EP0351572A2 - Lane divider - Google Patents

Abstract

The lane divider is formed by a number of base elements (111), which are constructed as solid elements and are produced for example from recylcing plastic. They are arranged in a row in their longitudinal direction and are each positively connected to one another by means of a coupling device (126), so that they produce a continuous wall. The base elements (111) have a bottom part and a back part which projects upwards thereon. The bottom part is relatively low and wide and has on both sides obliquely descending upper sides. The back part is relatively narrow and high with parallel side walls. A row of mounting elements (112) can be mounted onto the row of the base elements (111) so that the divider reaches a greater overall height. The mounting elements (112) are constructed similarly to the back parts of the base elements (111). They are arranged offset by half a length and are firmly connected to the base elements (111). <IMAGE>

Description

On lanes with oncoming traffic, especially on construction sites with narrowed lanes, it is desirable and expedient that at least the two adjacent lanes, on which the oncoming traffic passes each other, not only visually from one another by traffic facilities, but also or instead, through lane separation devices arranged on the lane be separated.

The simpler roadway separation devices include foils that are glued to the roadway or colored strips that are sprayed on the roadway. These roadway dividers only work visually. The more complex lane dividing devices include marking nails, which are fastened in rows on the lane. At first, these also have a visual effect. If the wheels of a passing vehicle touch the marking nails or even run over them, this is also noticeable for the vehicle driver through rhythmic shaking of the vehicle and usually also through roaring noises emanating from the tires and amplified by the vehicle body.

These roadway separating devices are either very flat, as in the case of the foils or the colored strips, or they have a very low height of approximately 10 to 30 mm, as in the case of the marking nails. In addition to the simple marking nails in the form of a spherical section, there are also such marking nails that are equipped with a flag-like attachment made of a flexible material. All of these traffic facilities, namely the flat foils or colored strips, and also the marking nails, even those themselves with essay, but can only guide traffic visually. They are unable to prevent them from crossing the road boundary marked by them.

A spatial separation of oncoming traffic is possible with a known lane separation device, the individual elements of which have base parts with a trapezoidal cross-section, on which steel posts are attached at certain intervals, and a protective barrier is attached to the upper end of each. Due to the standard dimensions of the guardrails, this road dividing device is at least 4 m long. For this reason and because the lane dividing device is composed of steel parts, it has a relatively high weight. They are therefore only suitable for construction sites that remain unchanged in the same place for a long time. Due to its high weight and large dimensions, this roadway dividing system can only be transported with special vehicles with a crane and both set up and dismantled. In this roadway antenna device is also disturbing that its base width is about 1 m. This roadway separating device can therefore only be used at those construction sites where, in addition to the roadway antenna device, there is still a sufficient area as usable area for the roadways and the large area loss of the roadway separating device is thus bearable.

Another known roadway separating device also has individual elements which have a base with a trapezoidal end face, to which an at least approximately cuboidal back part adjoins at the top. These individual elements are placed one behind the other. They are designed as hollow plastic bodies, so that they can be transported more easily and are easier to set up and dismantle. To increase their own weight, they are fed with fiber at the installation site filled. A steel rod is arranged in its interior in its longitudinal direction, which protrudes through the end wall on both end faces of the components. Arranged on the outside of the end walls as part of a coupling device for coupling two components standing one behind the other in the longitudinal direction is a U-shaped steel bar section which is screwed to the steel bar with the back of its web. On both flange parts of the coupling part there is a through hole, which are aligned with each other in the vertical direction on both flange parts. These coupling parts are mounted at different heights on both end faces of a component, so that when a number of components are lined up, the flange parts of the coupling parts can overlap one another at a small vertical distance. A connecting bolt is inserted into the through holes of the coupling parts of two adjacent individual elements, which are then aligned with one another, by means of which the two adjacent individual elements are coupled to one another in the longitudinal direction and in the transverse direction. An end section is angled on the connecting bolt, with which it rests on the uppermost flange part.

This roadway separating device has the disadvantage that its individual elements are made of plastic as hollow bodies, which require filling to increase their own weight. This filling can consist of water. Then the individual elements can not be used at temperatures below freezing, or the water filling must be mixed with expensive antifreeze. Another complaint is a sand filling.

In the case of a water filling, the water filling must be sucked out of each individual element when the roadway separating device is dismantled and disposed of if it is provided with an antifreeze. It could only in the warm season Water fill can be drained into the environment without antifreeze. A sand filling must be taken out of the cavities so that the weight of the individual elements is not so great. But the sand filling must be dry so that the filling is free-flowing. For emptying, the individual elements must be turned upside down so that the sand filling can trickle out at least for the most part. For this, several vehicles are always required, namely at least one vehicle that receives the individual elements and at least one second vehicle that either fills the water with antifreeze or the sand. This work, which always takes a considerable amount of time, usually has to be carried out when the traffic is flowing, which impairs both the construction or dismantling work and the flow of traffic. In addition, the operating personnel are at significant risk from the flowing traffic.

These individual elements made of a hollow plastic body have very steep base walls because they have to be prevented from the wheels of the passing vehicles colliding with the base. The base wall of the hollow body would collapse and any existing water filling would immediately leak out completely. Even a sand filling would trickle out of the breakage to a large extent and spread along the roadway along the roadway and cause an increased risk of slipping there due to the sand covering. In such a rear-end collision, the individual elements would as a rule be damaged so badly, if not destroyed, that they would have to be completely replaced. However, despite the steep base walls, the individual elements are still exposed to this danger when a vehicle hits a not very acute angle, as can easily be the case with a vehicle that starts to skid.

This known roadway separation device has the major disadvantage that its coupling devices on the end face, with the flange parts projecting in the axial direction, result in a considerable clearance between the end faces of two adjacent individual elements. As a result, both the base walls and the side walls of the cuboid-shaped back part do not form a coherent surface, as is the case, for example, in roadway dividing devices with protective planks, but are constantly interrupted within a short distance of approx. 1 m by the gaps between two adjacent individual elements. The gaps have a considerable length of approx. 20 cm. If a vehicle brushes against this roadway separating device and slides a certain distance along it, there is a great risk that protruding parts of the motor vehicle will hit the end faces of the individual elements and there is in turn the risk that the individual elements affected will be damaged in the first place, ie torn open, if not torn, and that on the other hand, considerable damage can occur to the vehicle.

Another disadvantage of this roadway separating device is that the coupling bolts can easily be misplaced or lost as individual parts.

The invention specified in claims 1 and 2 is based on the object of providing a roadway separation device which enables adequate physical separation of the vehicle streams traveling in opposite directions along it and which is more robust in use and more manageable in construction and dismantling than the known vehicle separation devices.

Because the base bodies are designed as solid bodies, they have a far higher dimensional stability than a hollow body with a given strength of the material made of the same plastic, even if it has a flowable or free-flowing filling. Characterized in that in the first embodiment, the coupling device is formed on the one hand by a T-groove on each of the two end faces of the base body and on the other hand is formed by a coupling part with an I-shaped plan, half of which is on the T-shaped plan the T-slot is matched in the base bodies and the height does not protrude above the height of the T-slot, so that two adjacent base bodies can and must be joined together until their end faces touch. As a result, there is no gap between the mutually adjacent base bodies, at which a vehicle part could get caught that slides along the roadway separating device. This also makes the carriageway separating device much less susceptible to damage or even destruction than the individual elements of the known carriageway separating device.

Characterized in that in the second embodiment of the roadway separating device, the coupling device each has a coupling rod running in the vicinity of the end face of the base body transversely to its longitudinal extension, which extends through the recess on the end face of the base body and in that the second coupling part is designed as a coupling bracket , which has a coupling hook at each of its two ends, with which it can be attached to a coupling rod of the abutting base body, also allows a seamless stringing together of the base body and at the same time ensures that the base body can be coupled with each other even more easily and quickly. Due to the interaction of metal coupling parts, this coupling device has a higher strength than in the first embodiment.

In one embodiment of both lane dividing devices according to claim 3 it is achieved that when a vehicle approaches at an acute angle, the vehicle wheels can roll up onto the roof surface of the sole part on the side of the vehicle facing the lane dividing device. As a result, a certain steering effect is achieved by the entering inclined position of the vehicle, which directs the vehicle away from the roadway separation device. In addition, it is achieved that the wheel load of the wheels rolling on the sole part loads the relevant round body in addition to its own weight and presses it onto the road. This reduces the risk that the carriageway separating device will be pushed aside by the ascending vehicle and thus pushed into oncoming traffic.

In an embodiment according to claim 4, the manufacturing costs of the roadway separation device are significantly reduced.

By designing the lane separating device according to claim 5, the dimensional stability of the individual elements in the longitudinal direction is considerably increased, so that they can absorb considerable forces in the longitudinal direction of the entire lane separating device, which can arise, for example, that a certain section of the lane separating device from a vehicle to the side is pressed, thereby increasing the longitudinal stress on the individual elements concerned, similar to the transverse loading of a tensioned rope.

In a configuration of the roadway separating device of the second embodiment according to claim 6, a considerable increase in the axial load capacity is also achieved for it.

By an embodiment of the roadway separating device according to claim 7 it is achieved that the coupling bracket of the coupling device can always remain at one end of the base body, the coupling bracket can be folded up for transport or for setting up and dismantling, so that it is completely in the recess on the The end face of the base body disappears, and that it can simply be folded down in the operating position of the base body and, with its free hook end, engages behind the coupling rod of the adjacent base body and thus the coupling of the two base bodies takes place in a very simple and quick manner. In one embodiment of the roadway separating device according to claim 8, the coupling bracket slides down after swiveling into its rest position under the effect of its own weight until it sits on the coupling rod with the profile leg of the guide leg then standing horizontally. By engaging the longitudinal section of the coupling bracket below the coupling rod on the rear wall of the recess, the coupling bracket automatically secures itself in this position under the effect of its own weight. For a coupling process, it only has to be pulled up on the hook of the upward end until the other hook lies against the coupling rod, and then swiveled downwards in the direction of the adjacent base body, in order then again under the effect of its own weight into the Swivel the coupling position. This ensures that when the base body is transported with the coupling bracket secured in the rest position, it does not accidentally protrude and interfere anywhere. In addition, a simple and safe coupling of the base body to one another is still guaranteed. With a development of the lane separating device according to claim 9, lifting the coupling bracket from its coupling position is facilitated by using a wire loop or another Tool with a hook or a ring eyelet the extension from its tip or possibly from the side and thus lifts the coupling bracket.

