EP0227016B1 - Obstruction device for a temporary obstruction of a roadway - Google Patents

Description

The invention relates to a locking device according to the preamble of claim 1.

Corresponding passage barriers for the temporary blocking of free lanes can include prism-shaped obstacles that extend along the width of the lane and can be swung out of the lane in order to protect systems such as B. to protect public and private supply centers or power plants against unauthorized or violent intrusion of motor vehicles or bicycles. Such obstacles, which can also be referred to as blocking segments, are quite voluminous, require a lot of maintenance and are basically no longer functional when a vehicle is intercepted, i.e. the blocking element can no longer be lowered into the road. In this way, however, the area to be secured is blocked in any case in the event of a disaster.

An object of the present invention is to design a locking device of the type mentioned in such a way that with small dimensions of the individual locking elements it is ensured that unauthorized driving on a roadway - regardless of which side - can be prevented, whereby a high level of reliability and ease of maintenance should be guaranteed with regard to the construction and the associated operability. A further object of the invention is that essentially only the vehicle intercepted by the locking device is rendered inoperable by the locking elements without the persons driving the vehicle being in mortal danger. Finally, it is to be ensured that, in the event of maintenance and / or damage to the locking device, further driving on the road can be made possible without any problems.

The object is achieved in that the blocking elements are posts with drivable side surfaces which overlap and lie one above the other in an essentially aligned alignment with the road surface. The pivot axis preferably runs in the counter element, and preferably in the region of the center of gravity of the element and counter element, so that small forces are required to enable pivoting. In order to enable problem-free pivoting of the elements, they interact with a linkage which can be actuated by a drive element such as a hydraulic cylinder and which is preferably articulated in the area of the counter elements. The control of the hydraulic cylinder is designed so that an energy store ensures actuation of the locking elements even when the power fails, since for the control itself only z. B. a 24 volt battery is required. As an alternative to this, a hand pump can also be provided in order to lower the locking elements in an emergency, i. H. to pivot the axis parallel to the longitudinal direction of the road.

The sections of the blocking elements lying one on top of the other, that is to say of the overlapping regions, are formed by complementarily complementary recesses in the mullion elements assigned to one another, the recesses themselves preferably being stepped. By supporting the posts in the area Above the swivel axis, an optimal weight transfer from the road is possible, so that additional constructive measures are not necessary to support the locking elements in a flush alignment with the road surface.

The locking elements themselves and preferably also the counter elements consist of double T-beams with an edge length of e.g. 300 mm, at least the flanges of the locking elements being connected with flat bars and having reinforcing ribs between them and the webs. The height of the posts projecting above the roadway is preferably 650 mm, which ensures that the axles of the motor vehicles intercepted by the locking elements are damaged in such a way that an independent driving on is not possible. Appropriately trained posts can withstand loads of 100 tons at 30 km / h.

At least the blocking element has an obliquely angled cuboid shape, the free end being provided with a cuboid recess to form a tooth.

According to a further proposal it is provided that the locking elements can be used interchangeably together with the linkage as a unit in a frame, the frame being provided with a lost formwork which can be used together in an excavation present in the carriageway, preferably the linkage actuating drive can be used interchangeably together with the unit in the frame.

Appropriate training makes it extremely easy to install the locking device. It is only necessary to dig a trench in the road and pour the floor with a concrete ceiling in order to insert the frame with the lost formwork made of sheet steel. Then it is concreted, whereby a high measuring accuracy is guaranteed. Subsequently, as a unit, the support structure (Assembly unit) inserted locking elements with counter elements as well as linkage and drive device used and removed again as a unit, for example during maintenance work. The frame only has to be covered with a drive-over bridge, the road is then unblocked even during maintenance work.

The underfloor support structure (assembly unit), which swivels to accommodate the elements, is hot-dip galvanized and designed to be static according to the loads to be expected.

All rotating parts are provided with lubrication devices, whereby the bearings themselves are made of high-quality bearing material in order to ensure high functionality even under heavy loads.

Regarding the pivoted locking elements, it should also be mentioned that they interact with a fixed stop when the position is pivoted out of the road surface by 90 °, so as to limit the pivoting process. In the opposite direction, an uncontrolled pivoting back is blocked by the actuating cylinder itself. This blocking prevents undesired pivoting of the locking elements even when exposed to an external load, which is directed vertically or horizontally.

