a vertical component of the forces present supported by the device is transferred to the ground.
  • the friction interface 6 is produced by a structure comprising at least one circular portion 6bis arranged from the lower face of the second part 4 and/or from the third part 5 to the rear face of the third part 5.
  • the friction interface 6 is arranged at the level of at least one part of the width of the frame, in a front plane of the device 1.
  • the device 1 comprises a failover interface 10 arranged at the level of all or part of the width of the frame of the device 1.
  • the failover interface 10 then has the shape of a portion of cylinder arranged across the width of the frame at the level of at least a part of a lower portion of the rear face and of a rear portion of the lower face frame.
  • the friction interface 6 is configured to be deformed by compression against the surface of the ground during the impact of a vehicle against the device 1.
  • the material which bears this friction interface 6 is liable to be deformed.
  • at least one wheel 11 which participates in the production of the friction interface 6 is capable of comprising air chambers so that, under the effect of the pressure, the tire is liable to be deformed by crushing against the surface of the ground and consequently increase the surface of the friction interface 6 with the ground. This increase in the surface of the friction interface 6 is accentuated with the number of wheels 11 equipped with tires and implemented to produce the friction interface 6.
  • the center of gravity of the device 1 when the second part 4 of the frame is resting against the surface of the ground, the center of gravity of the device 1 is positioned, on the one hand, above the elements of the device resting against the surface of the ground and, on the other hand, as close as possible to or at the level of a vertical plane passing through the pivot axis of the tilting interface 10.
  • This strategic positioning of the center of gravity of the device 1 allows the production of a device 1 whose tilting is capable of being initiated by displacement of the center of gravity beyond the vertical plane passing through the pivot axis of the tilting interface 10 in the event of impact by a vehicle that would be sufficiently low, for example when a vehicle is moving at very low speed.
  • This displacement of the center of gravity then leads to an imbalance of the device 1 which initiates its tilting and the lifting of the second part 4 initially resting against the ground at rest.
  • the first part 3 of the frame forms with the second part 4 an open angle towards the anterior part of the device 1, comprised between 90 ° and 135°, preferably between 95° and 130°, ideally of the order of 123°.
  • This particular angular arrangement between the two parts of the chassis with an angular interval greater than 90° notably allows the positioning of the center of gravity of the device 1 as close as possible to the vertical plane passing through the pivot axis of the tilting interface 10.
  • the second part 4 of the frame comprises a ramp having an increasing height from an anterior end and in the direction of the junction of the second part 4 with the first part 3 of the chassis.
  • This ramp-like arrangement of the second part 4 of the chassis facilitates the positioning of this second part 4 of the chassis under the vehicle when the latter is approaching the device 1 and impacts this device 1.
  • this ramp has an angle of between 15° and 40°, preferably between 20° and 30°, ideally of the order of 23°.
  • the device 1 also comprises at least one ballast interface 12.
  • This ballast interface 12 allows the mounting of one or more ballast elements in order to increase the inertia of the device 1.
  • this ballasting interface 12 corresponds to elements allowing the attachment of a block of solid and/or heavy material, for example ballast plates or bags.
  • this ballast interface 12 is formed by a reservoir intended to be filled with liquid or sand once the anti-vehicle device is installed in position. The tank is then equipped with a filling orifice and an emptying orifice in order to lighten the device in order to facilitate its movement after its use.
  • the second part 4 of the frame comprises, at the level of the front face of the device 1, at least two substantially parallel rectilinear structures between which at least a ballast interface 12 is positioned.
  • This space for positioning a ballast interface 12 is then in particular circumscribed inside a frame defined, on the one hand, by the two rectilinear lateral structures arranged in parallel sagittal planes of the device 1 and, on the other hand, by the front ends of these rectilinear structures and by the junction of the second part 4 with the first part 3 of the frame.
  • the ballast integrated at the level of this interface is then configured in particular in its thickness so as not to prevent, on the one hand, the impact of a vehicle at the level of the first part 3 of the chassis and, on the other hand, the interaction of the second part 4 of the chassis.
  • the device 1 comprises at least one movement mechanism on the surface of the ground. This movement mechanism is intended to facilitate the handling of the device 1 in the context of its installation in the area.
  • the movement mechanism is produced by one or more rollers integrated into the thickness of the second part 4 of the frame, at the level of its border forming the anterior end. A lifting of the device 1 at the level of the first part 3 then makes it possible to roll the device 1 on the ground at the level of the front end of the second part of the frame.
  • the movement mechanism involves at least two wheels 11 mounted on either side of the frame.
  • the movement mechanism on the surface of the ground comprises at least one wheel 11 fixed in rotation with the device 1 in association with a clutch mechanism by means of which the wheel 11 is mounted on the frame of the device 1, so that the disengagement mechanism allows alternately, on the one hand, a release of the wheel 11 so that the latter is idle in rotation with respect to the device 1 and, on the other hand, a blocking of the wheel 11 so that it is fixed in rotation with the device 1.
  • a user of the device 1 of the invention is then able to release or block the wheel or wheels 11 with the rest of the anti-vehicle device 1.
  • the release of the wheel 11 or of the two wheels 11 of the anti-vehicle device 1 thus allows easier handling of the device in the context of its movement and its installation in the area.
  • the wheels 11 are positioned on the frame of the device 1 so that, when the wheels 11 are freed, the anti-vehicle device 1 is capable of being manipulated and moved by a user in a manner similar to that of a hand truck.
  • the user tilts the anti-vehicle device 1 to detach the second part 4 from the ground and move the anti-vehicle device 1 kept in balance by the user resting on the ground by means of the only wheels 11 that are idle in rotation.
  • the anti-vehicle device 1 of the invention is capable of being autonomous in its operation. Indeed, the operation of the device 1 of the invention does not need to be associated with an additional element or even a homologous anti-vehicle device 1 juxtaposed.
  • the anti-vehicle device 1 of the invention is capable of allowing the slowing down and stopping of the movement of a land vehicle in the context of tests referenced according to the PAS 68:2013 standard.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Description

La présente invention se rapporte au domaine des dispositifs amovibles destinés à l'obstruction du passage d'un véhicule terrestre et plus particulièrement au domaine des barrières arrangées pour stopper un véhicule en déplacement.The present invention relates to the field of removable devices intended for obstructing the passage of a land vehicle and more particularly to the field of barriers arranged to stop a moving vehicle.

Dans le cadre de la mise en place d'une restriction d'accessibilité aux véhicules terrestres d'une zone particulière, par exemple d'une voie de déplacement ou d'un espace urbain défini, il est courant de disposer une ou plusieurs barrières en travers des voies d'accès existantes ou encore en périphérie de l'espace dont l'accès est restreint. Alors que le flux de déplacement des piétons peut être guidé par des barrières grillagées, le déplacement des véhicules est, lui, classiquement canalisé par des blocs lourds et volumineux nécessitant l'intervention d'une machinerie tels que des rochers ou des blocs de béton également susceptibles d'être utilisés pour le lestage d'engin. Cependant, lorsqu'une restriction d'accès n'est que temporaire ou nécessite une mise en place, voire une suppression, rapide sinon immédiate par une simple intervention humaine, l'utilisation de tels blocs volumineux n'est pas une solution pertinente.As part of the implementation of a restriction of accessibility to land vehicles of a particular area, for example a travel route or a defined urban space, it is common to have one or more barriers in through existing access roads or on the outskirts of the space where access is restricted. While the movement of pedestrians can be guided by mesh barriers, the movement of vehicles is conventionally channeled by heavy and bulky blocks requiring the intervention of machinery such as rocks or concrete blocks as well. likely to be used for gear ballasting. However, when an access restriction is only temporary or requires setting up, or even removal, quickly if not immediately by simple human intervention, the use of such large blocks is not a relevant solution.