In one embodiment of the roadway separating device according to claim 10 it is achieved that the hook of the coupling bracket also rests in a central region of its inner surface on the coupling rod of the adjacent base body when the two base bodies are aligned obliquely to one another at a certain angle, as is the case with the installation is the case along a curved lane.

By designing the roadway separating device according to claim 11, the base body can also be set up along a curved line without the middle regions of the end face of the base body with the coupling devices being moved apart because of the corners of the base body located on the inside of the curved line.

With an embodiment according to claim 12, the carriageway separating device can be equipped with an initial ramp, seen in both directions of travel, by means of which head-on collisions with the carriageway separating device are avoided.

By designing the carriageway separating device according to claim 13, it is possible to achieve a greater overall height of the carriageway separating device with the attachment bodies, without the basic bodies alone having to have this structural height. By dividing the total height of the lane separation device into two layers, namely once in that of the base body and once in that of the attachment body, the individual parts of the two layers still have a sufficiently low weight with a predetermined total height of the lane separation device. The guide elements make it easier to put the attachment bodies on and for them to operate given some guidance at the same time. A further development of the carriageway separating device according to claim 14 ensures that the attachment bodies can be placed on the base bodies offset by half a length with respect to these. This and the anchor effect of the guide elements in both directions results in an additional connection of the individual parts of the roadway separating device to one another. An embodiment of the roadway separating device according to FIG. 15 creates guide elements which are relatively simple to form and at the same time effective and which also allow a certain inclination of the individual elements when they are set up along a curved line. The same is achieved with guide elements in an embodiment according to claim 16.

By designing the roadway separating device according to claim 17, the placement of the attachment body on the base body is facilitated because a certain centering effect emanates from the inclined side surfaces.

With an embodiment of the roadway separating device according to claim 18, it is possible to releasably connect the attachment bodies with the base bodies in a detachable manner, so that the two layers of the individual elements form a unit, so to speak. With an embodiment of the lane dividing device according to claim 19, a very robust and easy-to-use fastening device is created, of which no parts protrude outwards in the operating position of the individual elements of the lane dividing device. With a further development of this roadway separating device according to claim 20 it is also achieved that when the fastening screws on the attachment bodies are not screwed into a fastening nut on a base body, the fastening screws are therefore in their rest position, the fastening screw is still completely inside the attachment body . As a result, the Transport of the attachment body and when handling the attachment body excluded that the screw thread is damaged.

In an embodiment of the roadway separating device according to claim 21, the possibility is also created to temporarily connect the attachment bodies to the base bodies, the connection being established very quickly. In a further development of this roadway separating device according to claim 22, it is also ensured that the toggle rod is completely within the attachment body in the idle state, and that when handling the attachment body the lower end of the toggle rod cannot be damaged with the toggle pin. A further development of this roadway separating device according to claim 23 ensures that in the rest position of the toggle rod, its toggle pin always assumes a very specific rotational position with respect to the attachment body, so that with a corresponding adjustment of the alignment of the perforated disks to the base bodies, the toggle pin immediately by simply depressing the toggle rod can enter the recess of the perforated disc and then the toggle bar only has to be turned a quarter turn to make the connection. A further development of the roadway separating device according to claim 24 ensures that the toggle rod assumes the correct pivot position in relation to the recess in the perforated disc in the locking position even without special attention of the operator, in which its toggle pin is at least approximately at right angles to the long-round shape of the recess in the perforated disc is aligned. By an additional development of the roadway separating device according to claim 25 it is achieved that the toggle rod can also - not accidentally turn out of the coupling position into such a rotary position in which its toggle pin is aligned with the recess in the perforated disc, whereby the connection of the attachment body with the Basic bodies would be practically solved.

In an embodiment of the roadway separating device according to claim 26, secure guidance for the fastening screw or the toggle rod of the fastening device is achieved. In addition, the support surface for the head of the fastening screw or the toggle rod is formed by a metal part, which also ensures an intimate connection of this support surface with the attachment body through its molding in the base of the attachment body, through which higher forces can also be absorbed and transmitted. In addition, the guide tube is able to absorb greater lateral forces than the base material of the attachment body when the fastening device is loaded laterally. In the development of this roadway separating device according to claim 27 it is achieved that, despite the metal guide tube, the shaft end of the fastening screw with the fastening thread is securely in the attachment body in the idle state.

By designing the roadway separating device according to claim 28, a connecting device is created which, in addition to fastening the attachment parts to the base bodies, also assumes the mutual guidance of these parts, the top side of the base body and the underside of the attachment body outside the connecting device being able to be smooth and flat. This increases the area of contact between the two bodies. With the development of the roadway antenna device according to claim 30, the part of the connecting device arranged on the base body can be easily and safely molded into the material of the base body directly and without the aid of other molded parts.

By designing the roadway separating device according to claim 31, a relatively simple to produce and easy to use guide device is created, which also takes over the function of an anti-rotation device without additional parts. With the design of the roadway separation device according to claim 32, a robust and at the same time reliable connection of the attachment body with the base body is made possible.

In an embodiment of the roadway separating device according to claim 33 it is achieved that the central end regions do not move apart when the attachment body is inclined.

In an embodiment of the roadway separation device according to claim 34, the reflectors make it easier to recognize the roadway separation device at night and thus indirectly improve the service life of the roadway separation device.

• Fig. 1 eine ausschnittweise dargestellte Draufsicht einer Fahrbahntrenneinrichtung mit mehreren Grund­körpern;
• Fig. 2 eine ausschnittweise dargestellte Seitenansicht der Fahrbahntrenneinrichtung mit Anfangsrampe;
• Fig. 3 eine Stirnansicht eines Grundkörpers;
• Fig. 4 eine Draufsicht einer weiteren abgewandelten Aus­führungsform der Grundkörper mit Rückstrahler;
• Fig. 5 eine Draufsicht des Grundkörpers nach Fig. 4;
• Fig. 6 eine Seitenansicht eines Kupplungsteils der Fahr­bahntrenneinrichtung nach Fig 1;
• Fig. 7 eine Draufsicht des Kupplungsteils nach Fig. 6;
• Fig. 8 eine zum Teil ausschnittweise und teilweise geschnitten dargestellte Seitenansicht zweier abgewandelter Grundkörper;
• Fig. 9 eine teilweise geschnitten dargestellte Draufsicht der Grundkörper nach Fig. 8;
• Fig. 10 einen Querschnitt des Grundkörpers nach der Linie VIII - VIII in Fig. 8;
• Fig. 11 eine teilweise geschnitten dargestellte Seiten­ansicht zweier anderer abgewandelter Grundkörper;
• Fig. 12 eine teilweise geschnitten dargestellte Draufsicht der Grundkörper nach Fig. 11;
• Fig. 13 einen Querschnitt des Grundkörpers nach der Linie XI -XI in Fig. 11;
• Fig. 14 eine Seitenansicht eines Kupplungsteils der Grundkörper nach Fig. 11 und 12;
• Fig. 15 eine Draufsicht des Kupplungskörpers nach Fig. 5;
• Fig. 16 eine teilweise geschnitten dargestellte Seiten­ansicht einer weiteren abgewandelten Ausführungs­form der Grundkörper;
• Fig. 17 eine teilweise geschnitten dargestellte Untersicht der Grundkörper nach Fig. 16;
• Fig. 18 eine Stirnansicht der Grundkörper nach Fig. 16 und 17;
• Fig. 19 eine vergößert dargestellte Seitenansicht eines Kupplungsbügels der Grundkörper nach Fig. 16 bis 18;
• Fig. 20 eine Untersicht des Kupplungsbügels nach Fig. 19;
• Fig. 21 eine teilweise geschnitten dargestellte Seiten­ansicht eines Grundkörpers nach Fig. 16 bis 18 mit einer abgewandelten Ausführungsform des Kupplungs­bügels;
• Fig. 22 eine vergrößert dargestellte Seitenansicht des Kupplungsbügels für den Grundkörper nach Fig. 21;
• Fig. 23 eine Seitenansicht der Fahrbahntrenneinrichtung mit Aufsatzkörpern einschließlich Anfangsrampe;
• Fig. 24 eine Draufsicht eines abgewandelten Grundkörpers;
• Fig. 25 eine Draufsicht eines Aufsatzkörpers zum Grund­körper nach Fig. 24;
• Fig. 26 eine Draufsicht einer anderen Ausführungsform der Grundkörper mit Aufsatzkörper ;
• Fig. 27 eine Seitenansicht der Grundkörper und Aufsatz­körper nach Fig. 26;
• Fig. 28 eine Stirnansicht eines Grundkörpers nach Fig. 26 und 27 mit einem Aufsatzkörper;
• Fig. 29 einen vergrößert dargestellten Ausschnitt der Draufsicht nach Fig. 9 oder 12 mit einem Horizontalschnitt eines Aufsatzkörpers;
• Fig. 30 einen Vertikalschnitt einer weiteren abgewandelten Ausführungsform der Grundkörper und Aufsatzkörper mit einer Befestigungsvorrichtung im Verbund;
• Fig. 31a und 31b einen Vertikalschnitt des Grundkörpers und des Auf­satzkörpers nach Fig. 30 im getrennten Zustand;
• Fig. 32a und 32b eine teilweise geschnitten dargestellte Stirn­ansicht einer weiteren abgewandelten Ausführungs­form der Grundkörper und Aufsatzkörper mit einer abgewandelten Befestigungsvorrichtung im getrennten Zustand;
• Fig. 33a und 33b teils eine ausschnittweise dargestellte Seiten­ansicht und teils einen Vertikalschnitt der Befestigungsvorrichtung nach Fig. 32;
• Fig. 34 eine ausschnittweise dargestellte Untersicht des Aufsatzkörpers nach Fig. 32b;
• Fig. 35 eine Untersicht des Teils der Befestigungs­vorrichtung nach Fig. 33a.
• Fig. 36a und 36b einen Vertikalschnitt des Grundkörpers und des Aufsatzkörpers einer weiteren Ausfhrungsform in voneinander gelöstem Zustand;
• Fig. 37 eine Draufsicht des Grundkörpers nach Fig. 36a;
• Fig. 38 eine Untersicht des Aufsatzkörpers nach Fig. 36b;
• Fig. 39a und 39b einen ausschnittweise dargestellten Vertikalschnitt von Teilen einer Verbindungsvorrichtung zwischen dem Grundkörper un dem Aufsatzkörper nach Fig. 36a + b;
• Fig. 40a einen ausschnittweise dargestellten Vertikalschnitt der Teile der Verbindungsvorrichtung nach Fig. 39a + b in einer um 90° gedrehten Schnittebene.