In an embodiment of the invention, struts projecting at right angles project from the side surfaces of the locking elements and extend in the direction of the adjacent post, in order to ensure that z. B. two-wheelers cannot drive through. Regardless of this additional feature, however, it should be mentioned that the area between the locking elements pivoted out is not covered, so that the openings resulting therefrom offer a further obstacle.

Finally, it should be emphasized that the interchangeable unit preferably comprises three locking elements, it being possible for a plurality of units to be strung together in order to shield a wider driving surface.

Further details, advantages and features of the invention result not only from the claims, the features to be extracted from them - individually and / or in combination - but also from the following description of a preferred exemplary embodiment shown in the drawing.

Fig. 1

eine Prinzipdarstellung von Anordnungen von Sperrvorrichtungen,

Fig. 2

eine Detaildarstellung einer Sperrvorrichtung mit abgesenkten Sperrelementen,

Fig. 3

die Sperrvorrichtung nach Fig. 2 mit herausgeschwenkten Sperrelementen,

Fig. 4

eine Detaildarstellung einer Sperrampe,

Fig. 5

eine Draufsicht der Sperrampe nach Fig. 4,

Fig. 6

eine Schnittdarstellung entlang der Linie AA in Fig. 5,

Fig. 7

eine Explosionsdarstellung einer Sperrvorrichtung gemäß Fig. 1 und

Fig. 8

eine Schnittdarstellung entlang der Linie VIII-VIII in Fig. 2.

Show it:

Fig. 1

a schematic representation of arrangements of locking devices,

Fig. 2

a detailed representation of a locking device with lowered locking elements,

Fig. 3

2 with locking elements pivoted out,

Fig. 4

a detailed representation of a barrier ramp,

Fig. 5

4 shows a top view of the barrier ramp according to FIG. 4,

Fig. 6

5 shows a sectional illustration along the line AA in FIG. 5,

Fig. 7

an exploded view of a locking device according to FIG. 1 and

Fig. 8

a sectional view taken along the line VIII-VIII in Fig. 2nd

In Fig. 1, a multi-stage locking arrangement for optionally locking a roadway (12) is shown to ensure that unauthorized or violent driving on the roadway provided with the locking arrangement (12) is excluded. In the exemplary embodiment, the locking arrangement comprises two differently designed locking devices (10) and (11), which are recessed flush into the road surface at a distance from one another or can be pivoted out of it.

The locking arrangement according to the invention ensures that vehicles that should have partially overcome the outer locking device (10) cannot tip forward onto the road (12), but are held in a raised position by the second locking device (11) that objects, for example located on a loading area of a vehicle, cannot be thrown in the direction of the area to be blocked.

Detailed representations of the locking devices (10) and (11) can be found in FIGS. 2 to 7, which will be discussed in more detail below.

In the exemplary embodiment according to FIGS. 2, 3 and 7, the first locking device (10) comprises three locking elements (20), 22), (24), each pivotable about an axis (14) (16) or (18). The axes (14), (16), (18) run in the longitudinal direction of the carriageway (12), so that the locking elements (20), (22), (24), which are posts, perpendicular to the normal direction of travel from the carriageway ( 12) can be swiveled out. Each post (20), (22), (24) is assigned a counter element or counterweight (26), (28), (30) which, regardless of the position of the post (20), (22), (24) is arranged underground. The pivot axes (14), (16), 18), which run in the area of the counter elements (26), (28), (30), are also preferably in the area of the center of gravity which consists of the elements (20), (26) and (22), (28) or (24), 30) arranged masses. As a result, the pivotability of the locking elements (20), (22), (24) with the counter-elements (26), (28), (30) is facilitated. The pivoting therefore takes place via a linkage, such as push rods (34), starting from a drive element such as hydraulic cylinder (32), which in points (36), (38), (40) on the counter elements (26), (28) , (30) articulated and if necessary. is or are divided. The hydraulic cylinder (30) is preferably actuated from a metal weather protection housing (42) in order to pivot or lower the locking elements (20), (22), (24) out of the roadway (12) if necessary.

The posts (20), (22) are arranged in the region of the pivot axes (14), (16), (18), above them overlapping each other and are supported on one another, so that this results in an extremely simple but statically unobjectionable construction is made available.