Face à cette problématique, des barrières légères voire démontables telles que décrites dans JP 2006 132172 A , WO 2019/035117 A et DE 20 2018 103084 U ont été développées avec une configuration adaptée pour stopper un véhicule lancé contre elles à vive allure. Les barrières présentent alors un profil en forme de « L » avec un moyen d'accroche au sol arrangé au niveau de la jonction des deux branches, de sorte que lors de l'impact d'un véhicule avec la barrière et sous le poids de celui-ci, le moyen d'accroche s'insère dans le sol et y ancre la barrière qui stoppe le véhicule. Toutefois, ce type de solution est tributaire du type de surface sur laquelle est positionnée la barrière. En effet, si le moyen d'accroche au sol est fonctionnel sur un sol meuble ou qui présente une certaine souplesse, la qualité de l'ancrage s'en trouve réduite lorsque le moyen d'accroche est disposé sur une surface lisse, dure et rigide comme un pavement ou dallage en béton, voire même la surface d'une structure bitumée durcie par des températures hivernales négatives. De plus, lorsque la barrière est percutée et s'ancre au sol, la surface au niveau de laquelle s'opère l'ancrage se trouve dégradée avec la présence de traces de labour. De même, dans le cadre d'une manipulation par un utilisateur pour une mise en place, le moyen d'accroche de la barrière est également susceptible de dégrader la surface du sol. Dans un environ urbain, notamment au niveau de certains aménagements, la dégradation de la surface des sols pose des problèmes d'esthétisme qui imposent leurs réfections et entrainent des coûts d'entretien supplémentaires. Par ailleurs, il convient de relever que les différents types de barrières existantes fonctionnent en utilisant la force de l'impact provenant de la vitesse et du poids du véhicule. Aussi, un véhicule qui se déplacerait à faible vitesse serait en mesure de d'écarter facilement ces barrières en les faisant glisser sur la surface du sol sans que celles-ci ne s'ancrent dans le sol.Faced with this problem, light or even removable barriers as described in JP 2006 132172 A , WO 2019/035117 A and FROM 20 2018 103084 U have been developed with a configuration adapted to stop a vehicle launched against them at high speed. The barriers then have an "L"-shaped profile with a means of attachment to the ground arranged at the level of the junction of the two branches, so that during the impact of a vehicle with the barrier and under the weight of the latter, the attachment means is inserted into the ground and anchors the barrier which stops the vehicle there. However, this type of solution depends on the type of surface on which the barrier is positioned. Indeed, if the means of attachment to the ground is functional on soft ground or which has a certain flexibility, the quality of the anchorage is reduced when the means of attachment is placed on a smooth, hard and rigid like a pavement or concrete slab, or even the surface of a bituminous structure hardened by negative winter temperatures. Moreover, when the barrier is struck and is anchored to the ground, the surface at which the anchoring takes place is degraded with the presence of traces of plowing. Similarly, in the context of manipulation by a user for installation, the means for attaching the barrier is also liable to degrade the surface of the ground. In an urban environment, particularly at the level of certain developments, the degradation of the surface of the soil poses aesthetic problems which require their repairs and lead to additional maintenance costs. Furthermore, it should be noted that the different types of existing barriers operate by using the force of the impact originating from the speed and weight of the vehicle. Also, a vehicle moving at low speed would be able to easily push aside these barriers by sliding them on the surface of the ground without them being anchored in the ground.

La présente invention a pour but de pallier à ces inconvénients en proposant un dispositif pour le blocage de véhicules terrestres qui soit également fonctionnel sur des surfaces lisses, dures et rigides et limite les dégradations au sol et cela quelle que soit la vitesse de déplacement des véhicules.The aim of the present invention is to overcome these drawbacks by proposing a device for blocking land vehicles which is also functional on smooth, hard and rigid surfaces and limits damage to the ground, regardless of the speed of movement of the vehicles. .

L'invention a ainsi pour objet un dispositif anti-véhicule destiné au ralentissement voire à l'arrêt du déplacement d'un véhicule terrestre, le dispositif présentant une face antérieure destinée à faire face au véhicule et comprenant un châssis qui comporte au moins :

  • une première partie comprenant une structure disposée de façon sensiblement verticale selon un arrangement correspondant à un plan sensiblement frontal et définissant une largeur du châssis, configurée pour être impactée par une partie d'un véhicule selon au moins une composante perpendiculaire au plan frontal de l'arrangement, la face de la première partie destinée à être impactée par un véhicule définissant la face antérieure du dispositif,
  • une seconde partie comprenant une structure configurée pour interagir avec la face inférieure du véhicule impactant la première partie, cette seconde partie étant disposée au niveau de la partie inférieure de la première partie et comprenant au moins une structure sensiblement rectiligne, disposée au niveau de la face antérieure du dispositif et orientée selon un axe présentant une intersection avec le plan frontal de la première partie,
  • une troisième partie positionnée au niveau de la jonction de la première partie avec la seconde partie portant une interface de basculement, au moins une portion de la face inférieure de la seconde partie et/ou de la troisième partie étant associée à une interface de friction configurée pour adhérer à la surface du sol sur lequel repose le dispositif anti-véhicule, caractérisé en ce que l'interface de friction est réalisée par au moins une roue fixe en rotation avec le châssis du dispositif.
The invention thus relates to an anti-vehicle device intended to slow down or even stop the movement of a land vehicle, the device having a front face intended to face the vehicle and comprising a frame which comprises at least:
  • a first part comprising a structure disposed substantially vertically according to an arrangement corresponding to a substantially frontal plane and defining a width of the chassis, configured to be impacted by a part of a vehicle according to at least one component perpendicular to the frontal plane of the arrangement, the face of the first part intended to be impacted by a vehicle defining the front face of the device,
  • a second part comprising a structure configured to interact with the lower face of the vehicle impacting the first part, this second part being arranged at the level of the lower part of the first part and comprising at least one substantially rectilinear structure, arranged at the level of the face front of the device and oriented along an axis having an intersection with the frontal plane of the first part,
  • a third part positioned at the level of the junction of the first part with the second part carrying a tilting interface, at least a portion of the lower face of the second part and/or of the third part being associated with a friction interface configured to adhere to the surface of the ground on which the anti-vehicle device rests, characterized in that the friction interface is produced by at least one fixed wheel rotating with the frame of the device.

L'invention sera mieux comprise, grâce à la description ci-après, qui se rapporte à différents modes de réalisation préférés, donnés à titre d'exemple non limitatif, et expliqué avec référence aux dessins schématiques annexés, dans lesquels :

  • [Fig. 1] représente un premier exemple de dispositif anti-véhicule selon l'invention selon une vue cavalière.
  • [Fig. 2] représente un premier exemple de dispositif anti-véhicule selon l'invention selon une vue cavalière et intégrant différents lests.
  • [Fig. 3] représente un premier exemple de dispositif anti-véhicule selon l'invention selon une vue latérale.
The invention will be better understood, thanks to the description below, which relates to various preferred embodiments, given by way of non-limiting example, and explained with reference to the appended diagrammatic drawings, in which:
  • [ Fig. 1 ] represents a first example of an anti-vehicle device according to the invention according to a bird's-eye view.
  • [ Fig. 2 ] represents a first example of an anti-vehicle device according to the invention according to a bird's-eye view and incorporating various ballasts.
  • [ Fig. 3 ] shows a first example of an anti-vehicle device according to the invention in a side view.