The invention is explained in more detail below with the aid of some exemplary embodiments shown in the drawing. Show it:

• Figure 1 is a partial plan view of a roadway separation device with a plurality of bodies.
• FIG. 2 shows a side view of the roadway separating device with a starting ramp, which is shown as a detail;
• 3 shows an end view of a base body;
• 4 shows a plan view of a further modified embodiment of the base body with reflectors;
• FIG. 5 shows a top view of the base body according to FIG. 4;
• 6 shows a side view of a coupling part of the roadway separating device according to FIG. 1;
• FIG. 7 shows a top view of the coupling part according to FIG. 6;
• FIG. 8 shows a side view of two modified basic bodies, shown partly in section and partly in section;
• FIG. 9 shows a top view, partly in section, of the base body according to FIG. 8;
• 10 shows a cross section of the base body along the line VIII-VIII in FIG. 8;
• 11 is a side view, partly in section, of two other modified base bodies;
• FIG. 12 shows a top view, partly in section, of the base body according to FIG. 11;
• 13 shows a cross section of the base body along the line XI -XI in FIG. 11;
• 14 shows a side view of a coupling part of the base body according to FIGS. 11 and 12;
• FIG. 15 is a top view of the coupling body according to FIG. 5;
• 16 shows a partially sectioned side view of a further modified embodiment of the base body;
• FIG. 17 shows a bottom view of the base body according to FIG. 16, shown partly in section;
• 18 shows an end view of the base body according to FIGS. 16 and 17;
• 19 shows an enlarged side view of a coupling bracket of the base body according to FIGS. 16 to 18;
• 20 shows a bottom view of the coupling bracket according to FIG. 19;
• FIG. 21 shows a side view, partially in section, of a base body according to FIGS. 16 to 18 with a modified embodiment of the coupling bracket;
• 22 shows an enlarged side view of the coupling bracket for the base body according to FIG. 21;
• 23 shows a side view of the roadway separating device with attachment bodies including a starting ramp;
• 24 is a plan view of a modified base body;
• 25 shows a plan view of an attachment body for the base body according to FIG. 24;
• 26 shows a plan view of another embodiment of the base body with attachment body;
• 27 shows a side view of the base body and attachment body according to FIG. 26;
• 28 shows an end view of a base body according to FIGS. 26 and 27 with an attachment body;
• 29 shows an enlarged detail of the top view according to FIG. 9 or 12 with a horizontal section of an attachment body;
• 30 shows a vertical section of a further modified embodiment of the base body and attachment body with a fastening device in combination;
• 31a and 31b show a vertical section of the base body and the attachment body according to FIG. 30 in the separated state;
• 32a and 32b show a partially sectioned end view of a further modified embodiment of the base body and attachment body with a modified fastening device in the separated state;
• 33a and 33b partly a side view shown as a detail and partly a vertical section of the fastening device according to FIG. 32;
• 34 shows a partial bottom view of the attachment body according to FIG. 32b;
• Fig. 35 is a bottom view of the part of the fastening device according to Fig. 33a.
• 36a and 36b show a vertical section of the base body and the attachment body of a further embodiment in a state in which they are detached from one another;
• 37 shows a plan view of the base body according to FIG. 36a;
• 38 shows a bottom view of the attachment body according to FIG. 36b;
• 39a and 39b show a partial vertical section of parts of a connecting device between the base body and the attachment body according to FIGS. 36a + b;
• Fig. 40a is a partial vertical section of the parts of the connecting device according to Fig. 39a + b in a section plane rotated by 90 °.

The roadway separating device 40 is formed by a number of mutually identical base bodies 41 which are detachably connected to one another at their end faces 43 by means of a coupling device 42 and thereby form a coherent chain.

The base bodies 41 have an elongated, at least approximately rectangular outline shape. Their end faces 43 are angled on both sides of the central plane of the base body 41 by a certain angle with respect to a normal plane to the central plane. This helix angle is approximately half as large as the maximum swivel angle by which a base body is pivoted in relation to the adjacent base body in the combination of the roadway separation device 40 when the roadway separation device is set up along a curved line. This helix angle is therefore at least approximately equal to half the apex angle of that circle sector which is drawn from the center of curvature of the curved line of installation to the two end faces of a base body 41.

Each base body 41 has a sole part 44 and a back part 45 projecting thereon. The sole part 44 has at least approximately the shape of a lying prism with a trapezoidal end face (FIG. 3). The sole part 44 has a sole surface 46, the width of which is approximately 50 cm. The sole surface 46 is adjoined on both sides by at least approximately perpendicular side surfaces 47, the height of which is approximately 6 cm. An inward and an upward running roof surface 48 adjoins the two side surfaces 47. These have an angle of inclination of at most 25 ° with respect to the horizontal. At the transition point 49 to the back part 45, the sole part 44 has a ridge height of 13 cm.

The back part 45 has at least approximately the shape of a horizontal cuboid, the wider longitudinal sides of which are oriented perpendicularly and form the side surfaces 51 of the back part 45. The back part 45 adjoins the sole part 44 with one narrow longitudinal side. The second narrower long side forms the top surface 52 of the back part 45 and thus of the entire base body 41. The back part 45 has a width of approximately 20 cm. Its height is such that the base body 41 has a total height of approximately 35 cm.

The base body 41 is designed as a solid body and made of plastic, in particular from recycled plastic. Plastic waste is preferred.

The coupling devices 42 have two coupling parts, of which the first coupling part is rigidly and non-detachably connected to the associated base body, whereas the second coupling part is an independent part that positively connects the two coupling base parts to one another, and thus to these two Basic bodies together serves as a second coupling part.

1 to 3 of the first embodiment of the roadway separating device 40, the first coupling parts are formed on the end faces 43 of the base body 41 by a T-groove 53, which extends at least approximately vertically downward from the top surface 52 of the back part 45. The T-groove 53 either ends completely or at least with a part of its plan projection above the sole surface 46 of the sole part 44. The second coupling part of the coupling devices 42 is designed as an insert part 54. The insert 54 has an I-shaped plan (FIG. 7), half of which is matched to the T-shaped plan of the T-groove 53 in the main body 41. The amount of Insert 54 is not greater than the vertically measured height of the T-groove 53 in the base body 41. The insert 54 are made of metal. They can be produced, for example, as light metal castings or as sections of an light metal extruded profile with an I-shaped cross-sectional shape. The light metal design of the plug-in parts 54 has the advantage that they are weather-resistant from the outset with the appropriate choice of material. If the insert parts 54 are produced, for example, as sections of a steel rolled profile, they should be provided with permanent corrosion protection, for example hot-dip galvanized.

As can be seen from FIG. 2, a roadway separating device 40 includes a number of base bodies 55... 57. In these base bodies, the top surface 58 or 59 or 60 is around in the longitudinal direction relative to their sole surface 61 or 62 or 63 inclined a certain angle, which is the same for all these basic bodies 55 ... 57. The height of this basic body, i.e. the height of its top surface 58 or 59 or 60 is coordinated with one another in such a way that, when the basic bodies 55 ... 57 are arranged in a row, their top surfaces 58 ... 60 form a continuously extending ramp surface, the height of which from the nominal value of the normal base body 41 to a minimum value decreases. This minimum value is at least approximately equal to the height dimension of the side walls 47 of the sole part 44 of all base bodies 41 and 55 ... 57.

Insofar as the height of the base bodies 55 ... 57 is sufficient, the same plug-in parts 54 as for the normal base bodies 41 are used for the coupling devices 42. If, however, the height of the base body at the coupling point is lower, plug-in parts are used there, the height of which is correspondingly reduced so that it does not protrude beyond the top surface of the base body adjacent to one another at the coupling point in question.

8 to 10 show base bodies 65 which are modified in some areas compared to base bodies 41.

One modification is that a reinforcement 66 made of metal is present inside the base body 65. This reinforcement 66 is formed by two flat steel sections 67, the end sections 68 of which are bent at right angles. This gives the flat steel sections 67 a hint of a U-shaped plan projection. The flat steel sections 67 have approximately the same height as the plug-in parts 54. The flat steel sections 67 are arranged parallel to one another symmetrically to the central plane of the base body 65, with a clear distance that is equal to the clear width of the head part of the T-groove 53 'to the two end faces of the base body 65. The flat steel sections 67 are dimensioned so long that their end sections 68 is located precisely at the transition point between the part running in the plan and the longitudinal part of the T-groove 63 '. The mutually facing end portions 68 have such a length in the transverse direction that the clear distance between their end faces is at least approximately equal to the clear width of the longitudinal part of the T-groove 53 '(Fig. 9). The flat steel sections 67 have a number of openings 69, through which the material located on both sides of the flat steel sections 67 receives connection points through the openings 69 when the flat steel sections 67 are formed in the base body 65.

