DE8915625U1 - Roadway side limitation - Google Patents

Description

SPIG Guardrail Production, ^risellsch-ft mbH & Co. KG Industrial site "Ober Prims". 6612 Schmelz-Limb ach

Roadway side limitation

The invention relates to a track side barrier according to the features in the preamble of claim 1.

A special problem in road traffic is the safety of road users on multi-lane roads with oncoming traffic. Here, depending on the traffic density, the individual lanes can be used in one direction or the other. This is the case, for example, in the peripheral areas of large cities, where during the morning and evening rush hours the traffic density is subject to considerable fluctuations in relation to the direction of travel. For example, more lanes are to be allocated to traffic flowing into the city in the morning and to traffic flowing out of the city in the evening.

Telephone (0234) 51957/pß/5ft CommerzbanN AG i

T,e|ef Oft (0£,34) 5.1 0512 - Telex &THgr;25361 swop d

'■ :F»OPtglrokonlo Essen, Account No. 7447-431

■ ·

» &igr;

■ · &igr;

Another problem area is construction site areas, especially so-called moving day-time construction areas, where lanes have to be changed at short notice both in terms of traffic routing and their width.

In order to safely separate oncoming traffic in the problem areas mentioned above, it has been proposed in US-PS 44 74 503 to form a roadway side barrier made of rail-shaped deflection sleepers that are connected to one another in a longitudinal direction both horizontally and vertically. The deflection sleepers have strip-like projections that protrude laterally along their ridges and are flat on their undersides. Furthermore, the deflection sleepers have channels that are open at the bottom in their ground-side contact areas, namely in the area of the vertical central longitudinal plane, which, in conjunction with abutments firmly anchored in the ground between the lanes, are intended to prevent the deflection sleepers from moving sideways.

Due to the horizontal and vertical articulation between the deflection sleepers, the guideway side barrier must be specially braced at the end in the longitudinal direction in order to at least partially eliminate the flexibility caused by the articulations.

The transverse displacement of the deflection sleepers is carried out using a special device in the form of a self-propelled vehicle. This vehicle is designed in such a way that at the end of a track side boundary, the ridge areas of the deflection sleepers are first threaded into lifting devices when the vehicle moves along the track side boundary. In this case, a deflection sleeper is

ti · · · · 1*11

I » · 4 11 ill

others are raised so far that their contact area is ultimately higher than the abutments anchored to the ground. As the vehicle continues to move along the side of the track, the raised deflection thresholds are then moved transversely by the desired amount in an S-shaped curve inside the vehicle and, shortly before exiting the vehicle, are lowered again so that the channels in the contact areas reach over the abutments.

The disadvantage of the known design is not only the fact that the deflection sleepers are connected to each other in an extremely horizontal and vertical manner and therefore require appropriate bracing at the ends, but also the need for the side barriers to be moved only by a specially designed, movable device that is precisely adapted to the side barriers. The cost involved is therefore extremely high, especially since the degree of transverse displacement in the vehicle must be adjustable and lockable.

The invention is based on the problem of further developing the track side limitation described in the preamble of claim 1 using simple means in such a way that it can be moved laterally in the simplest way possible without any special mechanical and/or personnel expenditure and without impairing its advantageous function.

According to the invention, the solution to this problem consists in the features listed in the characterising part of claim 1.

After that, a track side barrier, known for example from DE-OS 38 16 528, is now directly provided with means which initially allow the deflection thresholds to be raised individually or in groups _to such an extent that the contact of the

support plates are lifted from the ground. Once the deflection sills have been raised in this way, they can then be moved sideways with comparatively little force, resting only on the ground supports. Once the deflection sills have reached the new position intended, they are lowered again using the lifting devices until the frictional contact between the support plates and the ground is re-established and the ;1 described in DE-OS 38 16 528

_ y

Advantages of the roadway side limitation come into play again ;i

reach.

Since the deflection thresholds themselves are now designed in such a way, ']

that they can be used without a specially designed device,

_can be lifted, moved sideways and lowered again, the effort for manufacturing and

Provision of such a device. Auen can be found in '§ dependence on local conditions in essential;

shorter time and more flexible to the respective conditions y,

with regard to the degree of lateral displacement , i.

be worn. So it is now without a relevant >;

Time required to make any lane changes possible and to reduce the disruption to traffic associated with such lane changes to an acceptable minimum.

Since the deflection thresholds in question are designed like a housing, it is entirely conceivable that deflection thresholds already in use with the features that characterize the type can be retrofitted in the manner according to the invention at a later date with relatively little effort 1

Although the deflection thresholds are slim ,

The space between the trapezoidally arranged guide plates still allows easy integration of the lifting devices with floor supports.

It is quite conceivable that the lifting devices consist of purely mechanical lever gears that can be operated by hand or from a construction vehicle. A preferred embodiment of the invention is, however, that the lifting devices are formed from lifting cylinders that can be acted upon by a hydraulic or pneumatic medium and that are supported on floor rollers.