L'invention se rapporte à un dispositif anti-véhicule 1 destiné au ralentissement voire à l'arrêt du déplacement d'un véhicule terrestre, le dispositif 1 présentant une face antérieure 2 destinée à faire face au véhicule et comprenant un châssis qui comporte au moins :

  • une première partie 3 comprenant une structure disposée de façon sensiblement verticale selon un arrangement correspondant à un plan sensiblement frontal et définissant une largeur du châssis, configurée pour être impactée par un véhicule selon au moins une composante perpendiculaire au plan frontal de l'arrangement, la face de la première partie 3 destinée à être impactée par un véhicule définissant la face antérieure 2 du dispositif,
  • une seconde partie 4 comprenant une structure configurée pour interagir avec la face inférieure du véhicule impactant la première partie 3, cette seconde partie 4 étant disposée au niveau de la partie inférieure de la première partie 3 et comprenant au moins une structure sensiblement rectiligne, disposée au niveau de la face antérieure 2 du dispositif et orientée selon un axe présentant une intersection avec le plan frontal de la première partie 3,
  • une troisième partie 5 positionnée au niveau de la jonction de la première partie 3 avec la seconde partie 4 portant une interface de basculement 10, au moins une portion de la face inférieure de la seconde partie 4 et/ou de la troisième partie 5 étant associée à une interface de friction 6 configurée pour adhérer à la surface du sol sur lequel repose le dispositif anti-véhicule 1, caractérisé en ce que l'interface de friction 6 est réalisée par au moins une roue (11) fixe en rotation avec le châssis du dispositif 1.
The invention relates to an anti-vehicle device 1 intended for slowing down or even stopping the movement of a land vehicle, the device 1 having a front face 2 intended to face the vehicle and comprising a frame which comprises at least :
  • a first part 3 comprising a structure arranged substantially vertically according to an arrangement corresponding to a substantially frontal plane and defining a width of the chassis, configured to be impacted by a vehicle according to at least one component perpendicular to the frontal plane of the arrangement, the face of the first part 3 intended to be impacted by a vehicle defining the front face 2 of the device,
  • a second part 4 comprising a structure configured to interact with the underside of the vehicle impacting the first part 3, this second part 4 being arranged at the level of the lower part of the first part 3 and comprising at least one substantially rectilinear structure, arranged at the level of the front face 2 of the device and oriented along an axis having an intersection with the frontal plane of the first part 3,
  • a third part 5 positioned at the level of the junction of the first part 3 with the second part 4 bearing a tilting interface 10, at least a portion of the lower face of the second part 4 and/or of the third part 5 being associated to a friction interface 6 configured to adhere to the surface of the ground on which the anti-vehicle device 1 rests, characterized in that the friction interface 6 is produced by at least one wheel (11) fixed in rotation with the chassis of device 1.

Dans un plan en section sagittale, le châssis du dispositif 1 selon l'invention présente un arrangement qui correspond sensiblement à un « L ». La première partie 3 sensiblement verticale et la seconde partie 4 sensiblement horizontale sont reliées au niveau de leurs extrémités de façon à réaliser la partie 5 du dispositif au niveau de laquelle s'opère la bascule du dispositif 1. L'interface de basculement 10 correspond ainsi à la surface du dispositif 1 destinée à supporter le dispositif en appui sur le sol. Cette interface de basculement 10 entoure ainsi l'axe de pivotement autour duquel bascule le dispositif 1 et correspond sensiblement à zone localisée au niveau de la surface postérieure de la première partie 3 et de la surface inférieure de la seconde partie 4 du dispositif, au niveau de la jonction des extrémités de ces parties. L'axe de pivotement est disposé selon un axe sensiblement perpendiculaire au plan sagittal du dispositif 1 et positionné au niveau de la troisième partie 5 du dispositif. La surface de l'interface de basculement 10 présente préférentiellement un arrangement avec une courbure, idéalement une courbure circulaire dans un plan sagittal du dispositif.In a plane in sagittal section, the frame of the device 1 according to the invention has an arrangement which substantially corresponds to an “L”. The substantially vertical first part 3 and the substantially horizontal second part 4 are connected at their ends so as to form part 5 of the device at which the rocker of the device 1 operates. The rocker interface 10 thus corresponds on the surface of the device 1 intended to support the device resting on the ground. This tilting interface 10 thus surrounds the pivoting axis around which the device 1 tilts and corresponds substantially to the area located at the level of the rear surface of the first part 3 and of the lower surface of the second part 4 of the device, at the level of the junction of the ends of these parts. The pivot axis is arranged along an axis substantially perpendicular to the sagittal plane of the device 1 and positioned at the level of the third part 5 of the device. The surface of the tilting interface 10 preferentially presents an arrangement with a curvature, ideally a circular curvature in a sagittal plane of the device.

Selon une vue postérieure ou antérieure, la première partie 3 du châssis du dispositif 1 présente une structure formant un cadre porté par au moins deux montants latéraux 8 et dont le bord inférieur correspond à la jonction avec la seconde partie 4 du châssis. Les montants latéraux 8 sont reliés entre eux par une structure pleine formant un plan sensiblement vertical et définissant une surface 9 antérieure destinée à être impactée par un véhicule. Cette surface 9 entre les deux montants latéraux 8 est susceptible d'être renforcée par un ou plusieurs montants verticaux supplémentaires.According to a rear or front view, the first part 3 of the frame of the device 1 has a structure forming a frame carried by at least two side uprights 8 and whose lower edge corresponds to the junction with the second part 4 of the frame. The side uprights 8 are interconnected by a solid structure forming a substantially vertical plane and defining a front surface 9 intended to be impacted by a vehicle. This surface 9 between the two side uprights 8 is likely to be reinforced by one or more additional vertical uprights.

Selon une vue supérieure, la seconde partie 4 du châssis du dispositif présente au moins une structure positionnée au niveau de la partie antérieure de la première partie 3. Cette seconde partie 4 du châssis comprend, d'une part, un bord postérieur qui correspond à la jonction avec la première partie 3 du châssis et, d'autre part, une extrémité la plus antérieure qui réalise un point d'appui contre la surface du sol et positionnée à distance de la première partie 3 du châssis. Selon un exemple particulier de construction, la seconde partie 4 du châssis est réalisée sous la forme d'un cadre formé par deux portions latérales arrangées de façon sensiblement parallèles et entre lesquelles une structure pleine sensiblement plane est montée ou fixée. Selon une alternative à cet exemple particulier, la seconde partie 4 du châssis est uniquement réalisée par un ou plusieurs éléments disposés dans un ou plusieurs plans sagittaux du châssis.According to a top view, the second part 4 of the frame of the device has at least one structure positioned at the level of the front part of the first part 3. This second part 4 of the frame comprises, on the one hand, a rear edge which corresponds to the junction with the first part 3 of the frame and, on the other hand, a most anterior end which forms a point of support against the surface of the ground and positioned at a distance from the first part 3 of the frame. According to a particular example of construction, the second part 4 of the frame is made in the form of a frame formed by two lateral portions arranged substantially parallel and between which a substantially planar solid structure is mounted or fixed. According to an alternative to this particular example, the second part 4 of the frame is made solely by one or more elements arranged in one or more sagittal planes of the frame.