With this design and arrangement of the reinforcement 66, the forces transmitted at a longitudinal load on the base body 65 by the coupling devices 42 'are absorbed by the reinforcement 66 resting on the hammer heads of the plug-in parts 57 and through the base body 65 through to the plug-in part 54 on the other end face transfer. This makes the material the Base body 65 relieved of those tensile forces for the transmission of which it may be less suitable than the reinforcement 66 made of steel.

The modifications still recognizable on the base bodies 65 will be explained later in another context.

From Fig. 11 ... 13 basic body 71 can be seen, which are also equipped in their interior with a reinforcement 72 molded therein. This reinforcement 72 is designed as a closed reinforcement frame 73. It is made from a flat steel section, or also from a plurality of flat steel sections, which are bent and, if necessary, are assembled in such a way that the reinforcing frame 73 results therefrom, the frame parts being welded to one another at the initially open locations.

The reinforcement frame 73 is designed and arranged such that it surrounds the transverse part of the T-groove 74 on three sides on the outside in the plan projection (FIG. 12). Since the reinforcement frame 73 also passes through at the transition point between the transverse and the longitudinal part of the T-groove 74, it has only a relatively small height, as can be seen from FIGS. 11 and 13.

The coupling devices 75 also have plug-in parts 75 with an I-shaped outline. So that these plug-in parts 76 can interact with the reinforcing frame 73, they each have a recess 78 in the length region of their plug-in part 77 along their upper and lower edges (FIG. 14), the height of which is at least approximately equal to the height of the reinforcing frame 73. As a result, the head parts 79 can not only be in the manner of a hammer head with the T-grooves 74 and their perpendicular inner walls interact, but at the same time also engage behind the reinforcing frame 73 in a hook-like manner, as can be seen from FIG. 11. These plug-in parts 77 accordingly also act as a coupling bracket, specifically as a bracket.

As such, a single recess 78 would suffice for this purpose. Then, when inserting the plug-in parts 75, it would always have to be ensured that the recess 78 is located at the bottom. The two recesses 78 eliminate the need for such an alignment of the insert parts 75 during assembly.

16 ... 18, the parts of the coupling devices 82 are modified more than in the previous embodiments.

As the first part of the coupling device 82, there is also a groove 83 on each end of the base body 81. However, this has a rectangular shape with walls that are flat in the vertical direction. As a further first part of the coupling device 82 connected to the base body 81, a coupling rod 84 is provided in the region of the grooves 83. It is aligned at right angles to the longitudinal axis of the base body 81 and is arranged in the lower region of the groove 83 at a certain distance in front of the rear wall 85 thereof . The coupling rods 84 have a circular cross section. At their two ends, they are welded to a longitudinal strut 86 from a straight section of steel bar. The longitudinal struts 86 are arranged so that their mutually facing inner surfaces are flush with the two side walls of the groove 83. The coupling rods 84 and the longitudinal struts 86 together form a reinforcing frame for the base body 81, which absorbs and transmits the longitudinal forces within the chain of the base body 81, so that the rest of the base body 81 is relieved of it.

The second part of the coupling devices 82 is designed as a coupling bracket 87 (FIGS. 19 and 20). It has a coupling hook 88 and 89 on each of its two ends. The clear distance between the two coupling hooks 88 and 89 is at least the same, expediently slightly larger than the outside distance of the coupling rods 84 of two mutually adjacent base bodies 81 (FIGS. 16 and 17, left part). The coupling hooks 88 and 89 have a length that is at least approximately equal to the diameter of the coupling rods 84.

As can be seen from FIG. 19, a guide leg 91 is provided at one end of the coupling bracket 87, which is made in one piece together with the coupling bracket 87 and its two hooks 88 and 89. The guide leg 91 is at a clearance from the hook 89 adjacent to it, which is slightly larger than the diameter of the coupling rod 84. The guide leg 91 and the hook 89 adjacent to it have a length which is greater than the diameter of the coupling rod 84. On the longitudinal section of both the hook 89 and the guide leg 91 protruding beyond the coupling rod 84, there are two pairs of aligned through holes 92 and 93, which are aligned parallel to one another. The two pairs of holes 92 and 93 have a clear distance from the coupling bracket 87 which is slightly larger than the diameter of the coupling rod 84. A guide pin 94 is inserted in each of two through holes 92 and 93 aligned with one another. These guide pins 94 are expediently designed as dowel pins or as grooved pins, so that after they are inserted into the through holes 92 and 93 they hold by themselves and do not require any additional securing of the position.

The locking pins 94 are only used on a coupling bracket 87 after this with its groove-shaped Intermediate space 85 between the hook 89 and the guide leg 81 was placed on the coupling rod 84 at one end of the relevant base body 81. Then the hook 89, the guide leg 91, the longitudinal section of the coupling bracket 87 located between them and the two guide pins 94 act like the hinge eye of a hinge joint in which the coupling rod 84 forms the hinge pin. By means of this hinge joint, the coupling bracket 87 can be pivoted into a rest position, in which it protrudes upwards within the groove 83, as is shown in broken lines in FIG. 16 and shown in solid lines in FIG. 18. From this rest position, it can be pivoted down into a coupling position, in which it engages behind the coupling rod of the adjacent base body 81, as a result of which the two adjacent base bodies 81 are positively coupled to one another.

As can be seen from FIGS. 19 and 20, the inner surface 96 of the hook 88 is designed as a convex cylindrical surface, the surface lines of which are aligned at least approximately parallel to the longitudinal extension of the hook 88 and at right angles to the longitudinal extension of the coupling bracket 87. The curvature of the inner surface 96 is expediently chosen so that its surface normal is inclined at the two outer edges relative to the central plane of the coupling bracket 87 by an angle which is at least approximately equal to the largest angle of inclination by which the central planes of two adjacent base bodies are pivoted against one another when the basic bodies are set up along a curved line. This cylindrical design of the inner surface 96 prevents the base body from abutting only the lateral outer edge of the hook 88 on the coupling rod 84 in such a setup.

The inner surface 97 of the hook 89 and the inner surface 98 of the guide leg 91 are planar in FIGS. 19 and 18 Surfaces shown. However, they can equally well be designed as cylindrical surfaces corresponding to the inner surface 96 of the hook 88.

So that the coupling bracket 87 does not accidentally pivot out of its groove 83 during transport and handling of the base body 81, a clamping element or locking element 99 is arranged on the rear wall 85 of this groove (FIG. 16) so that the coupling bracket 87 in its swiveled-up position on the Grinds locking element and / or snaps into it and is thus held in the erected position.

17 and 18, the clamping bracket 67 are shown with a significantly smaller width than the clear width of the grooves 83. This difference in width is chosen so large only with a view to a clear and concise representation. In reality, however, it is advisable to choose the width of the coupling bracket 87 only so much smaller than the clear width of the recess 83 between the longitudinal struts 86 of the reinforcing frame that the coupling bracket 87 has just the lateral space and the freedom of movement that is necessary so that two mutually adjacent base bodies 81 can be aligned obliquely to one another on a curved installation line. Within the scope of this movement space, the clamping bracket 87 is then able not only to transmit longitudinal forces, but also to effect a certain guidance of the base bodies 81 with one another in the lateral direction.

21 and 22, the clamp bracket 101 can be seen in a modified embodiment. With him, the two hooks 102 and 103 are the hooks 88 and 89 of the clamping bracket 87. The guide leg 104 arranged next to the hook 103 has an L-shaped profile in the side view. The profile leg 105 adjoining the coupling bracket 101 has a difference from the adjacent one Hook 103 a clearance that is between one and a half times and twice the diameter of the coupling rod 84. The profile leg 106 running parallel to the coupling bracket 101 has a clear distance from the coupling bracket which is at least equal to the diameter of the coupling rod 84. The free end face 107 of this profile leg has a clear distance from the adjacent hook 103, which in turn is at least equal to the diameter of the coupling rod 84. The through holes 108 for the guide pins 109 are arranged on the profile leg 104 in the profile part 106 erected parallel to the coupling bracket 101.

Due to this modification of the guide leg 104, it is possible for the coupling bracket 101 to slide downward in the pivoted-up position (FIG. 21) under the effect of its own weight until it sits on the coupling rod 84 with the inside of the profile leg 105. Then the transition 109 between the coupling bracket 101 and its hook 103 is so far away from the coupling rod 84 that the transition part 109 requires a relatively large amount of space if the coupling bracket is to be pivoted about the coupling rod 84 in this position. If the coupling rod 84 has a clearance in the recess 83 from the rear wall 85 which is only slightly greater than the thickness of the hook 103, the transition part 109 and that part of the coupling bracket 101 between the hook 103 and the profile part 105, then that acts Rear wall 85 as a stop for the transition part 109 and thereby holds the coupling bracket 101 at least approximately in the vertical orientation (FIG. 21) or at most in an only slightly inclined position relative to the vertical. To pivot into the operating position, the coupling bracket 101 must be raised so far that the hook 103 abuts the coupling rod 84.

Then the coupling bracket 102 can be easily swiveled forward and over to the coupling rod 84 of the adjacent base body and hung there.

At its end facing away from the hook 103 and the guide leg 104, the coupling bracket 101 has an extension 110 which projects in the longitudinal direction beyond this end and which has a smaller width than the coupling bracket 101. At this extension, the coupling bracket 101 can be gripped more easily and pivoted out of its operating position more easily than at any other location, in particular when the coupling bracket 102 is only slightly narrower than the grooves 83.

The basic bodies described so far have a certain height of generally 35 cm. For those applications in which a greater height of the roadway separating device is desired, there are attachment bodies 112 matching the base bodies 111 (FIG. 23).

The basic bodies 111 are largely identical to the basic bodies 81, their coupling devices being equipped either with coupling brackets 87 or with coupling brackets 101. The top body 112 has a cuboid shape. They have at least approximately the same width as the back part of the base body and they have at least approximately the same length as the base body.