In order to achieve the overlap, the mutually associated ends (48), (50) - shown by way of example on the posts (20) and (22) - have step-shaped recesses (44) and (46) which complement one another. This allows the ends (48), (50) to lie on one another above the axis (36) without the side surfaces (52), (54), (56) of the bollards (20), (22), (24) which are flush with the road surface must show unevenness. The front end (62) of the blocking element (20) which does not interact with an adjacent post is supported on a concrete projection (60) in order to achieve sufficient stability in this respect.

FIG. 8 shows a sectional view of the locking element (24) according to the invention with counter element (30) in order to clarify its structure. Both the blocking element (24) and the counter element (30) consist of a double-T beam, the flanges (118) and (120) or (122) and (124) of which are welded together. The flanges (118) and (112) are welded to the outside with flat iron (only the flat iron (126) is shown) in order to provide a post which is closed on all sides as a blocking element (24). Reinforcing ribs can also be welded within the chamber formed by the flanges (118) and (122) and the flat iron in order to give the locking element an even higher rigidity.

Of course, in the area of the free outer ends of the locking elements, the chamber of the respective double-T beam is closed by flat iron. It should also be noted that the projections provided in the free ends (50) have the effect that the material impacting against the bollard is penetrated in a cutting-like manner.

In Fig. 7 the locking device (10) according to the invention is shown in an exploded view to illustrate its installation and removal from a roadway.

A trench (128) is first dug in the roadway (12), the bottom (130) of which is given a concrete ceiling. A frame (132) with lost formwork (134), which can be made of sheet metal, is then inserted into the trench (128), so that the space between the lost formwork (134) and the trench is then filled with concrete. This provides a frame for the unit (136) which the locking elements (20), (22), (24) and (25) with the counter elements (26), (28), (30) and (31) which comprise these pivoting connecting rods and the drive device in the form of the hydraulic cylinder (not shown in each case). If the relevant unit (136) is placed on the frame (132) and screwed to it, the hydraulic cylinders can be connected to the drive fluid by plug connections in order to make the locking device (10) ready for operation. Should one of the locking elements become inoperable due to a defect or maintenance should be carried out, the unit (136) only has to be removed from the frame (132) and then placed on these cover elements such as drive-over bridges so that the roadway (12) can still be driven on is. This ensures that the roadway (12) can be quickly made accessible again to vehicles even when the locking device (10) is not working properly, an advantage which the locking devices to be found in the prior art do not offer.

The locking elements (20), (22) with counter-elements (26) and (28) as well as pivot axes (14) and (16) shown isolated at the top left in FIG. 7 have pipe socket-shaped projections (138) and (140) running at right angles to their longitudinal axes. on. These bridle the area between the adjacent locking elements, so that the locking device (10) also forms an effective drive-through lock for two-wheelers.

The unit (136), which is also provided as an underfloor installation unit and in FIG. 2 with the reference number (58), preferably has a hot-dip galvanized support structure made of U-shaped and double-T iron, which is designed to withstand the loads. The construction is basically chosen so that each bollard loads 100 tons at a driving speed a vehicle withstands 30 km / h without the swiveling being influenced in any way. The double-T beams of the locking elements themselves have leg lengths of preferably 300 mm, the height of the area protruding from the road surface being of the order of 650 mm. This height is sufficient to reach at least the axle area of almost all vehicles, so that in the event of a vehicle collision it becomes unfit to drive.

The accessible side surfaces (52), (54), (56) of the bollards (20), (22), (24) can be provided with a corrugated sheet (not shown).

The control for the hydraulic cylinder (32) and the pressure design is selected so that a control with a 24 volt battery is maintained in the event of a power failure, with repeated actuation of the locking bars (20), (22), (24) via an energy store is. In addition, lowering of the locking bars (20), (22), (24) can be made possible in an emergency by means of a hand pump. Accordingly, the locking device (10) can be described as self-sufficient.

4 to 6, the second locking device (11) is shown in detail, which comprises a ramp-shaped element (64) which can be pivoted out of the roadway (12) and which can be actuated by a hydraulic cylinder (68) arranged in a shaft (66) . The element (64) consists in the exemplary embodiment of a steel plate (70) which is held by two U-steel profiles (72) and (74). The longitudinal axis of the U-steel profiles (72) and (74) runs in the longitudinal direction of the carriageway (12). The element (64), which is aligned with the roadway (12) when retracted, can be rotated about an axis (76), the shaft (78) required for this passing through the U-steel profiles (72) and (74). At a distance from the shaft (78), the hydraulic cylinder (68) also engages in one the U-steel profiles (72) and (74) extending shaft (80) so as to pivot the element (64) out of the road surface or in alignment with it.