Le dispositif de la présente invention est configuré pour profiter d'un impact même faible avec un véhicule au niveau de sa première partie 3 pour basculer en conservant un point de contact au sol formé par l'interface de basculement 10, de sorte que l'extrémité de la seconde partie 4 en appui contre le sol au repos se soulève sous l'effet de l'impact et entre en contact avec la face inférieure du véhicule. Suite à cette cinématique, dans le cadre de la bascule du dispositif 1, la seconde partie 4 exerce une pression contre la face inférieure du véhicule qui est proportionnée à la pression qu'exerce le véhicule en frontal contre la structure verticale de la première partie 3. De plus, conjointement à la pression exercée contre la face inférieure du véhicule par la seconde partie 4, le dispositif 1 prend appui contre la surface du sol. Cet appui s'effectue essentiellement par l'intermédiaire de l'interface de basculement 10 dont l'axe de pivotement est positionné à la jonction entre la première partie 3 verticale impactée par le véhicule et la seconde partie 4 horizontale qui est soulevée et dont la course est encombrée par la face inférieure du véhicule. Aussi, le poids du véhicule exerce une pression par gravité sur le dispositif 1, de sorte que le dispositif est appuyé contre la surface du sol. Par la suite, selon la force et l'inertie du véhicule au moment de l'impact, le véhicule en appui sur le dispositif 1 est freiné puis bloqué par le dispositif 1 qui frotte sur la surface du sol pour s'opposer à la poursuite du déplacement du véhicule ou, lorsque la vitesse est plus importante au moment de l'impact, la bascule du dispositif 1 et en particulier le soulèvement de la seconde partie 4 du châssis entraîne le détachement du sol du véhicule, notamment de sa partie avant qui impacte le dispositif 1.The device of the present invention is configured to take advantage of even a slight impact with a vehicle at the level of its first part 3 to tip while maintaining a point of contact with the ground formed by the tipping interface 10, so that the end of the second part 4 bearing against the ground at rest rises under the effect of the impact and comes into contact with the underside of the vehicle. Following this kinematics, as part of the rocker of the device 1, the second part 4 exerts a pressure against the underside of the vehicle which is proportional to the pressure exerted by the vehicle frontally against the vertical structure of the first part 3 Furthermore, together with the pressure exerted against the underside of the vehicle by the second part 4, the device 1 bears against the surface of the ground. This support takes place essentially via the tilting interface 10 whose pivot axis is positioned at the junction between the first vertical part 3 impacted by the vehicle and the second horizontal part 4 which is raised and whose race is encumbered by the underside of the vehicle. Also, the weight of the vehicle exerts a pressure by gravity on the device 1, so that the device is pressed against the surface of the ground. Subsequently, depending on the force and inertia of the vehicle at moment of impact, the vehicle resting on the device 1 is braked and then blocked by the device 1 which rubs against the surface of the ground to oppose further movement of the vehicle or, when the speed is greater at the moment of the impact, the rocking of the device 1 and in particular the lifting of the second part 4 of the chassis leads to the detachment of the ground of the vehicle, in particular of its front part which impacts the device 1.

L'interface de friction 6 correspond à une ou plusieurs parties du dispositif en appui contre la surface du sol et comprenant un revêtement adapté pour adhérer au sol lorsque le dispositif 1 supporte une pression exercée par un véhicule qui impacte le dispositif. L'interface de friction 6 est essentiellement opérationnelle lorsque le dispositif supporte une force comprenant une composante verticale. L'interface de friction 6 associée à l'interface de basculement 10 réalise alors une surface disposée notamment au niveau de la face inférieure de l'interface de basculement 10 et configurée pour adhérer à la surface du sol sous l'effet d'une pression verticale. Dans le cadre du dispositif anti-véhicule 1 de l'invention, l'interface de friction 6 est réalisée par au moins une roue 11 fixe en rotation avec le châssis du dispositif 1.The friction interface 6 corresponds to one or more parts of the device resting against the surface of the ground and comprising a coating adapted to adhere to the ground when the device 1 supports pressure exerted by a vehicle which impacts the device. The friction interface 6 is essentially operational when the device supports a force comprising a vertical component. The friction interface 6 associated with the tilting interface 10 then produces a surface arranged in particular at the level of the lower face of the tilting interface 10 and configured to adhere to the surface of the ground under the effect of pressure. vertical. In the context of the anti-vehicle device 1 of the invention, the friction interface 6 is produced by at least one wheel 11 fixed in rotation with the frame of the device 1.

Un avantage de l'intégration d'une interface de friction 6 au dispositif anti-véhicule 1 de l'invention est de permettre une adhérence du dispositif 1 au sol dès que le dispositif 1 est en bascule et que la seconde partie 4 entre en contact avec la face inférieure du véhicule. Cette adhérence du dispositif 1 à la surface du sol est ainsi susceptible d'être opérationnelle indépendamment de la vitesse de déplacement du véhicule contre le dispositif 1, c'est-à-dire de l'amplitude de la composante horizontale de l'interaction du véhicule avec le dispositif 1. En effet, l'adhérence du dispositif 1 à la surface du sol par l'intermédiaire de l'interface de friction 6 est tributaire pour l'essentiel de la pression verticale supportée par le dispositif 1, c'est-à-dire du poids du véhicule notamment au niveau de la seconde partie 4 en contact avec sa face inférieure lors de la bascule qui succède à l'impact.An advantage of integrating a friction interface 6 into the anti-vehicle device 1 of the invention is to allow the device 1 to adhere to the ground as soon as the device 1 is tilted and the second part 4 comes into contact with the underside of the vehicle. This adhesion of the device 1 to the surface of the ground is thus capable of being operational independently of the speed of movement of the vehicle against the device 1, that is to say of the amplitude of the horizontal component of the interaction of the vehicle with the device 1. Indeed, the adhesion of the device 1 to the surface of the ground via the friction interface 6 is essentially dependent on the vertical pressure supported by the device 1, it is that is to say the weight of the vehicle in particular at the level of the second part 4 in contact with its lower face during the tilting which follows the impact.

Un autre avantage de l'intégration d'une interface de friction 6 au dispositif anti-véhicule 1 de l'invention est de permettre une efficacité optimale lors d'impacts avec différents types de véhicules dont les poids respectifs sont susceptibles d'atteindre des valeurs de l'ordre de 7,5 tonnes, par exemple avec des véhicules dits « de type voiture » de l'ordre de 1,5 tonne ou avec des véhicules de l'ordre de 3,5 tonnes ou encore avec des véhicules de l'ordre de 7,5 tonnes.Another advantage of the integration of a friction interface 6 in the anti-vehicle device 1 of the invention is to allow optimum efficiency during impacts with different types of vehicles whose respective weights are likely to reach values of the order of 7.5 tonnes, for example with so-called “car type” vehicles of the order of 1.5 tons or with vehicles of the order of 3.5 tons or even with vehicles of the order of 7.5 tons.