On the upper side of the base body 111 and on the underside of the attachment body 112 there are guide elements by means of which the attachment body are guided on the base body both transversely to their longitudinal extent and in the direction of their longitudinal extent. Since no molded parts may protrude upward on the upper side of the base body 111 so that they can also be used without an attachment body, the guide elements are on the upper side of the Base body 111 is formed as recesses or depressions on the top and on the attachment bodies as projections on the bottom. In general, these guide elements are arranged in the transverse direction of the base body 111 and the attachment body 112 on the longitudinal center line or symmetrically thereto if they are present in pairs. In the longitudinal direction, the guide elements are arranged on a transverse line or in pairs symmetrically to this transverse line, which are located at 1/4 and 3/4 of the longitudinal extent of the base body 111 and of the attachment body 112. The latter feature makes it possible to arrange the top bodies 112 offset by a half longitudinal division in the longitudinal direction with respect to the base bodies 111, in order to achieve a kind of brick structure (FIGS. 23, 26 and 27).

In the base bodies 65, guide grooves 113 arranged in a cross shape are formed on the upper side (FIG. 9). The base bodies 71 are cross-shaped guide grooves 114 (FIG. 12). These guide grooves interact with cross-shaped guide ribs 115 (FIG. 29) which are formed on the underside of the associated attachment body. In the case of the guide grooves 113 and 114, the plan projections of the groove side walls 116 and 117 are aligned parallel to one another. In the case of the guide ribs 115, the floor plan projection of the side walls is curved in an arc shape compared to the floor plan projection of the groove side walls 116 and 117, at least approximately in the manner of involute teeth. This makes it possible that even with a staggered arrangement of the attachment body, both the base body and the attachment body can be lined up along a curved line of installation, the attachment body being pivoted in the area of the guide elements by half the helix angle of the base body and nevertheless a perfect guidance of the attachment body is guaranteed on the basic bodies.

However, the guide elements can also have a circular plan projection and accordingly be designed as a circular recess 118 in the top of the base body 111 and also as a circular projection 119 on the underside of the attachment body 112 (FIGS. 24 and 25).

The circular recesses 118 in the top of the base body 111 have a clear width which is significantly smaller than the width of the back part of the base body 111, so that the wall thickness remaining between the recesses 118 and each of the two side surfaces of the back part does not become so small that for this wall area creates the danger of breaking out. Accordingly, the circular projections 119 on the underside of the attachment bodies 112 also have an outer diameter which is small in relation to the width of the attachment bodies. Since the attachment bodies 112 rest exclusively on the projections 119 when they are stored on the flat floor, their stability is not very great. It is therefore expedient to equip the top of the attachment body 112 with additional support knobs 121 which have at least the same height as the projections 119. These support knobs 121 are located in the longitudinal and transverse directions as close as possible to the outer edge of the underside of the attachment body. Recesses 122 are formed in the top of the base bodies 111, the outline shape and arrangement of which are matched to the support knobs 121 on the attachment bodies 112. The clear width of the recesses 122 is greater than the plan projection of the support knobs 121. The depth of the recesses 122 is greater than the height of the support knobs 121. With the plan shape of the recess 122, the relative movement space of the support knobs 121 must be taken into account, which results from that when the base body 111 and the attachment body 112 are set up along a curved installation line, the attachment body 112 assume a certain oblique position relative to the base body 111.

In the case of the top bodies 112, the two side walls 123 are aligned parallel to one another in their central longitudinal section from the normal plane to their longitudinal extent, which pass through the center of the projections 119 on their underside, the subsequent longitudinal sections 124 are angled inwards relative to the central longitudinal sections, and namely by half the angle into which the attachment bodies 112 are inclined when they are set up with the base bodies along a curved line. In this way, protruding edges are avoided in such a setup.

Insofar as the attachment bodies 112 are only loosely placed on the base bodies 111 and they rest thereon only under the effect of their own weight, it is also expedient to equip the attachment bodies 112 on their end faces with coupling devices 125 which are designed similarly or identically to the coupling devices 126 of the base body 111 (Fig. 26 and Fig. 28). Because of their simple handling and, at the same time, safe coupling, coupling devices such as coupling devices 82 (FIGS. 16 ... 18), which are provided with a coupling bracket 87 or with the modified coupling bracket 101 (FIG. 22), are particularly suitable.

The coupling devices 125 of the attachment bodies 112 (FIG. 26) can be omitted and the attachment bodies can thereby be made simpler if the base bodies 127 and their attachment bodies 128 are connected by means of two fastening devices 129, which are indicated in FIG. 27 by a broken line. These fastening devices 129 are expediently arranged in the center of the guide elements 118 and 119.

Such fastening devices 129 are explained in more detail below with reference to FIGS. 30 and 31 and with reference to FIGS. 32 to 35.

As can be seen from FIG. 30, the base body 131 and the attachment body 132 are connected to one another by means of a fastening device 133, which has a fastening screw 134 and a fastening nut 135 as main parts.

The fastening nut 135 is arranged below the bottom of the circular recess 136 in the top of the base body 131. It is welded in the transverse direction of the base body 131 on both outer sides, each with a tension strut 137, which in turn is welded to one of the two longitudinal struts 138 of the reinforcement frame 139 of the base body 131. Below the fastening nut 135, the base body 131 has a recess 141 as a movement space for the fastening screw 134.

The fastening screw 134 is arranged in a vertically aligned through hole of the attachment body 132. This through hole is formed by the cavity 142 of a metal guide tube 143, which is formed in the line of alignment of the fastening device 133 in the attachment body 132. A reinforcing frame 144, which is also molded in the attachment body 132, is fixedly connected to the two guide tubes 143, generally welded.

In the top of the attachment body 132 there is a circular cylindrical recess 145 in the center of the guide tube 143, the clear width of which is larger than the outside diameter of the guide tube 143. The guide tube 143 extends into the recess 145 by a certain length. A spring element in the form of a helical compression spring 146, which is guided by the guide tube 143, is arranged in the annular space between the guide tube 143 and the peripheral wall of the recess 145. The helical compression spring 144 sits at its lower end

Bottom of the recess 145. A washer 147 rests on the upper end of the helical compression spring 146 and forms a spring plate for the helical compression spring 146. The washer 147 lies in the operating position of the fastening screw 134, in which it is screwed into the fastening nut 135 and also on the upper end face of the fastening tube 143. The head 148 of the fastening screw 134 bears against the upper side of the washer 147. The guide tube 143 is tensioned by him via the washer 147 in the direction of the fastening nut 135 in the base body 131, and the attachment body 132 is thereby pulled firmly onto the upper side of the base body 131.

When the fastening screw 134 is unscrewed from the fastening nut 135, the fastening screw 134 is raised by the helical compression spring 146. So that the screw head 148 does not protrude above the top of the attachment body 132, a stop ring 151 is arranged in the lower region of the screw shaft 149, which is inserted into a groove of the screw shaft 149. In its lower longitudinal section, the guide tube 143 has a circular cylindrical extension or recess 152, the clear width of which is larger than the outer diameter of the stop ring 152. When the fastening screw 134 is unscrewed from the fastening nut 135, it is raised by the helical compression spring 146 until the stop ring 153 lies against the bottom of the recess 152. So that the screw thread of the fastening screw 134 is completely pulled into the recess 152, the axial depth of the recess 152 is chosen greater than the distance from the screw end to the side of the stop ring 151 facing away from the screw end. The length of the screw shaft 149 between the stop ring 151 and the top of the screw head 148 is so matched to the distance from the bottom 153 of the recess 152 to the top of the top body 132 that the Even in the highest position, the screw head 148 does not protrude beyond the top of the attachment body 132. This adjustment of the dimensions ensures that, with free handling of the attachment body 132, the fastening screw 134 does not protrude from the attachment body 132 with its screw head 148 on the top or with its screw thread 154 on the underside (FIG. 31b). Because the nut 135 is below the coupling rod 84. Is arranged on the recess 136, it is located completely within the outline of the base body 131 (Fig. 31a), and is thus also protected from damage.

A base body 161 and an attachment body 162 can be seen in FIGS. 32a and 32b in a relative position which is raised from one another and which, when placed on top of one another, can be connected to one another by means of a fastening device 163. With the exception of the features specified separately below, the base body 161 and the attachment body 162 are otherwise configured the same as the base body 131 and the attachment body 132, so that their description also applies to the base body 161 and the attachment body 162 and to their parts.

The main parts of the fastening device 163 are a toggle rod 164 and a perforated disk 165 cooperating therewith.

The perforated disc 165 is arranged on the base body 161 on the flat bottom of a circular cylindrical recess 166. It is welded to two tension struts 167, which in turn are welded to the reinforcing frame, not shown in detail, of the base body 161. Below the perforated disc 165 there is also a second recess 168, the outline shape and depth of which will be explained later.

The toggle rod 164 extends through the cavity of a guide tube 169 which is formed in the attachment body 162. On the underside of the attachment body 162, namely in the longitudinal section of its projection 171 serving as a guide element, there is a recess 172 which serves to receive the lower longitudinal section of the toggle rod 164 and the toggle pin 173 seated thereon in a transverse through hole. The outline of the recess 172 can be seen in FIG. 34. It is approximately elliptical or long, so that its peripheral wall 174 forms a guide and an alignment aid for the toggle rod 164 and its toggle pin 173. The recess 172 has a depth that is greater than the distance of the lower end face of the toggle rod 164 from the side of the toggle pin 173 facing away from the end face.

In the upper area, the attachment body 162, the toggle rod 164, the guide tube 169 and the other parts are designed and arranged in the same way as is the case with the corresponding parts of the attachment body 132 and as is shown in FIGS. 33 and 31b can be seen.

The perforated disk 165 has a through hole 145 in its center, the outline of which is at least approximately the same as the outline of the toggle rod 164 and its toggle pin 173. The through hole 175 accordingly has a circular center region 176 and two diametrically adjoining side regions 177. The two side regions 177 of the through tube 175 together form a long round. The clear widths of the central area 176 and the side areas 177 are slightly larger than the outline shape of the toggle rod 164 and its toggle pin 173.