The lifting cylinders can be pressurized in a variety of ways . For example, it is conceivable that all the lifting cylinders of a side barrier are connected to a hydraulic or pneumatic supply line, which is laid in the deflection sleepers, whereby this supply line can then be connected to the pressure medium source at any point on the side barrier. One such pressure medium source is, for example, a hydraulic or compressed air unit, which is usually part of the standard equipment of many construction site vehicles. The lifting cylinders can be connected to one another in such a way that individual lifting cylinders or lifting cylinders can be pressurized with pressure medium and then relieved again in predetermined groups. Furthermore, there is the possibility of

Possibility, especially with hydraulically actuated lifting cylinders, that each lifting cylinder or, for example, the lifting cylinder of a deflection sill is assigned a storage container from which the pressure medium can be conveyed into the lifting cylinder(s) and back out of the lifting cylinder(s) into the storage container if required. The fact that the lifting cylinders are equipped with floor rollers also allows larger sections of a travel path side barrier to be moved together. In this case, despite an essentially rigid coupling of two consecutive deflection sills, a largely S-shaped conveying

i « I · · I

The guideway side barrier can be moved freely, because the design of the individual deflection sleepers means that the guideway side barrier has a certain degree of flexibility over a certain length, which allows an elongated S-shaped deformation in the event of a transverse displacement.

The design of the lifting cylinders with a hydraulic or pneumatic control system can be simple, as the load is only applied for the purpose of laterally shifting the travel path side barrier and the lifting cylinders do not otherwise have any function. Such lifting cylinders therefore do not require any special maintenance, even if they have not been used for a long time.

In view of the fact that, as a rule, at least two deflection thresholds are coupled together to form a track side barrier, it is advantageous if, in accordance with the features of claim 2, only two lifting cylinders with floor rollers are provided in each deflection threshold.

. ■? _ ~a &tgr;\.&idigr; rr.. &igr;-&igr; .: _ j —.:-.ji .3 _.: a ja &zgr; &eegr; _...

0.LlHU . U1C3C nULF^Jf 111IUCL SJLlIlA UC&llll Z>\J C itiailUCl UJLayunai &u^c arranges that across two deflection thresholds these, in the raised state, have sufficient stability for the period of lateral displacement.

Within the scope of US-PS 46 32 598 it is indeed possible to provide a track side limitation with lifting devices supported on rollers, however this is a comparatively complicated lifting device which requires a pivoting lever and means for moving the pivoting lever so that the rollers can be moved from the standby position to the active position and vice versa.

Furthermore, according to US-PS 46 66 332, it is considered state of the art to incorporate separate short housings between two deflection sleepers that are arranged one after the other in the longitudinal direction of a track side barrier, which are coupled to the deflection sleepers and provided with hydraulically actuated cylinders. This is also a very complex construction that does not meet the requirements of a simple implementation of track side barriers.

The invention is explained in more detail below using an embodiment illustrated in the drawings. They show:

Figure 1 shows a perspective view of a longitudinal section of a roadway side barrier, partly in section;

Figure 2 shows a reduced scale side view of a roadway boundary, partly in section;

Figure 3 is a view of the roadway side boundary of Figure 2 according to arrow III and

Figure 4 shows, on an enlarged scale, a vertical cross-section through the guideway side boundary of Figure 2 along the line IV-IV.

In Figures 1 to 4, 1 designates a guideway side barrier, which is composed of several identically designed housing-like deflection beams 2 and the associated C-shaped profiled guide beams 3 which are open at the bottom. The guide beams 3 and deflection beams 2 are formed by sigma-shaped horizontal cross-sections.

profiled posts 4 are connected to one another. In the longitudinal direction, both the deflection sills 2 on the one hand and the guide rails 3 on the other hand are connected to one another essentially rigidly, but detachably.

As can be seen in particular from Figure 4, the height H of the deflection threshold 2 to the distance A of the lower ends 3

their side panels 6 approximately like 1:1 to 1.2:1 out. &iacgr;sforms, The distance a of the upper ends 7 d*=i baffles 6 Distance &Aacgr; of the lower ends 5 is approximately 1 : 2 be- § measure.

The lower ends 5 of the guide plates 6, which are otherwise designed to be free of kinks and projections over the entire height H, merge with a bending radius 8 into support plates 9 that extend essentially horizontally. The support plates 9 are angled at their free longitudinal edges 10 towards the floor 11.

Both the deflection sill 2 and the guide beam 3 are bent from a single sheet of metal. All longitudinal edges are largely rounded.

The connecting means for two consecutive deflection sleepers 2 are formed on the one hand from overlapping plates 12, 13 fastened on the inside to the guide plates 6 and to the support plates 9 (Figure 1) and a suitable number of screw means 14 for connecting the guide plates 6 and the support plates 9 to the overlapping plates 12, 13.