La réalisation d'une interface de friction 6 formée par au moins une roue 11 fixe en rotation avec le châssis du dispositif 1 permet de profiter des avantages apportés par la forme incurvée de la périphérie de la roue 11. En effet, au moins une partie de la roue 11 réalise une surface d'appui du dispositif anti-véhicule 1 de l'invention avec la surface du sol. De plus, lorsque la roue 11 est disposée dans un plan sagittal, notamment au niveau de la jonction de la première partie 3 avec la seconde partie 4 du châssis, la roue 11 conserve un point d'appui avec la surface du sol au cours de la bascule du dispositif anti-véhicule 1 par pivotement autour de l'axe de la roue 11. Ainsi, le dispositif anti-véhicule 1 conserve un point d'appui et donc une interface de friction 6 en appui contre la surface du sol au cours de sa bascule.The realization of a friction interface 6 formed by at least one wheel 11 fixed in rotation with the frame of the device 1 makes it possible to take advantage of the advantages provided by the curved shape of the periphery of the wheel 11. Indeed, at least a part of the wheel 11 forms a bearing surface of the anti-vehicle device 1 of the invention with the surface of the ground. Moreover, when the wheel 11 is arranged in a sagittal plane, in particular at the level of the junction of the first part 3 with the second part 4 of the frame, the wheel 11 retains a point of support with the surface of the ground during the tilting of the anti-vehicle device 1 by pivoting around the axis of the wheel 11. Thus, the anti-vehicle device 1 retains a point of support and therefore a friction interface 6 resting against the surface of the ground during of its swing.

Selon une particularité préférée de mise en œuvre, le châssis du dispositif est associé avec une roue 11 montée au niveau de chacune de ses faces latérales, à hauteur de la jonction de la première partie 3 avec la seconde partie 4 du châssis. L'axe de rotation des deux roues 11 est aligné de sorte que cet axe commun réalise l'axe de pivotement pour la bascule du dispositif en cas d'impact par un véhicule. Selon cette particularité, la surface périphérique des roues 11 forme l'interface de basculement 10 du dispositif 1. Dans le cadre d'un impact du dispositif au niveau de la première partie 3 du châssis, le dispositif 1 bascule autour de l'axe de pivotement réalisé par l'axe de rotation de la paire de roues 11 et dont la rotation est bloquée avec le reste du châssis. L'interface de friction 6 correspond aux parties des surfaces périphériques des roues 11 en contact avec la surface au sol qui adhèrent au sol sous la pression exercée par le véhicule impactant le dispositif. Il convient de relever que les dimensions des roues 11 et leurs positions de montage sur le châssis du dispositif sont définies de façon à ne pas empêcher l'impact d'un véhicule au niveau de la première partie 3 du châssis.According to a preferred implementation feature, the frame of the device is associated with a wheel 11 mounted at the level of each of its side faces, at the height of the junction of the first part 3 with the second part 4 of the frame. The axis of rotation of the two wheels 11 is aligned so that this common axis forms the pivot axis for tilting the device in the event of impact by a vehicle. According to this feature, the peripheral surface of the wheels 11 forms the tilting interface 10 of the device 1. In the context of an impact of the device at the level of the first part 3 of the frame, the device 1 tilts around the axis of pivoting carried out by the axis of rotation of the pair of wheels 11 and whose rotation is blocked with the rest of the frame. The friction interface 6 corresponds to the parts of the peripheral surfaces of the wheels 11 in contact with the ground surface which adhere to the ground under the pressure exerted by the vehicle impacting the device. It should be noted that the dimensions of the wheels 11 and their mounting positions on the frame of the device are defined so as not to prevent the impact of a vehicle at the level of the first part 3 of the frame.

Selon un exemple particulier de réalisation de l'invention complémentaire des exemples précédemment détaillés, l'interface de friction 6 comprend également une partie de la face inférieure de la seconde partie 4 du châssis. Cette partie de l'interface de friction 6 permet au dispositif 1 de l'invention d'opérer une adhérence à la surface du sol en absence de pression verticale opérée par le poids d'un véhicule impactant le dispositif 1. L'interface de friction 6 est alors fonctionnelle grâce à la seule force verticale exercée par le poids du dispositif 1. Aussi, à faible vitesse d'impact, le dispositif 1 est retenu sur la surface du sol en évitant de glisser grâce à l'interface de friction 6. Cette retenue du dispositif 1 sur la surface du sol permet ainsi d'amorcer une bascule du dispositif 1 à partir d'une force générée par le véhicule impactant qui ne comprend qu'une composante horizontale.According to a particular embodiment of the invention complementary to the previously detailed examples, the friction interface 6 also comprises part of the lower face of the second part 4 of the frame. This part of the friction interface 6 allows the device 1 of the invention to operate a adhesion to the surface of the ground in the absence of vertical pressure caused by the weight of a vehicle impacting the device 1. The friction interface 6 is then functional thanks to the sole vertical force exerted by the weight of the device 1. Also, at low impact speed, the device 1 is retained on the surface of the ground avoiding slipping thanks to the friction interface 6. This retention of the device 1 on the surface of the ground thus makes it possible to initiate a rocking of the device 1 to from a force generated by the impacting vehicle which includes only a horizontal component.

Selon un exemple particulier de réalisation de l'invention, l'interface de friction 6 est réalisée dans une matière de type gomme, résine ou caoutchouc, naturelle ou synthétique, ou dans un ou plusieurs matériaux présentant des propriétés similaires d'adhérence à la surface du sol.According to a particular embodiment of the invention, the friction interface 6 is made of a material of the rubber, resin or rubber type, natural or synthetic, or of one or more materials having similar properties of adhesion to the surface. of the ground.

Selon un autre exemple particulier de réalisation de l'invention, compatible avec l'exemple particulier précédent, la face postérieure 7 de la troisième partie 5 est associée à une interface de friction 6 configurée pour adhérer à la surface du sol lors d'un basculement du dispositif 1. Lors de la bascule du dispositif 1 sous l'effet de la composante horizontale de l'interaction du véhicule avec le dispositif 1, l'interface de basculement 10 définit l'axe de pivotement du dispositif 1 et concentre la composante verticale pour interagir avec la surface du sol. Aussi, dans le cadre de la bascule, l'ensemble des surfaces du dispositif 1 susceptibles d'être en appui contre la surface du sol sont associées à une interface de friction 6. Aussi, à tout moment de la bascule du dispositif 1, lorsque l'interface de basculement 10 pivote, et notamment lorsque la partie inférieure de la face postérieure 7 de la première partie 3 est rapprochée du sol, l'interface de friction 6 réalise un contact permanent, voire continu, du dispositif 1 avec la surface du sol et permet une adhérence continue du dispositif 1 au sol sans que celle-ci n'empêche la bascule du dispositif 1. Par ailleurs, dans l'hypothèse où le dispositif anti-véhicule 1 de l'invention serait totalement basculé, c'est- à-dire dans une position selon laquelle la première partie 3 serait contre le sol et la seconde partie disposée dans un plan sensiblement vertical, grâce à cette particularité du dispositif 1, la partie de l'interface de friction 6 associée avec la face postérieure du dispositif 1 est en contact avec le sol et poursuit l'adhérence du dispositif avec la surface du sol.According to another particular embodiment of the invention, compatible with the previous particular example, the rear face 7 of the third part 5 is associated with a friction interface 6 configured to adhere to the surface of the ground during a tilting of the device 1. When the device 1 tilts under the effect of the horizontal component of the interaction of the vehicle with the device 1, the tilting interface 10 defines the pivot axis of the device 1 and concentrates the vertical component to interact with the ground surface. Also, within the framework of the rocker, all of the surfaces of the device 1 likely to bear against the surface of the ground are associated with a friction interface 6. Also, at any time of the rocker of the device 1, when the tilting interface 10 pivots, and in particular when the lower part of the rear face 7 of the first part 3 is close to the ground, the friction interface 6 makes permanent, even continuous, contact of the device 1 with the surface of the ground and allows continuous adhesion of the device 1 to the ground without this preventing the tilting of the device 1. Furthermore, in the event that the anti-vehicle device 1 of the invention is completely tilted, it - that is to say in a position in which the first part 3 would be against the ground and the second part disposed in a substantially vertical plane, thanks to this feature of the device 1, the part of the friction interface 6 associated with the rear face of the device if 1 is in contact with the ground and continues the adherence of the device with the surface of the ground.