A circular-cylindrical stop pin 178 is arranged on the underside of the perforated disk 165 and sits in a matching blind hole in the perforated disk 165. The Stop pin 178 is aligned parallel to toggle rod 164. It is arranged within the annular movement space of the toggle pin 173 at a point at which the toggle pin 173 touches the stop pin 178 when the toggle pin 173 assumes the position indicated by the dot-dash line in FIG. 35, in which it is at least approximately perpendicular to the longitudinal axis of the two side areas 177 of the through hole 175 is aligned. On the other side of this stop position of the toggle pin 173, a locking element in the form of a notched nail 179 with a semicircular head is also arranged on the underside, which is also inserted into a blind hole of the perforated disc 165. The notch nail 179, as a locking element, ensures that the toggle pin 173 does not accidentally move out of its stop position and dome position, indicated by dash-dotted lines, into the release position, in which it is flush with the side areas 177 of the through hole 175, for example under the influence of vibrations. Then the toggle rod 164 would be pulled out of the perforated disk 165 at its upper end by the helical compression spring and pulled fully into the attachment body 162, whereby the connection between the base body 161 and the attachment body 162 would be broken at least at this point. So that the toggle pin 173 can be pivoted freely, the recess 168 below the perforated disc has a circular shape and a clear width that is greater than the length of the toggle pin 173. The depth of the recess 168 is greater than the length of the end section of the toggle rod 164 with the toggle pin 173.

In the same way as there are some modified individual pieces 55 ... 57 for the base bodies 41 (FIG. 2), the top side of which, when properly aligned, results in a continuously smooth starting ramp, there are also top bodies 181 and 182 (FIG. 23) opposite the top side their underside inclined in the longitudinal direction, so that they in the correct alignment would result in a continuation of the starting ramp of the base body. In view of the fact that the attachment bodies 112 are arranged offset by half a longitudinal division relative to the associated base bodies 111, depending on the desired incline of the inclined top side of the body in relation to their length division, part of its top side can occur in an attachment body 181 runs inclined and the adjoining part runs horizontally at the same height as the top of the other attachment bodies 112.

For those attachment bodies with an inclined upper side that are only very low in height, such as attachment body 182, it may be useful, if not necessary, for the attachment devices to be of the type of attachment device 133 (FIG. 30) or attachment device 163 (Fig. 32) to modify, especially to make the fastening screw or the toggle bar shorter.

A further embodiment of a base body 191 and an attachment body 192 is explained below with reference to FIGS. 36a + b ... 40a + b. They are shown in a raised relative position, which, when placed on top of one another, can be connected to one another by means of a connecting device 193. With the exception of the features specified separately below, the base body 191 and the attachment body 192 are otherwise designed the same as the base body 131 and the attachment body 132 (FIGS. 30 and 31a + b), so that their description also for the base body 191 and the Attachment body 192 and for its parts applies.

The modification of the base body 191 with respect to the base bodies described above, for example with respect to the base body 161, consists in that the surface 194 the top thereof is flat outside the parts of the connecting device 193 and has no projections or recesses which serve for guiding tasks. The modification of the attachment body 192 compared to the other attachment bodies is that the surface 195 of its underside is also flat and there are no projections and recesses for guiding purposes outside the parts of the connecting device 193. The mutual guidance of the attachment body 192 and the base body 191 transversely to their longitudinal extent is carried out by the connecting device 193, which, like the fastening devices 133 (FIG. 30), are present twice in the longitudinal direction of the base body 191 and the attachment body 192.

The main parts of the connecting device 193 have a groove body 196 (FIG. 37) and a clamping body 197 cooperating therewith, on which a hammer head 198 which is matched to the groove body 196 is provided.

The groove body 196 is arranged on the upper side of the base body 191, in such a way that all of its parts do not protrude beyond the surface 194. The groove body 196 is fixedly connected to the reinforcing frame of the base body 191 by means of welded-on tension struts 199, as can be seen in a similar manner from FIG. 30 with respect to the fastening nut 135.

In the upper side of the base body 191 there is a recess 201 in addition to the groove body 196 (FIG. 37), which serves as an insertion pocket for the hammer head 198 of the clamping body 197. The recess 201 is therefore based on the shapes and dimensions of the lower part of the clamping body 197 with the hammer head 198 and on the movement space of these two parts matched into the groove body 196 The recesses 201 are oriented in the same direction with respect to the groove body 196, ie they connect to the associated groove body 196 in the same direction (FIG. 37).

For the purpose of easier shaping of the groove body 196 and the recess 201 adjacent to it, the groove body 196 is designed like a trough. It has a bottom 202 and four side walls 203 which adjoin one another to form the trough shape. To complete the groove body 196, there are two ceiling sections 204 which are welded to the side walls 203 adjacent to them. The passage opening 205 for the shaft 206 of the clamping body 197 remains free between the ceiling sections 204. The clear distance between the mutually facing free edges of the ceiling sections 204 is slightly larger than the outer dimension of the shaft part 206, so that after insertion of the hammer head 198 into the groove body 196, the latter is guided transversely to the longitudinal extent of the base body 191 in its longitudinal center plane. Due to the abutment of the tensioning body 197 on the side wall 203 of the groove body 196 facing away from the recess 201, an exact positioning of the attachment body 192 in relation to the base body is also provided in the longitudinal direction.

The shaft 206 of the clamping body 197 is designed as a section of a rectangular tube with a square cross-section, at the lower end of which, on two sides facing away from one another, cuboid steel sections 207 are welded, which form the hammer head 198 of the clamping body 197.

A longitudinal guide 208 is provided for the clamping body 197, by means of which the clamping body 197 can be moved up and down in the vertical direction. This longitudinal guide is formed by a guide tube 209 in the form of a rectangular tube with a square cross-section, the inner contours of which are on the outer contour of the shaft 206 of the clamping body 197 is coordinated. As a result, the longitudinal guide 208 also forms an anti-rotation device for the clamping body 197.

The tensioning body 197 is moved up and down by means of a tensioning device 211 (FIG. 36b). In addition, after the attachment body 192 is joined to the base body 191 by means of the tensioning device 211, the tensioning body 197 in the groove body 196 is tightened or tightened so that the attachment body 192 and the base body 191 are firmly clamped together.

The tensioning device 211 has a cap screw 212 which is arranged inside the guide tube 209. The head 213 of the cap screw 212 is supported on a support plate 214 which is firmly connected to the upper part of the guide tube 209 and is welded to it. As a further part of the clamping device 211, there is a threaded plate 215, which is firmly connected to the upper end of the shaft 206 of the clamping body 197, and in turn is welded to it. The threaded hole 216 is matched to the threaded shaft of the cap screw 212.

The attachment body 192 and the base body 191 are joined together in such a way that when the tensioning bodies 197 are lowered, the attachment body 192 is aligned with respect to the base body 191 in such a way that the two tensioning bodies 197 on its underside are arranged in the vertical direction, each with one of the two recesses 201 in align the top of the base body 191. When the attachment body 192 is placed on the base body 191, the hammer head 198 of the clamping body 197 is immersed in the recess 201. The attachment body 192 is displaced in its longitudinal direction until the hammer head 198 is fully inserted into the groove body 196 and on the rear side wall 203 of the groove body 196 is present. The cap screw 212 of the tensioning device 211 is rotated, thereby tightening the tensioning body 197 from the underside against the ceiling sections 204 of the groove body 196. As a result, the underside of the attachment body 192 is firmly clamped to the upper side of the base body 191, and the attachment body 192 is thus connected to the base body 191 in a partially positive and partially non-positive manner.

As can be seen above all from FIGS. 16 ... 18, the base bodies 81 are provided on their underside with baseboards 183, which are preferably arranged along the outer edge of the sole surface of the base bodies. At certain intervals, openings 184 are present between the individual baseboards, through which the baseboards 183 are interrupted and through which surface water flowing to the base bodies 81 can flow under the base bodies. In addition, the interruptions of the baseboards 183 make it easier to set up the base bodies on a floor covered with sand or grit.

As can be seen from Fig. 3 ... 5, 45 perpendicular grooves 185 are formed on the side surfaces 51 of the back part with dovetail-shaped plan projection. If necessary, reflectors 186 can be inserted into these dovetail-shaped grooves 185, which are equipped with a holding foot 187 matched to the grooves 185. The dovetail connection between the reflectors 186 and the base bodies facilitates the replacement of those reflectors 186 that have been damaged or destroyed by vehicles grazing along the base bodies. Instead of the dovetail connection between the reflectors and the base bodies, other types of fastening can also be used, but it should be ensured that the reflectors are attached in the orientation shown in FIGS. 3 and 4, which results automatically in the dovetail connection.

In a similar manner, the attachment bodies can also be provided with dovetail grooves in order to be able to attach reflectors 186 thereon.

Transverse through holes 188 are shown in the base bodies 41 (FIGS. 4 and 5). These are used to insert support rods so that the base body can be carried and moved more easily. This also makes it easier to hang the basic bodies on ropes and, in turn, to transport them on a crane hook. With special hooks that are matched to the through holes, these base bodies can also be transported and / or moved directly with a crane. Such through holes can also be provided on the attachment bodies.