As is particularly clear from Fig. 1, the element (64) to the first blocking stage (10) is ramp-shaped, i.e. the axis of rotation (76) is closer to the first stage than the shaft (80). The edge (82) of the roadway (12) surrounding the element (64) is also preferably made of sheet steel in order to make it easy to maintain.

As also shown in FIG. 1, the element (64) is preferably arranged in the central region of the carriageway (12), so that effective protection is ensured against vehicles which have at least partially overcome the first blocking stage (10), that is to say on this sit on and run the risk of tipping forward. In order to secure all common commercial vehicles that could possibly overcome the first blocking stage (10) against tipping forward, it is sufficient if the element (64) has a width of 400 mm and a length of 1200 mm, whereby swinging out over the road surface should be 600 mm.

Claims (11)

1. Barrier device (10) for temporary closure of a road (12) or the like, consisting of a plurality of adjacent barrier elements (20, 22, 24, 25), which can optionally be lowered into the road surface, and are then aligned substantially flush with the road surface, or which can be pivoted out of the road, each barrier element being pivotable about an axis (14, 16, 18) extending substantially parallel to the main road direction and being connected to a counter-element (26, 28, 30, 31) provided below or substantially below the road surface, and the elements being pivotable via linkages (34) such as connecting rods, characterised in that the barrier elements (20, 22, 24, 25) are posts having side faces (52, 54, 56) over which it is possible to drive, the posts overlapping one another and lying on top of one another above the axis (14, 16, 18) when aligned substantially flush with the road surface.
2. Barrier device according to claim 1, characterised in that the barrier element (20, 22, 24, 25) and/or the counter-element (26, 28, 30, 31) are formed by a double T girder, the flanges (118, 122) preferably being connected at least by the barrier element to a flat bar (126).
3. Barrier device according to claim 1, characterised in that the overlap is formed by the complementary recesses (44, 46) in the ends (48, 50) lying on top of one another of the elements (20, 22), the recess (44, 46) being step-shaped.
4. Barrier device according to claim 1, characterised in that at least the barrier element (20, 22, 24, 25) has the shape of an oblique-angled parallelepiped, the free end (48, 50) being provided with a parallelepiped-shaped recess (44, 46) to form a tooth.
5. Barrier device according to claim 1, characterised in that the axis (14, 16, 18) extends approximately along the centre of gravity of the barrier element (20; 22; 24; 25) and in the counter-element (26; 28; 30; 31) connected thereto, the linkage (34) connecting the elements together being coupled to the counter-elements and being actuatable via a drive (32) such as a hydraulic cylinder.
6. Barrier device according to claim 1, characterised in that a tubular element (138, 140) projects from the barrier element (20, 22, 24, 25) and extends perpendicular to its longitudinal axis.
7. Barrier device according to claim 1, characterised in that the barrier elements (20, 22, 24, 25) are insertable in an exchangeable manner in a frame (132) together with the linkage (34) as a unit (58, 136), the frame being provided with a lost casing (134), which is insertable in an excavation provided in the road (12).
8. Barrier device according to claim 7, characterised in that the drive (32) forming the linkages (34) is insertable in an exchangeable manner into the frame (132) together with the unit (58, 136).
9. Barrier device according to claim 1 in particular, characterised in that the barrier device consists of at least two steps (10, 11), one of which is formed by the barrier elements (20, 22, 24, 25) and the other of which is formed by at least one element (64) acting like a ramp, which can be pivoted up out of the road at a distance from the barrier elements and behind the latter in the direction of travel.
10. Barrier device according to claim 9, characterised in that the element (64) comprises two U-bar profiles (72, 74) extending in the longitudinal direction of the road (12), on which profiles (72, 74) a steel plate (70) abutting the road surface is mounted, the element (64) being sunk preferably in the centre of the road (12).
11. Barrier device according to claim 9, characterised in that the element (64) cooperates with a hydraulic cylinder (68) mounted in a shaft (66) sunk below the road (12).

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