Selon un exemple spécifique de réalisation de cette particularité, l'interface de friction 6 est intégrée au dispositif de l'invention de façon à couvrir l'ensemble de la surface de l'interface de basculement 10 susceptible d'interagir avec la surface du sol. Cette surface de l'interface de basculement 10 correspond sensiblement à la surface au niveau de laquelle une composante verticale des forces en présence supportées par le dispositif est transférée au sol.According to a specific embodiment of this feature, the friction interface 6 is integrated into the device of the invention so as to cover the entire surface of the tilting interface 10 likely to interact with the surface of the ground. . This surface of the tilting interface 10 corresponds substantially to the surface at the level of which a vertical component of the forces present supported by the device is transferred to the ground.

Selon un autre exemple particulier de réalisation de l'invention compatible avec les autres exemples précédemment détaillés, dans un plan sagittal en section, l'interface de friction 6 est réalisée par une structure comportant au moins une portion circulaire 6bis disposée depuis la face inférieure de la seconde partie 4 et/ou de la troisième partie 5 jusqu'à la face postérieure de la troisième partie 5. Selon cet exemple particulier de réalisation de l'invention, l'interface de friction 6 est disposée au niveau d'au moins une partie de la largeur du châssis, dans un plan frontal du dispositif 1. Selon cet exemple, le dispositif 1 comprend une interface de basculement 10 disposée au niveau de toute ou partie de la largeur du châssis du dispositif 1. L'interface de basculement 10 présente alors la forme d'une portion de cylindre disposée dans la largeur du châssis au niveau d'au moins une partie d'une portion inférieure de la face postérieure et d'une portion postérieure de la face inférieure du châssis.According to another particular embodiment of the invention compatible with the other examples detailed above, in a sagittal plane in section, the friction interface 6 is produced by a structure comprising at least one circular portion 6bis arranged from the lower face of the second part 4 and/or from the third part 5 to the rear face of the third part 5. According to this particular embodiment of the invention, the friction interface 6 is arranged at the level of at least one part of the width of the frame, in a front plane of the device 1. According to this example, the device 1 comprises a failover interface 10 arranged at the level of all or part of the width of the frame of the device 1. The failover interface 10 then has the shape of a portion of cylinder arranged across the width of the frame at the level of at least a part of a lower portion of the rear face and of a rear portion of the lower face frame.

Selon un autre exemple particulier de réalisation compatible avec les autres exemples précédemment détaillés, l'interface de friction 6 est configurée pour être déformée par compression contre la surface du sol lors de l'impact d'un véhicule contre le dispositif 1. Ainsi, dans le cadre de certaines constructions particulières, sous l'effet de la pression exercée, le matériau qui porte cette interface de friction 6 est susceptible d'être déformé. De plus, au moins une roue 11 qui participe à la réalisation de l'interface de friction 6 est susceptible de comporter des chambres à air de sorte que, sous l'effet de la pression, la pneumatique est susceptible d'être déformée par écrasement contre la surface du sol et d'augmenter en conséquence la surface de l'interface de friction 6 avec le sol. Cette augmentation de la surface de l'interface de friction 6 se trouve accentuée avec le nombre de roues 11 équipées de pneumatique et mises en œuvre pour réaliser l'interface de friction 6.According to another particular example of embodiment compatible with the other examples previously detailed, the friction interface 6 is configured to be deformed by compression against the surface of the ground during the impact of a vehicle against the device 1. Thus, in In the context of certain particular constructions, under the effect of the pressure exerted, the material which bears this friction interface 6 is liable to be deformed. In addition, at least one wheel 11 which participates in the production of the friction interface 6 is capable of comprising air chambers so that, under the effect of the pressure, the tire is liable to be deformed by crushing against the surface of the ground and consequently increase the surface of the friction interface 6 with the ground. This increase in the surface of the friction interface 6 is accentuated with the number of wheels 11 equipped with tires and implemented to produce the friction interface 6.

Selon un autre exemple particulier de réalisation compatible avec les autres exemples précédemment détaillés, lorsque la seconde partie 4 du châssis est en appui contre la surface du sol, le centre de gravité du dispositif 1 est positionné, d'une part, au-dessus des éléments du dispositif en appui contre la surface du sol et, d'autre part, au plus près ou au niveau d'un plan vertical passant par l'axe de pivotement de l'interface de basculement 10. Ce positionnement stratégique du centre de gravité du dispositif 1 permet la réalisation d'un dispositif 1 dont la bascule est susceptible d'être amorcée par déplacement du centre de gravité au-delà du plan vertical passant par l'axe de pivotement de l'interface de basculement 10 en cas d'impact par un véhicule qui serait suffisamment faible, par exemple lorsqu'un véhicule est en déplacement à très faible vitesse. Ce déplacement du centre de gravité entraine alors un déséquilibre du dispositif 1 qui amorce sa bascule et le soulèvement de la seconde partie 4 initialement en appui contre le sol au repos.According to another particular example of embodiment compatible with the other examples previously detailed, when the second part 4 of the frame is resting against the surface of the ground, the center of gravity of the device 1 is positioned, on the one hand, above the elements of the device resting against the surface of the ground and, on the other hand, as close as possible to or at the level of a vertical plane passing through the pivot axis of the tilting interface 10. This strategic positioning of the center of gravity of the device 1 allows the production of a device 1 whose tilting is capable of being initiated by displacement of the center of gravity beyond the vertical plane passing through the pivot axis of the tilting interface 10 in the event of impact by a vehicle that would be sufficiently low, for example when a vehicle is moving at very low speed. This displacement of the center of gravity then leads to an imbalance of the device 1 which initiates its tilting and the lifting of the second part 4 initially resting against the ground at rest.

Selon un exemple de construction susceptible de participer à la mise en œuvre de cette particularité, dans un plan sagittal en section, la première partie 3 du châssis réalise avec la seconde partie 4 un angle ouvert vers la partie antérieure du dispositif 1, compris entre 90° et 135°, préférentiellement compris entre 95° et 130°, idéalement de l'ordre de 123°. Cet arrangement angulaire particulier entre les deux parties du châssis avec un intervalle angulaire supérieure à 90° permet notamment le positionnement du centre de gravité du dispositif 1 au plus proche du plan vertical passant par l'axe de pivotement de l'interface de basculement 10.According to an example of construction likely to participate in the implementation of this feature, in a sagittal plane in section, the first part 3 of the frame forms with the second part 4 an open angle towards the anterior part of the device 1, comprised between 90 ° and 135°, preferably between 95° and 130°, ideally of the order of 123°. This particular angular arrangement between the two parts of the chassis with an angular interval greater than 90° notably allows the positioning of the center of gravity of the device 1 as close as possible to the vertical plane passing through the pivot axis of the tilting interface 10.