Claims (36)

1. Road dividing device with the features:
a number of base bodies are connected to one another by means of a coupling device in the manner of a chain,
each basic body has an elongated, at least approximately rectangular, plan shape,
each base body has a sole part and a back part protruding thereon,
the sole part has at least approximately the shape of a lying prism with a trapezoidal elevation with a wide sole surface and with a roof surface running inwards and upwards from the outer edge of the sole surface,
the back part has at least approximately the shape of a horizontal cuboid, the wider long sides of which are perpendicular and the narrower long sides of which are aligned horizontally,
the coupling devices are arranged on the two end faces of each base body in its central plane,
each coupling device has a first coupling part which is rigidly and non-detachably connected to the associated base body and a second coupling part which is movable with respect to the first coupling part,
the second coupling part in the coupling position connects the first coupling parts of two mutually adjacent base bodies to one another in a form-fitting manner and in the release position releases at least the first coupling part of one of the two adjacent base bodies with respect to the first coupling part of the second of the two base bodies,
characterized by the features:
- Each base body (41) is designed as a full body,
- The first coupling part on the two end faces (43) of the base body (41) is designed as a T-groove (53), which runs from the top (52) of the back part (45) at least approximately vertically downwards and above the sole surface (46 ) of the sole part (45) ends,
- The second coupling part is designed as a plug-in part (54),
- - Which has an I-shaped plan, half of which is matched to the T-shaped plan of the T-groove (53) in the base body (41) and
- - Which has a height that is not greater than the vertically measured height of the T-slot (53). 2. lane separating device with the features of the generic term of claim 1,
characterized by the features:
a groove-shaped recess (83) is provided on each end face of the base body (81) and runs at least approximately vertically downwards from the top of the back part,
- Within the recess (83) as a first coupling part at a certain height of the base body (83) a transversely to the longitudinal extent of the base body (83) aligned coupling rod (84) is arranged, a certain of the rear wall (85) of the recess (83) Has a distance and is firmly connected to the base body (81),
- The second coupling body is designed as a coupling bracket (87), which has at both ends a coupling hook (88; 89), the mutual clear distance is at least approximately equal to the outer distance of the coupling rods (84) of two mutually adjacent base bodies (81). 3. lane separating device according to claim 1 or 2,
characterized by the features:
- The roof surfaces (48) of the sole part (44) of the base body (41) has an inclination with respect to the horizontal of at most 25 °,
- The ridge height of the roof surfaces (48) at the transition point (49) to the back part (45) is at most 13 cm,
- The edge height of the outer edge (47) of the roof surfaces (48) of the sole part (44) is at most 6 cm. 4. lane separating device according to claim 1 or 2,
and / or according to claim 3,
characterized by the characteristic:
- The base body (41; 81) consists of plastic, preferably made of recycled plastic. 5. lane separating device according to claim 1, 3 or 4,
characterized by the features:
- A reinforcement made of metal is present in the base body (65), preferably molded therein,
the reinforcement is preferably designed as a closed reinforcement frame (73) which has two longitudinal struts and two transverse struts,
- The reinforcing frame (73) is designed and arranged in the base body (65) so that each of the two cross struts in the lowest area each one of the two T-grooves (74) at the transition point between the transverse part in the plan and the longitudinal part T-slot (74) is located,
- On the insertion part (75), the web part (77) between the two head parts (79) has at least on one side, preferably on both sides, a recess (78) whose height dimension is at least approximately equal to the height of the cross struts of the reinforcement frame (73) is. 6. lane separating device according to one or more of claims 2 to 4,
characterized by the features:
- The two coupling rods (84) in the base body (81) are made of metal, in particular steel,
- The two coupling rods (84) are preferably rigidly connected to one another by means of two longitudinal struts (86). 7. roadway separation device according to one or more of claims 2, 3, 4 and 6,
characterized by the features:
- The coupling rods (84) have a circular cross section,
the coupling bracket (87) has at one end a guide leg (91) which is aligned at least approximately parallel to the adjacent hook (89) and has a clear distance from it which is at least equal to the diameter of the coupling rod (84),
- Preferably, the guide leg (91) and the adjacent hook (89) have a length that is greater than the diameter of the coupling rod (84), and
- In the longitudinal section of the guide leg (91) and the adjacent hook (89) projecting beyond the coupling rod (84), there is preferably at least one pair, preferably two pairs of mutually aligned through holes (92; 93), into each of which a guide pin (94 ) is used. 8. lane separating device according to claim 7,
characterized by the features:
- The guide leg (104) has an L-shaped profile in side view,
- The profile leg (105) adjoining the coupling bracket (101) has a clear distance from the adjacent hook (103) which is between one and a half times and twice the diameter of the coupling rod (84),
- The profile leg (106) running parallel to the coupling bracket (101) has a clear distance from the coupling bracket (101) which is at least equal to the diameter of the coupling rod (84),
the end (107) of the profile leg (106) running parallel to the coupling bracket (101) has a clear distance from the adjacent hook (103) which is at least equal to the diameter of the coupling rod (84),
the through hole or the through holes (108) for the guide pins (109) are arranged in the profile leg (106) running parallel to the coupling bracket (101),
- The clear distance between the rear wall (85) of the recess (83) and the coupling rod (84) is only slightly more than the thickness of the hook (103) including its transition (109) to the coupling bracket (101) and as the thickness of the coupling bracket (101) in the area between the hook (103) and the guide leg (105). 9. lane separating device according to claim 7 or 8,
characterized by the characteristic:
- The coupling bracket (101) has at the end facing away from the hook (103) with the adjacent guide leg (104) an extension projecting over the hook (102) at this end (110). 10. lane separating device according to one or more of claims 2 to 4 and 6 to 9,
characterized by the characteristic:
- The respective other hook (89) facing inner surface (96) of a hook (88) of the coupling bracket (87) is designed as a convex cylindrical surface, the surface lines of which are at least approximately parallel to the longitudinal extension of the hook (88) and at right angles to the longitudinal extension of the coupling bracket (87 ) are aligned. 11. lane separating device according to one or more of claims 1 to 10,
characterized by the characteristic:
- At least on the sole part (44), preferably also on the back part (45) of the base body (41), the plan projection of the end faces (43) extends on both sides of the central plane of the base body (41) from the normal plane to the central plane away by a certain angle or with a certain angle Curvature radius curved. 12. roadway separation device according to one or more of claims 1 to 11,
characterized by the characteristic:
- There are a number of base bodies (55 ... 57), the top (58 ... 60) of which is inclined in the longitudinal direction relative to their sole surface (61 ... 63) by a certain angle and the height of which is coordinated with one another that, when these basic bodies (55 ... 57) are arranged in a row, their upper sides form a continuously running surface, the height of which decreases from the nominal value of the normal basic body (41) to a minimum value. 13. Road dividing device according to one or more of claims 1 to 12,
characterized by the features:
there are a number of attachment bodies (112),
- - which have a cuboid shape,
- - Which have at least approximately the same width as the back parts of the base body (111), and
- - which have at least approximately the same length as the base body (111),
- On the top of the base body (111) and on the underside of the attachment body (112) guide elements (118; 119) are available, by means of which the attachment body (112) on the base body (111) at least transversely to its longitudinal extent, preferably also in the longitudinal direction, are guided
- The guide elements on the base body (111) are preferably designed as recesses (118) on the top and on the attachment body (112) as projections (119) on the bottom. 14. lane separating device according to claim 13,
characterized by the features:
- The guide elements (118; 119) are arranged in the transverse direction on the longitudinal center line or symmetrically thereto,
- The guide elements (118; 119) are arranged in the longitudinal direction on a transverse line or symmetrically thereto, which are located at 1/4 and 3/4 of the longitudinal extent of the base body (111) and the attachment body (112). 15. lane separating device according to claim 13 or 14,
characterized by the features:
the guide elements on the base body (65) are designed as cross-shaped guide grooves (113) and on the attachment body as cross-shaped guide ribs (115),
- In the case of the guide grooves (113), the plan projections of the groove side walls (116; 117) are aligned parallel to one another and in the case of the guide ribs (115) the plan projection of the side walls is at least approximately angled by the same angle with respect to the plan projections of the groove side walls (116; 117), around which the end faces of the base body (65) are angled away from the normal plane to the central plane or are curved in the same way as these. 16. lane separating device according to claim 14 or 15,
characterized by the characteristic:
- The guide elements (118; 119) on the base body (111) and on the top body (112) have a circular plan projection. 17. roadway separation device according to claim 15 or 16,
characterized by the characteristic:
- The side surfaces (116; 117) of the recesses (113) on the base body (65) and the projections (115) on the attachment body are inclined by a certain angle with respect to the surface normal to the top of the base body (65) or to the underside of the attachment body. 18. lane separating device according to one or more of claims 13 to 17,
characterized by the features:
at least one fastening device (127) is present, by means of which the attachment body (126) can be connected to the base body (125) in the vertical direction with a certain force,
- The fastening device (127) is preferably arranged centrally to the guide elements (118; 119). 19. lane separating device according to claim 18,
characterized by the features:
- The fastening device (133) is formed by a fastening nut (135) and by a fastening screw (134),
- The fastening nut (135) is arranged below the top of the base body (131) and, if present, is preferably connected to the reinforcement or the reinforcement frame (139) of the base body (131) by means of tension struts (137),
- The fastening screw (134) is arranged in a vertically aligned through hole (142) of the attachment body (132),
- In the area of the top of the attachment body (132), the through hole (142) is widened by means of a recess (145), the bottom of which serves as a support surface for the head (148) of the fastening screw (134),
- The depth of the recess (145) is at least equal to the height of the head (148) of the fastening screw (134). 20. roadway separation device according to claim 19,
characterized by the features:
- Between the head (148) of the fastening screw (134) and the bottom of the recess (145) on the top of the attachment body (132), a spring element, preferably in the form of a helical compression spring (146), is arranged, by means of which the fastening screw (134) in the unscrewed state, it can be raised so far in the attachment body (132) that its shaft end with the thread (154) is inside the attachment body (132),
- The bottom of the recess (145) is at least lower by the block height of the helical compression spring (146),
- On the screw shaft (149), a stop element, preferably in the form of a stop ring (151) inserted into a groove of the screw shaft (149), is arranged at a point which is at a distance from the shaft end which is greater than the minimum screw-in depth of the screw connection from the fastening nut ( 133) and fastening screw (134),