The connecting means between the guide rails 3 consist of an O-shaped overlapping support 15 attached to the inside of one end of a guide rail 3 and a suitable number of screw means 16 for attaching the overlapping support 15 to the successive guide rails 3. &igr;

The fixing of the guide rails 3 to the sigma-shaped posts 4 is achieved by the posts 4 being provided at their upper ends with lateral guide brackets 17 adapted to the inner cross-section of the guide rails 3 {&Rgr;&khgr;&ngr;&rgr;&Lgr;&KHgr; 4}. This opens up the possibility of a guide rail 3 being able to be moved along these guide brackets 17 and thus properly fixed in position. The locking is carried out by means of screw means 18 (Figure 1).

The lower ends of the posts 4 are screwed on the one hand to the web plates 19 connecting the guide plates 6 and on the other hand in the lower height area of the deflection shaft 2 via cross plates 20 in a manner not shown in more detail (Fig. 4).

As can be seen from Figures 1 to 4, lifting devices 21 in the form of hydraulically actuated lifting cylinders 22 with floor rollers 23 are integrated into the housing-like deflection sills 2. The lifting cylinders 22 are connected to one another via supply lines 24 laid within the deflection sills 2.

The lifting cylinders 22 are attached to the cross plates 20, which also serve to fix the posts 4. Their piston rods, which emerge from the cylinder housings, have bottom rollers 23 at the end that can be rotated 360° around vertical axes (Figures 1 and 4).

Two lifting cylinders 22 with floor rollers 23 are provided for each deflection threshold 2. These are located at the ends of the deflection threshold 2, on both sides of the vertical central longitudinal plane 25, i.e. in a diagonal arrangement (Figures 3 and 4).

In the operating state of the travel path side barrier 1, the lifting cylinders 22 are not loaded. The floor rollers 23 lie on the floor 11 or are lifted off it.

If a deflection sill 2 is to be raised and moved sideways, the corresponding lifting cylinders 22 are actuated via the supply lines 24 until the support plates 9 lose contact with the floor 11. Now the deflection sill 2 can be moved sideways while resting on the floor rollers 23.

The pressure medium source for the lifting cylinders 22 can, for example, be located on a construction vehicle (not shown in detail) that can feed the working medium into the supply lines 24, in particular at the end of a travel path side barrier 1. In addition, the lifting cylinders 22 can be connected to one another in such a way that the lifting cylinders 22 of a deflection threshold 2 or several deflection thresholds 2 can be specifically loaded or unloaded.

The lateral displacement of the roadway side barrier can be carried out manually. However, the displacement can also be carried out using a conventional construction vehicle, which only needs to be equipped with a simple boom that displaces the deflection sleepers 2 transversely by the desired amount.

44/34653-001 , : .* ' I '. '. ' AR/Mo

Reference symbol list

1 - Roadway side limitation

2 - Deflection thresholds

3 - Guide rails

4 - rföäteu

5 - lower ends of

6 - Baffles

7 upper ends of

8 - Bending radius

9 - Support plates

10 - Longitudinal edges of

11 - Floor

12 - Overlap sheets

13 - Overlap sheets

14 - Screwing tools

15 - Overlap connector

16 - Screwing tools

18 - Screwing tools

19 - Web plates

20 - Cross plates

21 - Lifting devices

22 - Lifting cylinder

23 - Floor rollers

24 - Supply lines

25 - Median longitudinal plane v.

A - distance from 5 a - distance from 7 H - height from 2

Claims (2)

protection claims; 1. Side barriers for the track, which can be coupled with each other in sections, have a slim vertical cross-section and are \2/ JTi ic Ui/Sr &Igr;&igr;&igr;&Ggr;&Egr; ySSaiTite iiOiiS \ u &igr; n"ilCn<.rSl and projection-free guide plates (6) arranged in a trapezoidal shape relative to one another and support plates (9) connected to the lower ends (5) of the guide plates (6) and extending essentially horizontally, characterized in that lifting devices (21) are integrated into the deflection thresholds (2), which consist of lifting cylinders (22) with roller-like floor supports (23) that can be acted upon by a hydraulic or pneumatic medium. 2. Guideway side limitation according to claim 1, characterized in that in each deflection threshold / 1 \ _&ldquor;&ldquor;.: u,.U,..l 4«J-- Oll _>-;»- n^on^llor. Oll &khgr;&tgr;&iacgr;&sgr;&tgr;&eegr; a &agr; ühon \ O / CfTC=J. I1UWAJAJLI1UCA \ &Lgr;» &Lgr;&Mgr; r 11IO.«. W^^%* ^* »* Jb X^ AA w ** \ *m ^ I ▼ _v «. ^ _v w _v ·· _v .« which are located at the ends of the deflection threshold (2) on both sides of the vertical central longitudinal plane (25).