Selon un autre exemple particulier de réalisation compatible avec les autres exemples précédemment détaillés, dans un plan sagittal en section, la seconde partie 4 du châssis comprend une rampe présentant une hauteur croissante depuis une extrémité antérieure et en direction de la jonction de la seconde partie 4 avec la première partie 3 du châssis. Cet arrangement en rampe de la seconde partie 4 du châssis permet de faciliter le positionnement de cette seconde partie 4 du châssis sous le véhicule lorsque celui-ci est en approche du dispositif 1 et vient impacter ce dispositif 1. Selon une spécificité de construction de cette rampe, celle-ci présente un angle compris entre 15° et 40°, préférentiellement compris entre 20° et 30°, idéalement de l'ordre de 23°.According to another particular example of embodiment compatible with the other examples previously detailed, in a sagittal plane in section, the second part 4 of the frame comprises a ramp having an increasing height from an anterior end and in the direction of the junction of the second part 4 with the first part 3 of the chassis. This ramp-like arrangement of the second part 4 of the chassis facilitates the positioning of this second part 4 of the chassis under the vehicle when the latter is approaching the device 1 and impacts this device 1. According to a construction specificity of this ramp, this has an angle of between 15° and 40°, preferably between 20° and 30°, ideally of the order of 23°.

Selon un autre exemple particulier de réalisation, compatible avec les autres exemples précédemment détaillés, le dispositif 1 comprend également au moins une interface de lestage 12. Cette interface de lestage 12 permet le montage d'un ou plusieurs éléments de lestage afin d'augmenter l'inertie du dispositif 1. Selon un premier exemple spécifique, cette interface de lestage 12 correspond à des éléments autorisant la fixation de bloc de matière massique et/ou lourd par exemple des plaques ou des sacs de lestage. Selon un second exemple spécifique, cette interface de lestage 12 est formée par un réservoir destiné à être rempli de liquide ou de sable une fois que le dispositif anti-véhicule est installé en position. Le réservoir est alors équipé d'un orifice de remplissage et d'un orifice de vidange afin d'alléger le dispositif pour en faciliter le déplacement après son utilisation.According to another particular embodiment, compatible with the other examples previously detailed, the device 1 also comprises at least one ballast interface 12. This ballast interface 12 allows the mounting of one or more ballast elements in order to increase the inertia of the device 1. According to a first specific example, this ballasting interface 12 corresponds to elements allowing the attachment of a block of solid and/or heavy material, for example ballast plates or bags. According to a second specific example, this ballast interface 12 is formed by a reservoir intended to be filled with liquid or sand once the anti-vehicle device is installed in position. The tank is then equipped with a filling orifice and an emptying orifice in order to lighten the device in order to facilitate its movement after its use.

Selon un exemple d'intégration de l'interface de lestage 12 au dispositif 1 de l'invention, la seconde partie 4 du châssis comprend, au niveau de la face antérieure du dispositif 1, au moins deux structures rectilignes sensiblement parallèles entre lesquelles au moins une interface de lestage 12 est positionnée. Cet espace pour le positionnement d'une interface de lestage 12 est alors notamment circonscrit à l'intérieur d'un cadre défini, d'une part, par les deux structures rectilignes latérales disposées dans des plans parallèles sagittaux du dispositif 1 et, d'autre part, par les extrémités antérieures de ces structures rectilignes et par la jonction de la seconde partie 4 avec la première partie 3 du châssis. Le lestage intégré au niveau de cette interface est alors configuré notamment dans son épaisseur pour ne pas empêcher, d'une part, l'impact d'un véhicule au niveau de la première partie 3 du châssis et, d'autre part, l'interaction de la seconde partie 4 du châssis.According to an example of integration of the ballast interface 12 into the device 1 of the invention, the second part 4 of the frame comprises, at the level of the front face of the device 1, at least two substantially parallel rectilinear structures between which at least a ballast interface 12 is positioned. This space for positioning a ballast interface 12 is then in particular circumscribed inside a frame defined, on the one hand, by the two rectilinear lateral structures arranged in parallel sagittal planes of the device 1 and, on the other hand, by the front ends of these rectilinear structures and by the junction of the second part 4 with the first part 3 of the frame. The ballast integrated at the level of this interface is then configured in particular in its thickness so as not to prevent, on the one hand, the impact of a vehicle at the level of the first part 3 of the chassis and, on the other hand, the interaction of the second part 4 of the chassis.

Selon un autre exemple particulier de réalisation compatible avec les autres exemples précédemment détaillés, le dispositif 1 comprend au moins un mécanisme de déplacement sur la surface du sol. Ce mécanisme de déplacement a pour objectif de faciliter la manipulation du dispositif 1 dans le cadre de son installation sur zone.According to another particular example of embodiment compatible with the other examples previously detailed, the device 1 comprises at least one movement mechanism on the surface of the ground. This movement mechanism is intended to facilitate the handling of the device 1 in the context of its installation in the area.

Selon un premier exemple spécifique de réalisation de cet exemple particulier, le mécanisme de déplacement est réalisé par une ou plusieurs roulettes intégrées dans l'épaisseur de la seconde partie 4 du châssis, au niveau de son bord formant l'extrémité antérieure. Un soulèvement du dispositif 1 au niveau de la première partie 3 permet alors de faire rouler le dispositif 1 sur le sol au niveau de l'extrémité antérieure de la seconde partie du châssis.According to a first specific embodiment of this particular example, the movement mechanism is produced by one or more rollers integrated into the thickness of the second part 4 of the frame, at the level of its border forming the anterior end. A lifting of the device 1 at the level of the first part 3 then makes it possible to roll the device 1 on the ground at the level of the front end of the second part of the frame.

Selon un second exemple spécifique de cet exemple particulier, le mécanisme de déplacement fait intervenir au moins deux roues 11 montées de part et d'autre du châssis. Selon un exemple particulier propre à cette spécificité, le mécanisme de déplacement sur la surface du sol comprend au moins une roue 11 fixe en rotation avec le dispositif 1 en association avec un mécanisme de débrayage par l'intermédiaire duquel la roue 11 est montée sur le châssis du dispositif 1, de sorte que le mécanisme de débrayage permet alternativement, d'une part, une libération de la roue 11 pour que celle-ci soit folle en rotation par rapport au dispositif 1 et, d'autre part, un blocage de la roue 11 pour que celle-ci soit fixe en rotation avec le dispositif 1. En intervenant sur le mécanisme de débrayage, un utilisateur du dispositif 1 de l'invention est alors en mesure de libérer ou de bloquer la ou les roues 11 avec le reste du dispositif anti-véhicule 1. La libération de la roue 11 ou des deux roues 11 du dispositif anti-véhicule 1 autorise ainsi une manipulation facilitée du dispositif dans le cadre de son déplacement et de sa mise en place sur zone. Selon un exemple de configuration du dispositif anti-véhicule 1, les roues 11 sont positionnées sur le châssis du dispositif 1 de sorte que, lorsque les roues 11 sont libérées folles, le dispositif anti-véhicule 1 est susceptible d'être manipulé et déplaçable par un utilisateur d'une façon similaire à celle d'un diable de manutention. L'utilisateur bascule le dispositif anti-véhicule 1 pour détacher la seconde partie 4 du sol et déplacer le dispositif anti-véhicule 1 maintenu en équilibre par l'utilisateur en appui sur le sol par l'intermédiaire des seules roues 11 folles en rotation.According to a second specific example of this particular example, the movement mechanism involves at least two wheels 11 mounted on either side of the frame. According to a particular example specific to this specificity, the movement mechanism on the surface of the ground comprises at least one wheel 11 fixed in rotation with the device 1 in association with a clutch mechanism by means of which the wheel 11 is mounted on the frame of the device 1, so that the disengagement mechanism allows alternately, on the one hand, a release of the wheel 11 so that the latter is idle in rotation with respect to the device 1 and, on the other hand, a blocking of the wheel 11 so that it is fixed in rotation with the device 1. By acting on the disengagement mechanism, a user of the device 1 of the invention is then able to release or block the wheel or wheels 11 with the rest of the anti-vehicle device 1. The release of the wheel 11 or of the two wheels 11 of the anti-vehicle device 1 thus allows easier handling of the device in the context of its movement and its installation in the area. According to an example of configuration of the anti-vehicle device 1, the wheels 11 are positioned on the frame of the device 1 so that, when the wheels 11 are freed, the anti-vehicle device 1 is capable of being manipulated and moved by a user in a manner similar to that of a hand truck. The user tilts the anti-vehicle device 1 to detach the second part 4 from the ground and move the anti-vehicle device 1 kept in balance by the user resting on the ground by means of the only wheels 11 that are idle in rotation.