- In the area of the underside of the attachment body (132), the through hole (142) is offset by means of a second recess (152), the bottom (153) of which is at least as large as the underside of the attachment body (132) Length from the shaft end (154) to the stop ring (151) on the screw shaft (143),
the height of the attachment body (132), the depth of the first recess (145) on the top of the attachment body (132), the length of the fastening screw (134), the length from the shaft end (154) to the stop ring (151) on the screw shaft, and the depth of the second recess (152) on the underside of the attachment part (132) is coordinated with one another such that when the fastening screw (134) is not screwed in, its head (148) does not protrude above the top of the attachment body (132). 21. lane separating device according to claim 18,
characterized by the features:
- The fastening device (163) is formed by a toggle rod (164) and by a perforated disc (165),
- The perforated disc (165) is arranged below the top of the base body (161) and, if present, preferably firmly connected to the reinforcement or the reinforcement frame of the base body (161) by means of tension struts (167),
- The perforated disc (165) has a profiled through hole (175), the plan shape of which is at least approximately the same as the plan projection of the shaft (164) and the toggle (173) of the toggle rod (164), the clear dimensions of the through hole (175) are slightly larger than the plan projection of the toggle rod (164),
the toggle rod (164) is provided at one end with a head which has circumferentially effective contact surfaces for an actuating tool and on the side facing the rod shaft has a normally oriented contact surface for contact with the attachment body (162),
- The toggle rod (164) has at its other end a toggle pin (173) which is inserted into a transverse through hole of the rod shaft,
- The toggle rod (164) is arranged in a vertically aligned through hole (169) of the attachment body (162),
- In the area of the top of the attachment body (162), the through hole is offset by means of a recess, the bottom of which serves as a support surface for the head of the toggle rod (164),
- The depth of the recess is at least equal to the height of the head of the toggle rod (164). 22. roadway separating device according to claim 21,
characterized by the features:
- Between the head of the toggle rod (164) and the bottom of the recess on the top of the top body (162) is a spring element, preferably in the form of a helical compression spring (146), by means of which the toggle rod (164) in the unlocked state as far as Attachment body (162) can be raised so that its shaft end with the toggle pin (173) stands within the attachment body (162),
- In the area of the underside of the attachment body (162), the through hole (169) is offset by means of a second recess (172), the bottom of which has a distance from the underside of the attachment body (162) that is at least as large as the length from the end of the shaft the toggle rod (164) up to the side of the toggle pin (173) facing away from the shaft end,
- Preferably, the height of the attachment body (162), the depth of the first recess on the top of the attachment body (162), the length of the toggle rod (164), the length from the shaft end to the toggle pin (173) and the depth of the second recess (172 ) matched to one another on the underside of the attachment body (162) in such a way that when the toggle rod (164) is unlocked, its head does not protrude above the top of the attachment body (162). 23. lane separating device according to claim 22,
characterized by the features:
- The second recess (172) on the underside of the attachment body (162) has a long, round plan shape (FIG. 34), the clear dimensions of which are only slightly larger than the plan projection of the rod shaft and the toggle pin (173) of the toggle rod (164),
- The longitudinal axis of the plan shape of the second recess (172) is preferably oriented at least approximately in the same direction as the longitudinal axis of the plan shape of the profiled through hole (175) of the perforated disc (165). 24. lane separating device according to one or more of claims 21 to 23,
characterized by the features:
on the underside of the perforated disc (165) there is a stop, preferably in the form of a stop pin (178) inserted into an axially aligned through hole or blind hole,
- Preferably, the stop pin (178) is arranged in the movement space of the toggle pin (173) of the toggle rod (164) suspended on the perforated disc (165) at the circumferential point which the toggle pin (173) achieves during a rotary movement when it is 90 ° relative to it Insertion position is twisted. 25. lane separating device according to one or more of claims 22 to 24,
characterized by the features:
a locking element, preferably in the form of a welding bead or in the form of the semicircular head of a notched nail (179), is present on the underside of the perforated disc (165),
- The latching element (179) is arranged in the path of movement of the toggle pin (173) of the toggle rod (164) suspended on the perforated disc (165) at the circumferential point which the toggle pin (173) passes shortly before reaching its end position in which it is 90 ° is rotated relative to its insertion position. 26. lane separating device according to one or more of claims 19 to 25,
characterized by the features:
- Each attachment body (132) has a hollow metal guide body (143) concentric to the axis of the fastening elements (134; 135), which is non-detachably connected to the attachment body (132), preferably molded therein,
the guide body is preferably designed as a metal guide tube (143), the cavity of which forms the through hole for the fastening screw (134) or the toggle rod (164),
- The upper end face of the guide tube (143) serves as a bearing surface for the head (148) of the fastening screw (134) or for the head of the toggle rod (164). 27. lane separating device according to claim 26, in conjunction with claim 20,
characterized by the features:
- The cavity (152) of the guide tube (143) has an extension (152) at the lower end with a preferably flat annular shoulder surface (153),
- The extension (152) has a clear width that is larger than the diameter of the stop ring (151) on the screw shaft (149),
- The heel surface (153) has a distance from the underside of the attachment body (132) that is greater than the length from the shaft end of the fastening screw (134) to the side of the stop ring (151) facing away from it,
- The bottom of the first recess (145) on the top of the attachment body (132) has a distance from the top that is greater by the height of the helical compression spring (146) in the tensioned state than the distance of the upper end face of the guide tube (143) from the top of the attachment body (132)
- The helical compression spring (146) has a clear width that is larger than the outer diameter of the guide tube (143),
- A washer (147) is arranged under the head (148) of the fastening screw (134), the outer diameter of which is at least approximately equal to the outer diameter of the helical compression spring (146). 28. lane separating device according to one or more of claims 1 to 12,
characterized by the features:
there are a number of attachment bodies (192),
- - which have a cuboid shape,
- - Which have at least approximately the same width as the back part of the base body (191), and
- - which have at least approximately the same length as the base body (191),
- There are two connecting devices (193) by means of which the attachment body (192) and the base body (191)
- - At least transversely to their longitudinal extent and preferably also in one of the two longitudinal directions are positively guided, and
- - can be connected in the vertical direction with a certain force,
- The connecting devices (193) are preferably arranged in the longitudinal center plane and in a certain division ratio with respect to the longitudinal extent. 29. lane separating device according to claim 28,
characterized by the features:
each connecting device (193) has a groove body (196) and a tensioning body (197) with a hammer head (198) matched to the groove body (196),
the hammer head (198) is arranged on the underside of the attachment body (192) and aligned transversely to the longitudinal extent of the attachment body (192),
- The clamping body (197) is guided on the top body (192) by means of a longitudinal guide (208) displaceable in the vertical direction,
- The clamping body (197) is secured against rotation by means of a rotation lock,
- The clamping body (197) can be raised and lowered in the vertical direction by means of a clamping device (211),
- The groove body (196) is arranged on the top of the base body (191), it does not protrude beyond its surface (194),
- The groove body (196), if present, is firmly connected to the reinforcement or to the reinforcement frame of the base body (191) by means of tension struts (199),
- In the top of the base body (191) in addition to the groove body (196) has a recess (201) as an insertion pocket for the hammer head (198) of the clamping body (197), the shapes and dimensions of which on the hammer head (198) and its range of motion Insertion into the groove body (196) are matched. 30. lane separating device according to claim 29,
characterized by the characteristic:
- The groove body (196) is trough-shaped and has a bottom (202) and four adjoining side walls (203) which also enclose the insertion pocket (201). 31. lane separating device according to claim 29 or 30,
characterized by the features:
- The longitudinal guide (208) of the clamping body (197) is formed by a guide tube (209), which is preferably molded into the top body (192),
the guide tube (209) is preferably designed as a rectangular tube, preferably with a square outline,
- The shaft (206) of the clamping body (197) is preferably formed by a rectangular tube, the outer contour of which is matched to the inner contour of the guide tube (209). 32. roadway separation device according to one or more of claims 29 to 31,
characterized by the features:
- The tensioning device (211) has a cap screw (212), which is arranged in a vertically aligned through hole of the attachment body (192s, if present, preferably within the guide tube (209), and whose head (213) is preferably on one with the attachment body (192) connected, if present, supported on a support plate (214) connected to the guide tube (209),
- As part of the clamping device (211) there is a threaded hole on the clamping body (197),
- As far as the shaft (206) of the clamping body (197) is tubular, the threaded hole (216) is part of a threaded plate (215) which is firmly connected to the tubular clamping body (197), in particular is welded to it. 33. roadway separation device according to one or more of claims 13 to 32,
characterized by the characteristic:
- The attachment bodies (112) can be connected to one another by means of a coupling device (123) according to one of claims 1 to 9. 34. roadway separation device according to one or more of claims 13 to 33,
characterized by the features:
- There are a number of attachment bodies (181; 182), the top of which is inclined in the longitudinal direction with respect to its underside by a certain angle and the height of which is matched to one another such that when these inclined attachment bodies (181; 182) are arranged in a row, their tops are one form a continuous surface, the height of which decreases from the nominal value of the normal top body (112) to zero,
- The angle of inclination of the upper sides of the beveled attachment bodies (181; 182) is at least approximately equal to the angle of inclination of the upper side of the beveled base bodies (61; 63),
- With an arrangement offset by half a longitudinal division of the attachment body (112) relative to the base body (111), an attachment body (181) is formed so that from its top half is inclined and the other half is parallel to the bottom. 35. roadway separation device according to one or more of claims 13 to 34,
characterized by the characteristic:
- The vertically aligned side walls (128) of the attachment body (126) are in the length section (129) from the normal plane passing through the axis of the fastening elements (127) to the longitudinal extension of the attachment body (126) from an angle to the front or angled inwards or curved by a certain radius of curvature, which is at least approximately the same, the helix angle or the radius of curvature of the plan projection of the end face (43) of the base body (41). 36. Road dividing device according to one or more of claims 1 to 35,
characterized by the features:
- on the roof surfaces of the sole part of the base body and / or on the side walls (51) of the back part (45) of the base body (41) and / or on the side walls of the attachment body, reflectors (186) are arranged,
- The reflectors (186) are preferably connected to the base body (41) or to the upward part by means of a dovetail connection, of which
- The dovetail grooves (185) are arranged on the base body (41) or on the attachment body and
- - The dovetail-shaped counterpart on the reflector (186) is arranged.

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