Il convient également de relever que, dans le cadre de sa mise en place pour être opérationnel, le dispositif anti-véhicule 1 de l'invention est apte à être autonome dans son fonctionnement. En effet, le fonctionnement du dispositif 1 de l'invention ne nécessite pas d'être associé avec un élément supplémentaire voire même un dispositif anti-véhicule 1 homologue juxtaposé.It should also be noted that, within the framework of its implementation to be operational, the anti-vehicle device 1 of the invention is capable of being autonomous in its operation. Indeed, the operation of the device 1 of the invention does not need to be associated with an additional element or even a homologous anti-vehicle device 1 juxtaposed.

Il convient de relever que le dispositif anti-véhicule 1 de l'invention est apte à permettre le ralentissement et l'arrêt du déplacement d'un véhicule terrestre dans le cadre de tests référencés selon la norme PAS 68 :2013.It should be noted that the anti-vehicle device 1 of the invention is capable of allowing the slowing down and stopping of the movement of a land vehicle in the context of tests referenced according to the PAS 68:2013 standard.

Claims (12)

  1. Anti-vehicle device (1) intended to slow or even stop the movement of a land vehicle, the device (1) having a front face (2) intended to face the vehicle, and comprising a frame which has at least:
    - a first part (3) comprising a structure disposed in a substantially vertical manner in an arrangement corresponding to a substantially frontal plane and defining a width of the frame, and configured to be struck by a part of a vehicle along at least one component perpendicular to the frontal plane of the arrangement, the face of the first part (3) that is intended to be struck by a vehicle defining the front face (2) of the device,
    - a second part (4) comprising a structure configured to interact with the lower face of the vehicle striking the first part (3), this second part (4) being disposed in the lower part of the first part (3) and comprising at least one substantially rectilinear structure, disposed at the front face (2) of the device and oriented along an axis that intersects the frontal plane of the first part (3),
    - a third part (5), positioned at the junction between the first part (3) and the second part (4), bearing a tilt interface (10),
    at least one portion of the lower face of the second part (4) and/or of the third part (5) being associated with a friction interface (6) configured to adhere to the surface of the ground on which the anti-vehicle device (1) rests, characterized in that the friction interface (6) is realized by at least one wheel (11) fixed in rotation with the frame of the device (1).
  2. Anti-vehicle device (1) according to Claim 1, characterized in that the rear face of the third part (5) is associated with the friction interface (6) configured to adhere to the surface of the ground during tilting of the device (1).
  3. Anti-vehicle device (1) according to either of the preceding claims, characterized in that, in a sagittal plane in section, the friction interface (6) is realized by a structure having at least one circular portion (6bis) disposed from the lower face of the second part (4) and/or of the third part (5) as far as the rear face of the third part (5).
  4. Anti-vehicle device (1) according to one of the preceding claims, characterized in that, when the second part (4) of the frame is bearing against the surface of the ground, the centre of gravity of the device (1) is positioned above the elements of the device bearing against the surface of the ground and also as close as possible to or in a vertical plane passing through the pivot axis of the tilt interface (10).
  5. Anti-vehicle device (1) according to one of the preceding claims, characterized in that, in a sagittal plane in section, the first part (3) of the frame forms, together with the second part (4), an angle of between 90° and 135° that is open towards the front part of the device (1).
  6. Anti-vehicle device (1) according to one of the preceding claims, characterized in that, in a sagittal plane in section, the second part (4) of the frame comprises a ramp having a height that increases from a front end and in the direction of the junction between the second part (4) and the first part (3) of the frame.
  7. Anti-vehicle device (1) according to one of the preceding claims, characterized in that the friction interface (6) is configured to be deformed by compression against the surface of the ground when a vehicle strikes the device (1).
  8. Anti-vehicle device (1) according to one of the preceding claims, characterized in that the device (1) also comprises at least one ballast interface (12).
  9. Anti-vehicle device (1) according to Claim 8, characterized in that the at least one ballast interface (12) is formed by a tank intended to be filled with liquid or sand once the anti-vehicle device (1) has been installed in position.
  10. Anti-vehicle device (1) according to either of Claims 8 and 9, characterized in that the second part (4) of the frame comprises, at the front face of the device (1), at least two substantially parallel rectilinear structures, between which at least one ballast interface (12) is positioned.
  11. Anti-vehicle device (1) according to one of the preceding claims, characterized in that the device (1) comprises at least one mechanism for moving over the surface of the ground.
  12. Anti-vehicle device (1) according to at least Claim 11, characterized in that the at least one mechanism for moving over the surface of the ground comprises the at least one wheel (11), fixed in rotation with the device (1), in association with a release mechanism by means of which the at least one wheel (11) is mounted on the frame of the device (1), such that the release mechanism alternately makes it possible, on the one hand, for the at least one wheel (11) to be released such that the latter is free to rotate with respect to the device (1), and makes it possible, on the other hand, for the at least one wheel (11) to be blocked such that the latter is fixed in rotation with the device (1).
EP20195495.5A 2019-09-12 2020-09-10 Device for obstructing the entry of land vehicles Active EP3792401B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1910105A FR3100823B1 (en) 2019-09-12 2019-09-12 Device to obstruct the passage of land vehicles

Publications (2)

Publication Number Publication Date
EP3792401A1 EP3792401A1 (en) 2021-03-17
EP3792401B1 true EP3792401B1 (en) 2022-07-13

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EP20195495.5A Active EP3792401B1 (en) 2019-09-12 2020-09-10 Device for obstructing the entry of land vehicles

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EP (1) EP3792401B1 (en)
FR (1) FR3100823B1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12031280B1 (en) 2019-07-29 2024-07-09 Peter Whitford Barrier system

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19516597A1 (en) * 1995-05-09 1996-11-14 Expresso Deutschland Single=axle luggage trolley with load support plate
JP4461330B2 (en) * 2004-11-05 2010-05-12 株式会社花井製作所 Vehicle forced stop device and vehicle forced stop method using the device
IL271529B2 (en) * 2017-08-15 2024-09-01 Etin Alexander Barrier
DE202018103084U1 (en) * 2018-06-01 2018-09-04 Christian Barz Mobile roadblock

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12031280B1 (en) 2019-07-29 2024-07-09 Peter Whitford Barrier system

Also Published As

Publication number Publication date
FR3100823A1 (en) 2021-03-19
EP3792401A1 (en) 2021-03-17
FR3100823B1 (en) 2021-11-05

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